Assessment and Upgrading of Weakly Shear Reinforced Bridge Decks: A Case Study

2021 ◽  
pp. 670-677
Author(s):  
Raoul Davide Innocenzi ◽  
Giandomenico Massa ◽  
Vanni Nicoletti ◽  
Sandro Carbonari ◽  
Fabrizio Gara ◽  
...  
Keyword(s):  
Bridge Decks

How Accurate Is Ground-Penetrating Radar for Bridge Deck Condition Assessment?

2003 ◽  
Vol 1845 (1) ◽  
pp. 139-147 ◽  
Author(s):  
Heejeong Shin ◽  
Dimitri A. Grivas
Keyword(s):  
Ground Penetrating Radar ◽  
Detection Rate ◽  
Bridge Deck ◽  
Bridge Decks ◽  
Image Processing Algorithm ◽  
False Detection ◽  
Detection Rates ◽  
True Detection ◽  
Ground Penetrating

As ground-penetrating radar (GPR) is increasingly used for assessing the condition of bridge decks, quantifying and controlling the quality of GPR measures becomes an important challenge. A methodology developed to assess the accuracy of deck condition measures is presented, and its use in a case study involving real data is demonstrated. The latter are generated during GPR applications on a large bridge deck and are processed with a commercial image-processing algorithm. The measures extracted from the processed GPR data are the rebar reflection amplitude and the dielectric constant of the deck material. The accuracy of the GPR assessments is evaluated by comparing core data (ground truth) with the GPR measures. The methodology uses appropriate statistical characteristic curves for quality control. It is based on a use of data to plot the probabilities of true detection versus false detection. Image interpretation requires using a threshold value (typically established from experience) selected to optimize true and false detection rates. The results of the case study indicate that rebar reflection data detect defects of the bridge decks at a 75% true detection rate with a 15% false detection rate. The dielectric data generated during field testing appear not to adequately represent the condition of the bridge deck because of the presence of latex-modified concrete overlay. The details of this finding and important conclusions are presented and discussed.

A Whole-Range S–N Curve for Fatigue Assessment of Steel Orthotropic Bridge Decks

2018 ◽  
Vol 18 (08) ◽  
pp. 1840010 ◽  
Author(s):  
Guang-Dong Zhou ◽  
Ting-Hua Yi ◽  
Tai-Yong Zhu ◽  
Huan Zhang
Keyword(s):  
Bridge Decks ◽  
Point Of View ◽  
Steel Bridge ◽  
Traffic Loading ◽  
Fatigue Assessment ◽  
Proposed Model ◽  
The Mathematical Model ◽  
Very High ◽  
Double Logarithm

The fatigue assessment of orthotropic bridge decks under routine traffic loading is a significant task to ensure the serviceability and safety of steel bridges. The sequential law computes fatigue damages using whole-range [Formula: see text]–[Formula: see text] curves and sequential stress histories and has been proven to provide more realistic results than Miner’s rule under variable amplitude loading. In this paper, a whole-range [Formula: see text]–[Formula: see text] curve covering the very low-cycle region, the low-cycle region, the finite life region, the high-cycle region, and the very high-cycle region is proposed for the sequential law to evaluate the fatigue performance of steel orthotropic bridge decks. The mathematical model of the whole-range [Formula: see text]–[Formula: see text] curve is first deduced based on the partially known [Formula: see text]–[Formula: see text] curve recommended in steel bridge design codes. The properties of the whole-range [Formula: see text]–[Formula: see text] curve are then explained from the geometrical point of view in the double logarithm coordinates system. Finally, rib-to-deck joints in steel orthotropic bridge decks are used as a case study. Fatigue test data are used to validate the proposed model. The whole-range [Formula: see text]–[Formula: see text] curve, with a 97.5% survival limit, is established for fatigue assessment of rib-to-deck joints in real bridges. The results show that the proposed whole-range [Formula: see text]–[Formula: see text] curve allows a good fit of experimental data and excellent agreement with code [Formula: see text]–[Formula: see text] curves in the finite life region and provides an effective extrapolation from the finite life region to the whole range of cycle numbers.

scholarly journals Application of Innovative SMA-MA Mixtures on Bridges

2020 ◽  
Vol 10 (19) ◽  
pp. 6958
Author(s):  
Bartosz Budziński ◽  
Paweł Mieczkowski
Keyword(s):  
Bridge Decks ◽  
Permanent Deformation ◽  
Impervious Surface ◽  
The State ◽  
Asphalt Mixtures ◽  
Protective Layers ◽  
Mastic Asphalt ◽  
Stone Mastic Asphalt

This paper presents a case study of the application of an innovative asphaltic mixture used for making protective layers on bridges. This mixture, called stone mastic asphalt rich in bitumen mastic (shortened to SMA-MA) produces an impervious surface, resistant to permanent deformation and fatigue, easily produced and laid down on bridge decks. The authors analyzed the state of knowledge on the asphalt mixtures used on bridges. This article describes the first trials with the SMA-MA mixtures and an example of the most spectacular application.

scholarly journals Life-Cycle Cost Analysis of Reinforced Concrete Bridge Decks with Conventional and Corrosion Resistant Reinforcement

2019 ◽  
Vol 271 ◽  
pp. 01009 ◽  
Author(s):  
Ligang Shen ◽  
Mohamed Soliman ◽  
Samir Ahmed ◽  
Christopher Waite
Keyword(s):  
Life Cycle ◽  
Reinforced Concrete ◽  
Life Cycle Cost ◽  
Bridge Deck ◽  
Bridge Decks ◽  
Corrosion Resistant ◽  
Reinforced Concrete Bridge ◽  
Concrete Bridge Decks ◽  
Traffic Delays

Reinforced concrete (RC) bridge decks suffer from corrosion-induced damage due to aggressive environmental conditions or de-icing chemicals. Significant expenditures are typically required to conduct routine maintenance and repairs of affected RC bridges. Compared to conventional steel reinforcement (i.e. black rebar), corrosion resistant reinforcement is initially more expensive but provides longer service life. In this paper, corrosion-induced cracking time, traffic delays associated with bridge deck maintenance, and the environmental impact associated with these activities are integrated into a probabilistic framework to investigate the life-cycle cost of RC bridge decks with conventional and corrosion resistant reinforcement. Monte Carlo simulation is implemented to quantify the probabilistic life-cycle cost of the bridge deck. Preliminary results obtained from this project show that corrosion resistant reinforcement has lower life-cycle cost compared to conventional reinforcement. The indirect cost associated with traffic delays accounts for over 50% of the total life-cycle cost for the investigated case study.

Nondestructive Testing and Evaluation of Reinforced Concrete Bridge Decks: A Case Study

NDT World ◽  
2019 ◽  
pp. 18-25
Author(s):  
Шериф Аме-Иахя ◽  
Cherif Amer-Yahia ◽  
Тодд Мэджидзэдех ◽  
Todd Majidzadeh
Keyword(s):  
Reinforced Concrete ◽  
Nondestructive Testing ◽  
Bridge Decks ◽  
Concrete Bridge ◽  
Reinforced Concrete Bridge ◽  
Concrete Bridge Decks ◽  
Testing And Evaluation ◽  
Nondestructive Testing And Evaluation

В статье описывается детальное исследование покрытий полотна двух мостов с использованием георадара, инфракрасной термографии, дорожного утюга с цепью, картирования трещин, отбора кернов и измерения концентрации ионов хлора. Обсуждается использование георадара для обнаружения дефектов полотна моста на уровне стальной арматуры и использование термографии для идентификации расслоения покрытия. Полученные результаты сравниваются с результатами зондирования покрытий. Обсуждена корреляция между повреждениями, обнаруженными с использованием георадара и термографии, и обычной технологией дорожного утюга с цепью. Методы НК, использованные в этом исследовании, дополняли друг друга для получения максимального объёма информации и более эффективной оценки состояния покрытий мостового полотна. Инфракрасная термография была эффективной при обнаружении неглубокого расслоения. Георадар обнаружил повреждения на уровне арматурнго профиля и повреждения, простирающиеся вверх от коррозионной арматуры примерно на 2,5 см от покрытия. В отличие от дорожного утюга, который обнаруживает разрывы на последней стадии, георадар обнаруживает признаки, связанные с коррозией арматуры, такие как высокое содержание влаги и высокие концентрации хлоридных ионов, на ранних стадиях. Предлагается комплексные меры восстановления этих двух элементов покрытия.

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