Steel Bridge Deck Pavement Research Articles

Developing cold-mixed epoxy resin-based ultra-thin antiskid surface layer for steel bridge deck pavement

To improve the skid resistance of epoxy asphalt-based concrete (EAC) pavement, a cold-mixed ultra-thin antiskid surface layer (UTASS) was developed and incorporated into the EAC pavement in this study. The performances of four types of epoxy resin-based binders were assessed. The best binder type was selected and UTASS preparation procedures were determined. Subsequently, the skid resistance, high-temperature rutting resistance, low temperature cracking resistance, and interlayer bonding properties of the EAC-UTASS composite structure (with the UTASS on the top of the EAC) were evaluated using a series of tests, and the performances of EAC-UTASS were compared with several other composite structures that are commonly used in the steel bridge deck pavement (SBDP) in China. The results showed that the texture depth of EAC-UTASS is almost 10 times of that of the pavement composite structures with an EAC surfacing structure. In addition, EAC-UTASS has excellent high-temperature rutting resistance, low-temperature cracking resistance and interlayer bonding stability. Finally, a stripping resistance test was utilized to evaluate the UTASS based on a third-scale Model Mobile Loading Simulator (MMLS3). The service life of UTASS was determined based on the anti-stripping coefficient threshold value of 80%. Based on the results in this study, the use of the UTASS was found to be a feasible strategy for enhancing the skid resistance of EAC pavement.

Comparative Study on Test Performance of Two Kinds of High Modulus Asphalt Concrete for the Steel Bridge Deck

Along with the popularization and application of the steel bridge in China, due to the high modulus of asphalt concrete with good waterproof, anti-fatigue, anti-aging and good performance, asphalt concrete with high modulus was widely used in steel bridge deck pavement, the test and comparative study of high modulus asphalt concrete were carried out based on two types of common high modulus asphalt concrete which include the casting type asphalt concrete and epoxy resin modified asphalt concrete, aims to further explore the performance features of the steel bridge deck with high modulus asphalt concrete, and provide help on the application of this asphalt concrete on the steel bridge deck.

Influence of preparation methods on the performance of cold-mixed epoxy bitumen

Cold-mixed epoxy bitumen (CEB) has been presented as an eco-friendly paving material used for steel bridge deck pavements. This study performed an investigation on three preparation methods of CEBs, which includes one kind of three-component and two kinds of two-component methods. The curing process was characterized through the viscosity measurement. Meanwhile, the microstructure of CEBs was observed using fluorescence microscopy. Mechanical properties of CEBs prepared with different methods were characterized by employing direct tensile tests and dynamic mechanical analysis (DMA). Finally, thermogravimetric analysis (TGA/DTG) was conducted to feature the thermal stability of CEBs. The results indicated that the preparation methods significantly affected the performance of cured CEBs, although the same mix design was adopted. The curing temperature determined the curing rate of CEBs, while the preparation methods dominated the morphological characteristic of cured CEBs. The three-component preparation method can achieve acceptable mechanical performance for engineering requirements. As for two-component methods, the curing agent is supposed to be mixed with bitumen to obtain satisfying microstructures of CEBs.

Study on Bending Performance of Epoxy Adhesive Prefabricated UHPC-Steel Composite Bridge Deck

UHPC has high strength, high toughness, and excellent durability. For orthotropic steel bridge deck pavement, UHPC can significantly increase the bridge deck’s stiffness and then solve the problems of fatigue cracking and pavement damage of the bridge deck. However, if UHPC adopts cast-in-place construction, its self-shrinkage can easily cause shrinkage cracks, and it requires high maintenance conditions. Meanwhile, the traditional stud connection will bring a great deal of welding work and cause welding fatigue. In contrast, prefabricated UHPC pavement and orthotropic steel bridge deck can greatly reduce the amount of welding of studs on the bridge deck through epoxy bonding, thus speeding up the construction process and avoiding the risk of cracking caused by UHPC self-shrinkage. In order to consider the influence of the surface state of interface and ratio of shear span to depth on flexural behavior of epoxy adhesive prefabricated UHPC-steel composite bridge deck, positive bending moment loading test with different ratios of shear span to depth was carried out, and the failure mode, load-deflection curve, interface slip, and strain distribution of the specimens were obtained. Finally, based on the cohesive interface element, the prefabricated UHPC-steel epoxy bonding interface was successfully simulated. The test results show that each specimen’s loading stage can be divided into the elastic stage, crack initiation stage, interfacial crack propagation stage, interface failure stage, and yield stage. The specimen’s ultimate failure is that the interface failure is prior to the yield at the bottom of the steel plate. During the loading process, the bending performance shows that the ultimate load P B i and growth deflection Δ δ B i C i of CD-ERA-P-λ4.44 are higher than those of other specimens in terms of the load-deflection curve. The ultimate load of CD-ERA-P-λ3.33 is lower than that of CD-ERG-P-λ3.33, which decreases by 4.6%, but the increasing deflection increases by 75%. Simultaneously, the interface slip of the specimen is similar, which further shows that the specimen has the best bending performance when the surface of the steel plate is rough (R) and the surface of the prefabricated UHPC plate is grooved (A). No matter what kind of surface is used at the interface, the reduction of the ratio of shear span to depth will aggravate the ultimate failure of the interface and the cracking of the precast UHPC slab. Finally, the bending performance of epoxy adhesive prefabricated UHPC-steel composite bridge deck is successfully simulated based on the cohesive interface element, which is verified by the test results.

Study on mechanical properties of typical steel bridge deck pavement waterproof bonding system

MMA and epoxy resin waterproof bonding system are widely used in steel bridge deck pavement at present. Based on the qualification test of raw materials, the quality control research under the influence of multiple factors such as drawing rate, roughness, thickness, temperature and humidity was carried out through pull-out and shear tests. The research showed that: (1) the drawing rate of steel plate + primer + waterproof layer + adhesive layer and epoxy resin should be 10mm/min and 50 mm/min, respectively. (2) the steel plates should be sandblasted to a roughness of level III. The thickness of primer, MMA waterproof layer and adhesive layer should be 60 μm, 2.5mm and 80 μm respectively. The thickness of epoxy resin adhesive layer should be 0.05mm. (3) The construction quality of waterproof bond system was greatly affected by temperature and humidity. The construction temperature should be 25°C, and the relative humidity should not exceed 60%. The research results can provide reference for the selection and quality control of the waterproof bonding system of steel bridge deck.

Shear Fatigue Performance of Epoxy Resin Waterproof Adhesive Layer on Steel Bridge Deck Pavement

In this study, the effects of temperature, shear stress, and coating quantity of waterproof adhesive layer on the shear fatigue performance of a steel bridge deck pavement were investigated. Direct shear fatigue tests of a pavement comprising an epoxy resin waterproof adhesive layer with stone matrix asphalt were conducted at different temperatures, stress levels, and coating quantities. The results show that temperature and stress have significant effects on the shear fatigue life. With increasing temperature and stress, the shear fatigue life of the waterproof adhesive layer decreased gradually. Therefore, for steel bridge deck pavements under high temperatures and heavy loads, the use of asphalt waterproof adhesive layers or pavement layers should be evaluated carefully while limiting the traffic of heavily loaded vehicles. Shear failure occurs at the waterproof adhesive layer–pavement interface and not at the steel–waterproof adhesive layer interface. The shear strength of the epoxy resin waterproof adhesive layer is mainly provided by the bond strength between the waterproof adhesive and pavement mixture as well as the interlocking force between the cured epoxy resin and the bottom interface of uneven pavement mixture. The shear strength increases with the coating quantity of the waterproof adhesive layer; however, after reaching the maximum value, the shear strength becomes stable. In contrast, the interlaminar shear fatigue life increases continuously with the coating quantity of the waterproof adhesive layer. Appropriately increasing the coating quantity is beneficial for improving the resistance of the waterproof adhesive layer to interlaminar shear fatigue failure.

Dynamic Response of Multitower Suspension Bridge Deck Pavement under Random Vehicle Load

Recently, the multitower suspension bridge has been widely used in long‐span bridge construction. However, the dynamic response of the deck and pavement system of the multitower suspension bridge under random vehicle load is still not clear, which is of great significance to steel‐bridge deck pavement (SBDP) design and construction. To reveal the mechanical mechanism of the steel‐bridge deck pavement of the multitower suspension bridge under traffic load, this paper analyzed the mechanical response of the pavement based on case study through the multiscale numerical approach and experimental program. Firstly, considering the full‐bridge effect of the multitower suspension bridge, the finite element model (FEM) of the SBDP composite structure was established to obtain key girder segments. Secondly, the influences of pavement layer, bending moment and torque, random traffic flow, and bridge structure on the stress of the girder segment were analyzed. Thirdly, the mechanical response of the pavement layer to the orthotropic plate under random vehicle load was studied. Finally, a full‐scale model of the experimental program was established to verify the numerical results. Results show that (1) the pavement layer reduced the stress of the steel‐box girder roof by about 10%. In the case of adverse bending moment and torque, the longitudinal and transverse stresses of the pavement layer were mainly concentrated in the stress concentration area near the suspender. Under the action of the random vehicle flow, the stress response of the pavement layer was increased by 40% compared with that under standard load. (2) Three‐tower and two‐span bridge structures have a great influence on the vertical deformation of the pavement layer under the action of vehicle load. Thus, the pavement material needs to have great deformation capacity. (3) The full‐bridge effect has a significant influence on the longitudinal stress of the local orthotropic plate, but a small influence on the transverse stress. (4) There is a good correlation between the experimental measurement results of the full‐size model and that of the numerical model. The research results can provide guidance for SBDP design and construction of the multitower suspension bridge.

Research on Asphalt Concrete Pavement Construction Technology for Long Span Steel Bridge Deck

Steel bridge has the advantages of large span capacity, fast installation speed, easy transportation, easy repair and replacement, and has been widely used in practical engineering. The bridge deck pavement of the steel bridge is a crucial link in the whole building and cannot be ignored. For the long span steel bridge, the bridge deck generally has the phenomenon of fatigue cracking, and the service life is difficult to reach the expected life. Laying a multi-layered protective layer structure on the orthotropic steel bridge deck can not only protect the steel bridge deck, but also increase the service life of the bridge. It also provides support and guarantee for the safety and comfort of the bridge. In addition, it effectively reduces vibration and noise caused by driving. Firstly, the advantages and disadvantages of the three types of steel bridge deck pavement technology commonly used in China are discussed in this paper, the merits of different deck paving techniques are pointed out. Then, the construction technology of the lower cast type + SMA pavement structure is analyzed in combination with a steel bridge deck construction case and the quality standard of steel bridge surface construction mixture and the inspection requirement of SMA construction quality are given in order to provide some reference for similar projects.

Study on simulation mechanics and fatigue performance of steel bridge deck rigid flexible composite pavement

Aiming at the fatigue cracking of steel bridge deck pavement and the shortage of river sand resources, a sea sand RPC pavement scheme was proposed. Taking Quanhe steel box girder bridge as the research background, the simulation model was established by using ANSYS finite element software, and the mechanical simulation analysis of the steel bridge deck sea sand RPC-asphalt pavement composite structure was carried out to determine the most unfavorable load position. A three-point fatigue test was carried out to study the fatigue performance of the structure specimen, and a comparative analysis was made with the river sand RPCasphalt surface composite pavement structure. The results show that the maximum tensile stress and strain of RPC-asphalt pavement appear in the upper middle span of U-shaped stiffener of steel box girder, which are 0.5241MPa and 98.2με, respectively, and the surface of the pavement in this area is prone to crack. The RPC-asphalt surface composite pavement structure has not been damaged after 2 million times of fatigue tests, and has not been damaged after 1 million times of fatigue loading after secondary loading, which indicates that it has better fatigue performance.

Study of experiment in field for long-span cable-stayed bridge

In order to provide the reasonable optimization measures for the construction of long-span steel bridge deck pavement in the alpine area, the actual pavement effect under the real load is studied by simulation simulation with the finite element analysis software relying on the construction of the bridge deck of No.1 Bridge of Haidong Avenue, Ledu District, Haidong city. Through different load positions and loading methods, the control load loading points are determined, and the parameterized analysis is carried out for the elastic modulus, thickness and temperature difference of the pavement, and finally the structural parameters of the pavement suitable for the bridge are obtained; the experimental analysis results show that the theoretical calculation idea adopted is feasible, and the measured value is within the expected range. It can be seen that the construction optimization measures and suggestions are of great significance to the construction of steel bridge deck pavement in the high cold area.

Numerical simulation of double deck pavement for long-span cable-stayed bridge

The double-deck pavement of the long-span cable-stayed bridge was set as the research object, by setting the load position, load condition and reference point on the bridge deck, the parametric analysis of the elastic modulus, thickness and temperature of the pavement material was performed. Then Pavement structure parameters suitable for the bridge were get. The finite element software was used to simulate the pavement effect of the No. 1 bridge of Haidong Avenue under the actual load, which provided reasonable optimization measures for the construction method of large-span steel bridge deck pavement in high and cold areas.

Experimental study on service performance of epoxy asphalt steel deck pavement of cable stayed bridge

After a cable-stayed bridge was opened to traffic in 2008, as of October 2017, various types of diseases have appeared in epoxy asphalt concrete pavement. However, as of now, the durability evaluation of steel bridge deck pavement is almost blank during the operation period. Therefore, the research team investigated and tested the service performance of epoxy asphalt concrete pavement on the cable-stayed bridge. The results showed that the intensity has attenuated to varying degrees at different positions of the heavy lane, and the most damaged area was the pavement of the uphill section. The crack resistance of the epoxy asphalt mixture was less affected by external conditions. In the composite beam, the bending strength of the mixture was significantly decreased where was under complex stress and threat of disease, and the deformation performance increased initially and then decreased. There was a bridge pavement that was under delamination and complex stress in the single layer beam, the low temperature performance of the lower layer of the pavement was inferior to that of the upper layer of the pavement. The epoxy asphalt mixture had good water stability. The fatigue life of epoxy asphalt mixture was more sensitive to the change of strain, and the change of modulus showed a gradual decay trend. It has been unable to meet the working environment under large strain conditions.

Experimental Evaluation of the Influence of Aggregate Strength on the Flexural Cracking Behavior of Epoxy Asphalt Mixtures.

The flexural cracking resistance of an asphalt concrete mixture used in a steel bridge deck pavement needs to be higher than that of one used in ordinary pavement. In this study, mechanical experimental tests were used to evaluate the influence of the aggregate strength on the flexural cracking behavior of epoxy asphalt concrete (EAC). The aggregate fracture area of beam cross sections was quantitatively analyzed by digital image processing, and crack propagation in the mixture was analyzed using fracture mechanics theory. The bending test results showed that the EAC containing high-strength aggregates exhibited the highest flexural cracking resistance among all of the aggregate mixtures under the same conditions. The use of high-strength aggregates led to a reduction in the aggregate fracture area, thereby improving the flexural cracking resistance of the mixture. The aggregate strength had a significant influence on the flexural cracking propagation behavior of the mixture. Fatigue test results at strain-controlled levels of 600–1200 με and 15 °C showed that the aggregate strength had no evident influence on the fatigue properties of the EAC. It is recommended that high-strength aggregates are used to increase the fracture resistance of aggregates and the flexural crack resistance of EACs.

Experimental Study on the Micromorphology and Strength Formation Mechanism of Epoxy Asphalt During the Curing Reaction

The micromorphological changes and the strength formation mechanism of the curing of epoxy asphalt, which is mostly used for steel bridge deck pavements, were investigated. A tensile test was used to analyze the mechanical properties of epoxy asphalt, and Fourier transform infrared spectroscopy (FTIR) was used to determine the change in the epoxy peak area. Laser scanning confocal microscopy (LSCM) and scanning electron microscopy (SEM) were used to observe two-dimensional and three-dimensional micromorphological changes, respectively, during the curing reaction of epoxy asphalt. The results of the tensile and FTIR tests on epoxy asphalt showed that the tensile strength and epoxy conversion rate both increased with the curing time and exhibited similar trends, indicating that the network formed by the crosslinking and polymerization of epoxy groups causes the increased strength of epoxy asphalt. The curing degree of epoxy asphalt during the curing reaction can be indirectly evaluated from the conversion rate of epoxy groups. The asphalt tended to evenly be dispersed in the continuous phase of the epoxy resin during the formation of the epoxy resin network, and the network structure increased the deformation of the epoxy resin. The epoxy asphalt curing reaction process was classified into three stages based on the degree of curing.

Rubber asphalt waterproof adhesive layer for steel bridge gussasphalt pavement

PurposeAs an important part of steel bridge deck pavement, if waterproof adhesive layer performance does not meet requirements, numerous kinds of bridge deck pavement distress may be encountered. To study the adhesive behavior of rubber asphalt waterproof adhesive layers in steel bridge gussasphalt pavement, the pull-off and direct-shear tests have been used in the study to mechanically simulate steel bridge deck pavement under vehicles loading.Design/methodology/approachSeveral potentially influential factors associated with the adhesive strength of rubber asphalt are investigated including temperature, spraying quantity and environmental conditions.FindingsResults indicate that rubber asphalt was associated with good performance with respect to its use as a waterproof adhesive layer; simulated performance was negatively correlated with increasing temperatures. A necessary spraying quantity of 0.4 Lm-2 is required for appropriate adhesive strength of the composite structure, with a decrease in adhesive strength noted when spraying quantity is significantly greater or less than this.Originality/valueThe current paper presents an examination of the adhesive performance of a rubber asphalt adhesive layer on steel bridge deck pouring construction, while additionally examining potentially influential factors and conditions via use of both pull-off and shear tests.

Study of the Strain Response of Asphalt Pavements on Orthotropic Steel Bridge Decks through Field Testing and Numerical Simulation

Abstract A composite structural system consisting of an orthotropic steel bridge deck, waterproof prime, binding course, and wearing surface is complicated. To simplify the analysis of such systems, general elastic and continuous structure theory is applied to the asphalt pavement on steel bridge decks to determine the magnitude of the strain. Large differences in mechanical results have been previously obtained in assessments of steel bridge deck pavements. Few studies have focused on the mechanical state and time-dependent response of a realistic steel bridge deck wearing surface because of the difficulty of measuring the strain of the pavement on a steel deck of a long-span bridge that is in service. This study performed static and dynamic loading tests on an actual long-span steel bridge and analyzed the characteristics of the time-dependent strain response of the bridge deck wearing surface. The results demonstrate that the asphalt wearing surface exhibited significant loading time and rate-dependent characteristics under both static and dynamic loading conditions. The test analysis results also revealed that the axle load, vehicle speed, and longitudinal slope of the bridge had significant effects on the mechanical responses of the bridge deck wearing surface. Based on a comparison between the finite element numerical simulation results and the measurements obtained from testing the actual bridge, the magnitudes of the mechanical strain responses of the wearing surface on a steel bridge deck under the dynamic wheel load of a vehicle were analyzed assuming that the wearing surface is elastic and that the elastic modulus can be determined from a four-point bending test. However, the cumulative effect of plastic deformation must be considered when analyzing the fatigue damage of a permanent wearing surface.

Feasibility Evaluation of a Long‐Life Asphalt Pavement for Steel Bridge Deck

In order to extend the service life of the steel bridge deck pavement, a long‐life steel bridge deck pavement (LLSBDP) was put forward referring to the concept of long‐life asphalt pavement. First, the requirements of the LLSBDP were given, based on which, an LLSBDP structure “EAC + SMA” was proposed. Second, a numerical analysis was performed to evaluate the stress status of the “EAC + SMA” structure. Third, an experimental study was conducted to assess the performance of the pavement material and the pavement structure. Meanwhile, for comparison, the performances of traditional steel bridge deck pavement structure “EAC + EAC” were also studied in the numerical and experimental program. The results showed that, with periodical rehabilitation or reconstruction of the SMA surface layer, the EAC base layer can last for a long life without structural distresses. The proposed structure can meet the requirements of LLSBDP and can be used to extend the service life of the steel bridge deck pavement.

Material and Structural Properties of Fiber-Reinforced Resin Composites as Thin Overlay for Steel Bridge Deck Pavement

Fatigue cracks are main damages to steel bridge deck pavement with thermosetting epoxy asphalt. By combining a high-toughness resin material with fiber woven fabrics, this study formed an ultrathin overlay of fiber-reinforced high-toughness resin to improve cracking resistance of pavement. Through theoretical measurement and bending test, this research studied change laws of bending and tensile properties of epoxy asphalt concrete after fiber reinforcement and analyzed bending strength and the maximum failure strain of beams at different temperatures. Moreover, the reinforcing effects of different fibers were discussed. It is found that bending strength, maximum failure strain, and stiffness modulus of the beams with epoxy asphalt are improved after fiber reinforcement. With the decrease of temperature, after fiber reinforcement, the mode of bending failure of the epoxy asphalt mixture (EAM) changes from brittle fracture into shear failure, accompanied with significant yield phenomenon. Furthermore, organic carbon fiber is sensitive to influences of temperature, while glass fiber is least sensitive to temperature.

Performance Evaluation of Long-Span Suspension Bridge Pavement Based on Long-Term Maintenance Data

Based on the long-term maintenance data, the performance and service lives of several orthotropic steel bridge deck (OSBD) pavement materials in long-span suspension bridges were studied and evaluated. According to the results, the pavement service life was found to have a strong relationship with traffic volume, so limiting overload of vehicles is an effective means to ensure the performance and prolong the pavement service life. Gussasphalt (GA) and ordinary road pavement asphalt mixtures cannot meet the requirement of OSBD pavement in suspension bridges, and cold-mixed resin-asphalt concretes are expensive and their application effects were not excellent enough. High-resilience polymer and rubber-modified asphalt concrete can be used as an alternative material in the maintenance of OSBD pavement because of their acceptable service life and proper cost. Epoxy asphalt concretes (EAC) were found to be the most successful materials in suspension bridge OSBD pavements. One kind of EAC, named Kindai Bridge Epoxy Pavement (KD-BEP), was confirmed to be more suitable for the maintenance of long-span suspension bridges’ OSBD pavement because of its simpler construction process, shorter curing period, and more stable quality.

Curing behavior and mechanical properties of an eco-friendly cold-mixed epoxy asphalt

Cold-mixed epoxy asphalt (CEA) is an eco-friendly material for steel bridge deck pavements. The effects of the asphalt on the curing behavior and mechanical properties of the CEA were studied. The pot life, curing characteristics, and curing kinetics of CEA blends were investigated by rotational viscosity testing, dynamic shear rheological analysis, and fluorescence microscopy. The results showed that the CEA pot life increased with asphalt content, and the curing apparent activation energy $$ E_{k} $$ of CEA-0.4 was more than two times higher than that of the epoxy resin. The curing reaction between the epoxy resin and curing agent was hindered by the asphalt. According to the FTIR and DSC results, the curing degree of the CEAs decreased with asphalt content. The elongation at break of the CEAs increased, while the tensile and adhesion strength decreased with asphalt content.