Search Results (269)

Accidental web openings caused by impact, corrosion, or conflict-related damage can substantially reduce the strength, stiffness, and stability of steel bridge girders. Although numerous studies have examined beams containing intentionally designed web openings, limited experimental research has systematically compared practical rehabilitation methods for accidental openings in slender-web plate girders. This study experimentally and numerically evaluates several rehabilitation configurations incorporating welded patch plates and transverse stiffeners. Ten slender-web steel girder specimens, each 1800 mm long, 800 mm deep, and 300 mm wide, were tested under monotonic concentrated loading at mid-span. Nonlinear finite element models were also developed to qualitatively examine the principal deformation and instability trends. Relative to the control specimen, the untreated web opening reduced the ultimate load by approximately 43% and exhibited approximately 10% greater deflection at its respective ultimate load. One-sided and two-sided welded patch plates increased the ultimate load of the damaged specimen by approximately 22% and 26%, respectively. Transverse stiffeners increased the ultimate load by approximately 73% while exhibiting substantially lower ultimate-load deflections. The combined use of patch plates and transverse stiffeners provided the greatest improvement, increasing the ultimate load by approximately 101–123% relative to the untreated damaged specimen and substantially reducing lateral instability. The findings demonstrate that effective rehabilitation of slender-web girders requires not only restoration of the interrupted load path but also restraint of web instability. Full article

Distortion-induced fatigue is an important failure mechanism in steel plate girder bridges. Existing studies have advanced the understanding of local stress responses and damage identification of distortion-sensitive details; however, the mechanism by which traffic lane distribution affects distortion-induced fatigue characteristics and governs fatigue damage accumulation remains insufficiently understood. To address this issue, a global–local finite element model was established using ABAQUS 2016 to investigate deformation transfer behavior and fatigue stress responses in a steel plate girder bridge. Longitudinal and transverse load position analyses were conducted to quantify the spatial characteristics of fatigue responses. Furthermore, a lane-distribution-based fatigue damage assessment framework was developed and verified. The results demonstrated that distortion-induced fatigue response is governed by deformation incompatibility, with web gap welds identified as the critical fatigue details under different structural configurations. The transverse displacement at the stiffener end showed a strong correlation with fatigue stress (Spearman coefficients > 0.8). The transverse influence range extended across almost the entire region between the two main girders, indicating that adjacent-lane loads contribute to fatigue damage accumulation. Compared with the single-lane critical load method, the proposed framework better represents fatigue damage evolution under actual lane distributions and captures asymmetric damage between the two girders, with the maximum difference reaching 46.7%. This study provides new insights into distortion-induced fatigue evolution from the perspective of traffic lane characteristics and offers a refined approach for fatigue assessment of existing steel plate girder bridges. Full article

Aluminium remains relatively uncommon in civil structures; however, its durability and light-weight nature make it an attractive alternative for vehicular bridges. Recent applications use aluminium bridge decks supported by steel girders. However, galvanic corrosion and thermal incompatibility limit full and optimised behaviour. This research explores the use of Bobbin Tool Friction Stir Welding (BTFSW), which improves the welded aluminium behaviour while significantly improving fatigue detail classification, as it is critical for bridges. This configuration optimises material use, reduces structural weight, and supports Accelerated Bridge Construction (ABC) practices by enabling modular prefabrication and rapid installation. The findings highlight aluminium’s potential as a primary bridge material. Full article

WSP was responsible for the design and detailing of Canada’s first GMAW-welded aluminium deck on steel girders bridge for Université Laval. The firm developed welded aluminium panels connected by blind bolts and supported by three steel girders. The 15 m by 8 m structure was fully preassembled for quick onsite installation and designed to support both highway and forest truck loads. Amid post-pandemic procurement and welding challenges, the fabricator, designer, and owner worked closely together throughout construction. While the project experienced delays, quality was prioritised, culminating in a pioneering structure for Canada. This paper explores the construction process, including trials to optimise the 28 mm deep GMAW welds. The fabricator developed an innovative approach for positioning removable backing bars within 10-metre-long hollow extrusions. Non-destructive testing was essential due to the absence of detailed acceptance criteria in current standards. Post-welding deformation control was achieved through several iterations and the post-heating process. The bolting plate method effectively joined hollow aluminium components, and custom features were incorporated to accommodate Université Laval’s research instrumentation. Full article

This study presents a materials-oriented, code-based parametric optimization of the load-bearing steel tubular arch girder in a tied-arch footbridge inspired by the Father Bernatek Footbridge in Krakow. The objective was to reduce structural steel demand by minimizing the arch-girder weight under Eurocode load combinations with ultimate limit state (ULS) and serviceability limit state (SLS) constraints, while accounting for discrete tubular cross-section changes within a realistic finite element model. A semi-automated workflow linked Autodesk Dynamo, Python scripts, and Autodesk Robot Structural Analysis to generate bridge geometry, build the finite element method (FEM) model, apply code-based loads and combinations, and evaluate structural response using a discrete, non-gradient-based search. A preliminary sensitivity screening was performed for the full set of design parameters, while the final optimization was governed mainly by arch rise, hanger number, and ULS-controlled discrete arch cross-section changes. The optimization reduced the arch-girder weight by 10.7% relative to the reference configuration, from 360.3 × 10³ kg to 321.6 × 10³ kg, within the adopted design domain. The optimum solution corresponded to an arch rise of 23.4 m, 31 hangers, and a deck spacing of 6.0 m. Hanger arrangement strongly affected force redistribution in the arch girder, while the final optimum was controlled by code-based utilization thresholds. The results show that an application programming interface (API)-driven parametric workflow can support early-stage optimization of tied-arch footbridges under code-based design constraints. The scientific contribution of the study lies not in automating Eurocode verification alone, but in identifying the structural mechanisms that govern the minimum-weight solution, including the interaction between arch rise, hanger arrangement, force redistribution, ULS utilization, and discrete tubular cross-section changes. Full article

In order to produce long-span precast bridge members and reduce the transport pressure of precast members, the lightweight design of bridge components has become a key area of research. In this study, utilizing retard-bonded prestressing technology and high-strength concrete, a full-scale thin-walled box girder measuring 30,000 mm in length and 1600 mm in height was designed and fabricated. A shear test with a shear-span ratio of 2.5 was conducted to investigate the failure mode and shear carrying capacity. Subsequently, an Abaqus finite element (FE) model was established and validated with experimental data. Based on the FE model, numerical investigations were conducted to examine the influence of bonding between prestressed steel strands and concrete, stirrup ratio, web thickness and bottom flange thickness at the end of the box girder, concrete strength and length of UHPC end zone on the shear performance of thin-walled box girder. The results indicate that the retard-bonded prestressed box girder exhibits acceptable mechanical performance. Additionally, intensifying the ends of the box girder with ultra-high-performance concrete (UHPC) can further reduce the wall (i.e., web and bottom flange) thickness of the girder, enhance its shear carrying capacity, and achieve lightweighting. This discovery provides new insights into the lightweight design of bridge components. Full article

Construction-stage bridge fires are seldom documented in detail, although they can change the behavior of an incomplete structural system. This paper records a 35 m span of a six-cell RC box girder at the Al-Sadreen intersection in Samawa, Iraq, damaged after the bottom slab and webs had been cast and before the top slab was completed. Burning timber formwork locally removed the temporary soffit support. The open-top section, therefore, shifted from the intended fixed–pin construction-stage response toward a pin–pin-like response, with sagging and vertical web cracks near the intended fixed support. A closed-form check showed that the required negative-restraint moment was about 5.3–5.9 times the cracking moment of the incomplete section. Visual inspection, Schmidt hammer, UPV, cores, and steel tests showed localized damage; 28 MPa was used as a representative residual concrete strength for the affected cast components. CSiBridge was used only for completed rehabilitated-state verification. The strengthened model gave maximum shear D/C ≈ 0.529 and flexural D/C < 1.0. Spreadsheet-guided jacking, top-slab reinforcement upgrading, sensitivity checks, and a 350-ton five-lane load test confirmed satisfactory service behavior and negligible residual response. Full article

Cable-stayed bridges are sensitive to deformation under asymmetrical and localized loads, usually requiring heavy stiffening girders and massive pylons to ensure sufficient stiffness and deformation control. This paper proposes an innovative cable-stayed steel bridge system that incorporates intersecting stay cables, additional intermediate pylons, and a prestressed stringer, rather than a conventional stiffening girder. A calculation approach based on interactions among the string, stay cables, and pylons is developed to evaluate the structural behavior of the proposed system. Experimental studies using a scaled physical model were conducted to validate the numerical and analytical results. This research provides a basis for the practical application and further development of the novel cable-stayed-string bridge system. Full article

This study focuses on a novel three-span hybrid continuous beam bridge, analyzing the force performance and key design parameters of the non-cellular post-support plate joint. A finite element model and parametric analysis were used to reveal the stress distribution patterns, the load-bearing characteristics of the connectors, and the load transfer path under negative bending moments. The study shows that the axial force within the joint is equitably shared among three load paths: the top slab concrete (20.7%), the bearing plate (40.1%), and the shear connectors (39.2%). Although interfacial friction contributes approximately 27.1% to the total shear resistance, it is conservatively recommended to neglect this effect in design due to inherent uncertainties. Parametric analysis reveals distinct marginal effects and efficiency thresholds: increasing the bearing plate thickness from 20 mm to 100 mm results in a mere 1.0 MPa reduction in the peak concrete stress, while extending the joint length beyond 1.0 times the beam height renders the central connectors ineffective. Furthermore, reducing the connector stiffness effectively lowers the non-uniformity coefficient from 2.3 to below 2.0. Notably, the first row of web PBLs carries 34.8% to 47.2% of the total shear force, with a stable non-uniformity coefficient of 1.05–1.06, establishing it as the critical control section for simplified design. These findings provide a theoretical basis and practical guidance for the design of similar joints in hybrid girder bridges. Full article

To investigate the posture control of super-long-span heavy steel box girders during synchronous lifting, this study takes the integral lifting project of the 82 m-span steel box girder of Xiaotun Bridge on the Fuyi Expressway as a case study. A fluid–solid–thermal three-field coupled numerical model was established using Midas NFX 2024 R1 (a general-purpose finite element analysis software for multi-physics and fluid–structure interaction simulations) to explore the alignment and end-displacement characteristics of the steel box girder throughout the lifting process. The results show that under combined thermal and wind loads, girder deflection presents a daily cyclic pattern: temperature rise induces upward arching, while wind-induced vibration generates a mid-span instantaneous amplitude of ±25.0 mm, with a maximum coupled deflection of 31.78 mm. Girder end-displacement increases significantly at lifting heights of 5–25 m and peaks at 25 m. With further height increase and shortened sling length, sway frequency rises while maximum displacement gradually declines. When the plane tilt ratio exceeds 0.17% or the overall unbalanced displacement at lifting points exceeds 12 mm, local stress exceeds 95% of the allowable value, implying potential instability risks. For construction safety, a synchronous intelligent hydraulic lifting system based on the “displacement synchronization and load balancing” strategy was applied. Supported by real-time sensor feedback and adjustment, the system achieves millimeter-level lifting precision and welding positioning accuracy. This study provides a reference for similar synchronous lifting practices of large-span steel box girders. Full article

Post-rotation jacking is a critical construction stage for load-path reconstruction and alignment adjustment in rotation-constructed bridges, particularly for ultra-wide double-deck composite girder systems. Taking a two-span continuous steel truss–concrete composite girder bridge with spans of 2 × 85 m as the engineering background, this study investigates the mechanical behavior during post-rotation jacking through theoretical derivation, finite element simulation, and on-site monitoring. Based on the force method of structural mechanics, a linear relationship between vertical synchronous jacking force and displacement is derived, and an analytical formulation for bearing reaction redistribution under laterally asynchronous jacking is established by considering the coupling effects of vertical bending, torsion, and transverse multi-bearing support. A full-bridge spatial finite element model was developed in MIDAS Civil NX 2024 V1.1 to analyze the redistribution of bearing reactions and the stress response of the concrete crossbeam under different jacking conditions. The results show that, for the investigated bridge, the jacking force–displacement response remains highly linear during synchronous jacking. The B-axis middle bearing is more sensitive to jacking displacement than the two side bearings, with its fitted stiffness being approximately 2.19 times the average stiffness of the side bearings. Eccentric jacking causes reaction concentration at the jacked point and reaction reduction at adjacent supports, and the magnitude of reaction variation increases approximately linearly with jacking displacement. When the transverse non-uniform jacking magnitude reaches 20 mm, a tensile stress of 0.3 MPa appears at the bottom flange of the concrete crossbeam; therefore, a project-specific stroke-difference limit of 20 mm is recommended for this bridge, while the actual construction achieved a stroke control accuracy of ±0.5 mm and a transverse elevation difference within 1 mm. Field monitoring results validate the proposed analytical and numerical methods. The Pearson correlation coefficients of the measured jacking forces with the finite element and theoretical results are 0.9987 and 0.9988, respectively, and the corresponding mean relative errors are 3.84% and 4.23%. For stress responses, the measured and calculated values show a strong correlation, with a Pearson correlation coefficient of 0.9980 and a mean relative error of 12.77%; the critical mid-span monitoring point shows a relative error of only 0.65%. The final bridge alignment deviation is controlled within ±3 cm. The overall mean verification coefficient is 0.968, with a 95% empirical agreement range of [0.888, 1.048], indicating that the proposed mechanical analysis framework and combined force–displacement control strategy can provide a useful reference for refined construction control of similar ultra-wide double-deck composite girder bridges with comparable span arrangement and transverse bearing layout. Full article

To support the seismic optimization of long-span bridges in regions of high seismicity, this study evaluates the seismic performance of continuous rigid-frame box-girder bridges with different web configurations. A continuous box-girder bridge with corrugated steel webs (CSWBGB) having a main span of 105 m was analyzed and compared with two control models: a continuous box-girder bridge with flat steel webs (FSWBGB) and a conventional prestressed concrete box-girder bridge (PCBGB). Finite element models of the three web types were developed using MIDAS/Civil, and seismic responses were evaluated using the response spectrum method with geometric nonlinearity incorporated; the analyses were conducted under E1 and E2 ground motion intensities (corresponding to a 63% probability of exceedance in 100 years and a 2% probability in 50 years, respectively, as specified in the Chinese seismic design code). Displacement, axial force, and shear force responses were systematically compared among the three configurations. The results show markedly different seismic responses despite the bridges having similar fundamental frequencies. In the longitudinal direction under seismic excitation, the CSWBGB exhibited larger axial displacement than the FSWBGB, yet its peak axial force and shear force decreased by 13% and 18%, respectively, indicating that the greater axial deformation helps relieve internal force demands. Under transverse E1 seismic action, the CSWBGB displayed smaller lateral displacements than both the FSWBGB and the PCBGB. Compared with the CSWBGB, the PCBGB experienced an 11% larger longitudinal displacement and a 43% higher peak axial force, reflecting its relatively limited seismic performance. These findings demonstrate that the CSWBGB not only provides lighter self-weight than the PCBGB but also offers enhanced transverse stiffness, which results in smaller lateral displacements and lower peak shear forces—thus achieving an optimal balance between lightweight design and structural strength. Although the CSWBGB shows strong potential for practical application, its longitudinal displacement response should be carefully controlled in design. Full article

The application of ultra-high performance concrete (UHPC) in the hogging moment region significantly enhances the crack resistance of concrete slabs of composite girders with integrated piers, while also providing economic benefits. To investigate the crack resistance performance and develop a calculation method for crack width in hogging moment region of steel–UHPC–normal concrete (NC) composite girders, a full-scale bending test was conducted. Based on the test results, the post-cracking residual tensile strength of UHPC was determined according to the energy equivalence principle. A calculation method for reinforcement stress incorporating the tensile contribution of UHPC at a cracked section was proposed and then the applicability for current design codes for crack width calculation was evaluated. For the UHPC–NC interface, a corresponding crack width calculation method was developed. The results indicate that cracks initiated on the surface of the NC layer beneath the UHPC overlay at the cantilever root. Then cracks developed in sequence at the top surface of the UHPC layer cantilever root, the UHPC–NC interface, and the mid-plane of the girder-to-pier joint. Ultimately, UHPC cracks exhibited a “numerous and closely spaced” distribution, whereas NC cracks were “few and widely spaced.” When the residual tensile strength of UHPC at cracked section was considered, the mean value and average coefficient of variation in the ratios of calculated to measured reinforcement stresses for different sections were 1.07 and 0.10, respectively, which can be further used for crack width calculation. The mean ratios of code-predicted to measured UHPC crack widths for different sections using the Chinese code, French code, and European code were 1.10, 0.98, and 1.13, respectively, with corresponding average coefficients of variation of 0.25, 0.33, and 0.28; the Chinese code is recommended for UHPC crack width prediction. For the UHPC–NC interface, an expression for crack width calculation was derived using the comprehensive theory, and the mean ratio of calculated to measured values and the coefficient of variation were 1.08 and 0.18, respectively, demonstrating good predictive accuracy. Full article

This paper investigates the low-cycle behaviour of Concrete-Filled steel Tubes (CFTs) subjected to cyclic pure bending, a loading condition representative of large bridge and building girders. A 3D finite element model is developed in Abaqus/Explicit, combining a ductile damage law for the steel tube and Concrete-Damaged Plasticity for the infilled concrete, and is calibrated against large-scale cyclic bending tests on circular and square CFT beams. An automated Python scripting framework is then used to perform a systematic parametric study on members made of standard code-based materials, varying diameter-to-thickness ratio and span length over a wide range of practical configurations. Constant-amplitude chord rotations are imposed, and the nonlinear response is tracked in the plastic range while material damage evolves. The hysteretic behaviour is quantified in terms of cumulative plastic strains, dissipated energy and the degradation of reaction force and bending moment after 25 cycles. The results show that geometric parameters strongly affect the cyclic response: within the investigated loading layer, configurations with $D_e=100$ mm generally exhibit strength degradation values between about 10% and 60%, whereas for $D_e=400$ mm the degradation typically ranges between 50% and 100%, with most cases falling in the moderate-to-severe degradation domain. At the same time, larger diameters and thicker tubes generally lead to an increase in dissipated energy, while longer members tend to show lower energy dissipation but also reduced degradation. The study therefore provides a reproducible computational framework and comparative performance trends for the assessment of low-cycle cyclic response in CFT beams under a prescribed loading protocol. Full article

In bridge widening projects under uninterrupted traffic conditions, vehicular vibration easily leads to damage in the interfacial transition zone (ITZ) and microstructural degradation of early-age concrete in wet joints. Taking a typical hollow slab-low T-beam widening structure as the object, this study introduces basalt micro fiber (BMF)-based ultra-high-performance concrete (UHPC) as the wet joint material and establishes a refined vehicle–bridge coupled dynamic model considering the time-varying stiffness of the joint material and road roughness excitation. The research indicates that although UHPC possesses excellent ultimate mechanical properties, its early-age setting process is extremely sensitive to vehicle-induced vibration. Numerical analysis reveals that while traditional temporary steel fixtures can effectively control the vertical relative displacement between the new and old girders within the critical value of 5.5 mm, the peak particle velocity (PPV) induced by heavy vehicles (buses and trucks) during the early pouring stage (<12 h) significantly exceeds the safety threshold of 3 mm/s, posing a severe threat to the directional distribution of steel fibers and interfacial bond strength. Therefore, this paper designs a single tuned mass damper (TMD) optimized based on Den Hartog’s fixed-point theory. Simulation results confirm that with the TMD configured, the vibration responses induced by buses across the entire speed range (≤120 km/h) are reduced below the safety limit; the vibration velocity induced by heavy trucks is also effectively controlled when combined with an 80 km/h speed limit. The collaborative strategy of “passive TMD vibration reduction + active traffic speed limit” proposed in this paper provides a theoretical basis for guaranteeing the early-age micro-forming quality of UHPC wet joints and overall traffic efficiency. Full article