Slender Steel Columns Strengthened Using High-Modulus CFRP Plates for Buckling Control

This paper presents the results of an experimental investigation into the behavior of slender steel columns strengthened using high-modulus (313?GPa), carbon fiber-reinforced polymer (CFRP) plates. Eighteen slender hollow structural section square column specimens, 44×44×3.2?mm, were concentrically loaded to failure. The effectiveness of CFRP was evaluated for different slenderness ratios (kL/r), namely, 46, 70, and 93. The maximum increases in ultimate load ranged from 6 to 71% and axial stiffness ranged from 10 to 17%, respectively, depending on kL/r. As kL/r reduced, the effectiveness of CFRP plates also reduced, and failure mode changed from CFRP plate crushing after occurrence of overall buckling, to debonding prior to, or just at, buckling. A simplified analytical model is proposed to predict the ultimate axial load of FRP-strengthened slender steel columns, based on the ANSI/AISC 360-05 provisions, which were modified to account for the transformed section properties and a failure criteria of FRP derived from the experimental results. It was shown that for a given FRP reinforcement ratio, there is a critical kL/r at the low end, below which FRP may not enhance the strength of the column.     

Debonding Strength of Steel Beams Strengthened with CFRP Plates

This paper addresses the debonding strength of partial-length, adhesively bonded carbon fiber-reinforced polymer (CFRP) plates that are used to strengthen steel beams. Bonded CFRP plates tend to debond under static and fatigue loadings because of the very high stress field at the plate end. Such failures limit the application of CFRP plates. Static and fatigue tests show that the stress intensity factor governs the debonding strength. The steel/adhesive corner was the locus of debond initiation. The effects of the following parameters on stress intensity factors are discussed: plate thickness, plate modulus, bondline thickness, adhesive modulus, and adhesive spew-fillet angle. The stress intensity factors are calculated using the Betti’s law-based reciprocal work contour integral method (RWCIM). The parametric study results indicate that the stress intensity factors cannot be used to represent the severity of the corner as the adhesive spew-fillet angle (and singularity) changes. Therefore, the use of stress intensity factors as a failure criterion for the purpose of predicting debonding strength is limited to the same spew-fillet angle.     

Live Load Distributions on an Impact-Damaged Prestressed Concrete Girder Bridge Repaired Using Prestressed CFRP Sheets

This paper describes detailed flexural behavior, including live load distributions, of a four-span prestressed concrete girder bridge supported by 14?m long C-shape girders (4 @ 14.05 = 56.2?m). The bridge has been damaged by frequent impact from heavy trucks, and repaired using prestressed carbon fiber-reinforced polymer sheets. A calibrated finite element analysis is conducted to investigate the flexural behavior (i.e., stress redistribution, deflection, live load distribution, and applied load effects) of the bridge in three different phases (i.e., undamaged, damaged, and repaired states) under various loading configurations. Strain localizations are noted at the damaged and repaired locations. Assessment of existing bridge codes such as the Association of State Highway and Transportation Officials Load Resistance Factor Design and Canadian Highway Bridge Design Code is conducted. The bridge codes predict well the nominal live load effect on the exterior girder, but underestimate the effect on the interior girders. A refined analysis may be recommended for this type of bridge.     

Shear Strengthening of RCT-Joints Using CFRP Composites

The rehabilitation of RC columns jacketed with carbon fiber-reinforced plastic (FRP) composites for improving shear strength, confinement, and ductility has received considerable attention. However, research for improving the shear capacity of beam-column T-joints using FRP composite materials is still in the early stages. The present paper describes the experimental results of 14 1∕3-scale tests of concrete beam-column joints. The variables considered were the composite system, the fiber orientation, and the surface preparation. The tests have demonstrated the viability of carbon FRP composites for their use in improving the shear capacity of the joints as evidenced by the experimental results. Based on these experimental results, a design aid was developed for T-joints with inadequate confinement and shear reinforcement.     

Seismic Behavior of Steel Girder Bridge Superstructures

Recent earthquakes exposed the vulnerabilities of steel plate girder bridges when subjected to ground shaking. This paper discusses the behavior of steel plate girder bridges during recent earthquakes such as Petrolia, Northridge, and Kobe. The paper also discusses the recent experimental and analytical investigations that were conducted on steel plate girder bridges and their components. Results of these investigations showed the importance of shear connectors in distributing and transferring the lateral forces to the end and intermediate cross frames. Also, these investigations showed the potential of using end cross frames as ductile elements that can be used to dissipate the earthquake input energy. The paper also gives an update on specifications and guidelines for the seismic design of steel plate girder bridges in the United States.     

Flexural Response of Steel Beams Strengthened with Partial-Length CFRP Plates

This paper presents the flexural behavior of rolled steel beams that were strengthened with partial-length, adhesive-bonded carbon fiber-reinforced polymer (CFRP) plates. The hybrid beams had two types of failure mode, depending on the length of the plate: (1) plate debonding in beams with short plates;?and (2) plate rupture at midspan in beams with long plates. The flexural behavior that was investigated includes the development of tensile stresses in the plate, the moment-curvature of the strengthened section, and the load-deflection of the strengthened beam. The analytical methods used include shear lag analysis, section analysis, and application of the virtual work principle. Agreement between the experimental results and the analytical predictions is discussed.     

Dynamic Monitoring of Steel Girder Highway Bridge

Currently there are different monitoring techniques that have been considered for use in the structural evaluation of bridges. These include approaches based on both static and dynamic behavior. The use of dynamic properties has advantages over static properties, since components of the dynamic properties are only marginally influenced by variations in the loading. When dynamic properties are used, field studies have shown that it is not always sufficient to use only natural frequencies and modal displacements. Some research for structural evaluation of bridges indicates that techniques based on use of derivatives of the natural frequencies and the modal displacements may be more effectively used to generate effective diagnostic parameters for structural identification. This paper presents the results of applying one of these methods, the modal flexibility approach, to a field study of a bridge in which the bearings were partially restrained in colder weather. While others have used impact methods with the modal flexibility method, in this study the approach is modified so that excitation is provided by vehicular traffic. The results show that the modified modal flexibility method provides a clear indication that there have been changes in the bridge’s structural behavior.     

Fatigue Performance of Tension Steel Plates Strengthened with Prestressed CFRP Laminates

An experimental and analytical study was conducted to investigate the fatigue behavior of tension steel plates strengthened with prestressed carbon-fiber-reinforced polymer (CFRP) laminates. A simple fracture mechanics model was proposed to predict the fatigue life of reinforced specimens. Double-edge-notched specimens were precracked by fatigue loading and then strengthened by CFRP laminates at different prestressing levels. The effects of the applied stress range, CFRP stiffness, and prestressing level on the crack growth were investigated. Experimental results show that the increase of the prestressing level extends the fatigue life of a damaged steel plate to a large amount. The CFRP with the highest prestressing level performed best, prolonging fatigue life by as much as four times under 25% higher fatigue loading. Theoretically, predicted results were in a reasonable agreement with the experimental results. A parametric analysis was also performed to investigate the effects of the applied stress range and the prestressing level on the debonding behavior of the adhesive and on the secondary crack propagation.     

Field Evaluation of Decommissioned Noncomposite Steel Girder Bridge

Field tests conducted on a noncomposite steel girder bridge are described. Two separate 36.6 m (120 ft) units, each three-span continuous, were subjected to increasing static loads by means of a trailer and concrete barriers. Results show that the girders acted as partially composite sections in the positive moment region up to the onset of yield. Due to curb participation and the transverse location of the applied load, exterior girders exhibited a higher degree of partially composite action. In the negative moment region, partially composite action was evident only in the exterior girders. As a result of partially composite action and curb participation, the yield load was about 7% higher than predicted. Bearing restraint is shown not to have a significant impact on the behavior of the tested bridges. In addition, the stiffness of the interior girders, as measured under the constant weight of a dump truck, are shown to be virtually unaffected by the heavy trailer loads. More significant changes in girder stiffness were observed between different transverse load positions of the dump truck.     

Repair of Bridge Girder Damaged by Impact Loads with Prestressed CFRP Sheets

A sound repair on a 40 year old four-span prestressed concrete girder bridge is performed with an innovative strengthening method using prestressed carbon fiber reinforced polymer (CFRP) sheets. In fact, this application is the first North American field application of its type. An adequate repair design is conducted based on the American Association of State Highway and Transportation Officials Load Resistance Factor Design (AASHTO LRFD) and the Canadian Highway Bridge Design Code. To ensure the feasibility of the site application using prestressed CFRP sheets, tests are conducted and closed-form solutions are developed to investigate the behavior of the anchor system that is necessary for prestressing the CFRP sheets. A full-scale finite-element analysis (FEA) is performed to investigate the flexural behavior of the bridge in the undamaged, damaged, and repaired states. The AASHTO LRFD exhibits conservative design properties as compared to the FEA results. The repaired bridge indicates that the flexural strength of the damaged girder has been fully recovered to the undamaged state, and the serviceability has also been improved. An assessment based on the AASHTO rating factor demonstrates the effectiveness of the repair.     

Monitoring Steel Girder Stability for Safer Bridge Erection

The collapse of the State Route 69 Bridge over the Tennessee River near Clifton, Tennessee, is an example of how instability and lateral torsional buckling failure of a single steel bridge girder during erection might cause collapse of the whole steel superstructure. Close attention should be given to the stability of steel plate girders during erection when the lateral support provided to the compression flange might temporarily not be present. Rules of thumb in use today have been adopted by contractors/subcontractors to check the stability of cantilever or simply supported girders under erection using the L/b ratio, where L is the unbraced length and b is the compression flange width. For each girder section, a maximum L/b ratio exists beyond which lateral torsional buckling failure would occur under girder self-weight. Parametric studies were conducted following the latest AASHTO LRFD code in order to indentify the maximum L/b ratio for various girder sections and check the rules of thumb, as well as determine the dominating section parameters on girder stability under erection. Advanced nonlinear finite-element analyses were also conducted on a girder section for both the cantilever and the simply supported case in order to further understand the behavior of girder instability due to lateral torsional buckling under the self-weight, as well as to develop a trial-and-error methodology for identifying the maximum L/b ratio using computer analysis. At the same time, the effect of lateral bracing location on the cantilever free end has been investigated, and it turned out that bracing the top tension flange would be more effective to prevent lateral torsional buckling than bracing the bottom compression flange.     

浅谈钢实腹梁人行桥结构设计

西北铅锌厂为解决人车分流交通问题,需在原入口桥两侧修建人行交通桥,交通桥标准跨度30m,桥面净宽度3.6 m,桥身结构为钢结构,整座钢桥跨度大,结构稳定性计算较为复杂,本文简要介绍了人行桥上部结构的设计情况和计算方法。     

Flexural Strengthening of Steel Bridges with High Modulus CFRP Strips

Acceptance of carbon fiber-reinforced polymer (CFRP) materials for strengthening concrete structures, together with the recent availability of higher modulus CFRP strips, has resulted in the possibility to also strengthen steel structures. Steel bridge girders and building frames may require strengthening due to corrosion induced cross-section losses or changes in use. An experimental study investigating the feasibility of different strengthening approaches was conducted. Large-scale steel-concrete composite beams, typical of bridge structures, were used to consider the effect of CFRP modulus, prestressing of the CFRP strips, and splicing finite lengths of CFRP strips. All of the techniques examined were effective in utilizing the full capacity of the CFRP material, and increasing the elastic stiffness and ultimate strength of the beams. Results of the experimental program were compared to an analytical model that requires only the beam geometry and the constitutive properties of the CFRP, steel, and concrete. This model was used to investigate the importance of several key parameters. Finally, an approach for design is proposed that considers the bilinear behavior of a typical strengthened beam to the elastic-plastic behavior of the same beam before strengthening.     

Comparison of Measured and Computed Stresses in a Steel Curved Girder Bridge

Steel curved I-girder bridge systems may be more susceptible to instability during construction than bridges constructed of straight I-girders. The primary goal of this research is to study the behavior of the steel superstructure of a curved steel I-girder bridge system during all phases of construction and to ascertain whether the actual stresses in the bridge are represented well by linear elastic analysis software developed for this project and typical of that used for design. Sixty vibrating wire strain gauges were applied to a two-span, four-girder bridge, and elevation measurements were taken by a surveyor's level. The resulting stresses and deflections were compared to computed results for the full construction sequence of the bridge as well as for live loading from up to nine 50-kip trucks. The analyses correlated well with the field measurements, especially for the primary flexural stresses. Stresses due to lateral bending and restraint of warping induced in the girders and the stresses in the cross frames were more erratic but generally showed reasonable correlation. In addition, it is shown that, for the magnitude of live load applied to the bridge, analyses in which composite behavior is assumed in the negative moment region yield better correlation than analyses in which just the bare steel girders are used (no shear connectors were used on the bridge in the negative moment region). It is concluded that the curved girder analysis software captures the general behavior well for these types of curved girder bridge systems at or below the service load level, and that the stresses in these bridges may be relatively low if their design is controlled largely by stiffness.     

Implementation of a Long-Term Bridge Weigh-In-Motion System for a Steel Girder Bridge in the Interstate Highway System

This technical paper discusses the implementation of a long-term bridge weigh-in-motion system for use in determining gross vehicle weights of trucks crossing steel girder bridges. The system uses strain data to determine truck weights using an existing structural health monitoring system installed on a interstate highway bridge. The applied system has the advantage of not using any axle detectors in the roadway; and instead all analyses are performed using strain gauges attached directly to the steel girders, providing for a long-term monitoring system with minimal maintenance. Long-term data has been used to demonstrate that this method can be readily applied to gain important information on the quantity and weights of the trucks crossing the highway bridge.     

Crack Measurement in Steel Plates Using TOFD Method

In this study, the ultrasonic time of flight diffraction (TOFD) method to locate and size flaws in steel members was evaluated. This was done by measuring the location and depth of flaws implanted in steel plate specimens and of a fatigue crack in the flange of a full-scale steel plate girder. The data showed that the TOFD procedure was very accurate to locate flaws (within 5% of the actual location). The accuracy of the procedure to measure flaw depth depends, however, on the proximity of the flaw tip to the scanning surface. Flaw tips at depths ≥6 mm below the scanning surface were measured to an accuracy of 20% of the actual value. When the flaw tip was at a depth ≤3 mm below the scanning surface, flaw depth was overestimated. Additional scans on the opposite surface of the material may be used, however, to overcome this limitation and to obtain an accurate measurement of such flaws. The method offered good repeatability and can be used to accurately locate and size flaws with an appropriate scanning scheme.     

Research on Steel Shell of a Road Bridge Made of Corrugated Plates during Backfilling

This paper presents the results and conclusions of the research conducted on a backfilled shell structure made of Super Cor SC-56B corrugated steel plates of a road bridge located in Gim?n, Sweden. The conclusions drawn from the tests can be helpful mostly for the assessment of the behavior of this type of steel–soil bridge structure under the load of backfilling. In consideration of an even more frequent application of this type of structure for small and middle-sized road and rail bridges, conclusions from the conducted research can be generalized to the whole class of such structural solutions.     

Investigation of Large Web Fractures of Welded Steel Plate Girder Bridge

Constructed in 1972 with ASTM A36 (250 MPa) steel, a highway bridge in Maryland is comprised of seven welded steel plate girders of a constant web depth of 2,286 mm (90 in.). In March 2003, the web fractures of two steel girders were discovered in a three-span continuous superstructure unit. A full-height web fracture occurred in an interior girder at a cross frame connection plate; and a partial-height web fracture occurred in an exterior girder at an intermediate transverse stiffener next to a cross frame. The investigation of the girder fractures involved fracture surface examination, material testing, fracture mechanics analysis, and comprehensive finite-element modeling for fracture driving forces. The fracture mechanics analysis indicated that a brittle web fracture could occur at a high stress level with either a surface crack or a through-thickness crack of certain dimensions. Finite-element analysis using a global model and submodels investigated three possible causes: (1) localized distortion of the unsupported web gap due to the lateral forces of cross frame members; (2) fabrication induced out-of-flatness of the web plate under in-plane loading; and (3) residual stresses at the fracture origin area due to the stiffener-to-web welds. The investigation concluded that one or a combination of these can result in the high local tensile stresses triggering a brittle web fracture with certain crack dimensions at the fracture origin area. Several retrofit concepts were investigated for their effectiveness in reducing stresses in the fracture origin area. Bridge inspections in the subsequent 6 years after the web fractures have not reported any other cracks in the bridge.