Analysis of prestressed concrete voided bridge decks using STRUDL II finite element programs

1981 ◽  
Vol 8 (2) ◽  
pp. 122-129 ◽  
Author(s):  
Sue K. Cheung
Keyword(s):  
Finite Element ◽  
Prestressed Concrete ◽  
Finite Element Modelling ◽  
Bridge Deck ◽  
Bridge Decks ◽  
Transverse Beam ◽  
Element Modelling ◽  
One Dimensional ◽  
Winston Churchill ◽  
Concrete Bridge Decks

Post-tensioned continuous voided concrete bridge decks are widely used in the Province of Ontario. These bridge deck designs are generally based on one-dimensional analysis. The longitudinal moments are usually calculated by considering the deck as a wide beam, and the transverse moments in midspan and at the intermediate supports are evaluated by treating those portions of the bridge as a transverse beam and a frame respectively.To examine more precisely this two-dimensional structural behavior under various loading conditions, the recently designed Highway 403 underpass at Winston Churchill Boulevard in Mississauga, Ontario, was analyzed using the readily available ICES STRUDL-II finite element program.This paper describes the ICES STRUDL-II finite element modelling and analysis procedures, the results obtained, and the comparisons with conventional calculations.

Bearing capacity of transversely prestressed concrete deck slabs

2018 ◽  
Author(s):  
Sana Amir ◽  
Cor van der Veen ◽  
Joost C. Walraven ◽  
Ane de Boer
Keyword(s):  
Finite Element ◽  
Bearing Capacity ◽  
Prestressed Concrete ◽  
Bridge Decks ◽  
Punching Shear ◽  
Concrete Bridge ◽  
Membrane Action ◽  
Concrete Bridge Decks ◽  
Prestressed Concrete Bridge ◽  
Compressive Membrane Action

All over the world, the safety of old structures is a question that has become increasingly important with the passage of time. In the Netherlands, there are a large number of thin, transversely prestressed concrete bridge decks, cast in-situ between the flanges of long prestressed concrete girders. These bridges date back to the 60’s and 70’s of the last century and are found to be critical in shear when analyzed using the recently implemented EN 1992-1-1:2005 (CEN 2005). With the on-going economic recession, it is an astute approach to check if such bridges can still be used for a few more decades, provided they are safe and reliable against the modern traffic loads. The results could then be applied on a wider range of structures, especially in developing countries facing economic constraints. Therefore, a prototype bridge was selected and experimental, numerical and theoretical approach was used to investigate its bearing capacity, loaded by a single and double wheelprint loadcase. Nineteen tests on a 1:2 scale model of the bridge were carried out in the laboratory. Later the bridge was modelled as a 3D solid, 1:2 scale using the finite element software TNO DIANA 9.4.4 and several nonlinear analyses were carried out. Furthermore, a theoretical analysis, using the bearing capacity obtained from the fib Model code 2010 punching shear provisions (based on the Critical Shear Crack Theory for prestressed slabs), and the experimental and numerical ultimate capacities, showed comparable results. A coefficient of variation of 11% and 9% was obtained when the experimental and the finite element analysis punching loads were compared with the theoretical results involving compressive membrane action, respectively. This led to the conclusion that the existing transversely prestressed concrete bridge decks still have sufficient residual bearing (punching shear) capacity and considerable saving in cost can be made if compressive membrane action is considered in the analysis.

Buckling failure modes of one-dimensional lattice truss composite structures

2017 ◽  
Vol 232 (13) ◽  
pp. 2565-2583 ◽  
Author(s):  
Qianqian Sui ◽  
Changliang Lai ◽  
Hualin Fan
Keyword(s):  
Finite Element ◽  
Composite Structures ◽  
Finite Element Modelling ◽  
Local Buckling ◽  
Column Length ◽  
Torsional Buckling ◽  
Dimensional Lattice ◽  
Element Modelling ◽  
One Dimensional ◽  
Composite Columns

To reveal compression buckling, flexural buckling and torsional buckling of one-dimensional lattice truss composite columns, parameterized finite element modelling and theoretical analyses were carried out. Global and local buckling modes of six-node lattice truss composite columns in compression were revealed by finite element modelling. The buckling styles and the critical buckling forces depend on the column length, the constraints, and the bay length. For flexural and torsional lattice truss composite columns, local buckling is the dominant failure mode. The flexural or torsional buckling moment is related to the bay length and independent of the column length. The moment decreases when the bay length gets longer. Including all these factors, theoretical models were proposed based on equivalent column theory. These models correctly predict the buckling force or moment. Imperfection analyses indicate that the lattice truss column is sensitive to imperfections when the column fails at local buckling and non-sensitive at global buckling.

scholarly journals Development of Empirical Equations and Tables For the Design of Bridge Cantilever Deck Slabs Under CHBDC Truck Loading

2021 ◽  
Author(s):  
Ivan Micovic
Keyword(s):  
Finite Element ◽  
Finite Element Modelling ◽  
Shear Force ◽  
Bridge Deck ◽  
Empirical Equations ◽  
Element Modelling ◽  
Deck Slabs ◽  
Cantilever Length ◽  
Truck Loading ◽  
Barrier Wall

This study recommends new simplified equations for the transverse moment and shear force at the base of the cantilever overhang due to applied vertical truck loading. This was made possible through a parametric study that utilized finite-element modelling on bridge deck cantilevers with variable lengths and slab thicknesses. Different end stiffening arrangements were considered that are encountered in practice, and included but were not limited to the PL-1, PL-2 and PL-3 New Jersey-type barriers walls, a PL-2 parapet, and a curb supporting intermittent steel posts carrying a guardrail. The barrier length changed from 3 to 12 m and the cantilever length ranged from 1.0 to 3.75 m. Further to the empirical expressions that had been developed, the study is supported by tables that were developed to readily design the cantilever slab, based on vertical loads due to vertical truck loading, as well as horizontal railing loads against the barrier wall.

scholarly journals Development of Empirical Equations and Tables For the Design of Bridge Cantilever Deck Slabs Under CHBDC Truck Loading

2021 ◽  
Author(s):  
Ivan Micovic
Keyword(s):  
Finite Element ◽  
Finite Element Modelling ◽  
Shear Force ◽  
Bridge Deck ◽  
Empirical Equations ◽  
Element Modelling ◽  
Deck Slabs ◽  
Cantilever Length ◽  
Truck Loading ◽  
Barrier Wall

This study recommends new simplified equations for the transverse moment and shear force at the base of the cantilever overhang due to applied vertical truck loading. This was made possible through a parametric study that utilized finite-element modelling on bridge deck cantilevers with variable lengths and slab thicknesses. Different end stiffening arrangements were considered that are encountered in practice, and included but were not limited to the PL-1, PL-2 and PL-3 New Jersey-type barriers walls, a PL-2 parapet, and a curb supporting intermittent steel posts carrying a guardrail. The barrier length changed from 3 to 12 m and the cantilever length ranged from 1.0 to 3.75 m. Further to the empirical expressions that had been developed, the study is supported by tables that were developed to readily design the cantilever slab, based on vertical loads due to vertical truck loading, as well as horizontal railing loads against the barrier wall.

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