Wheel Load Distribution in Simply Supported Concrete Slab Bridges

Mabsout, Mounir; Tarhini, Kassim; Jabakhanji, R.; Awwad, Elie

doi:10.1061/(asce)1084-0702(2004)9:2(147)

Cited by 38 publications

(11 citation statements)

References 1 publication

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“…Also, increases in traffic volume, traffic loads, and corrosion-induced deterioration are necessitating significant expenditures to strengthen and rehabilitate existing structures (Noel and Soudki, 2011). Of the 163,000 single-span concrete bridges in the United States, 23% are considered structurally deficient or functionally obsolete (Mabsout et al, 2004).…”

Section: Introductionmentioning

confidence: 99%

The effect of beam depth on the shear behavior of reinforced concrete beams externally strengthened with carbon fiber–reinforced polymer composites

Al-Rousan

Issa

2016

Advances in Structural Engineering

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The primary objective of this article is to study the effect of beam depth on the performance of shear-deficient beams externally strengthened with carbon fiber-reinforced polymer composites. The investigated parameters include overall behavior up to failure, the onset of the cracking, crack development, and ductility. The experimental results showed that externally bonded carbon fiberreinforced polymer increased the shear capacity of the strengthened reinforced concrete beams significantly depending on the variables investigated. The use of carbon fiber-reinforced polymer composites is an effective technique to enhance the shear capacity of reinforced concrete beams. For the beams tested, as the depth of the reinforced concrete beams was increased from 225 to 450 mm which is equivalent to a/d ratio of 2.7-1.2, respectively, there was corresponding 15%-19% increase in contribution of the carbon fiber-reinforced polymer strips in terms of ultimate load. The impact of the beam depth is more pronounced on the ultimate load than the corresponding deflection of the control and strengthened beams. The results indicated that the beam depth has an influence on the angle at which primary cracking angle varied from 33, 44, 50, and 54 for beam of a/d of 2.7, 1.9, 1.5, and 1.2, respectively. If the shear crack crossed carbon fiber-reinforced polymer strips above its development length, the carbon fiber-reinforced polymer strips could not be expected to reach its ultimate strength and was thus only partially effective as observed in beams with different depths.

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Section: Introductionmentioning

confidence: 99%

The effect of beam depth on the shear behavior of reinforced concrete beams externally strengthened with carbon fiber–reinforced polymer composites

Al-Rousan

Issa

2016

Advances in Structural Engineering

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“…For a 1-ft (0.305-m) section of Bridge 9367, the cracked moments of inertia were approximately 400 in. 4 (1.66 cm 4 ) and 500 in. 4 (2.08 cm 4 ) before and after retrofit, respectively; for the correct design, the value was 690 in.…”

Section: H Kd E I Bi Cmentioning

confidence: 97%

“…4 (1.66 cm 4 ) and 500 in. 4 (2.08 cm 4 ) before and after retrofit, respectively; for the correct design, the value was 690 in. 4 (2.87 cm 4 ).…”

Section: H Kd E I Bi Cmentioning

confidence: 97%

Performance Evaluation of a Reinforced Concrete Slab Bridge Retrofitted with Carbon Fiber Reinforcement Polymer Laminate System

Regalado

Carpenter²,

Jáuregui

et al. 2017

Transportation Research Record: Journal of the Transportation R

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As a result of a drawing oversight, a nine-span continuous reinforced concrete slab bridge on westbound I-10 near Lordsburg, New Mexico, was built with only half of the required positive moment steel reinforcement. Bridge 9367, constructed in April 2006, was retrofitted with a carbon fiber–reinforced polymer (CFRP) laminate system in November 2006 to correct for this error. Diagnostic load tests were conducted before and immediately after the retrofitting of the bridge. A finite element analysis of the bridge was also conducted to evaluate the strength and serviceability of the slab bridge and to determine whether the addition of the CFRP system effectively met these limit states. The addition of the CFRP to the bridge increased the rating factors to greater than the legal load limit. Before the bridge retrofit, stresses in the steel reinforcement exceeded the limits set to control excessive concrete cracking and inelastic deformations. Inclusion of the CFRP reduced these stresses but only slightly below the limits. Creep rupture and fatigue of the CFRP were not considered issues. Two additional load tests were conducted 8 months and approximately 9 years after the retrofit. The first evaluation showed that in the short term, the slab stiffness was increased with a decrease in measured strains immediately after the installation of the CFRP. However, comparison of the strains from the load tests conducted later showed that the magnitudes had greatly increased and were approximately equal to the preretrofit strains. Ultimately, Bridge 9367 was replaced due to excessive cracking and large measured strains.

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“…It should be noted that only the elastic range of bridge responses was considered in this study for the following reason: under routine traffic conditions (with regular heavy trucks), the behavior of bridges can be described by linear elastic models with sufficient accuracy, even with cracks present in the concrete (Eom and Nowak, 2001; Gheitasi and Harris, 2015). This is the reason why most researchers adopted linear elastic models for bridges when determining the LDFs for concrete bridges (Khaloo and Mirzabozorg, 2003; Mabsout et al, 2004; Song et al, 2003; Zokaie, 2000).…”

Section: Finite Element Validation and Analysismentioning

confidence: 99%

Evaluation of existing prestressed concrete bridges considering the randomness of live load distribution factor due to random vehicle loading position

Yan

Deng

2016

Advances in Structural Engineering

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The live load distribution factor is a very important parameter in both the design of new bridges and the evaluation of in-service bridges. Studies have shown that there can be large discrepancy between the actual load distribution factors of field bridges and the load distribution factors predicted by bridge design codes. In addition, the load distribution factor is always treated as a constant in bridge assessment even though it is a random variable with certain statistical properties. In this study, the reliability indexes of 15 prestressed concrete girder bridges designed following the AASHTO LRFD code are calculated by considering the randomness of the load distribution factors induced by the random vehicle transverse position. It is found that there is a considerable increase in the calculated bridge reliability indexes, especially for short-span bridges, when the load distribution factor is modeled as a random variable with the statistical properties obtained from numerical simulations. This suggests that vehicle transverse position is one important factor that can be considered if a refined analysis is desirable when traditional evaluation methods predict unsatisfactory bridge assessment results. The findings in this article also highlight the importance of considering the actual vehicle transverse position in the evaluation of existing bridges.

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Wheel Load Distribution in Simply Supported Concrete Slab Bridges

Cited by 38 publications

References 1 publication

The effect of beam depth on the shear behavior of reinforced concrete beams externally strengthened with carbon fiber–reinforced polymer composites

The effect of beam depth on the shear behavior of reinforced concrete beams externally strengthened with carbon fiber–reinforced polymer composites

Performance Evaluation of a Reinforced Concrete Slab Bridge Retrofitted with Carbon Fiber Reinforcement Polymer Laminate System

Evaluation of existing prestressed concrete bridges considering the randomness of live load distribution factor due to random vehicle loading position

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