Thesis (M.E.)--University of Canterbury, 2007. / Typescript (photocopy). "August 2007." Includes bibliographical references (leaves 142-145). Also available via the World Wide Web.

Thesis (Ph. D.)--University of Texas at Austin, 2008. / Vita. Includes bibliographical references.

Thesis (Ph. D.)--University of California, Davis, 1998. / Cover title. "September 1998." Includes bibliographical references.

Thesis (M.S.)--West Virginia University, 2005. / Title from document title page. Document formatted into pages; contains xi, 87 p. : ill. (some col.). Vita. Includes abstract. Includes bibliographical references (p. 76-78).

Thesis (Ph. D.), Memorial University of Newfoundland, 1998. / Bibliography: leaves 397-413.

Title from PDF of title page (University of Missouri--Columbia, viewed on March 2, 2010). The entire thesis text is included in the research.pdf file; the official abstract appears in the short.pdf file; a non-technical public abstract appears in the public.pdf file. Dr. William Likos, Thesis Supervisor. Vita. Includes bibliographical references.

Orientador: Euclides de Mesquita Neto / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-22T16:25:35Z (GMT). No. of bitstreams: 1 Damasceno_DanielaAndrade_M.pdf: 2682018 bytes, checksum: 7ce33af8b9732384f2d62dd3b6553c3f (MD5) Previous issue date: 2013 / Resumo: Neste trabalho procurou-se desenvolver uma metodologia para análise transiente de sistemas dinâmicos que apresentem acoplamento solo-estrutura. O sistema dinâmico inicialmente é um sistema acoplado, o qual será desacoplado em dois subsistemas. A metodologia desenvolvida é baseada em um método de acoplamento iterativo entre subsistemas, podendo os subsistemas apresentar domínios limitado e ilimitado. Os subsistemas são tratados de forma independente, podendo ser formulados de acordo com as características e necessidades do sistema, seja solo ou estrutura. O sistema dinâmico em analise é um sistema representado por uma fundação com massa, apoiada em um solo modelado como um semi-espaço tridimensional transversalmente isotrópico e viscoelástico. Desacoplando-se o sistema na interface solo-fundação têm-se dois subsistemas, um representado pela fundação com massa, apresentando um domínio limitado, e o outro representando o semi-espaço, apresentando um domínio ilimitado. O subsistema representado pela fundação com massa será formulado pelo Método numérico de Newmark, e o subsistema representado pelo semi-espaço será formulado pela Integral de Convolução, pois a solução em deslocamento está disponível no domínio da frequência, podendo assim utilizar a Transformada Rápida de Fourier para a obtenção da resposta transiente ao impulso do semi-espaço tridimensional / Abstract: The aim of this work is to present a methodology for transient analysis of coupled soil-structure systems. The initially coupled system is uncoupled into two subsystems. The methodology is based on a method of iterative coupling between subsystems, in which each subsystem may be a bounded or an unbounded domain. The subsystems are treated independently and may be formulated according to the characteristics and requirements of the system, soil or structure. The system that is studied in the present work comprises a foundation with mass, resting on the surface of a soil, which is modeled as a three-dimensional, viscoelastic, transversely isotropic half-space. The system is divided at the interface between the soil and the foundation. The first subsystem is the bounded domain comprising the foundation with mass, which is solved by Newmark numerical method. The second subsystem consists of the half-space, for which there is a classical solution in the frequency domain. This solution is used together with a convolution integral scheme to obtain the transient solution that is necessary to the present iterative method / Mestrado / Mecanica dos Sólidos e Projeto Mecanico / Mestra em Engenharia Mecânica

A new precast-prestressed cross section was recently developed by a consortium of engineers from the six New England states, New York and members of the northeast region of PCI. The northeast extreme Tee (NEXT) beam is efficient for medium Bridge spans (50 to 80 ft long). Field formwork savings are introduced by having a flange cast integrally during fabrication of the beams at the precasting plant. Job safety is increased because a working platform is created. The flange width of the NEXT Beams can be adjusted during fabrication to accommodate roadways of different widths and skew angles. Because the section is new with complexity in its shape, the present design guidance cannot be used to evaluate LLDFs for NEXT beams within the context of the AASHTO LRFD. In particular, the use of live-load distribution factors (LLDFs) equations in LRFD for NEXT beams is not straightforward. The distance between the beam webs is variable depending on whether it is measured within a beam module or between adjacent modules. In absence of detailed information a PCI technical committee evaluated LLDFs (through AASHTO 2010 Bridge specification) for the NEXT beams used in the Brimfield Bridge by two different approaches and found one of them conservative. The conservative approach was single stem which uses the average spacing (between webs ([S1+S3]/2)) for use in the LLDF equations.. The committee expressed concerns about whether trends of LLDFs would be similar for other parametric sets, and would like to standardize the methodology for the Bridge projects in Massachusetts with NEXT beam as the girder. To verify the conservativeness of single stem methodology (for the evaluation of LLDFs) for other parameters this research project was initiated. LLDFs are evaluated based on the two approaches and compared with the LLDFs obtained through finite element modeling. The results of 40-3D finite element models have been used to compare the LLDFs obtained from AASHTO 2010 Bridge design specification. The results were also used to compare different parameters that affect LLDFs of NEXT beams including span, skew angle, and beam end fixity. The finite element models were created using a Bridge prototype that is being instrumented for future field verification of the analyses. The models were created using frame elements for the beams and shell elements for the cast in place deck. The integral abutment and foundation of the Bridges was included in the models in which piles are created using frame elements and abutments are created using shell elements. The results indicate that the approach taken for the design of NEXT beams is in general conservative for interior girders of the Bridge. On the contrary such the adopted approach was not yielding the higher value of LLDFs. The variation in strains due to losses are compared by two methods (strains variation obtained from field data and strain variation obtained based on AASHTO equation of losses) to verify the AASHTO equation of losses.

Seismic pressures on displacing or rigid retaining or basement walls have been derived based on the original work of Mononobe and Okabe, who used a shake table to calculate dynamic pressures of displacing retaining walls existing in cohesionless soils. Since this original work was done over eighty years ago, the results of Mononobe and Okabe, colloquially known as M-O theory, have been applied to different conditions, including non-displacing basement walls, as well as changes in soil properties. Since the original work of M-O, there have been numerous studies completed to verify the accuracy of the original calculation, most notably the work of Seed and Whitman (1970), Wood (1973), Sitar (Various), and Ostadan (2005). This has resulted in varying opinions for the accuracy of M-O theory, whether it is grossly unconservative or conservative, as well as its effectiveness for situations where the wall does not displace enough to engage active soil conditions. This study examines (3) different wall cases, a cantilever retaining wall, gravity retaining wall, and rigid basement wall, through an implcit finite element analysis, under simple sinusoidal boundary accelerations. The soil is modeled using the Drucker-Prager model for elastic-plastic properties. The dynamic pressure increment is observed for different driving frequencies, with the anticipation that an in-phase and out of phase response between the soil and structure will be achieved, resulting in both lower and higher than M-O pressure values.

Typically, foundation piles are made of materials such as steel, concrete, and timber. Problems associated with use of these traditional pile materials in harsh marine environments include steel corrosion, concrete deterioration, and marine borer attack on timber piles. It has been estimated that the U.S. spends over $1 billion annually in repair and replacement of waterfront piling systems. Such high repair and replacement costs have led several North American highway agencies and researchers to investigate the feasibility of using composite piles for load bearing applications, such as bridge substructures. As used here, the term "composite piles" refers to alternative pile types composed of fiber reinforced polymers (FRPs), recycled plastics, or hybrid materials. Composite piles may exhibit longer service lives and improved durability in harsh marine environments, thereby presenting the potential for substantially reduced total costs. Composite piles have been available in the North American market since the late 1980's, but have not yet gained wide acceptance in civil engineering practice. Potential disadvantages of composite piles are high initial cost and questions about engineering performance. At present, the initial cost of composite piles is generally greater than the initial cost of traditional piles. Performance questions relate to driving efficiency, axial stiffness, bending stiffness, durability, and surface friction. These questions exist because there is not a long-term track record of composite pile use and there is a scarcity of well-documented field tests on composite piles. This research project was undertaken to investigate the engineering performance of composite piles as load-bearing foundation elements, specifically in bridge support applications. The objectives of this research are to: (1) evaluate the soil-pile interface behavior of five composite piles and two conventional piles, (2) evaluate the long-term durability of concrete-filled FRP composite piles, (3) evaluate the driveability and the axial and lateral load behavior of concrete-filled FRP composite piles, steel-reinforced recycled plastic composite piles, and prestressed concrete piles through field tests and analyses, and (4) design and implement a long-term monitoring program for composite and conventional prestressed concrete piles supporting a bridge at the Route 351 crossing of the Hampton River in Virginia. A summary of the main findings corresponding to each of these objectives is provided below. A laboratory program of interface testing was performed using two types of sands and seven pile surfaces (five composite piles and two conventional piles). The interface behavior of the different pile surfaces was studied within a geotribology framework that investigated the influence of surface topography, interface hardness, and particle size and shape. In general, the interface friction angles, both peak and residual, were found to increase with increasing relative asperity height and decreasing relative asperity spacing. The interface shear tests for the three pile types tested at the Route 351 bridge showed that, for medium dense, subrounded to rounded sand, with a mean particle size of 0.5 mm, the residual interface friction angles are 27.3, 24.9, and 27.7 degrees for the FRP composite pile, the recycled plastic pile, and the prestressed concrete pile, respectively. Interface shear tests on these same piles using a medium dense, subangular to angular sand, with a mean particle size of 0.18 mm, resulted in residual interface friction angles of 29.3, 28.8, and 28.0 degrees for the FRP composite pile, the recycled plastic pile, and the prestressed concrete pile, respectively. A laboratory durability study was completed for the FRP shells of concrete-filled FRP composite piles. Moisture absorption at room temperature caused strength and stiffness degradations of up to 25% in the FRP tubes. Exposure to freeze-thaw cycles was found to have little effect on the longitudinal tensile properties of saturated FRP tubes. Analyses were performed to investigate the impact of degradation of the FRP mechanical properties on the long-term structural capacity of concrete-filled FRP composite piles in compression and bending. The impact was found to be small for the axial pile capacity due to the fact that the majority of the capacity contribution is from the concrete infill. The impact of FRP degradation was found to be more significant for the flexural capacity because the FRP shell provides most of the capacity contribution on the tension side of the pile. Full-scale field performance data was obtained for two composite pile types (concretefilled FRP composite piling and steel-reinforced recycled plastic piling), as well as for conventional prestressed concrete piles, by means of load test programs performed at two bridge construction sites: the Route 351 bridge and the Route 40 bridge crossing the Nottoway River in Virginia. The field testing at the two bridges showed no major differences in driving behavior between the composite piles and conventional prestressed concrete piles. Pile axial capacities of the composite piles tested at the Route 351 bridge were between 70 to 75% of the axial capacity of the prestressed concrete test pile. The FRP and prestressed concrete piles exhibited similar axial and lateral stiffness, while the steel-reinforced plastic pile was not as stiff. Conventional geotechnical analysis procedures were used to predict axial pile capacity, axial load-settlement behavior, and lateral load behavior of the piles tested at the Route 351 bridge. The conventional analysis procedures were found to provide reasonable predictions for the composite piles, or at least to levels of accuracy similar to analyses for the prestressed concrete pile. However, additional case histories are recommended to corroborate and extend this conclusion to other composite pile types and to different soil conditions. A long-term monitoring program for composite and conventional prestressed concrete piles supporting the Route 351 bridge was designed and implemented. The bridge is still under construction at the time of this report, therefore no conclusions have been drawn regarding the long-term performance of concrete-filled FRP composite piles. The longterm monitoring will be done by the Virginia Department of Transportation. In addition to the above findings, initial cost data for the composite piles and prestressed concrete piles used in this research were compiled. This data may be useful to assess the economic competitiveness of composite piles. The initial unit cost of the installed composite piles at the Route 40 bridge were about 77 % higher than the initial unit cost for the prestressed concrete piles. The initial unit costs for the composite piles installed at the Route 351 bridge were higher than the initial unit cost of the prestressed concrete piles by about 289% and 337% for the plastic and FRP piles, respectively. The cost effectiveness of composite piles is expected to improve with economies of scale as production volumes increase, and by considering the life-cycle costs of low-maintenance composite piles. / Ph. D.