The current standard product (data) modeling process relies on the experience and subjectivity of data modelers who use their experience to eliminate redundancies and identify omissions. As a result, product modeling becomes a social activity that involves iterative review processes of committees. This study aims to develop a new, formal method for deriving product models from data collected in process models of companies within an industry sector. The theoretical goals of this study are to provide a scientific foundation to bridge the requirements collection phase and the logical modeling phase of product modeling and to formalize the derivation and normalization of a product model from the processes it supports. To achieve these goals, a new and formal method, Georgia Tech Process to Product Modeling (GTPPM), has been proposed. GTPPM consists of two modules. The first module is called the Requirements Collection and Modeling (RCM) module. It provides semantics and a mechanism to define a process model, information items used by each activity, and information flow between activities. The logic to dynamically check the consistency of information flow within a process also has been developed. The second module is called the Logical Product Modeling (LPM) module. It integrates, decomposes, and normalizes information constructs collected from a process model into a preliminary product model. Nine design patterns are defined to resolve conflicts between information constructs (ICs) and to normalize the resultant model. These two modules have been implemented as a Microsoft Visio ™ add-on. The tool has been registered and is also called GTPPM ™. The method has been tested and evaluated in the precast concrete sector of the construction industry through several GTPPM modeling efforts. By using GTPPM, a complete set of information items required for product modeling for a medium or a large industry can be collected without generalizing each company's unique process into one unified high-level model. However, the use of GTPPM is not limited to product modeling. It can be deployed in several other areas including: workflow management system or MIS (Management Information System) development software specification development business process re-engineering.

This thesis presents the results of a research project that tested five friction reducing techniques on the bearing ends of precast prestressed concrete bridge girders. The five techniques were the following: an oil coated surface, embedded steel plate with an oil coated surface, embedded steel angle with an oil coated surface, teflon pad, and a wax lubricant.

A full-depth precast concrete deck system presents several safety, timeline, and cost benefits to the process of constructing a bridge, however the relevant professional codes do not provide dependable design models due to the limited amount of research conducted on the subject. One area lacking design direction is the development of a shear connection between the full-depth precast deck and a precast concrete girder via a pocket-haunch-connector system. Push-off tests are performed to investigate the effects of various pre- and post-installed shear connectors, haunch height, surface roughness, grouping effects, and grout composition as compared to cast-in-place specimens. The experimental results are presented along with a method for normalizing the variations of results by connection yield strength. This method is used to evaluate each connector type and connection parameter investigated. Ensuring sufficient shear reinforcement within the beam near the shear connector anchorage is found to be a vital aspect of holistic design. A simplified design procedure is outlined, the design connection forcedisplacement behavior is shown, and an example problem is solved. Recommendations for additions and modifications to current code and practice are prescribed.

Jointless bridges are advantageous in removing mechanical joints which are a known cause of bridge deterioration. Elimination of joints provides a smoother riding surface and removes the possibility of de-icing salts penetrating the deck and corroding the deck reinforcing and underlying bridge superstructure. Jointless bridges are traditionally constructed by monolithically casting the entire bridge deck on beams after they have been erected. However, this process requires extensive in-field formwork and lengthy traffic closures. The Texas Department of Transportation proposes a new method of constructing jointless bridges using prefabricated girder-and-deck units connected on-site with cast-in-place closure pours. This new system will expedite construction and reduce disturbances to the traveling public. The objective of this experimental study was to investigate the behavior of the cast-in-place closure pour slab and to determine if it responds to wheel loads in the same way as a traditional monolithic continuous deck. The effects of the cold joints and discontinuous steel details are the focus of the research work.

Thesis (Ph. D.)--Lehigh University, 2003. / Includes vita. Includes bibliographical references (leaves 364-367).

Precast, prestressed concrete panels (PCPs) and cast-in-place (CIP) concrete slabs are commonly used in Texas and elsewhere. Because PCPs are placed between bridge girders, and CIP concrete slabs are cast over the PCPs, PCPs act as formwork, cost and time for construction can be reduced. However, current designs may be further optimized if it can be shown that the reinforcement in the CIP deck can be reduced. Another issue involves cracking of PCP during fabrication and transportation to the site. The goal of this dissertation is to recommend changes to the CIP-PCP bridge decks that will lead to more cost-effective bridges. The first phase of the research is to suggest an optimized reinforcement layout for cast-in-place (CIP) slabs. Because the capacity of these decks is much greater than the design loads, a decrease in top-mat reinforcement will have minimal effect on the margin of capacity over design loads. Two options were selected, reduced deformed-bar reinforcement; and reduced welded-wire reinforcement. These two options are evaluated through restrained-shrinkage tests and field applications. The second phase of this dissertation is to reduce cracks in precast, prestressed concrete panels (PCPs) which occur during fabrication, handling, and transportation. Most cracks in PCPs are collinear (occur along the strands). They can be reduced in two ways. The first is to reduce initial prestress. The second is to place additional transverse reinforcement at edges. / text

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.

No description available.

No description available.

Thesis (M.S.)--California Polytechnic State University, 2008. / Mode of access: Internet. Title from PDF title page; viewed on January 29, 2009. Major professor: Cole McDaniel, Ph.D., P.E. "Presented to the faculty of California Polytechnic State University, San Luis Obispo, California." "In partial fulfillment of the requirements for the degree [of] Master of Science in Architecture with a Specialization in Architectural Engineering." "July 2008." Includes bibliographical references (p. 78-81). Also available on microfiche.