Interface bond strength performance of overlap joints within the corrugated pipes used in prefabricated bridges

This paper presents an experimental study of a novel composite structure used in prefabricated bridges. Corrugated pipes were used to improve the interface bond performance of the structure because of their excellent stiffening effect on the grouting material. Interface bond performance of overlap joints within corrugated pipes was explored by the load-displacement curve and load-strain curves. Ultra-High Performance Concrete (UHPC) and high-strength mortar were used as grouting materials. The diameter of steel bars, UHPC, high-strength mortar, strength grades of surrounded concrete, anchorage length, the diameter of the corrugated pipe, and lap length was taken as influential factors. Twenty specimens were designed for the pull-out test by using a larger cover thickness. The failure modes and the influence of different influential factors on the interface bond strength of each specimen were analyzed. The results show that the bond performance between UHPC and reinforcement was better than that of high-strength mortar and normal concrete, which can effectively improve the bond strength and reduce the basic anchorage length of reinforcement besides the design size of prefabricated members. In addition, the differences in anchorage length and lap length between the corrugated pipe grouting reinforcement were compared to the different specifications and prefabricated concrete members. Combined with the test phenomenon and analysis results, it is suggested that the anchorage length and lap length of connecting reinforcement should be reconsidered. Furthermore, the grouting effect under different diameters of corrugated pipe and reinforcement were compared. It is recommended that the corrugated pipe diameter should be four times that of the overlapping grouting reinforcement.

Bond–Slip Law Between Steel Bar and Different Cement-Based Materials Considering Anchorage Position Function

The bond performance between steel bar and cement-based materials was the prerequisite for the two materials to work together, and previous studies showed that the bond behavior of the steel bars and cement-based materials will vary with the kinds of cement-based materials. For this reason, this paper adopted 12 direct pullout test specimens including three types of concrete and two types of steel bars. The strain of the steel bar at six measuring points was measured with a strain gauge. Based on the measured strain and free end slip of the steel bars, the distribution of steel stress, bond stress, and relative slip and the bond slip relation along the anchorage length were obtained and analyzed for different concrete and different steel bars. Based on these test results of steel strain and relative slip at six measuring points, the anchorage position function could be established in consideration of anchorage position, which was conducive to the establishment of an accurate bond–slip relationship. In addition, the anchorage length of the steel bar in Engineered Cementitious Composites (ECC) calculated from the equilibrium equation of critical limit state is only half of the anchorage length calculated in the current Code for Design of Concrete Structures (GB 50010-2010) in China. It is suggested to establish the critical anchorage length formula suitable for ECC in future studies.

Application of a Geotextile in the Treatment of Post-Subsidence in Karst Areas

The use of a geotextile to treat subgrade subsidence after subsidence has occurred is investigated in this paper. To optimize the anchorage length and buried depth of the geotextile and evaluate the influences of the two factors on subgrade subsidence treatment, finite element analysis is performed and validated with existing model tests. The soil pressure, displacement, tensile force and deformation of the geotextile are studied. The results showed that the geotextile prevented an upward development of subsidence and stabilized the upper soil. The increase of the anchorage length of the geotextile transferred greater soil pressure from the subsidence to a stable area, induced a greater tensile force in the geotextile, and resulted in less soil displacement. As the anchorage length of the geotextile increased from 375 mm to 1500 mm, the surface settlement was effectively reduced from 1.05% to 34.18% when comparing to the situation without a geotextile. As the buried depth of the geotextile increased from 2 m to 6 m, the percentage of surface settlement was effectively reduced from 29.14% to 65.91% when comparing with the settlement corresponding to a buried depth of 2 m. It is suggested that the anchorage length of a geotextile should be the length of the subsidence with respect to width and that the buried depth of the geotextile should be 3–4 m for subsidence treatment. This provides insight into the treatment of sinkholes using geosynthetic approaches in karst areas.

Study on the Seismic Performance of Prefabricated Single-Segment Steel Jacket Bridge Piers

To study the seismic performance of prefabricated single-segment steel jacket piers connected by grouting sleeves, two scaled symmetrical pier models with different anchorage lengths of the longitudinal reinforcement in the grouting sleeves and a comparative symmetrical cast-in-place (CIP) model were designed. OpenSees finite element models were established and shaking table tests were carried out on the three scaled pier models. The seismic response of each pier was compared and analyzed. Results showed the stiffness of the two prefabricated piers was greater than that of the CIP pier, and other seismic responses were less than those of the CIP piers, The dynamic responses of the two prefabricated bridge models were similar and changing the anchorage length of the reinforcement in the grouting sleeve had little effect on the seismic performance of the prefabricated pier. The simulation results were in good agreement with the experimental results. In the parameter analysis, the counterweight of the pier top had the greatest influence on the seismic performance of the prefabricated pier. The anchorage length of the longitudinal reinforcement in the grouting sleeve could be 6–14 times the diameter of the longitudinal reinforcement. Moreover, the seismic performance was found to be optimal when the thickness of the steel jacket was 5–7 mm.

Anchorage length of patented wire cables in prestressed bridge girders

This paper briefly describes the methodology, performance and the obtained results of unique experiments performed on original I-73 precast bridge girders. The main objective of the experiments was to determine the actual anchorage length of corroded-through fully grouted prestressing reinforcement (prestressing wires), which is important for determination of the residual load-bearing capacity of prestressed structures. Observation probes leading all the way to the prestressing wires were drilled on selected sections of the girders along the length of the prestressing reinforcement. Optical image acquisition devices were then installed at these probes. Subsequently, controlled breakage of the patented wires (corrosion failure simulation) and observation of the changes that occurred in the prestressing wires after relief of stress were carried out. Evaluation of the experiments was then performed by analyzing the images obtained before and after the prestressing reinforcement failure.

STUDY ON BONDING PROPERTY OF POLYURETHANE CEMENT (PUC) TO STEEL BAR

The pull-out test of the bar and PUC is carried out in this paper, the effects of protective layer thickness, reinforcement anchorage length, diameter and shape of reinforcement on bonding properties were studied. The results show that the bond strength between reinforcement and PUC material increases with the increase of the thickness of the protective layer, but decreases with the increase of the anchorage length and diameter of reinforcement. The bond strength of bare round steel is significantly lower than that of ribbed steel, and the maximum bond strength is about 47.4% of ribbed steel. By analyzing the bond slip curve obtained from the pull-out test, the stress process of bond anchorage between reinforcement bar and PUC material is mainly summarized into three stages: the rising stage, the falling stage and the residual stage. The characteristics of the curve, the stress process and the failure mode of specimen at each stage are analyzed.

Influence of anchorage length and pretension on the working resistance of rock bolt based on its tensile characteristics

In coal mining roadway support design, the working resistance of the rock bolt is the key factor affecting its maximum support load. Effective improvement of the working resistance is of great significance to roadway support. Based on the rock bolt’s tensile characteristics and the mining roadway surrounding rock deformation, a mechanical model for calculating the working resistance of the rock bolt was established and solved. Taking the mining roadway of the 17102 (3) working face at the Panji No. 3 Coal Mine of China as a research site, with a quadrilateral section roadway, the influence of pretension and anchorage length on the working resistance of high-strength and ordinary rock bolts in the middle and corner of the roadway is studied. The results show that when the bolt is in the elastic stage, increasing the pretension and anchorage length can effectively improve the working resistance. When the bolt is in the yield and strain-strengthening stages, increasing the pretension and anchorage length cannot effectively improve the working resistance. The influence of pretension and anchorage length on the ordinary and high-strength bolts is similar. The ordinary bolt’s working resistance is approximately 25 kN less than that of the high-strength bolt. When pretension and anchorage length are considered separately, the best pretensions of the high-strength bolt in the middle of the roadway side and the roadway corner are 41.55 and 104.26 kN, respectively, and the best anchorage lengths are 1.54 and 2.12 m, respectively. The best anchorage length of the ordinary bolt is the same as that of the high-strength bolt, and the best pretension for the ordinary bolt in the middle of the roadway side and at the roadway corner is 33.51 and 85.12 kN, respectively. The research results can provide a theoretical basis for supporting the design of quadrilateral mining roadways.