Integral bridges (IBs) are defined as a class of rigid frame bridges with a single row of piles at the abutments cast monolithically with the superstructure. In the last decade, IBs have become very popular in North America and Europe as they provide many economical and functional advantages. However, standard design methods for IBs have not been established yet. Therefore, most bridge engineers depend on the knowledge acquired from performance of previously constructed IBs and the design codes developed for conventional jointed bridges to design these types of bridges. This include the live load distribution factors used to account for the effect of truck loads on bridge components in the design as well as issues related to the seismic design of such bridges. Accordingly in this study issues related to live load effects as well as seismic effects on IB components are addressed in two separate parts. In the first part of this study, live load distribution formulae for IB components are developed and verified. For this purpose, numerous there dimensional and corresponding two dimensional finite element models (FEMs) of IBs are built and analyzed under live load. The results from the analyses of two and three dimensional FEMs are then used to calculate the live load distribution factors (LLDFs) for the components of IBs (girders, abutments and piles) as a function of some substructure, superstructure and soil properties. Then, live load distribution formulae for the determination of LLDFs are developed to estimate to the live load moments and shears in the girders, abutments and piles of IBs. It is observed that the developed formulae yield a reasonably good estimate of live load effects in IB girders, abutments and piles. In the second part of this study, seismic performance of IBs in comparison to that of conventional bridges is studied. In addition, the effect of several structural and geotechnical parameters on the performance of IBs is assessed. For this purpose, three existing IBs and conventional bridges with similar properties are considered. FEMs of these IBs are built to perform nonlinear time history analyses of these bridges. The analyses results revealed that IBs have a better overall seismic performance compared to that of conventional bridges. Moreover, IBs with thick, stub abutments supported by steel H piles oriented to bend about their strong axis driven in loose to medium dense sand are observed to have better seismic performance. The level of backfill compaction is found to have no influence on the seismic performance of IBs.

O aumento nos limites de pesos estabelecidos pela legislação brasileira e o surgimento de novas combinações de veículos de carga nos últimos anos tornam necessária a verificação da segurança estrutural das pontes quando submetidas ao tráfego real. Este trabalho verifica o desempenho das obras de arte sob jurisdição do DER-SP através do índice de confiabilidade 'beta' e obtém limites para o peso de caminhões de modo a não comprometer sua integridade estrutural. São consideradas as superestruturas das pontes em concreto armado ou protendido, classes 36 e 45. Verifica-se o estado limite último nas seções transversais mais solicitadas por momento fletor positivo e negativo. No caso de pontes em concreto protendido, acrescenta-se o estado limite de formação de fissuras. Para a representação do tráfego real, é desenvolvido um modelo de carregamento móvel com base em pesagens de caminhões efetuadas em rodovias do estado de São Paulo. Admite-se a presença simultânea de veículos sobre a ponte e diferentes relações entre seus pesos. Os parâmetros estatísticos da resistência são determinados através da técnica de Monte Carlo. Apresenta-se os limites de peso em forma de equações, denominadas ECPLs (equações comprimento-peso limite), aplicáveis a quaisquer grupo de eixos consecutivos. Os resultados indicam restrições à circulação de algumas composições, especialmente ao rodotrem de 740 kN e 19,80 metros de comprimento. Considerando-se apenas o estado limite de serviço, as obras de arte classe 45 apresentam menores limites de peso devido à ponderação de ações durante o projeto / The increase in gross weight limits allowed by Brazilian legislation and the appearance of new truck configurations in last years require the assessment of bridges structural safety when submitted to real traffic. This thesis verifies the performance of the bridges under DER-SP jurisdiction using the reliability index 'beta' and obtains truck weight limits in order to guarantee its structural integrity. The superstructure of reinforced and prestressed concrete bridges, classes 36 and 45, is considered. The ultimate limit state is verified in cross sections submitted to critical positive and negative bending moments. In case of prestressed bridges, the tension limit state in concrete is added. To represent the real traffic, a live load model is developed based on weighting data collected from stations located at highways of the state of Sao Paulo. Multiple presence of vehicles over the bridge and different relations between weights are admitted. The statistical parameters of resistance are determined using the Monte Carlo technique. The gross weight limits are presented in the form of equations, known as bridge formulas, to be applied on any group of two or more consecutive axles. The results indicate restrictions to the traffic of some vehicles, especially the 740 kN and 19,80 meters length roadtrain. Considering only the serviceability limit state, bridges class 45 exhibit lower weight limits due to the load factors recommended by the code during design

Integral abutment bridges are very common for short span bridges in the United State due to their less construction and maintenance cost and generally good performance. This thesis studies the first integral abutment bridge using Folded Plate Girder (FPG) Bridge System. The bridge is instrumented with a variety of gauges to capture the behavior of the bridge, and a total of two year and one month [11/2011~12/2013] of data are collected and long-term data monitoring is performed. Live load test and long term temperature effect on the bridge are studied using finite element modeling and compared with actual field data. Girder strain/stress at mid-span and quarter-span and abutment rotations were investigated. From the result, first the bridge was found to show good performance. Shear lag effect was found to be happening at the bottom flange-to-web junction of the steel girder when subjected to concentrated loading. Thermal gradient was found to be significant on the girder strain and abutment rotations.

As part of the Long Term Bridge Performance (LTBP) Program, a single-span, prestressed, integral abutment concrete girder pilot bridge near Perry, Utah was instrumented with different sensors at various locations onto the bridge for long-term monitoring and periodic testing. One of the periodic tests conducted on this bridge was a live-load test. The live-load test included driving trucks across the bridge, as well as parking trucks along different lanes of the bridge, and measuring the deflection and strain. The data collected from these tests was used to create and calibrate a computer model of the bridge. The model was afforded the same dimensions and characteristics as the actual bridge, and then the boundary conditions (how the bridge is being supported) were altered until the model data and the live-load data matched. Live-load distribution factors and load ratings were then obtained using this calibrated model and compared to the AASHTO LRFD Bridge Design Specifications. The results indicated that in all cases, the AASHTO LRFD Specification distribution factors were conservative by between 55% to 78% due to neglecting to take the bridge fixity (bridge supports) into account in the distribution factor equations. The actual fixity of the bridge was determined to be 94%.Subsequently, a variable study was conducted by creating new models based on the original bridge for changes in span length, deck thickness, edge distance, skew (angle of distortion of the bridge), and fixity to see how each variable would affect the bridge. Distribution factors were then calculated for each case and compared with the distribution factors obtained from the AASHTO LRFD Specifications for each case. The results showed that the variables with the largest influence on the bridge were the change in fixity and the change in skew. Both parameters provided ranges between 10% non- conservative and 56% conservative. The parameter with the least amount of influence was the deck thickness providing a range between 4% non-conservative and 19% non- conservative. Depending on which variable was increased, both increases and decreases in conservatism were exhibited in the study.

No description available.

Short span bridges are commonly used throughout the United States to span small waterways and highway overpasses. New technologies in the civil engineering industry have aided in the creation of many unique designs of these short span highway bridges in efforts to decrease construction cost, decrease maintenance costs, increase efficiency, increase constructability, and increase safety. Three innovative systems, the Integral Abutment Bridge, “Bridge-in-a-Backpack”, and the Folded Plate Girder bridge will be analyzed to study how the bridges behave under various types of loading. Detailed finite element models were created for integral abutment bridges of varying geometry. These models are used to study how the live load distribution transversely across the bridge is effected by varying geometric properties and varying modeling techniques. These models will also be used to determine live load distribution factors for the integral abutment bridges and compare them to current American Association of State Highway and Transportation Officials specifications. The “Bridge-in-a-Backpack” and the Folded Plate Girder bridges were each constructed with a variety of instruments to measure the bridge movements. Readings from these instruments are used to determine the bridge response under various loading conditions. Bridges were analyzed during their construction process, during static live load testing, and during long term seasonal changes. The results from these studies will aid in the refinement of these innovative designs.

The study is a comparative desk study of the application of the vertical earth load, traffic live load and the nominal earth pressure in the design methodology of culverts as outlined in TMH7 – Code of Practice for the design of highways bridges and culverts in South Africa Part 2, AASHTO LRFD Bridge Design specification and the DMRB volume 2 section 2 part 12 - BD31/01. It involves the theoretical design and analysis of five single cell reinforced concrete box culverts ranging from 2.1m to 6.0m under different fill depths ranging from 0 to 8.0m by applying load obtained using the three design manuals. The objective of this study is to analyze the methodology involved in estimating vertical earth load on a culvert as outlined in the design manuals to ascertain relevance of the formulae and procedure in TMH7 or/and to recommend the most effective approach for evaluating the vertical earth load on box culverts specific and appropriate for South Africa. By comparing the load derivation methodology outlined in ASHTO LRFD and BD 31/01 and analyzing the load forces obtained from the analysis. Box culverts are designed as rigid monolithic structures to withstand the maximum bending moment and shear force. The design involves the analysis of the various loads acting on the culvert with the weight of the overhead earth embankment being the most significant. The vertical earth load, live load and the lateral earth pressure acting on the culverts at various fill depth are manually derived from equations as outlined in the three design manuals. The culverts are modelled and analyzed in Prokon as two-dimensional plane frame structures using the frame analysis module by applying this load to determine maximum positive hogging moments, maximum negative sagging moments and maximum positive shear forces for each span for the top slab. The load forces obtained for each span are then plotted against the soil cover depth to illustrate the discrete load effect of the vertical earth load and live load on the culverts at varying fill height and to determine the relationship between the culvert geometry, soil cover depth and the applied load. The result of the analysis shows that an increasing non-linear relationship exists between the load effects, the soil cover depth, and the span length. The dead load effect increases with increasing fill depth and culvert span while the live load effect diminishes with increasing fill height and culvert span i.e., for culverts buried at shallow depths, the traffic live load is the most critical load but as the height of the soil cover increases the dead load becomes more significant until a point is reached where the live load is totally insignificant. The vertical earth loads obtained from TMH7 and BD31/01 are constant at a particular fill depth for each culvert despite the different span length. The vertical earth load for these two manuals is estimated from the soil cover depth and density, the load tabulated clearly is independent of the culvert geometry. The load obtained from AASHTO LFRD is the lowest and less than 20% of the load obtained from the other two design manuals. Unlike TMH7 and BD31/01, AASHTO LFRD considers the effect of the soil-structure interaction to adjust the vertical earth load on the structure which automatically reduces the load value. The vertical earth load values obtained from TMH7 and BD31/01 are generally more conservative as compared to those obtained from AASHTO LFRD.

No description available.

No description available.

No description available.