In-Situ Load Testing of Corrugated Steel Pipe-Arch Culverts

A large number of corrugated metal pipe-arch culverts are located under highways. This study investigates the field performance of four existing pipe-arch culverts under static and dynamic loads. Effects of various parameters were considered in selection of the culverts, including backfill height, loading conditions, age of placement, and culvert geometry. Static loads were applied at ten different locations above each culvert using heavily loaded test trucks. Six dynamic tests were conducted at speeds varying from 8 to 64?km/h. A portable instrumentation frame was installed inside each test culvert to monitor the deflections at five critical locations. During each test, strains were also measured using 14 strain gauges. Test results indicated that culvert response was influenced significantly by the backfill height. Nearly symmetrical deflection patterns were recorded for symmetrical loading about the longitudinal vertical plane through the crown. The maximum static deflections were larger than the maximum dynamic deflections for each culvert.     

Field Static Load Test on Kao-Ping-Hsi Cable-Stayed Bridge

Field load testing is an effective method for understanding the behavior and fundamental characteristics of a cable-stayed bridge. This paper presents the results of field static load tests on the Kao-Ping-Hsi cable-stayed bridge, the longest cable-stayed bridge in Taiwan, before it was open to traffic. A total of 40 loading cases, including the unit and distributed bending and torsion loading effects, were conducted to investigate the bridge behavior. The atmospheric temperature effect on the variations of the main girder deflections was also monitored. The results of static load testing include the main girder deflections, the flexural strains of the prestressed concrete girder, and the variations of the cable forces. A three-dimensional finite-element model was developed. The results show that the bridge under the planned load test conditions has linear superposition characteristics and the analytical model shows a very good agreement with the bridge responses. Further discussion of deflection and cable forces of the design specifications for a cable-stayed bridge is also presented.     

Roebling Suspension Bridge. I: Finite-Element Model and Free Vibration Response

This first part of a two-part paper on the John A. Roebling suspension bridge (1867) across the Ohio River is an analytical investigation, whereas Part II focuses on the experimental investigation of the bridge. The primary objectives of the investigation are to assess the bridge’s load-carrying capacity and compare this capacity with current standards of safety. Dynamics-based evaluation is used, which requires combining finite-element bridge analysis and field testing. A 3D finite-element model is developed to represent the bridge and to establish its deformed equilibrium configuration due to dead loading. Starting from the deformed configuration, a modal analysis is performed to provide the frequencies and mode shapes. Transverse vibration modes dominate the low-frequency response. It is demonstrated that cable stress stiffening plays an important role in both the static and dynamic responses of the bridge. Inclusion of large deflection behavior is shown to have a limited effect on the member forces and bridge deflections. Parametric studies are performed using the developed finite-element model. The outcome of the investigation is to provide structural information that will assist in the preservation of the historic John A. Roebling suspension bridge, though the developed methodology could be applied to a wide range of cable-supported bridges.     

Full-Bridge Deflected Shape Synchronous Measurement in Bridge Loading Test

A loading test can provide valuable insight into the behavior and fundamental characteristics of an existing or new bridge. The full-bridge deflected shape in long-span bridges is an important parameter that evaluates the safety state of a structure. To improve efficiency and reduce labor costs of bridge deflection measurements in a loading test, a measurement system established on hydraulic head principles and optoelectronic liquid-level sensors has been developed. With this system, the deflection of the bridge is converted into an electrical signal through optoelectronic liquid-level sensors, and the liquid-level values of all the sensors can be collected synchronously by a host computer. As a result, the multipoint deflection can be measured so that the full-bridge deflected shape is obtained. The method has been applied to the Caiyuanba Yangtze River Bridge in Chongqing, China, and the results show that the proposed method has apparent advantages in time efficiency and labor costs.     

Noncontact Photogrammetric Measurement of Vertical Bridge Deflection

This paper reports on the results from a study of vertical deflection measurement of bridges using digital close-range terrestrial photogrammetry (DCRTP). The study consisted of a laboratory and two field exercises. In the laboratory exercise, photogrammetric measurements of a 11.6 m (38 ft) steel beam loaded at midspan were made and compared with dial gauge readings and elastic beam theory. In the first field exercise, the initial camber and dead load deflection of 31.1 m (102 ft) prestressed concrete bridge girders were measured photogrammetrically and compared with level rod and total station readings. A comparison of the photogrammetric measurements with the dead load deflection diagram is also made. In the second field exercise, the vertical deflection of a 14.9 m (49 ft) noncomposite steel girder bridge loaded with two dump trucks was measured. Photogrammetric results are compared with deflections estimated using elastic finite-element analysis, level rod readings, and curvature-based deflection measurements. The paper is concluded with a discussion of work in progress to further improve the accuracy of DCRTP in the field.     

Model Validation for Bridge-Road-Vehicle Dynamic Interaction System

The dynamic response of highway bridges subjected to moving truckloads has been observed to be dependent on (1) dynamic characteristics of the bridge; (2) truck configuration, speed, and lane position on the bridge; and (3) road surface roughness profile of the bridge and its approach. Historically, truckloads were measured to determine the load spectra for girder bridges. However, truckload measurements are either made for a short period of time [for example, weigh-in-motion (WIM) data] or are statistically biased (for example, weigh stations) and cost prohibitive. The objective of this paper is to present results of a 3D computer-based model for the simulation of multiple trucks on girder bridges. The model is based on the grillage approach and is applied to four steel girder bridges tested under normal truck traffic. Actual truckload data collected using a discrete bridge WIM system are used in the model. The data include axle loads, truck gross weight, axle configuration, and statistical data on multiple presence (side by side or following). The results are presented as a function of the static and dynamic stresses in each girder and compared with code provisions for dynamic load factor. The study provides an alternate method for the development of live-load models for bridge design and evaluation.     

Load Performance of In Situ Corrugated Steel Highway Culverts

This paper presents the results of field performance tests of 39 in-service corrugated steel highway culverts in Ohio. The culverts had span lengths varying from 3.23?m (10.6?ft)?to?7.04?m (23.1?ft) and backfill soil heights over the crown varying from 0.27?m (0.9?ft)?to?7.47?m (24.5?ft). Static and dynamic load tests were conducted by driving heavy trucks across the culverts. Static loads were applied at ten different locations above each culvert. Dynamic load tests were conducted at six truck speeds varying from 8?km/h (5?mi/h)?to?64?km/h (40?mi/h). A portable instrumentation frame was installed inside each test culvert to monitor deflections. Strains on the culvert walls were also measured at 14 locations using strain gauges. Effects of backfill height and loading conditions are investigated. According to the experimental results, a plot of maximum culvert deflection versus backfill height shows a nonlinear relationship. Maximum static load deflections were found to be consistently larger than the maximum dynamic deflections obtained using the same test truck. Deflections were nearly zero for deep culverts with backfill heights exceeding 4?m (13?ft). Maximum deflections correlate more closely to equivalent line loads than to total truck weight. The data also indicate that culvert behavior is more difficult to predict when backfill heights are shallow because other factors, such as culvert age and condition and soil type, likely play a significant role.     

Assessment of Bridge Remaining Fatigue Life through Field Strain Measurement

With the aging of existing steel bridges and the accumulated stress cycles under traffic loads, assessment of remaining fatigue life for continuing service has become more important than ever, especially for decisions on structure replacement, deck replacement, or other major retrofits. Experience from engineering practice indicates that fatigue analysis based on specification loads and distribution factors usually underestimates the remaining fatigue life of existing bridges by overestimating the live load stress ranges. Fatigue evaluation based on field-measured stress range histograms under actual traffic load proves to be a more accurate and efficient method for existing bridges. This paper describes the application of such a method in assessing the remaining fatigue life of bridge structures. Current AASHTO specifications for fatigue evaluation of existing bridges are reviewed and compared. Case studies of three major highway bridges are discussed. Finally, a procedure is proposed for evaluating fatigue life of existing bridges through field strain measurement.     

Assessment of Load Transfer and Load Distribution in Bridges Utilizing FRP Panels

A primary means of demonstrating the feasibility and effectiveness of fiber-reinforced polymer (FRP) composite bridge materials is via in situ bridge load testing. For this study, the prescribed or assumed design factors for each of the study bridges were compared to those exhibited by the performance of the bridge. Specifically, the wheel load distribution factors and impact factors as defined by AASHTO were considered in order to assess the load transfer and distribution in structures utilizing FRP panels. The in situ testing configurations for the study bridges are outlined, including the truck and instrumentation placement to obtain the desired information. Furthermore, comparisons were drawn between the design values for deflection and those experienced by the structures during testing. It was found that although the deflections exhibited by the bridges were well within the design limits, further research is needed to be able to prescribe bridge design factors for FRP panels.     

Reliability-Based Load and Resistance Factor Rating Using In-Service Data

Traditional bridge evaluation techniques are based on design-based deterministic equations that use limited site-specific data. They do not necessarily conform to a quantifiable standard of safety and are often quite conservative. The newly emerging load and resistance factor rating (LRFR) method addresses some of these shortcomings and allows bridge rating in a manner consistent with load and resistance factor design (LRFD) but is not based on site-specific information. This paper presents a probability-based methodology for load-rating bridges by using site-specific in-service structural response data in an LRFR format. The use of a site-specific structural response allows the elimination of a substantial portion of modeling uncertainty in live load characterization (involving dynamic impact and girder distribution), which leads to more accurate bridge ratings. Rating at two different limit states, yield and plastic collapse, is proposed for specified service lives and target reliabilities. We consider a conditional Poisson occurrence of identically distributed and statistically independent (i.i.d.) loads, uncertainties in field measurement, modeling uncertainties, and Bayesian updating of the empirical distribution function to obtain an extreme-value distribution of the time-dependent maximum live load. An illustrative example uses in-service peak-strain data from ambient traffic collected on a high-volume bridge. Serial independence of the collected peak strains and of the counting process, as well as the asymptotic behavior of the extreme peak-strain values, are investigated. A set of in-service load and resistance factor rating (ISLRFR) equations optimized for a suite of bridges is developed. Results from the proposed methodology are compared with ratings derived from more traditional methods.     

Identification of a Distribution of Stiffness Reduction in Reinforced Concrete Slab Bridges Subjected to Moving Loads

The method for identifying arbitrary stiffness reduction in damaged reinforced concrete slab bridges under moving loads is proposed and dynamic signals measured at several points are used as response data to reflect the properties of the moving loads sensitivity. In particular, the change in stiffness in each element before and after damage, based on the system identification method, is described and discussed by using a modified bivariate Gaussian distribution function. The proposed method in this work is more feasible than the conventional element-based damage detection method from the computational efficiency because the procedure of finite-element analysis coupled with microgenetic algorithm using six unknown parameters irrespective of the number of elements are considered. The validity of the technique is numerically verified using a set of dynamic data obtained from a simulation of the actual bridge modeled with a three-dimensional solid element. The numerical calculations show that the proposed technique is a feasible and practical method that can prove the exact location of a damaged region as well as inspect the complex distribution of deteriorated stiffness, although there is a modeling error between actual bridge results and numerical model results as well as a measurement error like uncertain noise in the response data.     

Feasibility of a 1,400 m Span Steel Cable-Stayed Bridge

This paper describes the feasibility of 1,400 m steel cable-stayed bridges from both structural and economic viewpoints. Because the weight of a steel girder strongly affects the total cost of the bridge, the writers present a procedure to obtain a minimum weight for a girder that ensures safety against static and dynamic instabilities. For static instability, elastoplastic, finite-displacement analysis under in-plane load and elastic, finite-displacement analysis under displacement-dependent wind load are conducted; for dynamic instability, multimodal flutter analysis is carried out. It is shown that static critical wind velocity of lateral torsional buckling governs the dimension of the girder. Finally, the writers briefly compare a cable-stayed bridge with suspension bridge alternatives.     

Laboratory and Field Testing of Composite Bridge Superstructure

Bridge rehabilitation utilizing a hybrid fiber-reinforced polymeric composite has recently been completed in Blacksburg, Va. This project involved replacing the superstructure in the Tom's Creek Bridge, a rural short-span traffic bridge with a timber deck and corroded steel girders, with a glue-laminated timber deck on composite girders. To verify the bridge design and to address construction issues prior to the rehabilitation, a full-scale mock-up of the bridge was built and tested in the laboratory. This setup utilized the actual composite beams, glue-laminated timber deck panels, and the skewed geometry implemented in the rehabilitation. Following rehabilitation, the bridge was field tested under controlled conditions (vehicle load and position). Both tests examined service load deflections, girder strains, load distribution, degree of composite action, interpanel deck deflections, and impact factor. The field test results indicate a service load deflection of L∕400 under moving loads and a high factor of safety in the composite members against material failure. The data from the field test serve as a baseline reference for future field durability assessments as part of a long-term performance and durability study.     

Nonlinear Analysis of Ordinary Bridges Crossing Fault-Rupture Zones

Rooted in structural dynamics theory, three approximate procedures for estimating seismic demands for bridges crossing fault-rupture zones and deforming into their inelastic range are presented: modal pushover analysis (MPA), linear dynamic analysis, and linear static analysis. These procedures estimate the total seismic demand by superposing peak values of quasi-static and dynamic parts. The peak quasi-static demand in all three procedures is computed by nonlinear static analysis of the bridge subjected to peak values of all support displacements applied simultaneously. In the MPA and the linear dynamic analysis procedures, the peak dynamic demand is estimated by nonlinear static (or pushover) analysis and linear static analysis, respectively, for forces corresponding to the most-dominant mode. In the linear static analysis procedure, the peak dynamic demand is estimated by linear static analysis of the bridge due to lateral forces appropriate for bridges crossing fault-rupture zones. The three approximate procedures are shown to provide estimates of seismic demands that are accurate enough to be useful for practical applications. The linear static analysis procedure, which is much simpler than the other two approximate procedures, is recommended for practical analysis of “ordinary” bridges because it eliminates the need for mode shapes and vibration periods of the bridge.     

Field Performance of FRP Bridge Repairs

Many reinforced concrete bridges throughout the United States on county and state highway systems are deteriorated and∕or distressed to such a degree that structural strengthening of the bridge or reducing the allowable truck loading on the bridge by load posting is necessary to extend the service life of the bridge. The structural performance of many of these bridges can be improved through external bonding of fiber-reinforced plastic (FRP) laminates or plates. This paper describes the rehabilitation of an existing concrete bridge in Alabama through external bonding of FRP plates to the bridge girders. Field load tests were conducted before and after application of the FRP plates, and the response of the bridge to test vehicle loadings was recorded. Results of the field tests are reported, and the effects of the FRP plates on the bridge response are identified. The repaired bridge structure exhibited a decrease in steel reinforcing bar stresses and vertical midspan deflections. These decreases ranged from 4 to 12% for various static and dynamic loading cases.     

Effect of Intermediate Diaphragms on Decked Bulb-Tee Bridge System for Accelerated Construction

One of the promising systems for accelerated bridge construction is the use of the decked precast prestressed concrete girders or decked bulb-tee girders for the bridge superstructure. Using the calibrated three-dimensional finite-element models through field tests, a parametric study was conducted to determine the effect of intermediate diaphragms on the deflections and flexural strains of girders at the midspan as well as the live load forces in the longitudinal joint. The following diaphragm details were considered: different diaphragm types (steel and concrete), different diaphragm numbers between two adjacent girders, and different cross-sectional areas for steel diaphragms. Five bridge models with different diaphragm details were developed, and the short span length effect on the bridge behavior was also studied. It was found that as long as one intermediate diaphragm was provided between two adjacent girders at midspan, changing the diaphragm details did not affect the girder deflection, the girder strain, and the live load forces in the longitudinal joint significantly. The effect of diaphragms on the midspan deflection was more prominent in the short span bridge; however, the reduction in the maximum bending moment by the diaphragms was more significant in the long span bridge than in the short span bridge. Specific design recommendation is provided in this paper.     

Evaluation of the Effectiveness of Strengthening Intervention by CFRP on MRWA Bridge No. 3014

Main Roads of Western Australia has a continuing program of bridge upgrading, to refurbish and strengthen bridges to allow for increasing vehicle traffic and increasing axle loads. A 40-year-old, four-span reinforced concrete slab bridge was retrofitted with application of CFRP laminate strips on the top of the deck over the piers, as well as on the deck soffit in the midspan regions, to reduce high moments in both hogging and sagging. The dynamic assessment of the bridge before and after strengthening works provided the opportunity to evaluate the effectiveness of the strengthening intervention through dynamic measurements. A performance evaluation of the repaired structure was carried out through traffic loading application on the updated numerical models of the bridge, before and after retrofit. As a main observation, the addition of CFRP laminate strips led to a significant increase of the structural capacity in flexure. The paper discusses the results obtained from the dynamic-based assessment in terms of effectiveness of the strengthening intervention as well as of efficiency in using such a methodology to evaluate the capacity increase of the retrofitted bridge.     

Predicting Truck Load Spectra under Weight Limit Changes and Its Application to Steel Bridge Fatigue Assessment

Truck weight-limit regulations have significant influence on truck operating weights. These regulations directly influence loads applied to highway facilities, such as bridges and pavements. “Truck weight” herein collectively refers to a vehicle’s gross weight, axle weights, and axle configuration. Truck load spectra as a result of truck weight limits are important to bridge engineering in many respects, such as that of determining requirements for evaluation and design of bridges for both strength and fatigue. This paper’s objective is to present a new method for predicting truck weight spectra resulting from a change in truck weight limits. This method is needed to estimate impacts of the change on highway bridges such as accelerated fatigue accumulation. Historical and recent truck weight data are used to test and illustrate the proposed method, and the results show its good prediction capability. This method is also applied here to an example of estimating the impact on steel bridge fatigue due to a possible increase in the gross-vehicle-weight limit from 356 kN (80 kips) on five axles to 431 kN (97 kips) on six axles. Also included is an investigation of the AASHTO fatigue truck model for steel bridge evaluation. Results show that the current fatigue truck model may become invalid under the studied scenario of truck weight-limit increase.     

Long-Term Behavior of Continuous Precast Concrete Girder Bridge Model

Continuous concrete box girder bridges composed of precast reinforced and prestressed concrete beams with a U cross section and a cast-in-place top slab are frequently used for medium spans due to their competitiveness. The service behavior of such bridges is very much influenced by their segmental construction, due to time-dependent materials behavior that makes it difficult to accurately predict the stresses, strains, and deflections at long term. A 1:2 scale model of a two-span continuous bridge was tested in order to study its behavior during the construction process and under permanent loads. Time-dependent concrete properties, as well as support reactions, deflections, and strains in concrete and steel, were measured for 500 days. Important time-dependent redistributions of stresses and internal forces throughout the bridge were also measured. The test results were compared with analytical predictions obtained by means of a numerical model developed for the nonlinear and time-dependent analysis of segmentally erected, reinforced and prestressed concrete structures. Generally good agreement was obtained, showing the adequacy of the model to reproduce the structural effects of complex interactive time-dependent phenomena.