Methods of Strengthening Existing Highway Bridges
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Fatigue and Wear of Steel Eyebars from Historic Railroad
FATIGUE AND WEAR OF STEEL EYEBARS FROM HISTORIC RAILROAD TRUSS BRIDGES A Thesis by CARLOS ALBERTO BROWN Submitted to the Office of Graduate and Professional Studies of Texas A&M University in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Chair of Committee, Peter Keating Committee Members, Gary Fry Vikram Kinra Head of Department, Robin Autenrieth May 2017 Major Subject: Civil Engineering Copyright 2017 Carlos Brown ABSTRACT Fatigue of steel is a major cause of mechanical failure and as such is very important to the safe design of railroad bridges. Fatigue phenomena are governed by the creation and growth of cracks, which can propagate through the material under stress until the material fails from fracture. Since these cracks take time to form and grow, cyclic loading is the main driver of fatigue in steel. Two historic steel-truss railroad bridges were dismantled and several joints were extracted intact from each bridge. Historic railroad bridges built around the turn of the 19th century were mostly not designed for fatigue, so it has become necessary to study these bridges to understand their fatigue behavior. Additionally, many in-service bridges in the United States are very old, are approaching the end of their useful service lives, and do not have accurate as-built information readily available. Much research has been done to develop and evaluate experimental methods to evaluate the structural health of bridges in situ, however these often rely heavily on certain assumptions that may or may not hold. Often historic bridge behavior is a surprise to engineers and gives unexpected results. -
Simple Innovative Comparison of Costs Between Tied-Arch Bridge and Cable-Stayed Bridge
MATEC Web of Conferences 258, 02015 (2019) https://doi.org/10.1051/matecconf/20192 5802015 SCESCM 20 18 Simple innovative comparison of costs between tied-arch bridge and cable-stayed bridge Järvenpää Esko1,*, Quach Thanh Tung2 1WSP Finland, Oulu, Finland 2WSP Finland, Ho Chi Minh, Vietnam Abstract. The proposed paper compares tied-arch bridge alternatives and cable-stayed bridge alternatives based on needed load-bearing construction material amounts in the superstructure. The comparisons are prepared between four tied arch bridge solutions and four cable-stayed bridge solutions of the same span lengths. The sum of the span lengths is 300 m. The rise of arch as well as the height of pylon and cable arrangements follow optimal dimensions. The theoretic optimum rise of tied-arch for minimum material amount is higher than traditionally used for aesthetic reason. The optimum rise for minimum material amount parabolic arch is shown in the paper. The mathematical solution uses axial force index method presented in the paper. For the tied-arches the span-rise-ration of 3 is used. The hangers of the tied-arches are vertical-The tied-arches are calculated by numeric iteration method in order to get moment-less arch. The arches are designed as constant stress arch. The area and the weight of the cross section follow the compression force in the arch. In addition the self-weight of the suspender cables are included in the calculation. The influence of traffic loads are calculated by using a separate FEM program. It is concluded that tied-arch is a competitive alternative to cable-stayed bridge especially when asymmetric bridge spans are considered. -
Arched Bridges Lily Beyer University of New Hampshire - Main Campus
University of New Hampshire University of New Hampshire Scholars' Repository Honors Theses and Capstones Student Scholarship Spring 2012 Arched Bridges Lily Beyer University of New Hampshire - Main Campus Follow this and additional works at: https://scholars.unh.edu/honors Part of the Civil and Environmental Engineering Commons Recommended Citation Beyer, Lily, "Arched Bridges" (2012). Honors Theses and Capstones. 33. https://scholars.unh.edu/honors/33 This Senior Honors Thesis is brought to you for free and open access by the Student Scholarship at University of New Hampshire Scholars' Repository. It has been accepted for inclusion in Honors Theses and Capstones by an authorized administrator of University of New Hampshire Scholars' Repository. For more information, please contact [email protected]. UNIVERSITY OF NEW HAMPSHIRE CIVIL ENGINEERING Arched Bridges History and Analysis Lily Beyer 5/4/2012 An exploration of arched bridges design, construction, and analysis through history; with a case study of the Chesterfield Brattleboro Bridge. UNH Civil Engineering Arched Bridges Lily Beyer Contents Contents ..................................................................................................................................... i List of Figures ........................................................................................................................... ii Introduction ............................................................................................................................... 1 Chapter I: History -
New York City Department of Transportation
INNOVATIONS & ACCOMPLISHMENTS East River Bridges A $3.14 billion reconstruction program is underway to rehabilitate all four East River crossings. In 2005, these bridges carried some 498,213 vehicles per day. In 2002, working in coordination with the NYPD and other law enforcement agencies, the Division implemented enhanced security measures on these bridges. This work is ongoing. BROOKLYN BRIDGE The Brooklyn Bridge carried some 132,210 vehicles per day in 2005. The $547 million reconstruction commenced in 1980 with Contract #1, and will continue with Contract #6, currently in the design phase and scheduled for completion in 2013. This contract will include the rehabilitation of both approaches and ramps, the painting of the entire suspension bridge, as well as the seismic retrofitting of the structural elements that are within the Contract #6 project limits. Engineering Landmark Plaque. (Credit: Russell Holcomb) 1899 Plaque Near the Franklin Truss of the Bridge, Marking the Site of George Washington’s First Presidential Mansion, Franklin House. (Credit: Hany Soliman) Historic Landmark, 1954 Reconstruction, and Two Cities Plaques. (1954 & Cities Credit: Michele N. Vulcan) 44 2006 BRIDGES AND TUNNELS ANNUAL CONDITION REPORT INNOVATIONS & ACCOMPLISHMENTS The fitting of the remaining bridge elements requiring seismic retrofitting will be carried out under a separate contract by the end of 2013. Work completed on the bridge to date includes reconditioning of the main cables, replacement of the suspenders and cable stays, rehabilitation of the stiffening trusses, and the replacement of the suspended spans deck. The next work scheduled for the bridge is a project to replace the existing travelers with a state of the art technology system. -
Acoustic Emission, Fatigue, and Crack Propagationj KYP·72-33; HPR·PL·L(L2), Part Lii·B
457 October 197 6 ma0aL4Jmcsoo ma!P@mu DEP.A.R'I"NIEN'I" OIF 'I"R.A.NSPOR'I".A.'I"ION ACOUSTIC EMISSION, FATIGUE, A..l\!D CRACK PROPAGATION Theodore Hopwood II 111VIIIflll fJI RIIIARtll I.IXIIItiTflll JULIAN CARROLL JOHN C. ROBERTS GOVERNOR SECRETARY OF TRANSPORTATION COMMONWEALTH OF KENTUCKY DEPARTMENT OF TRANSPORTATION BUREAU OF H/GHWA YS DIVISION OF RESEARCH 5.33 SOUTH LIMESTONE LEXINGTON, KENTUCKY 40508 COMMONWEALTH OF KENTUCKY DEPARTMENT OF TRANSPORTATION JULIAN M. CARROLL JOHN C. ROBERTS BUREAU OF HIGHWAYS GovERNOR SECRETARY JOHN C. ROBERTS COMMISSIONER Division of Resea.rch 533 South Limestone - Lexington, KY 40508 November 5, 1976 H.3.33 MEMO TO: G. F. Kemper State Highway Engineer Chairman, Research Committee 11 SUBJECT: Research Report No. 457; "Acoustic Emission, Fatigue, and Crack Propagationj KYP·72-33; HPR·PL·l(l2), Part lii·B The state of knowledge pertaining to fatigue and the nucleation and growth of cracks in new steels is given in design textbooks and treatises. The state of knowledge pertaining to the detection or discovery of flaws, defects, cracks, or Lnsidious, fatigue damage Ln aged, steel bridges remaLns more formative and less practicable. It would be desirable to have tell·tale lights or alarms on bridges to forewarn of weakening 11 in any part. Presently, the closest approach to a warning system is acoustical monitoring. Steels do cry out in pain 11 when over~stressed; they do not cry very loudly. listening is done through contacting wJcrophones and amplifiers. A crack grows because of high stress at the apex. Isolating a noise artd locating the point of origin is much more complicated. -
Arched Bridges
University of New Hampshire University of New Hampshire Scholars' Repository Honors Theses and Capstones Student Scholarship Spring 2012 Arched Bridges Lily Beyer University of New Hampshire - Main Campus Follow this and additional works at: https://scholars.unh.edu/honors Part of the Civil and Environmental Engineering Commons Recommended Citation Beyer, Lily, "Arched Bridges" (2012). Honors Theses and Capstones. 33. https://scholars.unh.edu/honors/33 This Senior Honors Thesis is brought to you for free and open access by the Student Scholarship at University of New Hampshire Scholars' Repository. It has been accepted for inclusion in Honors Theses and Capstones by an authorized administrator of University of New Hampshire Scholars' Repository. For more information, please contact [email protected]. UNIVERSITY OF NEW HAMPSHIRE CIVIL ENGINEERING Arched Bridges History and Analysis Lily Beyer 5/4/2012 An exploration of arched bridges design, construction, and analysis through history; with a case study of the Chesterfield Brattleboro Bridge. UNH Civil Engineering Arched Bridges Lily Beyer Contents Contents ..................................................................................................................................... i List of Figures ........................................................................................................................... ii Introduction ............................................................................................................................... 1 Chapter -
A Context for Common Historic Bridge Types
A Context For Common Historic Bridge Types NCHRP Project 25-25, Task 15 Prepared for The National Cooperative Highway Research Program Transportation Research Council National Research Council Prepared By Parsons Brinckerhoff and Engineering and Industrial Heritage October 2005 NCHRP Project 25-25, Task 15 A Context For Common Historic Bridge Types TRANSPORATION RESEARCH BOARD NAS-NRC PRIVILEGED DOCUMENT This report, not released for publication, is furnished for review to members or participants in the work of the National Cooperative Highway Research Program (NCHRP). It is to be regarded as fully privileged, and dissemination of the information included herein must be approved by the NCHRP. Prepared for The National Cooperative Highway Research Program Transportation Research Council National Research Council Prepared By Parsons Brinckerhoff and Engineering and Industrial Heritage October 2005 ACKNOWLEDGEMENT OF SPONSORSHIP This work was sponsored by the American Association of State Highway and Transportation Officials in cooperation with the Federal Highway Administration, and was conducted in the National Cooperative Highway Research Program, which is administered by the Transportation Research Board of the National Research Council. DISCLAIMER The opinions and conclusions expressed or implied in the report are those of the research team. They are not necessarily those of the Transportation Research Board, the National Research Council, the Federal Highway Administration, the American Association of State Highway and Transportation Officials, or the individual states participating in the National Cooperative Highway Research Program. i ACKNOWLEDGEMENTS The research reported herein was performed under NCHRP Project 25-25, Task 15, by Parsons Brinckerhoff and Engineering and Industrial Heritage. Margaret Slater, AICP, of Parsons Brinckerhoff (PB) was principal investigator for this project and led the preparation of the report. -
Design of Reinforced Concrete Bridges
Design of Reinforced Concrete Bridges CIV498H1 S Group Design Project Instructor: Dr. Homayoun Abrishami Team 2: Fei Wei 1000673489 Jonny Yang 1000446715 Yibo Zhang 1000344433 Chiyun Zhong 999439022 Executive Summary The entire project report consists of two parts. The first section, Part A, presents a complete qualitative description of typical prestressed concrete bridge design process. The second part, Part B, provides an actual quantitative detailed design a prestressed concrete bridge with respect to three different design standards. In particular, the first part of the report reviews the failure of four different bridges in the past with additional emphasis on the De La Concorde Overpass in Laval, Quebec. Various types of bridges in terms of materials used, cross-section shape and structural type were investigated with their application as well as the advantages and disadvantages. In addition, the predominant differences of the Canadian Highway and Bridge Design Code CSA S6-14 and CSA S6-66, as well as AASHTO LRFD 2014 were discussed. After that, the actual design process of a prestressed concrete bridge was demonstrated, which started with identifying the required design input. Then, several feasible conceptual design options may be proposed by design teams. Moreover, the purpose and significance of structural analysis is discussed in depth, and five different typical analysis software were introduced in this section. Upon the completion of structural analysis, the procedure of detailed structure design and durability design were identified, which included the choice of materials and dimensions of individual specimens as well as the detailed design of any reinforcement profile. Last but not least, the potential construction issues as well as the plant life management and aging management program were discussed and presented at the end of the Part A. -
Historic Bridges Historic Bridges 397 Survey Report for Historic Highway Bridges
6 HISTORIC BRIDGES HISTORIC BRIDGES 397 SURVEY REPORT FOR HISTORIC HIGHWAY BRIDGES HIGHWAY FOR HISTORIC REPORT SURVEY 1901-1920 PERIOD By the turn of the century, bridge design, as a profession, had sufficiently advanced that builders ceased erecting several of the less efficient truss designs such as the Bowstring, Double Intersection Pratt, or Baltimore Petit trusses. Also, the formation of the American Bridge Company in 1901 eliminated many small bridge companies that had been scrambling for recognition through unique truss designs or patented features. Thus, after the turn of the century, builders most frequently erected the Warren truss and Pratt derivatives (Pratt, Parker, Camelback). In addition, builders began to erect concrete arch bridges in Tennessee. During this period, counties chose to build the traditional closed spandrel design that visually evoked the form of the masonry arch. Floods in 1902 and 1903 that destroyed many bridges in the state resulted in counties going into debt to undertake several bridge replacement projects. One of the most concentrated bridge building periods at a county level occurred shortly before World War I as a result of legislation the state passed in 1915 that allowed counties to pass bond issues for road and bridge construction. Consequently, several counties initiated large road construction projects, for example, Anderson County (#87, 01-A0088-03.53) and Unicoi County (#89, 86-A0068- 00.89). This would be the last period that the county governments were the most dominant force in road and bridge construction. This change in leadership occurred due to the creation of the Tennessee State Highway Department in 1915 and the passage of the Federal Aid Highway Act of 1916. -
Water, Networks and Crossings Contents Contents
WATER , NETWORKS AND CROSSINGS CONTENTS 3 Water, networks and crossings Contents Contents .............................................................................................................................................. 164 3.1 WATER BALANCE ............................................................................................................................ 166 3.1.1 Earth ....................................................................................................................................... 166 3.1.2 Evaporation and precipitation ................................................................................................. 167 3.1.3 Runoff ..................................................................................................................................... 169 3.1.4 Static balance ......................................................................................................................... 174 3.1.5 Movement ignoring resistance................................................................................................ 175 3.1.6 Resistance .............................................................................................................................. 178 3.1.7 Erosion and sedimentation ..................................................................................................... 184 3.1.8 Hydraulic geometry of stream channels ................................................................................. 186 3.1.9 River morphology................................................................................................................... -
Rigid-Frame Tied Through Concrete Filled Steel Tubular Arch Bridge
Rigid-frame tied through concrete filled steel tubular arch bridge Y. Yang Highway Research Institute of the Ministry of Communications of China B. Chen College of Civil Engineering, Fuzhou University, Fuzhou, China ABSTRACT: Rigid-frame tied through arch bridge is brought into use with the application of concrete filled steel tube (CFST) arch bridge in China. Development of such bridge type is introduced with some typical bridges. The major issues in design on the structure and the erection are presented. Calculation equations for inner forces of the structure under dead loads are obtained by displacement method. 1 INTRODUCTION The rigid-frame tied through arch bridge is a main type in CFST arch bridge. Generally, it is a single-span bridge as shown in Fig.1. The arch ribs are fixed to the piers to form a rigid frame. High strength strands are employed as tied bars by pre-stressed to produce horizontal com- pression forces to balance the thrust of the arch ribs. arch tied bar pier pier Figure 1: Rigid-frame tied through CFST arch bridge This bridge structure was proposed in the first CFST arch bridge in China, i.e., Wangcang Donghe Bridge (Fig.2), which was opened to traffic in 1990. The bridge carries four lanes with a width of 15m and has a main span of 115m. The arch rib has a rise-to-span ratio of 1/6 with a 2m high dumbbell cross-section, which consists of two CFST tubes and two steel webs as well as the filled concrete. The floor system is reinforced and piers are reinforced concrete struc- tures. -
Which Replacement Bridge Type?
Welcome to the Sellwood Bridge Project Open House! 6 – 9 p.m. Please sign in here An orientation presentation will take place soon What to expect tonight The goal for this meeting is to: • Get your feedback on bridge types • Talk about the five alternatives that will be studied in the draft EIS • Start talking about funding sources What can you do? We are asking you to do the following: • Attend a short presentation (listen for an announcement) • Submit a comment form telling us which bridge types should be studied more And you can always ask the project team or Bridge Type Working Group members questions Five Alternatives The following five alternatives: • Were selected by the Policy Advisory Group. • These alternatives are conceptual, not final plans. Details, such as property access, are being refined. • They will be studied more in the Draft Environmental Impact Statement (Draft EIS) to support selection of a preferred alternative. What is a Draft EIS? • During the EIS, these five alternatives will be studied in detail. Identifying and evaluating the positive and negative impacts of each alternative is part of the EIS process. • When the Draft EIS is finished, you will have a chance to review it and tell us what you think. • Your comments will be taken to the Community Task Force and Policy Advisory Group. • They will then select a preferred alternative that fulfills the Purpose and Need Statement. Purpose and Need Statement Purpose: The purpose of the proposed action is to rehabilitate or replace the Sellwood Bridge within its existing east‐west corridor to provide a structurally safe bridge and connections that accommodate multi‐ modal mobility needs.