Search Results (29)

Shear lag stresses increase significantly in cracked concrete box girders; however, most existing models assume intact sections and are, therefore, unsuitable for rapid field diagnosis. This study integrates a stepped stiffness model with deflection influence lines to accurately capture the mechanical response of damaged, simply supported box girders. Regions containing flexural cracks are assigned a reduced bending stiffness ${EI}^{\prime }$, whereas intact zones retain the original stiffness $EI$. A closed-form stiffness-reduction coefficient $\phi ={EI}^{\prime }/EI$ is obtained from crack geometry and, independently, from the second derivative of the deflection influence line. Embedding $\phi$ in a variational shear lag formulation yields explicit expressions for flange displacement and normal stress without numerical iteration. This approach is validated by finite element simulations of a plexiglass scale model with four preset damage levels and by a load test on a 30 m prestressed concrete box girder bridge. Field measurements show that midspan stiffness decreased to 81% of the as-built value; the proposed method reproduces this value with a deviation of 3%. Predicted upper-flange stresses differ from measured values by 5.7–13.6% and from finite element results by less than 10% for damage ratios up to 40%. The second derivative of the influence line difference exhibits a distinct peak at the cracked region, accurately localizing the damage. Compared with classical formulas, the proposed model (i) is fully closed-form, (ii) links global deflection data to local shear lag stresses, and (iii) delivers conservative estimates suitable for routine bridge assessment. Full article

A precast concrete segmental box-girder bridge (PCSBGB) is one of the most popular styles of Accelerated Bridge Construction (ABC). To address some common challenges (low durability, poor integrity, and construction inconvenience) in PCSBGBs, this paper proposes a precast ultra-high-performance concrete (UHPC) segmental box-girder bridge (PUSBGB). In comparison to conventional PCSBGBs that use three-dimensional prestress, the PUSBGB adopts only one-dimensional (longitudinal) prestress. In addition, the thickness of the bottom/top plate and web of the UHPC box-girder are relatively thin, and as a result, the self-weight is significantly reduced. Considering the fact that the thickness of box-girder is thinner than the NC structure, the shear lag effect and risk of girder cracking may correspondingly increase when a PUSBGB is adopted in a long-span bridge. Thus, it is of essential necessity to explore the flexural behavior of a PUSBGB. In this work, a specimen with a scale (1:4) associated with a field bridge (a 102 m long simply supported PUSBGB with externally unbonded tendons) is fabricated and experimentally investigated. The mechanical behaviors of the PUSBGB are discussed, including the failure mode, the crack distribution pattern, the longitudinal strain of the UHPC plate, and the variation of tendon strain. It is found that in the elastic stage, the top slab of the UHPC box girder exhibits a significant shear lag effect, and this phenomenon is even more obvious after cracking. With the development of the cracks, the effective flange width is decreased (with a minimum value of 0.76), and the second-order effect is kept the same before the dominant crack appears (the reduction factor is around 0.95). Moreover, four existing code equations, e.g., ACI 440, ACI 318, ASSHTO, BS 8100, used to predict the stress in the externally unbonded tendons are examined. Furthermore, a finite element analysis (FEA) of the field bridge is conducted, and the theoretical calculation demonstrates that the flexural resistances of the proposed PUSBGB can comply with the design requirements of Chinese code under the ultimate limit states (ULSs). Full article

Composite box girders with corrugated steel webs (CBGCWs) have attracted increasing attention in bridge engineering. However, the shear lag effect has an impact on the mechanical behavior of thin-walled box girders and the impact of transverse deformation on this effect is usually neglected. In this study, a modified energy variational method is proposed to quantify the shear lag effect on CBGCWs. The shear deformations of each flange are analyzed based on the mechanical properties of the corrugated steel webs. A shear-lag warpage displacement function is introduced for each flange to account for the shear lag effect due to transverse deformation of the top flange. The formulation for the shear lag effect on CBGCWs is then derived using the principle of the energy variational method. The feasibility and accuracy of the proposed method are validated through a numerical study of a simply supported CBGCW subjected to uniform loading. In addition, a parametric analysis of the shear lag effect on CBGCWs is conducted. The results demonstrate that local bending deformation of the top flange leads to an uneven distribution of shear lag effects and the shear lag effect on corrugated steel webs is significantly influenced by the width–to–span ratio. Full article

Due to prolonged heavy traffic, the Wuhan Changfeng Bridge has experienced extensive cracking in its main girder structure. Of the bridge’s 60 crossbeams, 51 (85%) have developed cracks, while the deck pavement over the steel beams has accumulated a total of 648.8 m of transverse cracks. Additionally, two T-beams exhibit structural vertical cracks of 0.3 mm at the mid-span, exceeding the maximum allowable width of 0.2 mm. This recurrent pavement damage not only compromises driving safety and comfort but also increases maintenance costs. To address these issues, this paper proposes a systematic upgrade plan for the bridge deck system. The plan involves welding additional high transverse beams onto the existing steel transverse beams, removing the original deck slab and replacing it entirely with an orthotropic steel deck. Additionally, two new steel longitudinal beams will be installed. The original simply supported concrete longitudinal beams in the deck will be transformed into an integrally connected continuous steel structure deck system. Using Midas/Civil finite element software, 3D models of Changfeng Bridge, pre and post renovation, were created to analyze the overall dynamic characteristics under five loading scenarios. The ambient vibration test and vehicle field test were conducted to measure the bridge’s natural frequency and impact factor, verifying the dynamic performance and driving comfort of the bridge after the upgrade. The results indicate that the retrofitted bridge experienced a 19.9% increase in overall stiffness. The dynamic performance of the bridge structure was significantly enhanced, and the most notable improvement was observed in dynamic stress, which decreased by 19.4% to 76.9%. Additionally, the steel deck reduced the bridge’s dead load, and the driving comfort on the bridge deck improved. Full article

The paper presents a GIS plugin, named Bridge Assessment System via MTInSAR (BAS-MTInSAR), aimed at assessing deformations in existing simply supported concrete girder bridges through Multi-Temporal Interferometry Synthetic Aperture Radar (MTInSAR). Existing bridges require continuous maintenance to ensure functionality toward external effects undermining the safety of these structures, such as aging, material degradation, and environmental factors. Although effective and standardized methodologies exist (e.g., structural monitoring, periodic onsite inspections), new emerging technologies could be employed to provide time- and cost-effective information on the current state of structures and to drive prompt interventions to mitigate risk. One example is represented by MTInSAR data, which can provide near-continuous information about structural displacements over time. To easily manage these data, the paper presents BAS-MTInSAR. The tool allows users to insert information of the focused bridge (displacement time series, structural information, temperature data) and, through a user-friendly GUI, observe the occurrence of abnormal deformations. In addition, the tool implements a procedure of multisource data management and defines proper thresholds to assess bridge behavior against current code prescriptions. BAS-MTInSAR is fully described throughout the text and was tested on a real case study, showing the main potentialities of the tool in managing bridge portfolios. Full article

Prestressed concrete box girders are commonly employed in the development of high-speed railway bridge constructions. The prestressed strands in the girder may corrode due to long-term chloride erosion, leading to the degradation of its flexural performance. To examine the flexural performance of corrosion-affected simply supported prestressed concrete box girders, eight T-shaped mock-up beams related to the girders used in the construction of high-speed railway bridges were manufactured utilizing similarity theory. Seven of the beams underwent electrochemical accelerated corrosion, and then each beam was subjected to failure under the four-point load test method. Measurements recorded and analyzed in detail during the loading process included the following: crack propagation, crack width at various loads, crack load, ultimate load, deflection, and concrete strain of the mid-span section. The results demonstrate that a corrosion rate of just 8.31% has a considerable impact on the structural integrity of the beams, as evidenced by a pronounced reduction in flexural cracks and a tendency towards reduced reinforcement failure. Furthermore, the corrosive process has a detrimental effect on mid-span deflection, ductility, and ultimate flexural bearing capacity, which could have significant implications for bridge safety. This study provides valuable insights for the assessment of flexural performance and the development of appropriate maintenance strategies for corroded simply supported box girders in high-speed railways. Full article

This study investigates the probabilistic seismic damage characteristics of a five-span RC simply supported girder bridge with double-column piers designed for a high-speed railway (HSR). The objective is to assess the bridge’s fragility by developing a refined nonlinear numerical model using the OpenSEES (Version 3.3.0) platform. Incremental dynamic analysis (IDA) was conducted with peak ground accelerations (PGA) ranging from 0.05 g to 0.5 g, and fragility curves for pier columns, tie beams, and bearings were developed. Additionally, a series–parallel relationship and a hierarchically iterated pair copula model were established to evaluate system fragility. The results indicate that as PGA increases, the damage probability of all bridge components rises, with bearings being the most vulnerable, followed by pier columns, and tie beams exhibiting the least damage. The models accurately simulate the correlations between members and system fragility, offering valuable insights into the bridge’s performance under seismic conditions. Full article

Steel truss bridges are especially vulnerable in the event of a sudden loss of a load-carrying element, which can trigger a chain of failures. This paper describes a unique case study of a steel truss bridge under construction subjected to sudden member breakages with an extensive monitoring system. The failures occurred during the dismantlement of temporary members that had been used to transform a three-span simply supported steel truss bridge into a three-span continuous structure during incremental launching. These temporary members needed to be removed once the bridge reached its final position. The robustness of the bridge was assessed using computer simulations of various failure scenarios to evaluate its capacity to effectively activate alternative load paths (ALPs). The results demonstrated the structural redundancy of the steel truss bridge. However, the dynamic response resulting from the failure of the temporary upper chord, due to the initially high tension in the rods, should not be overlooked. To mitigate this issue, a structural retrofitting method was proposed, involving jacking the truss girder above the side pier to reduce the tension in the temporary upper chord above the middle pier. The effectiveness of this method was demonstrated through both simulated and formal experimental tests. Full article

Train configurations give rise to a primary wagon pass forcing frequency and their multiples. When any one of these frequencies coincides with the natural frequency of vibration of the bridge, a resonant response can occur. This condition can amplify the dynamic response of the bridge, leading to increased levels of displacement, stresses and acceleration. Increased stress levels on critical bridge structural elements increases the rate at which fatigue damage accumulates. Increased bridge acceleration levels can affect passenger comfort, noise levels, and can also compromise train safety. For older bridges the effects of fatigue, and being able to predict the remaining life, has become a primary concern for bridge engineers. Better understanding of the sensitivity of fatigue damage to the characteristics of the passing train will lead to more accurate remaining life predictions and can also help to identify optimal train speeds for a given train–bridge configuration. In this paper, a mathematical model which enables the dynamic response of railway bridges to be assessed for different train configurations is presented. The model is based on the well established closed from solution of the Euler–Bernoulli Beam (EBB) model, for a series of moving loads, using the inverse Laplace–Carson transform. In this work the methodology is adapted to allow different train configurations to be easily implemented into the formulation in a generalised form. A generalised equation, which captures the primary wagon pass frequency for any train configuration, is developed and verified by presenting the results of the bridge response in the frequency domain. The model, and the accuracy of the equation for predicting the primary wagon pass frequency, is verified using independently obtained measured field train–bridge response data. The main emphasis of this work is to enable the practicing engineer, railway operators and bridge asset owners, to easily and efficiently make an initial assessment of dynamic amplification, and the optimal train speeds, for a given bridge and train configuration. This is visually presented in this work using a Campbell diagram, which shows dynamic amplification and compares this with those calculated based on the design code, across a range of train speeds. The diagram is able to identify train speeds at which a resonance response can occur, and the wagon pass frequency, or its multiples, which are causing the increased dynamic amplification. The model is implemented in Matlab and demonstrated by analysing a range of short- to medium-single span simply supported plate girder railway bridges, typically found on the UK railway network, using the standard BS-5400 train configurations. The model does not consider the effects of the train mass and suspension system as this would require a non-closed form numerical solution of the problem which is not practical for the purposes of an initial assessment of the train–bridge interaction problem. Full article

Investigating the impact of near-field ground motions on the fragility curves of multi-span simply supported concrete girder bridges is the main goal of this paper. Fragility curves are valuable tools for evaluating seismic risks and vulnerabilities of bridges. Numerous studies have investigated the impact of ground motions on the fragility curves of bridges. Ground motions are commonly categorized into two sets, based on the distance of the recorded station from the seismic source: far-field and near-field. Studies examining the influence of near-field records on bridge fragility curves vary depending on the specific bridge type and type of fragility curve being analyzed. Due to the widespread use of multi-span simply supported concrete girder bridges in the Central and Southeastern United States, this study makes use of this bridge type. This research investigates the component fragility curves for column curvatures, bearing deformations, and abutment displacements by employing 3-D analytical models and conducting nonlinear time history analysis. These curves illustrate the impact of near-field ground motions on different components. The component fragility curves for two sets of records, 91 near-field ground motions and 78 far-field ground motions, were obtained and compared. These findings demonstrate that near-field ground motions have a greater damaging effect on columns and abutments than far-field earthquakes. When it comes to bearing deformations, the far-field earthquake impact is more severe at lower intensities, whereas the impact of the near-field ground motion is stronger at higher intensities. Full article

Performance-based seismic design methods for bridges are advancing, yet limited research has explored the damage mechanisms of bridges subjected to extreme seismic effects, such as those near or across faults. To investigate the damage mechanisms under bedrock dislocation and bridge rupture resistance, providing essential insights for the standardized design and construction of bridges in close proximity to seismic rupture sites, we developed a large-scale device to model bridges in the immediate vicinity of tilted-slip strong seismic rupture sites. This included a synchronous bedrock dislocation loading system. Four sets of typical sandy soil modeling tests were concurrently conducted. The results indicate: (1) The overall shear deformation zone of the foundation and surface uneven deformation primarily concentrate the overburdened soil body along the fault dip. The damaged area under the low-dip reverse fault is lighter on the surface and inside the soil body compared to the high-dip-positive fault. (2) The presence of bridges reduces the width of the main rupture zone and avoidance distance to some extent. However, this reduction is not as significant as anticipated. The damage to the bridge pile foundation along the fault dislocation tendency notably leads to the bending damage of the bridge deck. (3) Input parameters for fracture-resistant bridge design (surface rupture zone location, extent, maximum deformation, etc.) can be deduced from the free site. Within the rupture zone, a “fuse” design can be implemented using simply supported girders. Additionally, combining the “fuse” design with simple supported girders on both sides and utilizing simple support beams for “fuse” design within the rupture zone, along with structural “disconnection”, allows for reinforcing measures on the bridge structure’s foundation platform and pile in the soil body. Full article

Deflection measurements are usually used as a key index in civil engineering for performing structural assessments of bridge safety. However, owing to technical or cost issues, it may be difficult to implement long-term monitoring of bridge deflection, especially for short- or medium-span bridges. Therefore, this study presents a novel method for measuring the deflection of simply supported girder bridges. In the proposed method, the strain measurement was implemented under traffic loading at only one position, such as middle span, and then the strain distribution along the girder was reconstructed to calculate the girder deflection with basic structural mechanical theory. To implement the method, the theory was constructed based on the displacement reciprocal theorem at first to assess the strain distribution along the girder from the strain measurement at some position during traffic loads passing across the bridge. Second, a strain measurement method, namely long-gauge fibre Bragg grating (FBG) sensing technology, was introduced to take strain measurements for a concrete bridge. Third, various finite element (FE) bridge models were developed to validate the proposed method’s accuracy, the results from which indicated that the method accurately implemented deflection measurement with an approximately 5% calculation error. In addition, the influence of some key parameters, such as vehicle type, vehicle speed, and structural damage, was investigated. The simulation results revealed that damage to the hinge joint in the middle location could significantly influence the proposed method’s accuracy such that the error may exceed 10%. Finally, on-site experiments were conducted on a simply supported girder bridge to further validate the proposed method’s accuracy, and an approximately 8% deflection assessment error was found. Considering the additional advantages of FBG sensing technology, the proposed method can also be effective for long-term deflection measurements of short- or medium-span bridges. Full article

This paper employs probability methods to evaluate the fire safety performance of prestressed steel–concrete beam bridges based on simulation experimental research. Firstly, fire simulation experimental sample analysis was conducted on actual small box girder bridges to assess the structural response of prestressed steel–concrete structures to fire, as is in line with engineering practice. Next, we constructed a reliability analysis model to investigate the fire resistance performance of prestressed steel–concrete beam bridges. Combining reliability theory with the finite element method, we established a reliability analysis method for the fire resistance performance of prestressed steel–concrete beam bridges. Subsequently, we proposed a safety factor evaluation model for the fire resistance performance of prestressed steel–concrete beam bridges and then established a safety factor evaluation method for the fire resistance performance of prestressed steel–concrete beam bridges based on reliability back analysis. Finally, based on the analysis of the post-fire structural response in the specific case of a steel–concrete continuous beam bridge project moving from conditions of being simply supported to continuously prestressed, a structural resistance sample of the prestressed steel–concrete beam bridge was generated via the uniform design method, and statistical analysis was conducted. Subsequently, probability methods were used to evaluate the safety of the prestressed steel–concrete beam bridge after a fire. Through analysis, we concluded that the duration of the fire had a significant impact on the structural performance of prestressed steel–concrete beam bridges and that the randomness of parameters had a significant impact on the safety reserve of prestressed steel–concrete beam bridges following the fire. Going forward, it is necessary to pay attention to this factor in specific engineering practices and strengthen the monitoring and statistical analysis of structural random characteristics. Full article

The applied mechanical modeling of train and bridge structures is essential in accurately predicting structural vibrations caused by high-speed trains, particularly for the often design-relevant structural accelerations. Considering the interaction effects between the train, the superstructure, and the supporting structure yields more realistic and lower acceleration results compared to simplistic reference models disregarding interaction dynamics. The research presented in this article focuses on modeling single-span girder bridges with a ballasted superstructure as coupling beams. In this approach, the bridge is represented as two vertically coupled beams, with one representing the track (rails and sleepers) and the other representing the supporting structure. Their connection incorporates the stiffness and damping properties of the ballasted superstructure, reproducing its load distribution capacity. A numerical study encompassing a wide range of bridge parameters is conducted, focusing on the calculation of maximum structural accelerations. The results from modeling the bridge as a coupling beam model are compared to those from a simply supported Bernoulli–Euler beam. The excitation is applied as either a moving load or a multi-body model of an Austrian Railjet to evaluate the interdependencies of interaction effects between the vehicle and track and between the track and bridge structure. The comprehensive analysis considers varying bridge span, fundamental bending frequency, mass distribution, structural damping, and coupling stiffness and damping properties to identify correlations with the achievable acceleration reduction using the coupling beam model. Compared to the reference model, the coupling beam model can significantly reduce structural acceleration by up to 80%. Reduction levels primarily depend on the coupling stiffness and critical train speed relative to the bridge’s fundamental frequency, with higher fundamental frequency bridges benefiting the most. These findings provide valuable insights for future structure-specific recommendations for adopting the coupling beam and multi-body train models. Full article

Simply supported prestressed concrete (PC) box girders have been widely adopted in high-speed railway bridges. In complex climatic environments, the corrosion of the prestressing strands always occurs and deteriorates the flexural behavior of PC box girders. In the present study, six T-shaped scaled beams were designed and fabricated according to the specifications for a high-speed railway PC box girder. The corrosion process of the prestressing strand in scaled beams was experimentally simulated by using the constant current accelerated corrosion method. The flexural behavior of corroded high-speed railway simply supported PC box girders was then investigated through four-point bending tests and theoretical investigation. The experimental results showed that strand corrosion significantly decreased the flexural behavior of the test beams. When the mass loss was 12.30%, the cracking load, ultimate load, and ductility decreased by 27.8%, 29.9%, and 11.5%, respectively. The effect of strand corrosion on flexural stiffness displayed a difference before and after concrete cracking. The failure mode changed when strand mass loss was above a critical value (7%). The flexural bearing capacity degradation law of corroded PC beams could be divided into two distinct stages. A strand mass loss of less than 7% could lead to a linear degradation law with a relatively slight reduction. As mass loss increased, it exhibited an exponential and sharp declining trend. An analytical model including the effects of strand cross-section reduction, strand property deterioration, and concrete cracking was also proposed to predict the flexural behavior of corroded PC beams. By comparison with the experimental data, it was found that the model could predict the cracking moment, flexural bearing capacity, and failure mode well. Full article