Identification of Influencing Factors of Graffiti Occurrence at Nevada State Highway Bridges and Soundwalls

2017 ◽  
Vol 23 (4) ◽  
pp. 05017003
Author(s):  
Hualiang Harry Teng ◽  
Anil Puli ◽  
Yi Grace Qi
Keyword(s):  
Influencing Factors ◽  
Highway Bridges ◽  
State Highway

The Whittier Narrows, California Earthquake of October 1, 1987—Damage to State Highway Bridges

1988 ◽  
Vol 4 (2) ◽  
pp. 377-388 ◽  
Author(s):  
J. H. Gates ◽  
S. Mellon ◽  
G. Klein
Keyword(s):  
Highway Bridges ◽  
Shear Damage ◽  
State Highway

Damage to State highway bridges was confined primarily to one bridge at the Interstate 605 and 5 Interchange. Shear damage, classified as moderate, occurred to the columns of one bent. The bridge was shored up and opened to traffic in less than 22 hours. Minor damage also occured at bearings and other locations on sixteen other bridges. Evidence of movement was also noted on seven other bridges.

Analytical Solution for Skewed Bridges

2011 ◽  
Vol 243-249 ◽  
pp. 1518-1521 ◽  
Author(s):  
Pang Jo Chun ◽  
Gong Kang Fu
Keyword(s):  
Analytical Solution ◽  
Fem Analysis ◽  
Highway Bridges ◽  
Distribution Factor ◽  
Skewed Bridges ◽  
State Highway ◽  
Routine Design ◽  
Truck Loading ◽  
Numerical Finite Element ◽  
Truck Load

In this paper, we report on an analytical solution for beam-type skewed highway bridges subjected to truck loading. To confirm the analysis derivation and the solution obtained, the moment and shear responses to the design truck load are acquired using the analytical method for a number of typical US highway bridges and compared with those from numerical finite element method (FEM) analysis. In addition, the lateral distribution factors for moment and shear used in routine design are investigated based on comparison of the analytical approach and FEM. The analytical solution is shown in good agreement with the FEM result. Furthermore, the relevant provisions in the American Association of State Highway Transportation Officials' (AASHTO's) LRFD Bridge Design Specifications are also discussed here for comparison. It is observed that the design code specified load distribution factor may not predict well, especially for shear and/or severe skew.

Trucks were used later in various positions and strains were measured due to these truck loads. Stresses were calculated from measured strains and compared with analytical stresses calculated based on the design assumptions which are according to AASHTO Standard Specifications. Reasonable agreement between the analytical and experimental results was obtained for dead loads where the steel girders were acting alone without the concrete composite action. Furthermore the diaphragms connecting girder 5 (the instrumented girder) to girder 4 were only loosely connected under the dead loading. Differences in magnitude and distribution pattern, however, were observed for the live loading. These differences are basically due to the conservatism in AASHTO load distribution method as well as the inability of the two dimensional composite beam approach in depicting the actual three dimensional behavior of the bridge system The testing of the bridge was sponsored by Maine Department Of Transportantion, James Chandler is the Bridge Design Engineer. The analytical results presented in this paper were calculated by Steve Abbott of MODT. The interest and support of Jim and Steve as well as Karel Jacobs, also of MDOT, Is greatly appreciated. American Association of State Highway Transportation Officials, Standard Specification for Highway Bridges 2. Newmark, N., "Design of I-Beam Bridges", Transactions ASCE, Vol. 74, No. 3, Part I, March, 1948. 3. Heins, C.P. and Kuo, J.T.C., "Live Load Distribution on Simple Span Steel I-Beam Composite Highway Bridges At Ultimate Load", CE Report No. 53, University of Maryland, College Park, MD., April, 1973. 4. Heins, C.P. and Kuo, J.T.C., "Ultimate Live Load Distribution Factor For Bridges", Journal Of The Structural Division, ASCE, Vol. 101, No. ST7, Proc. Paper 11443, July 1975.

1987 ◽  
pp. 52-52
Keyword(s):  
Load Distribution ◽  
Three Dimensional ◽  
Highway Bridges ◽  
Live Load ◽  
Distribution Factor ◽  
State Highway ◽  
Maryland College ◽  
College Park ◽  
Dead Loading ◽  
Live Load Distribution

Comprehensive Bridge Scour Evaluation Methodology

2000 ◽  
Vol 1696 (1) ◽  
pp. 204-208 ◽  
Author(s):  
P. F. Lagasse ◽  
E. V. Richardson ◽  
L. W. Zevenbergen
Keyword(s):  
United States ◽  
Highway Bridges ◽  
The United States ◽  
Annotated Bibliography ◽  
Evaluation Methodology ◽  
Bridge Scour ◽  
State Highway ◽  
Existing Bridges ◽  
State Highway Agencies ◽  
Stream Instability

In the United States, bridge scour technology is discussed primarily in three FHWA publications: Hydraulic Engineering Circular (HEC) 18: Evaluating Scour at Bridges; HEC-2: Stream Stability at Highway Structures; and HEC-23: Bridge Scour and Stream Instability Countermeasures. Together, these documents provide guidance to state highway agencies that is necessary for completing comprehensive scour and stream instability evaluations for the design of new bridges and for repairing existing bridges. Experience has shown that the relationships among the three documents are not always readily apparent, and some scour evaluations have relied primarily on HEC-18. A comprehensive flowchart that illustrates the interrelationship among the three FHWA scour-related documents has been developed. In addition, in 1998, FHWA, TRB, and AASHTO sponsored a scanning review of European practice for bridge scour and stream instability countermeasures. In 1999, ASCE published a compendium of papers on stream stability and scour at highway bridges, and FHWA prepared an annotated bibliography to support revisions to the three HECs. It is anticipated that the flow-chart and the substantial information from the scanning review, the compendium, and the annotated bibliography will be included in the next revisions to HEC-18, HEC-20, and HEC-23. On the basis of information from these sources, a comprehensive approach to bridge scour and stream instability evaluations is outlined, and an overview of planned revisions to the three FHWA HECs is provided.

scholarly journals Service life extension of state highway 16 bridges – New Zealand’s first hybrid corrosion protection application

2018 ◽  
Vol 199 ◽  
pp. 05002 ◽  
Author(s):  
Christian Christodoulou ◽  
Ryan Cobbs ◽  
Paul Corbett ◽  
Mike Elliot
Keyword(s):  
Service Life ◽  
Corrosion Protection ◽  
Low Voltage ◽  
Marine Reserve ◽  
Highway Bridges ◽  
Life Extension ◽  
Residual Service Life ◽  
State Highway ◽  
Astronomical Tide ◽  
Residual Service

State Highway 16 (SH16) is an existing motorway of significant strategic importance connecting central Auckland to the city's western suburbs and beyond. It carries, on average, some 90,000 vehicles per day, and runs through an environmentally sensitive coastal marine reserve. Two highway bridges, namely Whau River Bridge and Causeway Bridge are currently being refurbished due to extensive chloride contamination as a result of exposure to a tidal marine environment and exhibit surface cracking, spalling and reinforcement corrosion. A hybrid corrosion protection system has been selected as the preferred corrosion management solution to arrest corrosion and to ensure a residual service life of 50 years. The hybrid corrosion protection (HCP) system comprises discrete zinc anodes which were installed on both the reinforced and pre-stressed concrete piles from the Lowest Astronomical Tide (LAT) level, up to the soffit of the crossbeams. The anodes operate in two phases, initially energised using low voltage DC power to arrest ongoing corrosion and thereafter in galvanic mode to provide corrosion prevention for the residual service life. HCP minimised physical works on site, negated the requirement for extensive replacement of chloride contaminated concrete, allowed work to take place accommodating incoming and outgoing tides and offers protection against chloride induced corrosion to the substructures. This is the first HCP system designed and installed in New Zealand, and it is believed to be the first of its kind for pre-stressed concrete in tidal water in the world.

Testing of High-Performance Concrete Single-Span Box Girder

1998 ◽  
Vol 1624 (1) ◽  
pp. 118-124 ◽  
Author(s):  
R. Miller ◽  
B. Shahrooz ◽  
T. M. Baseheart ◽  
E. Long ◽  
J. Jones ◽  
...  
Keyword(s):  
High Performance ◽  
High Performance Concrete ◽  
Highway Bridges ◽  
Modulus Of Rupture ◽  
Test Beam ◽  
Transfer Length ◽  
Box Girder ◽  
State Highway ◽  
Girder Bridge ◽  
Section Analysis

As part of a multistate research program on use of high-performance concrete (HPC) in highway bridges, a bridge originally designed as a three-span adjacent box girder bridge was converted to a single-span bridge by using 70-MPa HPC and 15-mm strands. As part of the research, a test beam was constructed and tested. Instruments placed in the beam before casting were used to measure transfer length, which was found to be approximately 1.22 m, larger than the 50-bar diameters usually used in the American Association of State Highway and Transportation Officials (AASHTO) Standard Specifications but consistent with recent studies. After the beam concrete reached the required compressive strength, it was tested to destruction. The beam was able to resist the required AASHTO ultimate moment without failure. It was found that the AASHTO cracking load was conservative for this beam, mostly because the measured modulus of rupture greatly exceeded the value assumed in the AASHTO specifications. The behavior of the beam was successfully predicted using a section analysis.

scholarly journals Ormond earthquake - 10 August 1993

1993 ◽  
Vol 26 (3) ◽  
pp. 309-311 ◽  
Author(s):  
H. E. Chapman
Keyword(s):  
Focal Depth ◽  
Highway Bridges ◽  
Building Damage ◽  
Traffic Operations ◽  
The North ◽  
State Highway ◽  
Local Residents

The earthquake which shook Gisbome at 21.46h on 10 August 1993 was reportedly alarming to local residents and was felt widely across the North Island. The event is described separately in more detail in this Bulletin. Briefly, the earthquake has been preliminarily assigned a magnitude of ML 6.4 with a focal depth of 70 km. The epicentre was located 20 to 25 km north of Gisbome. Reports from the area were of only light building damage, and of bridging generally experiencing few problems, except that single lane traffic operations were necessary on two state highway bridges for a period after the event.

Measuring Instantaneous Resilience of a Highway Bridge Subjected to Earthquake Events

2021 ◽  
pp. 036119812110095
Author(s):  
S. Hooman Ghasemi ◽  
Ji Yun Lee
Keyword(s):  
Network Performance ◽  
Failure Modes ◽  
Fragility Curves ◽  
Highway Bridges ◽  
Load Path ◽  
Computationally Efficient ◽  
Reliability Indices ◽  
State Highway ◽  
Robustness Measure ◽  
Earthquake Event

Bridges in a road network play a significant role in supporting the flows of people, goods, and freight during an earthquake event and are expected to maintain their functionality following the event. Thus, measuring the capability of a bridge immediately following an earthquake event is critical for understanding the post-earthquake functionalities of transportation networks and supply chain systems involving highway bridges. To this end, this paper proposes a new metric for measuring the resistant capacity of a highway immediately following an earthquake event, which is here called instantaneous resilience. The proposed metric first compares the reliability indices of a bridge before and following an earthquake event to measure the immediate earthquake impact. Although this comparison (i.e., robustness measure in this paper) indicates the remaining strength of the bridge subjected to a given earthquake event, it does not reflect collapse failure modes appropriately. Therefore, the proposed instantaneous-resilience metric combines the robustness measure with the structural redundancy measure to consider various scenarios of load path distribution. The proposed metric is computationally efficient because, in the process, it utilizes a generalized reliability-intensity (R-I) surface of a bridge which can be used to calculate the pre- and post-earthquake reliabilities of any bridge designed based on the American Association of State Highway and Transportation Officials (AASHTO) load and resistance factor design (LRFD). Without developing bridge-specific fragility curves and performing structural analysis of a bridge, the proposed measure enables engineers to make a preliminary assessment of the immediate impact of the earthquake on bridges on a quantitative basis. The step-by-step calculation process of the proposed instantaneous-resilience of a bridge is presented, and its potential use in highway network performance assessment is illustrated with a simple hypothetical network system.

Modelling Uncertainty for Scour Assessment of Bridge Piers

2018 ◽  
Author(s):  
Friday T. Ekuje ◽  
Boulent Imam
Keyword(s):  
Prediction Models ◽  
Statistical Tests ◽  
Field Measurements ◽  
Highway Bridges ◽  
Bridge Piers ◽  
Bridge Scour ◽  
Prediction Errors ◽  
Modelling Uncertainty ◽  
State Highway ◽  
Bed Material

Bridge scour being the erosive action of flowing water removing bed material from bridge piers and abutments during floods is one of the major causes of bridge collapse. The scour prediction models used in scour assessment codes tend to be conservative as they have been developed in laboratory conditions, which are different from real observations. A number of scour prediction models, some of which being used in bridge codes, have been compared with field observations to understand their predictive capabilities. This kind of study is lacking for the scour codes used in the UK and more specifically the BD 97/12 code for scour assessment of highway bridges. Validation of code scour equations using field measurements can be used to ascertain their ability for accurate prediction. In this study, the BD 97/12 local scour model is compared with extensive field data available in a US database compiled in cooperation by the US Geological Survey, State highway departments and the Federal Highway Administration. Statistical tests are carried out to quantify the prediction errors associated with the use of the code model for different conditions, including pier type and bed material cohesion characteristics. Furthermore, by fitting distributions to the data, calibration of the BD 97/12 code can be proposed.

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