Search results for: RC girder

Authors: Abraham O. Olaniyi, Oluyemi Oke, Atilade Otunla

Abstract:

The structural performance of bridges decreases progressively throughout their service life due to many contributing factors (fatigue, carbonation, fire incidents etc.). Around the world, numerous bridges have attained their estimated service life and many have approached this limit. The structural integrity assessment of the burnt composite bridge located at CH57+450, Koita village along Abuja-Abaji-Lokoja road, Nigeria, is presented as a case study and shall be forthwith referred to as the 'Koita bridge' in this paper. From the technical evaluation, the residual compressive strength of the concrete piers was found to be below 16.0 N/mm2. This value is very low compared to the expected design value of 30.0 N/mm2. The pier capping beam at pier location 1 has a very low residual compressive strength. The cover to the reinforcement of certain capping beams has an outline of reinforcement which signifies poor concrete cover and the mean compressive strength is also less than 20.0 N/mm2. The steel girder indicated black colouration as a result of the fire incident without any significant structural defect like buckling or warping of the steel section. This paper reviews the structural integrity assessment and repair methodology of the Koita bridge; a composite bridge damaged by fire, highlighting the various challenges of limited obtainable guidance documents about the bridge. The objectives are to increase the understanding of processes and versatile equipment required to test and assess a fire-damaged bridge in order to improve the quality of structural appraisal and rehabilitation; thus, eliminating the prejudice associated with current visual inspection techniques.

Keywords: assessment, bridge, rehabilitation, sustainability

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Authors: Annamária Käferné Rácz, Bence Jáger, Balázs Kövesdi, László Dunai

Abstract:

Due to the numerous advantages of steel corrugated web girders, its application field is growing for bridges as well as for buildings. The global stability behavior of such girders is significantly larger than those of conventional I-girders with flat web, thus the application of the structural steel material can be significantly reduced. Design codes and specifications do not provide clear and complete rules or recommendations for the determination of the lateral torsional buckling (LTB) resistance of corrugated web girders. Therefore, the authors made a thorough investigation regarding the LTB resistance of the corrugated web girders. Finite element (FE) simulations have been performed to develop new design formulas for the determination of the LTB resistance of trapezoidally corrugated web girders. FE model is developed considering geometrical and material nonlinear analysis using equivalent geometric imperfections (GMNI analysis). The equivalent geometric imperfections involve the initial geometric imperfections and residual stresses coming from rolling, welding and flame cutting. Imperfection sensitivity analysis was performed to determine the necessary magnitudes regarding only the first eigenmodes shape imperfections. By the help of the validated FE model, an extended parametric study is carried out to investigate the LTB resistance for different trapezoidal corrugation profiles. First, the critical moment of a specific girder was calculated by FE model. The critical moments from the FE calculations are compared to the previous analytical calculation proposals. Then, nonlinear analysis was carried out to determine the ultimate resistance. Due to the numerical investigations, new proposals are developed for the determination of the LTB resistance of trapezoidally corrugated web girders through a modification factor on the design method related to the conventional flat web girders.

Keywords: corrugated web, lateral torsional buckling, critical moment, FE modeling

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Authors: Piotr Żabicki, Paweł Skutta

Abstract:

The project of a glider with an electric motor charged by solar power is an step toward the future of Polish gliding. Due to the popularity of the SZD-50-3 glider and its type of usage, the project was developed based on this model. By placing an auxiliary engine in the glider, the pilot is guaranteed a safe return to the airport. Since it is a training glider, and routes are mainly flown by student pilots and instructors, the guarantee of returning to the airport allows flights in more challenging thermal conditions, which contributes to better pilot training. In case of worsening weather, the pilot has a reliable return option, which prevents time loss due to field landings and saves money by avoiding delays in training. The glider uses the NOVA 15 LW engine, a solar installation, and technical modifications to reduce the glider's weight. This includes the Misztal spar solution, previously used in the PZL 19 aircraft. Additionally, the use of lighter coverings and materials that handle loads from pulling, straining, and sharing improves the aerodynamic performance of the glider, enhancing its overall efficiency. Every component added to the glider's construction (battery, engine, etc.) has been placed to avoid shifting loads along the axis, thus preventing unintended spins and flat spins. Safety concerns were also addressed. In the event of a battery or engine fire, the pilot's cabin is designed as a detachable part of the structure and is made of composites covered with non-flammable resin. The batteries are also enclosed in separate boxes located in the former "luggage" compartment. Access to the installation connecting the engine, panel, and battery is convenient due to the detachable cabin from the structure and the fact that the entire installation runs under the structure. The batteries also have easy access due to the current closed hatch. Cooling for the battery is provided this way.

Keywords: engineering, girder, glider, solar, spar

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Authors: Omran M. Kenshel, Alan J. O'Connor

Abstract:

Estimating the service life of Reinforced Concrete (RC) bridge structures located in corrosive marine environments of a great importance to their owners/engineers. Traditionally, bridge owners/engineers relied more on subjective engineering judgment, e.g. visual inspection, in their estimation approach. However, because financial resources are often limited, rational calculation methods of estimation are needed to aid in making reliable and more accurate predictions for the service life of RC structures. This is in order to direct funds to bridges found to be the most critical. Criticality of the structure can be considered either form the Structural Capacity (i.e. Ultimate Limit State) or from Serviceability viewpoint whichever is adopted. This paper considers the service life of the structure only from the Structural Capacity viewpoint. Considering the great variability associated with the parameters involved in the estimation process, the probabilistic approach is most suited. The probabilistic modelling adopted here used Monte Carlo simulation technique to estimate the Reliability (i.e. Probability of Failure) of the structure under consideration. In this paper the authors used their own experimental data for the Correlation Length (CL) for the most important deterioration parameters. The CL is a parameter of the Correlation Function (CF) by which the spatial fluctuation of a certain deterioration parameter is described. The CL data used here were produced by analyzing 45 chloride profiles obtained from a 30 years old RC bridge located in a marine environment. The service life of the structure were predicted in terms of the load carrying capacity of an RC bridge beam girder. The analysis showed that the influence of SV is only evident if the reliability of the structure is governed by the Flexure failure rather than by the Shear failure.

Keywords: Chloride-induced corrosion, Monte-Carlo simulation, reinforced concrete, spatial variability

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Authors: Dawei Shen, Ming Xu, Pengfei Liu

Abstract:

The joints between simply supported bridge decks and abutments need to be regularly repaired, which would greatly increase the cost during the service life of the bridge. Simply supported girder bridges suffered the most severe damage during earthquakes. Another type of bridge, the integral bridge, of which the superstructure and abutment are rigidly connected, was also used in some European countries. Because no bearings or joints exit in the integral bridge, this type of bridge could significantly reduce maintenance requirements and costs. However, conventional integral bridge usually result in high earth pressure on the abutment and surface settlement in the backfill. To solve these problems, a new type of integral bridge, geosynthetic-reinforced soil (GRS) integral bridge, was come up in recent years. This newly invented bridge has not been used in engineering practices. There was a lack of research on the seismic behavior of the conventional and new type of integral abutments. In addition, no common design code could be found for the calculation of seismic pressure of soil behind the abutment. This paper developed a dynamic constitutive model, which can consider the soil behaviors under cyclic loading. Numerical analyses of the seismic response of a full height integral bridge and GRS integral bridge were carried out using the two-dimensional numerical code, FLAC. A parametric study was also performed to investigate the soil-structure interaction. The results are presented below. The seismic responses of GRS integral bridge together with conventional simply supported bridge, GRS conventional bridge and conventional integral bridge were investigated. The results show that the GRS integral bridge holds the highest seismic stability, followed by conventional integral bridge, GRS simply supported bridge and conventional simply supported bridge. Compared with the integral bridge with 1 m thick abutments, the GRS integral bridge with 0.4 m thick abutments is subjected to a smaller bending moment, and the natural frequency and horizontal displacement remains almost the same. Geosynthetic-reinforcement will be more effective when the abutment becomes thinner or the abutment is higher.

Keywords: geosynthetic-reinforced soil integral bridge, nonlinear hysteretic model, numerical analysis, seismic response

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Authors: Juan Manuel Macia

Abstract:

The Montreal Port Authority (MPA) wanted to build a new road link via Souligny Avenue to increase the fluidity of goods transported by truck in the Viau Street area of Montreal and to mitigate the current traffic problems on Notre-Dame Street. With the purpose of having a better integration and acceptance of this project with the neighboring residential surroundings, this project needed to include an architectural integration, bringing some artistic components to the bridge design along with some landscaping components. The MPA is required primarily to provide direct truck access to Port of Montreal with a direct connection to the future Assomption Boulevard planned by the City of Montreal and, thus, direct access to Souligny Avenue. The MPA also required other key aspects to be considered for the proposal and development of the project, such as the layout of road and rail configurations, the reconstruction of underground structures, the relocation of power lines, the installation of lighting systems, the traffic signage and communication systems improvement, the construction of new access ramps, the pavement reconstruction and a summary assessment of the structural capacity of an existing service tunnel. The identification of the various possible scenarios began by identifying all the constraints related to the numerous infrastructures located in the area of the future link between the port and the future extension of Souligny Avenue, involving interaction with several disciplines and technical specialties. Several viaduct- and tunnel-type geometries were studied to link the port road to the right-of-way north of Notre-Dame Street and to improve traffic flow at the railway corridor. The proposed design took into account the existing access points to Port of Montreal, the built environment of the MPA site, the provincial and municipal rights-of-way, and the future Notre-Dame Street layout planned by the City of Montreal. These considerations required the installation of an engineering structure with a span of over 60 m to free up a corridor for the future urban fabric of Notre-Dame Street. The best option for crossing this span length was identified by the design and construction of a curved bridge over Notre-Dame Street, which is essentially a structure with a deck formed by a reinforced concrete slab on steel box girders with a single span of 63.5m. The foundation units were defined as pier-cap type abutments on drilled shafts to bedrock with rock sockets, with MSE-type walls at the approaches. The configuration of a single-span curved structure posed significant design and construction challenges, considering the major constraints of the project site, a design for durability approach, and the need to guarantee optimum performance over a 75-year service life in accordance with the client's needs and the recommendations and requirements defined by the standards used for the project. These aspects and the need to include architectural and artistic components in this project made it possible to design, build, and integrate a signature infrastructure project with a sustainable approach, from which the MPA, the commuters, and the city of Montreal and its residents will benefit.

Keywords: curved bridge, steel box girder, medium span, simply supported, industrial and urban environment, architectural integration, design for durability

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Authors: Vaso K. Kapnopoulou, Piero Caridis

Abstract:

The fatigue of ship structural details is of major concern in the maritime industry as it can generate fracture issues that may compromise structural integrity. In the present study, a fatigue analysis of the lower hopper knuckle connection of a bulk carrier was conducted using the Finite Element Method by means of ABAQUS/CAE software. The fatigue life was calculated using Miner’s Rule and the long-term distribution of stress range by the use of the two-parameter Weibull distribution. The cumulative damage ratio was estimated using the fatigue damage resulting from the stress range occurring at each load condition. For this purpose, a cargo hold model was first generated, which extends over the length of two holds (the mid-hold and half of each of the adjacent holds) and transversely over the full breadth of the hull girder. Following that, a submodel of the area of interest was extracted in order to calculate the hot spot stress of the connection and to estimate the fatigue life of the structural detail. Two hot spot locations were identified; one at the top layer of the inner bottom plate and one at the top layer of the hopper plate. The IACS Common Structural Rules (CSR) require that specific dynamic load cases for each loading condition are assessed. Following this, the dynamic load case that causes the highest stress range at each loading condition should be used in the fatigue analysis for the calculation of the cumulative fatigue damage ratio. Each load case has a different effect on ship hull response. Of main concern, when assessing the fatigue strength of the lower hopper knuckle connection, was the determination of the maximum, i.e. the critical value of the stress range, which acts in a direction normal to the weld toe line. This acts in the transverse direction, that is, perpendicularly to the ship's centerline axis. The load cases were explored both theoretically and numerically in order to establish the one that causes the highest damage to the location examined. The most severe one was identified to be the load case induced by beam sea condition where the encountered wave comes from the starboard. At the level of the cargo hold model, the model was assumed to be simply supported at its ends. A coarse mesh was generated in order to represent the overall stiffness of the structure. The elements employed were quadrilateral shell elements, each having four integration points. A linear elastic analysis was performed because linear elastic material behavior can be presumed, since only localized yielding is allowed by most design codes. At the submodel level, the displacements of the analysis of the cargo hold model to the outer region nodes of the submodel acted as boundary conditions and applied loading for the submodel. In order to calculate the hot spot stress at the hot spot locations, a very fine mesh zone was generated and used. The fatigue life of the detail was found to be 16.4 years which is lower than the design fatigue life of the structure (25 years), making this location vulnerable to fatigue fracture issues. Moreover, the loading conditions that induce the most damage to the location were found to be the various ballasting conditions.

Keywords: dynamic load cases, finite element method, high cycle fatigue, lower hopper knuckle

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