Construction Of Composite Bridges Research Articles

Cyclic performance of prefabricated composite shear stud connectors for accelerated bridge construction

This study examines the cyclic shear-slip performance of a novel prefabricated composite shear stud (PCSS) connector designed for accelerated bridge construction (ABC) of composite structures. An in-depth experimental procedure is employed involving the design and fabrication of four push-out specimens with two different stud configurations. The specimens are then tested under both monotonic and cyclic-to-monotonic loading protocols. Upon completion of the testing phase, a meticulous inspection of the fractography is conducted to delineate and qualify the failure mode of the PCSS connectors. Simultaneously, a comprehensive shear-slip curve is derived from the measured data, enabling a detailed analysis over the mechanical performance. Furthermore, the study calculates a series of deformation-associated indicators from the shear-slip curve, effectively quantifying the ductility, recoverability, and capacity of the PCSS. The test results accentuate a well-deformed and ductile failure mode of the tested PCSS specimens, marked by the stud fracture and crushing of surrounding concrete. This could be attributed to the constraint of vertical plates of the PCSS on the concrete, which improves the capacity and recoverability of the PCSS. Whereas, the performance of the PCSS is also notably influenced by the group nail effect, for which the ductility and per-stud capacity degrade with the increase in the number of studs. Especially, the PCSS specimen exhibits full elastic-to-plastic hysteresis loops under cyclic loads, together with the satisfied ductility, implying an excellent potential of the PCSS to dissipate energy under impact loads. In addition, the PCSS displays a robust stiffness across different cyclic loading blocks. Hence, satisfactory post-damage ductility has still been observed in the PCSS under the monotonic loading after the cyclic loading. In conclusion, this work elucidates the superiority of the PCSS in terms of capacity, ductility, and recoverability, providing a promising basis for their application in the accelerated construction of composite bridges.

Composite dowel's fatigue crack evaluation with loading patterns’ effect

Clothoid (CL)-shaped composite dowels are becoming popular in steel-concrete composite bridge construction recently. In this paper, CL-shaped dowel's fatigue performance is evaluated. Considering the contact between concrete and steel connector, two stress patterns of the connectors under the bending-shear action and the pure shear loading are simulated, and the detailed crack propagation analysis of the beam is carried out by using ABAQUS sub-model. The stress intensity factor is obtained to describe the fatigue performance of the composite dowel.

FRP Bridges in the Flanders Region: Experiences from the C-Bridge Project

At the start of the C-Bridge project in 2018, the number of fibre-reinforced composite bridges in the Flanders region of Belgium was limited to a handful. These limited achievements were largely due to the poor knowledge of clients (public and private), project managers, design engineers, and contractors, which made the option of composites either unknown or still viewed with a certain degree of suspicion. In addition, there were no standards at the Belgian or European level for the design of such constructions. The C-Bridge project (roadmap into design, guidelines, and execution of composite bridges in Flanders) aimed to stimulate the design, the realization and the construction of composite bridges in Flanders by providing the necessary knowledge to the construction sector in the most suitable form. This knowledge consists of the current state of the art of composites in bridge construction, selection criteria for composite bridges, recommendations for specification texts, and in situ testing of composite bridges and structural and vibration analysis. This C-Bridge project should allow the awarding authorities and contractors to be able to make informed choices regarding fibre-reinforced polymer (fibre composite) bridges but also offer the possibility of making the necessary transformation to this new and promising material to various Flemish companies. The results of the project enable Flemish clients to draw up specifications for FRP bridges in the correct manner. Moreover, they can correctly interpret the calculation notes made available and make a correct assessment. The Flemish engineering firms, on the other hand, will be able to make their own designs of FRP bridges and bridge components. They can also build up a value chain within Flanders with Flemish contractors and producers. From the producers and suppliers’ point of view, the results of the project will lead to a clearer profile of their products on the public and private market. Finally, the general contractors and constructors will be armed to withstand the challenges that FRP bridges entail to subcontractors in terms of execution, follow-up, delivery, and maintenance. The findings are helpful for the acceptance of fibre-reinforced composite bridges as an alternative to timber, steel, or concrete bridges and should generate a market expansion for FRP in the traditionally conservative bridge-building sector first in Flanders and later internationally.

Investigations on the Shear Capacity of Stainless Steel for its Use in Steel and Composite Bridge Construction

AbstractThe paper deals with the shear capacity and the shear buckling behaviour of plates made of (lean) duplex stainless steel. For this purpose, twelve experimental tests on torsionally loaded square box girders were carried out to investigate the shear capacity. Two different materials and three different buckling slendernesses were investigated. An FE model was created and calibrated using the experimental results. Subsequently, a parameter study was carried out in order to be able to cover a larger buckling slenderness range. The experimental and numerical results were then compared with the specifications of EN 1993‐1‐4 and an assessment of the specifications is provided.

Evaluation of shear behavior of PCSC shear connection for the construction of composite bridges with prefabricated decks

Conventional stud connectors are commonly used in composite bridges with prefabricated concrete decks. However, the reserved holes for grouped studs cause difficulty in the prefabrication of the concrete deck, due to tedious pouring operation during construction, which might weaken the integrity of the deck. Therefore, a precast concrete deck–steel beam–connection concrete (PCSC) connector is proposed in this study to accelerate the prefabrication and construction of a steel–concrete composite bridge. A series of static push-out tests were performed to verify the mechanical properties of the PCSC connectors. The test results indicated that the shear capacity of the PCSC connectors of the standard specimen was 12.27% higher than that of conventional clustered shear stud connectors with a diameter of 16 mm. Additionally the ultimate slip was 47.42% higher than that of the conventional stud connectors. The PCSC connector had a high capacity and ductility. The PCSC connectors had a high tolerance for precast concrete-connection concrete (PC–C) interfacial defects. Rough PC–C interfaces did slip during loading until the interface disengaging rate (i.e., the ratio of defect area to the total interface area) was less than 70%. The failure of the connector was controlled by the stud even if the slip occurred at the PC–C interface under the premise of sufficient shear connection reinforcement. A finite-element analysis was conducted to evaluate the load transfer mechanism of the PCSC connector. Finally, a comparative analysis demonstrated that the bearing capacity of the PCSC connector was accurately predicted by AASHTO LFRD.

Modular construction methods in composite bridge construction – review and current developments for bridges with small and medium spans

Steel ConstructionVolume 14, Issue 2 p. 94-94 Editor's Recommendations Modular construction methods in composite bridge construction – review and current developments for bridges with small and medium spans First published: 11 May 2021 https://doi.org/10.1002/stco.202170204AboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onEmailFacebookTwitterLinked InRedditWechat No abstract is available for this article. Volume14, Issue2May 2021Pages 94-94 RelatedInformation

Innovations for the optimal use of weathering steel in steel and composite bridge construction

Innovations for the optimal use of weathering steel in steel and composite bridge construction

Load of Reinforced Concrete Composite Bridges

At present, the proportion of bridge construction in China is increasing, especially in recent years with the continuous improvement of construction technology, more and more difficult bridge construction success, a variety of cross-sea Bridges are also rising rapidly. The traditional bridge structure is mainly steel structure, which has high strength, plasticity and toughness. However, the stability of the bridge will be more or less affected when the steel reinforcement is subjected to tension, which is not conducive to ensuring the safety and stability of the bridge. With the continuous improvement of technology, the comprehensive application of concrete and steel is gradually applied in belt bridge construction, and composite bridge has gradually become the main form of bridge construction. The purpose of this paper is to realize the safety construction of composite Bridges by studying the load of reinforced concrete composite Bridges. This paper first gives an overview of the reinforced concrete composite Bridges, and then with the help of section stress calculation, carries out a detailed analysis of the load situation of composite Bridges, and on this basis, realizes the continuous improvement of composite Bridges construction level. The experiments in this paper show that the composite bridge structure is in a safe and stable state, and its safety coefficient is higher than that of the non-composite bridge.

Experimental and numerical study on an innovative girder-abutment joint in composite bridges with integral abutments

For the convenience in the construction of composite bridges with integral abutments, this paper proposes an innovative girder-abutment joint. In this joint, the bottom plate of steel girder is connected to a pre-embedded plate, and the concrete at the girder end is cast after the erection of the girder. Perfobond connectors are also set on the inserted plate and the embedded plate to reduce stress concentration in the concrete abutment. Experimental test and nonlinear FE analysis were conducted to validate the joint performance in the most unfavorable condition in shear force and moment. Results show that, compared to the joint without connectors, the initial stiffness of the proposed joint is higher by 50% and 33% in shear loading and moment loading respectively, and the strength in moment loading is higher by 84%. The initial stiffness of the joint is highly affected by inserted plate connector quantity, while the strength in moment loading is highly affected by the connector quantity on both the inserted plate and the embedded plate. The failure process of the joint in moment loading can be divided with the failure of inserted plate connectors, the yielding of embedded plate edges, and the crushing of the concrete beneath steel girder. Under the design load, the perfobond connectors can take 70% of the shear force and 27% of the moment.

A Polish approach to FRP bridges

Abstract The paper presents initial results of a new approach to FRP composite bridge construction that is presently being developed and tested in Poland. The concept combines lightweight concrete with FRP composites to create a durable highly optimised structure. The paper describes the bridge system itself and presents the research results on its development. The basic design is presented together with research results on its development: FEM analysis and a range of static test results of full-scale bridge beam experiments. The paper finishes with some test results of a full scale bridge that was constructed near Rzeszow in December 2015.

16.26: Design and construction of composite bridges

ABSTRACTComposite bridges, where steel girders are used compositely with a concrete deck slab, can be preferred over steel or concrete bridges due several reasons. They are less expensive and require less maintenance than orthotropic steel decks and they are lighter than concrete girders. They often require less temporary structures for execution and by using prefabricated elements fast erection can be achieved. Composite bridges are often chosen for span ranges that are in between the typical span ranges of concrete and steel bridges.When designing a composite bridge deck it is important to carefully consider the different material characteristics of steel and concrete to achieve an optimum design both in respect of erection sequence and material quantities. The concrete slab has a high resistance to compression forces whereas steel is prone to buckling, but has a high tension capacity.The Constantine ramp bridges (Algeria, 2014) are open steel box girders with a filigran concrete slab. They are located on steep slopes in a congested urban area, which gave limitations to the construction methods. A composite deck solution was chosen so that steel segments could first be lifted into place by a medium size crane and secondly prefabricated concrete slab filigran members could be placed on the steel and used as formwork for the final in situ casting of the concrete slab. The construction sequence was planned so that the concrete slab would be mainly in compression in the dead load situation to optimize material quantities.Composite bridge decks are often applied in cable stayed bridges, since the concrete slab has good abilities to resist the high compression induced by the inclined cable stays particularly near the towers. Examples of recent composite cable stay bridges are Busan Bridges (Korea 2014, main span 475 m) and New NY Bridge (New York, under construction, main span 366 m) where bolted wide flange steel girders were used in combination with a concrete slab and Sungai Johor Bridge (Malaysia 2013, main span 500 m) where an open box section was applied.Composite bridge decks are often used in combination with all steel or all concrete decks to balance the weight when for example the main span is very large compared to the back spans such as for the Stonecutters bridge (Hong Kong, 2009, Main Span 1018m).

Effects of Geometric Imperfections on the Bracing Performance of Cross Beams during Construction of Composite Bridges

Steel girders require stability controls for different construction stages before the lateral-torsional support from the concrete deck occurs. The load-carrying capacity of bridge girders and bracing forces generated in their bracings are very sensitive to the girders' initial imperfections in terms of both the magnitude and distribution along the span. Relatively little knowledge is available in this matter; however, decisions on the worst shape of imperfections that gives a conservative resistance and/or maximizes the bracings forces is often not an easy task in practice. The present paper reports the test results (in terms of the load-carrying capacities and bracing forces) of a large-scale bridge of twin I-girder type in which the location of the intermediate cross beam was varied across the depth of the main girders. Moreover, extensive numerical investigations were performed to study the effects of some relevant shape of imperfections on both the load-carrying capacities of the studied bridges and the magnitude of bracing forces generated in the cross beams that were involved. The test results showed that the load-carrying capacity of steel girders can exceed their lowest theoretical eigenvalue because of the presence of initial imperfections. In the finite-element analyses of the studied bridge cases, in some cases, the girders followed their shape of geometric imperfections and reached a load value that was greater than the lowest eigenvalue of the systems.

Hot‐dip galvanized composite dowel strips

AbstractThis paper presents additional potential for the future economic development of composite dowel strips by using the durable and long‐lasting corrosion protection of hot‐dip galvanization. Based on the completed FOSTA research project P835 [5] on the use of hot‐dip galvanizing for steel and composite bridge construction, the range of applications for hot‐dip galvanizing will be transferred to composite dowel strips in composite bridges. Following a brief summary of the most important results of the previous project, where the corrosion protection duration and the influence of hot‐dip galvanizing on the fatigue behaviour of steel were examined, the objectives and planned studies of the new research project will be presented. The currently ongoing FOSTA research project P1042 [8] was initiated by RWTH Aachen University and TU Dortmund University. The results should allow the safe use of hot‐dip galvanized composite dowel strips in conjunction with cyclic loads.

Construction Control of a Continuous Beam Arch Composite Bridge

The geometric shape and internal forces were monitored during the construction of the hypostatic framework structure which is a composite system of steel beam and arch. The displace settlement was measured for the control of the geometric shape. And nine vibrating wire strain gauges were embedded on the key sections for the real time control of internal force. In order to cancel out the interference of the temperature variation effectively, displace settlement and internal forces were monitored around the clock at different time points. Then the measured values were compared with the theoretical values. Based on the measurement of temperature variation and strain, the settlement during the process of frame construction can be surely ascribed to thermal stress in the high redundancy structure. It should pay close attention to the changes in the future similar steel Beam Arch Composite Bridge construction and monitoring system.

Mechanical behavior and analysis of composite bridges with corrugated steel webs: State-of-the-art

The composite bridges with corrugated steel webs have excellent properties, such as lightness of girders, efficiency of introducing prestress forces, short construction period, optimum force distribution, good seismic performance, and aesthetics appearance etc., which have greatly promoted the application of such bridges. The objective of this paper is to provide and summarize important references related to the analysis, design and construction of composite bridges with corrugated steel webs. Subjects discussed in this review include (1) structural configuration and application; (2) shear behavior; (3) bending behavior; (4) torsional behavior; (5) patch loading resistance; (6) dynamic behavior; (7) long-term behaviors including fatigue and creep; (8) component connections; (9) analysis method and theory; (10) new concept application. The literature survey presented herein mainly focuses on papers written in English, Japanese, German and Chinese in relation to composite bridges with corrugated steel webs.

Application of discrete model in analyzes of built and tested composite bridge construction

Designing problem and theoretical analyses of steel-concrete composite structures are especially emphasized in bridge engineering. Method of modelling composite constructions developed and established by standards had been improved by use of finite element method and modern software. By this paper authors wanted to point out the importance of adequate structure modelling assuming all features of steel-concrete bond, and comparing results of experimental research with results of software calculation based on FEM and calculation based on plane theory approach with certain simplifications. Because of research tests necessities the bridge was loaded with four heavy test vehicles. Results, which are represented graphically and numerically were essence for suggestion of giving advantages to area element discretization of composite section over the other one.

Large Studs for Composite Action in Steel Bridge Girders

Improved connection systems for composite action between steel girders and concrete decks to allow for rapid replacement of bridge decks are developed. The most common diameters of steel shear studs used in composite bridge construction are 19.1 mm (¾ in.) and 22.2 mm (7/8 in.), with a general height of 127 mm (5 in.). The strength of the proposed 31.8-mm (1¼-in.) studs is about twice that of the 22.2-mm(7/8-in.) studs. This increased strength would allow for fewer studs along the length of the steel girder, which would decrease the effort of deck removal from around these studs as well as decrease the probability of damage to these large studs and to the girder top flange. Research involves the feasibility of using studs with a diameter of 31.8 mm (1¼ in.) and a height of 127 mm (5 in.).

Development in Brazilian steel bridge construction

Abstract In this paper the development in Brazilian steel and composite bridge design and construction is briefly dealt with chronologically from its early times with a short review of the steel bridge development in the world. Special consideration is given to some variety of important innovative steel and composite bridge construction such as the Victoria and Bertioga box girder and the Tocantins composite box girder bridge among others designed and constructed entirely in Brazil. Emphasis is also given to the new Brazilian Steel Code which is under review. Some research and development in relation to steel construction carried out since 1980 is described. Finally late developments and trends in design and research are also discussed.

Effects of Transverse Panel Strand Extensions on the Behavior of Precast Prestressed Panel Bridges

O ne of the newer types of composite bridge construction, in common use today, involves the use of precast prestressed concrete panels which span between longitudinal girders and act as formwork and support for the cast-inplace deck (Fig. 1). This type of bridge has been studied previously,'6 and has generally performed well. Typically, 3 in. (76 mm) prestressing strand extensions project from the sides of the panels (Fig. 1). Elimination of the extensions would facilitate continuous bed manufacture of the panels. This study was undertaken to investigate the structural performance of panels without strand extensions. The study is described in detail in Ref. 7, and is summarized here. Scope and Objectives: A full scale bridge specimen was constructed and tested in the lahoratory_ The northern half of the specimen was made using panels with 3 in. (76 mm) transverse strand extensions, and the southern half, using panels without such extensions. In all other respects, the bridge was similar to actual bridges built for the Texas State Department of Highways and Public Transportation (Texas SDHPT). The specimen was tested under static, fatigue, and concentrated loadings. The primary objective was to determine if the absence of transverse panel strand extensions would affect the bridge's performance under fatigue and static loading conditions. Other objectives were to evaluate the response of the deck to concentrated loads, and to

Some remarks concerning the design of composite bridges

The paper deals with some aspects of the design and the construction of composite bridges, especially curved bridges, built lately in Switzerland. Firstly problems related to the stiffening of girder webs are considered; actual trends lead to longitudinally unstiffened webs with a reduced number of transverse stiffeners. The two possible arrangements for two-girder curved bridges, i.e. open framing and closed framing, are compared and some peculiarities of the analysis, both rigorous methods and approximate approaches, are mentioned and the corresponding limits of application are underlined. Finally the influence of a longitudinal slope and of temperature movements for curved bridges are presented.