Evaluation of Rotational Stiffness of Elastomeric Bearing Pad-Anchor Bolt Connections on Deep Foundation Bents

Experimental tests are performed on a bearing pad-anchor bolt connection to study rotational stiffness and moment transfer capabilities of a typical bridge configuration. The experimental program is divided in two phases. The first phase consisted of shear and compression properties of two types of bearing pads. The second phase consisted of a total of 42 full-scale tests of a bearing pad-anchor bolt connection. The tested bridge-bent configuration includes two AASHTO Type II girders made continuous with a slab and diaphragm, bearing pads, pile caps, and piles. Variables included axial loads applied to the piles and bearing pads, two different sets of bearing pads, and three different pile types. The bridge connection is subjected to lateral cyclic reversed loading in one-cycle displacement increments. Test results show the potential for this type of connection to sustain lateral loads and flexural moments, and to develop the full strength of the pile elements. Shear and compression modulus are also obtained for the bearing pad types used in this study. Rotational stiffness values for the connection are determined as a function of varying axial loads.     

Determination of Bridge Design Parameters through Field Evaluation of the Route 601 Bridge Utilizing Fiber-Reinforced Polymer Girders

The Route 601 Bridge in Sugar Grove, Virginia, spans 11.89?m (39?ft) over Dickey Creek. The bridge is the first to use the Strongwell 91.4?cm (36?in.) deep fiber-reinforced polymer double web beam in a vehicular bridge superstructure. Construction of the new bridge was completed in October 2001 and field testing was undertaken shortly thereafter, as well as in June of 2002, to assess any potential changes in structural performance. This paper details the field evaluation of the Route 601 Bridge. Using midspan deflection and strain data from the October 2001 and June 2002 field tests, AASHTO bridge design parameters were determined—namely, wheel load distribution factor g, dynamic load allowance IM, and maximum deflection. The wheel load distribution factor was determined to be S/4, a dynamic load allowance was determined to be 0.36, and the maximum deflection of the bridge was L/1,110. Deflection results were lower than the AASHTO L/800 limit. This discrepancy is attributed to partial composite action of the deck-to-girder connections, bearing restraint at the supports, and contribution of guardrail stiffness. It was found that diaphragm removal had a small effect on the wheel load distribution factor.     

Monitoring of Steel Railway Floor Beams Prestressed by Steel Plates

Steel cables and tendons are commonly used in reinforcing steel beams as well as in concrete beams. However, the structural detail of cable anchors in steel beams tends to be complicated, and the effect on reducing live load stresses is not significant because of the relatively small stiffness of cables and tendons. On the contrary, by using high strength steel plates instead of cables and tendons, structural detail of the anchor area becomes simpler, and live load stresses as well as dead load stresses can be reduced in steel beams because of the relatively large stiffness of steel plates. In this study, the steel plate prestressing method is applied to beam specimens and intermediate floor beams of a steel railway through girder bridge. The behavior of the reinforcing steel plates and reinforced steel beams is monitored during prestressing and live loading, in order to assess the effects of prestressing and reinforcement. The study confirmed that these effects are beneficial to the performance of steel railway floor beams.     

Proposed Design Method for Thermal Bridge Movements

Bridges expand and contract due to temperature changes. These movements are estimated in design, and expansion joints and bridge bearings are designed to accommodate the movements. Integral construction is another means of adapting to thermal movements. If the design movements are too small, the bridge may be damaged during extreme conditions. If the movements are too large, less economical joint and bearing systems may be selected, and higher long-term maintenance costs will be incurred. An improved thermal movement design procedure is developed and compared to existing AASHTO Specifications and field observations. The recommended design temperatures are developed from more than 60 continuous years of weather data after considering the relationship between bridge temperature and climatic conditions for different bridge types. The recommended temperatures provide a realistic indication of actual bridge performance and eliminate the ambiguity of present design methods. Strategies for defining design movements and design installation temperatures for different joint and bearing systems are also developed. The design recommendations result in significant changes in predicted movement for some bridges, and the recommendations are compared with field measurements of bridge temperatures and movements to verify the proposed limits. The proposed design provisions are presently under consideration by AASHTO Committees for adoption into the AASHTO Specifications.     

Neoprene Bearing Pad Slippage at Louisiana Bridges

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

Dynamic Characteristics and Effective Stiffness Properties of Honeycomb Composite Sandwich Structures for Highway Bridge Applications

In this paper, a combined analytical and experimental study of dynamic characteristics of honeycomb composite sandwich structures in bridge systems is presented, and a relatively simple and reliable dynamic experimental procedure to estimate the beam bending and transverse shear stiffness is proposed. This procedure is especially practicable for estimating the beam transverse shear stiffness, which is primarily contributed by the core and is usually difficult to measure. The composite sandwich beams are made of E-glass fiber and polyester resins, and the core consists of the corrugated cells in a sinusoidal configuration. Based on the modeling of equivalent properties for the face laminates and core elements, analytical predictions of effective flexural and transverse shear stiffness properties of sandwich beams along the longitudinal and transverse to the sinusoidal core wave directions are first obtained. Using piezoelectric sensors, the dynamic response data are collected, and the dynamic characteristics of the sandwich structures are analyzed, from which the flexural and transverse shear stiffness properties are reduced. The experimental stiffness results are then compared to the analytical stiffness properties, and relatively good correlations are obtained. The proposed dynamic tests using piezoelectric sensors can be used effectively to evaluate the dynamic characteristics and stiffness properties of large sandwich structures suitable for highway bridge applications.     

Concentrations of Pressure Between an Elastically Supported Beam and a Moving Timoshenko-Beam

The present paper is concerned with the motion of an elastically supported beam that carries an elastic beam moving at constant speed. This problem provides a limiting case to the assumptions usually considered in the study of trains moving on rail tracks. In the literature, the train is commonly treated as a moving line-load with space-wise constant intensity, or as a system of moving rigid bodies supported by single springs and dampers. In extension, we study an elastically supported infinite beam, which is mounted by an elastic beam moving at a constant speed. Both beams are considered to have distributed stiffness and mass. The moving beam represents the train, while the elastically supported infinite beam models the railway track. The two beams are connected by an interface modeled as an additional continuous elastic foundation. Here, we follow a strategy by Stephen P. Timoshenko, who showed that a beam on discrete elastic supports could be modeled as a beam on a continuous elastic Winkler (one-parameter) foundation without suffering a substantial loss in accuracy. The celebrated Timoshenko theory of shear deformable beams with rotatory inertia is used to formulate the equations of motion of the two beams under consideration. The resulting system of ordinary differential equations and boundary conditions is solved by means of the powerful methods of symbolic computation. We present a nondimensional study on the influence of the train stiffness and the interface stiffness upon the pressure distribution between train and railway track. Considerable pressure concentrations are found to take place at the ends of the moving train.     

Field Testing and Analysis of CRC Deck Girder Bridges

This paper presents findings of field tests and analysis of two conventionally reinforced concrete (CRC) deck girder bridges designed in the 1950s. The bridges are in-service and exhibit diagonal cracks. Stirrup strains in the bridge girders at high shear regions were used to estimate distribution factors for shear. Impact factors based on the field tests are reported. Comparison of field measured responses with AASHTO factors was performed. Three-dimensional elastic finite-element analysis was employed to model the tested bridges and determine distribution factors specifically for shear. Eight-node shell elements were used to model the decks, diaphragms, bent caps, and girders. Beam elements were used to model columns under the bent caps. The analytically predicted distribution factors were compared with the field test data. Finally, the bridge finite-element models were employed to compare load distribution factors for shear computed using procedures in the AASHTO LRFD and Standard Specifications.     

Endurance of Deck-to-Deck Connections in Transverse Hardwood Glulam Decks

Dowel and stiffener beam deck-to-deck connections transfer shear and moment between hardwood glued-laminated (glulam) transverse deck panels in longitudinal timber bridges. The connections resist relative deflections between the deck panels and aid in the prevention of reflexive cracking of the bituminous wearing surface at panel joints. Cyclic loading can reduce the stiffness of some types of deck-to-deck connections resulting in shortened service life. The performance of dowel and stiffener beam deck-to-deck connections for hardwood glulam transverse panel bridge decks was evaluated during cyclic laoding. Five tests were conducted with steel dowel connected deck panels, and five tests were conducted with glulam stiffener beam connected deck panels. Each connection was subjected to 1,000,000 load cycles. Degradation of connector stiffness with increasing number of load cycles was determined. Stiffener beam connections had better cyclic load response than the steel dowel connections. Steel dowel connections experienced approximately 20% degradation of stiffness after 1,000,000 load cycles. Most stiffener beam connections experienced little to no stiffness degradation after 1,000,000 load cycles; the smaller stiffener beam experienced 14% degradation after 1,000,000 load cycles. All connections remained within the limits of deflection criteria established in the 1994 AASHTO LRFD Bridge Design Specifications.     

Stability Bracing Requirements for Steel Bridge Girders with Skewed Supports

Cross frames and diaphragms are critical elements for the stability of I-shaped steel bridge girders during construction. The AASHTO specifications are relatively vague with regards to the stability design requirements of the braces. Spacing limits that have been used in past AASHTO specifications have been removed from the Load and Resistance Factor Design Specification, which instead requires the bracing to be designed by a rational analysis. Whereas the AASHTO specification does not define what constitutes a rational analysis, stability bracing systems must possess adequate stiffness and strength. The commercially available software packages that are typically used in bridge design generally do not have the capabilities to determine the adequacy of the bracing from a stability perspective. This paper outlines the stability bracing requirements for bridges with normal and skewed supports. The effects of support skew on the stiffness and strength requirements for stability bracing are addressed. Solutions that are available for systems with normal supports were modified to account for the effects of the support skew angle. Two orientations of the intermediate bracing were considered: parallel to the skew angles and perpendicular to the longitudinal girder axis. The solutions are presented and compared with finite-element results. The design solutions have good agreement with the finite-element solutions.     

Northern Red Oak Glued-Laminated Timber Bridge

A 5-year program to monitor the performance of a red oak longitudinal girder, transverse deck glued-laminated (glulam) highway bridge is presented. The bridge design details, including preservative treatment results, are described. The live loading results indicate that the predicted and observed live load beam deflections agree to within 7% when the stiffness of the individual beam laminations is used as a predictor and a 10% increase in beam stiffness due to composite action between the deck panel and logitudinal girders is incorporated into the design. The dimensional stability of the deck panels over 3 years has been monitored and analyzed. Significant reflexive cracking of the asphaltic wearing surface has been observed at the interface between each red oak deck panel. This has been attributed to the gap provided between each panel during construction, to the placement of the waterproof membrane directly over the creosote-treated deck panels, and to improper mating of the deck panels to the beams during installation of the lag bolts. Long-term (3-year) dead load deflection measurements indicate that after approximately 1 year, dead load deflections remain nearly constant for the interior beams. Elevations of the lower surface of the two exterior beams fluctuate considerably and vary seasonally. There is no evidence of delamination of the girders or deck panels after 4 years. However, there is some evidence of delamination of the curbs and the tops of rail posts.     

Load Distribution of Existing Solid Slab Bridges Based on Field Tests

The load-carrying capacity of existing slab bridges is commonly calculated based on the equivalent width recommended by the American Association of State Highway and Transportation Officials (AASHTO). Interest in the field load testing of highway bridges has increased significantly in recent years. Load capacity of a bridge based on field testing is generally greater than that determined from standard rating calculations. The main parameters affecting the equivalent width were identified using the grillage analogy method. The results suggest that edge beam size should be considered in the equivalent width calculation. A simplified equation for the equivalent width is proposed for solid slab bridges with or without edge beams. The equivalent widths based on the AASHTO and LRFD cores was compared with those based on the field tests and analyses. The equivalent widths based on the grillage analogy and field tests are higher than those based on the AASHTO and LRFD codes, which indicates that the codes give a conservative estimate of the equivalent width. In the absence of field tests, the grillage analogy provides an accurate estimate for the equivalent width and bridge rating.     

Fatigue Behavior of Composite-Reinforced Glulam Bridge Girders

While composite-reinforced glulam beams have been used in several bridge demonstration projects, knowledge of their fatigue behavior is quite limited. In this study, the response of full- and partial-length fiberglass composite-reinforced glulam beams under fatigue cycling followed by quasi-static bending to failure is examined. To mimic anticipated in-service conditions, a hygrothermal cycling regime was developed that replicates the effective stress history of a 50-year service life with a 55-day period in a moisture-controlled kiln. In addition, some of the beams had initial delaminations introduced between the reinforcing and the wood similar to those observed in field investigations of reinforced glulam bridge girders. For the partial-length reinforced beams, reinforcing with both confined and unconfined ends was considered. The results of the postfatigue tests to failure were compared with the expected strength. In addition, the stiffness of the beams was monitored during the fatigue cycling. It was found that, with the exception of the unconfined, partial-length reinforced beams, all specimens had a residual strength that compared favorably with the expected strength. Further, neither the preconditioning nor the fatigue cycling had an appreciable impact on the stiffness of the reinforced beams. The unconfined, partial-length reinforced beams did not perform well under fatigue loading and do not seem to be a viable alternative for use as reinforced glulam bridge girders.     

Predicted and Measured Performance of Prestressed Concrete Bridges

Testing results of six existing prestressed concrete bridges are used to evaluate analytical methodologies. These bridges cover different span lengths, number of lanes, and skew angles. Strains, load distribution factors, and ratings predicted by finite-element analyses and AASHTO code specifications are compared with those from measurements. The comparison reveals a significant difference between the analytical and test results due to the effects of many field factors. Factors that exist in reality but whose effects on bridge performance cannot easily be quantified are defined as field factors. Due to these field factors, existing bridges are different from idealized calculation models and are thus defined as field bridges. To examine this difference and to quantify their effects, some field factors are modeled in a more refined finite-element analysis. It is found that the field factors have a larger effect on the maximum strain than on the load distribution factor. Parametric studies of the effects of diaphragms, bearing stiffness, and skew angles on the load distribution and maximum strain are conducted.     

Thermal Effects on Skewed Steel Highway Bridges and Bearing Orientation

An investigation is conducted to characterize and quantify external effects in composite steel highway bridges under thermal loading. Based on the results of a literature review, including thermal and thermoelastic analyses as well as current design code provisions, a simple but realistic thermal loading is developed for winter and summer conditions for AASHTO load and resistance factor design (LRFD) Zone 3. Three cases of bearing orientation, representative of current design practice, are examined. Parametric studies are then conducted. Hypothetical bridges are designed for a range of different span lengths, section depths, widths, and skews. Each bridge model is tested under all three constraint cases and both winter and summer thermal loading. Variations in structural response with each parameter are plotted, and the relative influence of each parameter is discussed. Design equations to predict the observed displacements and restraint forces at the bearings are then developed by a systematic regression procedure. The applicability of these proposed design equations is demonstrated by examples.     

Laboratory and Field Performance of Cellular Fiber-Reinforced Polymer Composite Bridge Deck Systems

This paper addresses the laboratory and field performance of multicellular fiber-reinforced polymer (FRP) composite bridge deck systems produced from adhesively bonded pultrusions. Two methods of deck contact loading were examined: a steel patch dimensioned according to the AASHTO Bridge Design Specifications, and a simulated tire patch constructed from an actual truck tire reinforced with silicon rubber. Under these conditions, deck stiffness, strength, and failure characteristics of the cellular FRP decks were examined. The simulated tire loading was shown to develop greater global deflections given the same static load. The failure mode is localized and dominated by transverse bending failure of the composites under the simulated tire loading as opposed to punching shear for the AASHTO recommended patch load. A field testing facility was designed and constructed in which FRP decks were installed, tested, and monitored to study the decks’ in-service field performance. No significant loss of deck capacity was observed after more than one year of field service. However, it was shown that unsupported edges (or free edges) are undesirable due to transitional stiffness from approach to the unsupported deck edge.     

Effectiveness of GFRP Sheets for Shear Strengthening of Timber

The objective of this study was to develop a cost-effective shear-strengthening technique for timber stringers that is environmentally friendly and leads to a durable structure. Testing was performed on creosote-treated Douglas fir beams, with dimensions of 100×400×3,650?mm, removed from a 40 year old bridge. Two strengthening schemes were investigated; incorporating vertical and diagonal glass fiber-reinforced polymer (GFRP) sheets applied to both shear spans. The diagonal scheme proved effective in increasing the average ultimate load, flexural stiffness, and deformability of the beams. Performance of the members reinforced using the vertical scheme, however, was poor compared to diagonally reinforced beams. The contribution of the diagonal sheets to the shear capacity of the stringers was around 12% at service loads and 40% at ultimate load. In conclusion, this study has shown that diagonal GFRP sheets are more effective than vertical sheets in shear-strengthening timber stringers with horizontal splits at their ends.     

Moment-Inelastic Rotation Behavior of Longitudinally Stiffened Beams

The significance for inelastic design of moment-inelastic rotation behavior with respect to interior pier sections of steel girder bridges is experimentally investigated. Under center span loading conditions, 12 welded, built-up, simply supported beams with various slenderness ratios of the flange and web plates are tested. In this test, lengths and locations for partial longitudinal stiffeners on the web plates are varied, and the results are then compared with the inelastic deformation capacity of beams without longitudinally stiffened web plates. The results are also compared with the inelastic design code in AASHTO LRFD bridge design specifications. It is concluded that (1) the ultimate strength of stiffened beams is governed by the local buckling at the compression flange of the far end from the loading point due to the presence of a partial longitudinal stiffener; and (2) the inelastic rotation capacity and ultimate strength of a beam with a stiffened web plate are remarkably improved. The optimum length and location of stiffeners on the plates are given.     

Slippage of Neoprene Bridge Bearings

Elastomeric bearing pads are more appropriate than mechanical bearings to support bridge loads for many reasons. Two of the most significant reasons are cost and maintenance. Failure modes for bearing pads include crushing, delamination, and slippage. The most notable of these failure modes is slippage or “walking” out of place. The writers' objective in this paper is to establish a methodology to determine why some neoprene bearings are slipping under bridge girders. The methods used to investigate this phenomenon are discussed. A general survey of state DOTs was performed. The results are presented to show how some states have remedied this problem. During the investigation period, numerous bridge engineers and researchers gave their opinions as to why bearings slip. These theories are presented. This investigation has discovered that bearing slippage occurs on a daily basis.     

Field Investigation of a Sandwich Plate System Bridge Deck

This paper presents the results of a live-load test of the Shenley Bridge, the first bridge application of the sandwich plate system technology in North America. The investigation focused on the evaluation of in-service performance including lateral load distribution behavior and dynamic load allowance. Real-time midspan deflections and strain values were measured under both static and dynamic conditions and under various loading configurations to assess the in-service performance. Distribution factors were determined for interior and exterior girders subjected to single and paired truck loadings. In addition, dynamic load allowance was determined from a comparison of the bridge’s response under static conditions to the response under dynamic conditions. From a comparison of measured results to AASHTO LRFD, AASHTO standard, and CHBDC provisions, it was determined that the current provisions tend to produce conservative predictions for lateral load distribution, but can be unconservative for dynamic load allowance. As a result of the testing program containing a single field test, a finite-element model was also used for determination of lateral load distribution and yielded predictions similar to measured results. The results from the finite-element models were often less conservative than the code provisions.