Yes / For composite beams with low degrees of shear connection, additional deflections occur due to slip in the shear connectors, which can be significant for beams with low degrees of shear connection. A design formula is presented for the effective stiffness of composite beams taking account of the stiffness of the shear connectors, which is compared to measured deflections of 6 symmetric beams and an 11m span composite beam of asymmetric profile. It is shown that the comparison is good when using a shear connector stiffness of 70 kN/mm for single shear connectors and 100 kN/mm for pairs of shear connectors per deck rib. Results of push tests on a range of deck profiles confirm these initial elastic stiffnesses. To ensure that the slip at the serviceability limit state does not lead to permanent deformations of the beam, it is proposed that the minimum degree of shear connection should not fall below 30% for un-propped beams and 40% for propped beams of symmetric cross-section. / European Commission

This study presents a concept that provides a structural dynamicist the ability to analyze the effects of making sophisticated (beam-type) structural changes to a structural system whose modal database is known. The modification technique combines the Dual Modal Space Modification Method (DMSM) and the Transfer-Matrix Method to institute general beam modifications. The DMSM method is employed to implement the beamtype modification, while the transfer-matrix method is used to formulate the modification element. The use of transfer-matrix methods provides the ability to model virtually any beam modification a designer might consider in terms of the two points being connected without the loss of any dynamic information between the points. The result is a modification scheme which is both flexible and universal. Two numerical examples are considered. One example demonstrated the performance of the modification scheme in instituting a severe structural change. The second example demonstrated a change to a complex structure. In both cases, continuum beams were used as modification elements. The results of these two examples show that the modification scheme provides very promising results, providing an adequate modal database was used. Modal truncation was determined to be the primary source of error. / Ph. D.

Yes / A mechanism analysis is developed to predict the shear capacity of reinforced concrete corbels. Based on shear failure observed in experimental tests, kinematically admissible failure mechanisms are idealised as an assemblage of two rigid blocks separated by a failure plane of displacement discontinuity. Shear capacity predictions obtained from the developed mechanism analysis are in better agreement with corbel test results of a comprehensive database compiled from the available literature than other existing models for corbels. The developed mechanism model shows that the shear capacity of corbels generally decreases with the increase of shear span-to-depth ratio, increases with the increase of main longitudinal reinforcement up to a certain limit beyond which it remains constant, and decreases with the increase of horizontal applied loads. It also demonstrates that the smaller the shear span-to-overall depth ratio of corbels, the more effective the horizontal shear reinforcement.

Yes / Ten reinforced-concrete continuous deep beams with openings were tested to failure. The main variables investigated were the shear span-to-overall depth ratio, and the size and location of openings. Two failure modes influenced by the size and location of web openings regardless of the shear span-to-overall depth ratio were observed. The normalised load capacity of beams having a web opening area ratio of 0·025 within exterior shear spans was approximately similar to that of their companion solid beams. Continuous deep beams having web openings within interior shear spans exhibited a higher load capacity reduction with the increase of the opening size, similar to simply supported deep beams with web openings. Formulae based on the upper bound analysis of the plasticity theory were proposed to predict the load capacity of continuous deep beams with web openings. Comparisons between the measured and predicted load capacities showed a good agreement.

Yes / This paper reports the testing of five reinforced concrete continuous beams strengthened in flexure with externally bonded carbon-fibre-reinforced polymer (CFRP) laminates. All beams had the same geometrical dimensions and internal steel reinforcement. The main parameters studied were the position and form of the CFRP laminates. Three of the beams were strengthened using different arrangements of CFRP plate reinforcement, and one was strengthened using CFRP sheets. The performance of the CFRP-strengthened beams was compared with that of an unstrengthened control beam. Peeling failure was the dominant mode of failure for all the strengthened beams tested. The beam strengthened with both top and bottom CFRP plates produced the highest load capacity. It was found that the longitudinal elastic shear stresses at the adhesive/concrete interface calculated at beam failure were close to the limiting value recommended in Concrete Society Technical Report 55.

Master of Science / Department of Civil Engineering / Robert J. Peterman / With limited research being conducted solely on lightweight concrete prestressed bond and current development-length equations based on tests performed on normal-weight members, more investigation on lightweight concrete prestress bond is necessary. Additionally, the effects of water-reducing agents on normal-weight and lightweight concrete need further exploration. The aim of this study was to examine these areas using two locally available lightweight aggregates from Kansas and one from North Carolina to determine if lightweight prestressed concrete bridge girders are a useful alternative for the Kansas Department of Transportation. The lightweight concrete mixes developed were capable of attaining 5000 psi compressive strength in 16 hours and 7000 psi in 28 days. During the large block pull-out test, the average maximum force at pull-out and first observable slip was higher for the block cast with a three inch slump then the companion specimen poured at a nine-inch slump. During flexural testing, the two beams not reaching nominal moment capacity, KC-9 and STA-9, failed in compression without strand end slip. The moment capacity was considerably greater for three-inch slump members than the companion specimen placed with nine-inch slump concrete.

Thesis (Ph. D.)--Florida State University, 2005. / Includes bibliographical references (p. 175-176). Also available online via the Florida State University electronic theses website (http://etd.lib.fsu.edu/).

The construction of horizontally curved bridges with skewed supports requires careful consideration. These types of bridges exhibit three-dimensional response characteristics that are not commonly seen in straight bridges with normal supports. As a result, engineers may face difficulties during the construction, when the components of the bridge do not fit together or the final geometry of the structure does not correspond to that intended by the designer. These complications can lead to problems that compromise the serviceability aspects of the bridge and in some cases, its structural integrity. The three dimensional response that curved and skewed bridges exhibit is directly influenced by the bracing system used to configure the structure. In I-girder bridges, cross-frames are provided to integrate the structure, transforming the individual girders into a structural system that can support larger loads than when the girders work separately. In general, they facilitate the construction of the structure. However, they can also induce undesired collateral effects that can be a detriment to the performance of the system. These effects must be considered in the design of a curved and skewed bridge because, in some cases, they can modify substantially its response. This research is focused on understanding how the bracing system affects the performance of curved and skewed I-girder bridges, as well as, the ability of the approximate analysis methods to capture the structural behavior. In this research, techniques that can be implemented in the creation of 2D-grid models are developed to overcome the limitations of this analysis method. In addition, efficient cross-frame arrangements that mitigate the collateral effects of skew are developed. These mitigation schemes reduce the undesired cross-frame forces and flange lateral bending stresses associated with the transverse stiffness of the structure, while ensuring that the bracing system still performs its intended functions.

The research objectives for this project were to explicitly define the anchor bolt corrosion problem in the state of Georgia and recommend action to the Georgia Department of Transportation. The bearing assembly of concern is the plate bearing assembly, in which carbon steel and/or bronze plates are anchored by either carbon steel or stainless steel anchor bolts. Inspection report data revealed that anchor bolt corrosion was ubiquitous for all environments in Georgia; the problem was reported for 27% of the steel girder bridges throughout the state. Based on a synthesis of the field investigations, bolt failure analyses, laboratory experimental testing, and review of GDOT inspection report surveys, the corrosion of carbon steel anchor bolts is caused universally by concentration cell corrosion. Other corrosion mechanisms of concern are galvanic and crevice corrosion, which are both enhanced by the current bearing design. Corrosion protection provided through zinc galvanization cannot sufficiently protect the carbon steel bolt for its entire service life. Corrosion potential and cyclic polarization data confirmed that ASTM Type 304, Type 316, Type 2101, and Type 2205 were protected from concentration cell and localized corrosion in the simulated bearing environment. Therefore, it is recommended that the stainless steel anchor bolts of these types be use in future designs and that the bolts should be electrically separated from all dissimilar metals using a Nylon or Teflon washer to prevent preferential corrosion of carbon steel. It is further recommended that the bronze lube plate should be eliminated entirely and that the bearing type should be a reinforced elastomeric bearing. Maintenance of existing sliding plate bearings should include regular cleaning by brushing away debris from the bearing surfaces, and bridges with carbon steel anchor bolts should be retrofitted to provide additional lateral restraint according to current maintenance procedures.

Spanwise nonuniformity effects are modeled in the cross-sectional analysis of beam theory. This modeling adheres to an established numerical framework on cross-sectional analysis of uniform beams with arbitrary cross-sections. This framework is based on two concepts: decomposition of the rotation tensor and the variational-asymptotic method. Allowance of arbitrary materials and geometries in the cross-section is from discretization of the warping field by finite elements. By this approach, dimensional reduction from three-dimensional elasticity is performed rigorously and the sectional strain energy is derived to be asymptotically-correct. Elastic stiffness matrices are derived for inputs into the global beam analysis. Recovery relations for the displacement, stress, and strain fields are also derived with care to be consistent with the energy. Spanwise nonuniformity effects appear in the form of pointwise and sectionwise derivatives, which are approximated by finite differences. The formulation also accounts for the effects of spanwise variations in initial twist and/or curvature. A linearly tapered isotropic strip is analyzed to demonstrate spanwise nonuniformity effects on the cross-sectional analysis. The analysis is performed analytically by the variational-asymptotic method. Results from beam theory are validated against solutions from plane stress elasticity. These results demonstrate that spanwise nonuniformity effects become significant as the rate at which the cross-sections vary increases. The modeling of transverse shear modes of deformation is accomplished by transforming the strain energy into generalized Timoshenko form. Approximations in this transformation procedure from previous works, when applied to uniform beams, are identified. The approximations are not used in the present work so as to retain more accuracy. Comparison of present results with those previously published shows that these approximations sometimes change the results measurably and thus are inappropriate. Static and dynamic results, from the global beam analysis, are calculated to show the differences between using stiffness constants from previous works and the present work. As a form of validation of the transformation procedure, calculations from the global beam analysis of initially twisted isotropic beams from using curvilinear coordinate axes featuring twist are shown to be equivalent to calculations using Cartesian coordinates.