Abstract
Proof load testing of existing reinforced concrete bridges is becoming increasingly important as the current bridge stock is aging. In a proof load test, a load that corresponds to the factored live load is applied to a bridge structure, to directly demonstrate that a bridge fulfills the code requirements. To optimize the procedures used in proof load tests, it can be interesting to combine field testing and finite element modeling. Finite element models can for example be used to assess a tested structure after the test when the critical position could not be loaded. In this paper, the case of viaduct De Beek, a four-span reinforced concrete slab bridge, is studied. Upon assessment, it was found that the requirements for bending moment are not fulfilled for this structure. This viaduct was proof load tested in the end span. However, the middle spans are the critical spans of this structure. The initial assessment of this viaduct was carried out with increasingly refined linear finite element models. To further study the behavior of this bridge, a non-linear finite element model is used. The data from the field test (measured strains on the bottom of the concrete cross-section, as well as measured deflection profiles) are used to update the non-linear finite element model for the end span, and to improve the modeling and assessment of the critical middle spans of the structure. Similarly, an improved assessment based on a linear finite element model is carried out. The approaches shown for viaduct De Beek should be applied for other case studies before recommendations for practice can be formulated. Eventually, an optimized combination of field testing and finite element modeling will result in an approach that potentially reduces the cost of field testing.
Highlights
Proof load testing of existing reinforced concrete bridges is becoming increasingly important as an assessment method for existing bridges, since the current bridge stock in Europe and North America is aging (Lantsoght et al, 2017f)
Proof load testing can be a valuable tool for the assessment of existing bridges when the uncertainties on the capacity are too large to use analytical assessment methods
Span 1 was subjected to a proof load test at a position resulting in the largest sectional moment and a position resulting in the largest sectional shear
Summary
Proof load testing of existing reinforced concrete bridges is becoming increasingly important as an assessment method for existing bridges, since the current bridge stock in Europe and North America is aging (Lantsoght et al, 2017f). A proof load test serves as a direct verification of the performance of the bridge, and as a demonstration that it can withstand the prescribed loads As such, this assessment method can be used when analytical models are insufficient. The maximum load that needs to be applied to demonstrate that the bridge fulfills the code requirements is called the target proof load. This load is often large, which increases the probability of failure of the bridge during the load test. Where the stop criteria in the available codes and guidelines are insufficient or do not cover the expected governing mode of failure for the structure, thresholds should be carefully selected or derived prior to the load test. Depending on the highest load level that is achieved during the test, the bridge may be found to fulfill lower demands or may require posting, a reduction in the number of lanes, strengthening, or demolition and replacement
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