No description available.

No description available.

The 7th German-Japanese Bridge Symposium, July 30-August 1, 2007 Osaka, JAPAN (GJBS07), full paper + extended abstract (p.84-85)

The 7th German-Japanese Bridge Symposium, July 30-August 1, 2007 Osaka, JAPAN (GJBS07)

9th German-Japanese Bridge Symposium, September 10-11, 2012, Kyoto, JAPAN (GJBS09)

No description available.

4th International Conference on Advances in Experimental Structural Engineering, Ispra, Lombardy, Italy, June 29-30, 2011

An effective, viable design solution for the elevated viaduct guideway for Universal Freight Shuttle (UFS) system championed by Texas Transportation Institute (TTI) is presented. The proposed precast elevated UFS bridge system is analyzed for the operational vehicular loading as provided by TTI and a number of design alternatives for the various bridge components are provided. This includes: the design of the fully precast deck panels for long continuous spans, design of the shear connectors resisting interface shear at bridge deck-girder interface, design of structurally efficient and cost-effective trough girders and its design alternative with I-girders, and economic and long-term serviceable design of bridge piers. A literature review and study of the existing precast bridges is presented for the state-of-the-art and practice, design specifications and publications by AASHTO, State Department of Transportation and other agencies. These existing systems are refined to determine the most appropriate specification for the proposed bridge components by integrating the planning, design, fabrication and construction techniques to ensure high precision freight shuttle movement, construction feasibility, safety, life-cycle cost, durability and serviceability requirements. The design concept presented is a deviation from the conventional railways and highways design. The best practices and specifications of AASHTO and AREMA are combined suitably in this research to suit the major requirements of the project. A combination of the design philosophy with appropriate construction techniques has been blended to devise a system which is efficient for offsite manufacture of components for construction of the bridge and adaptable to the different bridge configurations. Based on the design results, it is found that precast concrete deck panels in combination with precast, prestressed concrete trough girders provides the most efficient superstructure solution for this project. The Damage Avoidance Design for the precast bridge piers along with the precast superstructure provides a system with comparable structural performance along with other benefits such as long term serviceability, economical sections, practically transportable units, modular simplicity for relocation as desired and ability to offer space for commercial usage. The steps for construction of the bridge is schematically presented and sequentially explained.

As of September 2007, there were over 67,000 U.S. bridges in the National Bridge Inventory classified as having unknown foundations. The bridges spanning rivers are of critical importance due to the risks of potential scour. In fact, over half of all bridge collapses are due to scour. Not only are these failures costly, they can be deadly for the traveling public. On April 5, 1987, ten people were killed in New York when a pier collapsed on the Schoharie Creek Bridge causing two spans of the deck to fall into the creek. Several other fatal collapses have occurred since the Schoharie Creek Bridge failure. Detecting scour is only part of the assessment that must take place to determine risk of failure and knowing the foundation depth is a critical component of the assessment. While this issue is not new, current techniques are typically invasive or costly. This research explores the feasibility and effectiveness of induced polarization (IP) and electrical resistivity imaging (ERI), near surface geophysical methods, for determining the depth of unknown foundations. In this work, forward models are created to ascertain the effects of the bridge layout on data quality such as varying depths and the impact of adjacent foundations on the foundation in question. Next, an experimental study is conducted at a National Geotechnical Experimentation Site (NGES) to further identify key parameters for the testing design and setup in order to obtain optimal surveys of bridge foundations. The conclusions of the forward modeling and NGES investigations are used to plan the field surveys on four bridges with known foundations. The outcomes of the four bridges show that IP and ERI can be used in concert with one another to estimate the type and depth of bridge foundations. The results of the field surveys are used to create a probability of non-exceedance curve for future predictions of unknown bridge foundations using the methods described in this research.

Transverse load distribution behavior amongst bridge girders is influenced by many parameters including girder material properties, spacing, skew, deck design, and stiffening element interactions. In order to simply and conservatively approximate the bridge superstructure load distribution between girders, the American Association of State Highway and Transportation Officials (AASHTO) LRFD Bridge Design Specifications contain load distribution factor (LDF) equations for many common bridge types. The Texas Department of Transportation (TxDOT) had recently developed a new design for bridge superstructures that utilizes a spread configuration of prestressed concrete slab beams. AASHTO does not contain LDFs for this type of bridge so the load sharing behavior of this superstructure must be investigated further. TxDOT has funded the Texas A&M University Transportation Institute (TTI) to design, model, construct, test, and analyze a full scale spread slab beam bridge. In addition to this testing, an existing slab beam bridge in Denison, Texas will be instrumented and observed for supplementary slab beam behavior data. To predict bridge behavior, computer models of the Riverside experimental bridge and of the Denison field bridge were developed using both the grillage and finite element methods of analysis. The experimental results from the Riverside and Denison bridges will not be collected by the conclusion of this thesis so a third bridge with existing experimental data, the Drehersville, Pennsylvania bridge, was also modeled for calibration purposes. The work presented by this thesis focuses on how to accurately model transverse load distribution relationships and LDFs for use in bridge design. The analysis covered is concentrated primarily on the grillage method, with the finite element analysis as part of the larger project scope. From this analysis it was determined that the grillage method was able to accurately model bridge LDFs as compared to FEM modeling and experimental results, for spread slab beam and spread box beam bridges. The critical loading configurations for all bridges placed two trucks side by side and as far to one edge of the bridge as possible. It was also determined that at an ultimate loading case, the load is distributed much more evenly across the deck than at service loading.