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Advancing Bridge Engineering : = From State-of-the-Practice to State-of-the-Art.

Record Type:	Language materials, manuscript : Monograph/item
Title/Author:	Advancing Bridge Engineering :/
Reminder of title:	From State-of-the-Practice to State-of-the-Art.
Author:	Alomari, Abdalla.
Description:	1 online resource (200 pages)
Notes:	Source: Dissertations Abstracts International, Volume: 85-07, Section: B.
Contained By:	Dissertations Abstracts International85-07B.
Subject:	Engineering. -
Online resource:	click for full text (PQDT)
ISBN:	9798381438222

Advancing Bridge Engineering : = From State-of-the-Practice to State-of-the-Art.
Alomari, Abdalla.

Advancing Bridge Engineering :From State-of-the-Practice to State-of-the-Art. - 1 online resource (200 pages)

Source: Dissertations Abstracts International, Volume: 85-07, Section: B.

Thesis (Ph.D.)--Iowa State University, 2023.

Includes bibliographical references

The interaction between the bridge deck and superstructure, known as composite action, can lead to the formation of cracks in bridge structures. While this interaction enhances the overall strength of the bridge, it can also contribute to concrete cracks due to volume changes and restrained mass through different factors. Proper understanding and management of composite action are crucial for mitigating crack formation and ensuring long-term durability. Additionally, achieving effective integration between the superstructure and substructure is vital for maintaining structural integrity. Insufficient integration can result in poor load transfer, uneven load distribution, and localized failures. Establishing well-designed closure joints between the superstructure and substructure ensures structural continuity and efficient load transfer, preventing stress concentrations and safeguarding the bridge's overall service life.Moreover, selecting an appropriate abutment type is critical to avoid unexpected movement and rotation in the superstructure. Careful abutment design, considering factors like bridge length and skew angle, is essential for providing adequate support and stability. By addressing these factors, bridges can be constructed to withstand the test of time, enhancing durability and performance. The objective of this research is to create a comprehensive overview of bridge integrity and restraint by studying the interaction between the bridge deck and bridge superstructure through the forming of bridge deck cracks, bridge super-and sub-structure integration through the capacity of closure joint reinforced by lap-splice, and bridge substructure through investigating the performance of Semi-Integral Abutment (SIA) bridge when changing design parameters including bridge length and skew angle.To meet the research goal, three experimental and analytical parts evaluation was conducted. Each part targeted different bridge integrity and restraint mechanisms, including the interaction between the bridge deck and bridge superstructure, super-and sub-structure integration, and bridge substructure. Regarding part one evaluation, the results indicated that several factors could lead to the formation of bridge deck cracks. Thus, various parameters were classified as having either direct correlation, no correlation but significant, significant positive correlation, or significant negative correlation, with crack rate. Regarding part two evaluation, it was found that when the closure joint UHPC reached 1.5 days after casting, all UHPC connection designs reached the bar yield strength before failure. However, HCSC samples showed better performance with respect to the ultimate pull-out capacity than the UHPC samples during the earliest stages of material cure (before 1.5 days). Moreover, the parametric study results showed that increasing the bar size and side cover will increase the capacity. Regarding part three evaluation, it was found that skew Semi-Integral Abutment (SIA) bridges are subjected to higher displacement, rotation, and stress than non-skew SIA bridges. Moreover, the longitudinal and transverse displacement of the bridge deck increases when the bridge length increase, regardless of the skewness. In addition, skew SIA bridges tend to rotate more than non-skew SIA bridges when the bridge length increase. Furthermore, the bridge's longitudinal and transverse displacement and rotation increase when the skew angle of the bridge increase. Additionally, the value of the bridge skew angle increases linearly with the stress at critical components of the bridge by a small value. To reach a maximum allowable longitudinal displacement equal to 2.2 in., the bridge length can be increased to approximately 484 ft. and 577 ft. for skew and non-skew bridge, respectively.

Electronic reproduction.
Ann Arbor, Mich. :
ProQuest,
2024

Mode of access: World Wide Web

ISBN: 9798381438222Subjects--Topical Terms:

561152
Engineering.
Subjects--Index Terms:

Accelerated bridge constructionIndex Terms--Genre/Form:

554714
Electronic books.

Advancing Bridge Engineering : = From State-of-the-Practice to State-of-the-Art.
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520 $a The interaction between the bridge deck and superstructure, known as composite action, can lead to the formation of cracks in bridge structures. While this interaction enhances the overall strength of the bridge, it can also contribute to concrete cracks due to volume changes and restrained mass through different factors. Proper understanding and management of composite action are crucial for mitigating crack formation and ensuring long-term durability. Additionally, achieving effective integration between the superstructure and substructure is vital for maintaining structural integrity. Insufficient integration can result in poor load transfer, uneven load distribution, and localized failures. Establishing well-designed closure joints between the superstructure and substructure ensures structural continuity and efficient load transfer, preventing stress concentrations and safeguarding the bridge's overall service life.Moreover, selecting an appropriate abutment type is critical to avoid unexpected movement and rotation in the superstructure. Careful abutment design, considering factors like bridge length and skew angle, is essential for providing adequate support and stability. By addressing these factors, bridges can be constructed to withstand the test of time, enhancing durability and performance. The objective of this research is to create a comprehensive overview of bridge integrity and restraint by studying the interaction between the bridge deck and bridge superstructure through the forming of bridge deck cracks, bridge super-and sub-structure integration through the capacity of closure joint reinforced by lap-splice, and bridge substructure through investigating the performance of Semi-Integral Abutment (SIA) bridge when changing design parameters including bridge length and skew angle.To meet the research goal, three experimental and analytical parts evaluation was conducted. Each part targeted different bridge integrity and restraint mechanisms, including the interaction between the bridge deck and bridge superstructure, super-and sub-structure integration, and bridge substructure. Regarding part one evaluation, the results indicated that several factors could lead to the formation of bridge deck cracks. Thus, various parameters were classified as having either direct correlation, no correlation but significant, significant positive correlation, or significant negative correlation, with crack rate. Regarding part two evaluation, it was found that when the closure joint UHPC reached 1.5 days after casting, all UHPC connection designs reached the bar yield strength before failure. However, HCSC samples showed better performance with respect to the ultimate pull-out capacity than the UHPC samples during the earliest stages of material cure (before 1.5 days). Moreover, the parametric study results showed that increasing the bar size and side cover will increase the capacity. Regarding part three evaluation, it was found that skew Semi-Integral Abutment (SIA) bridges are subjected to higher displacement, rotation, and stress than non-skew SIA bridges. Moreover, the longitudinal and transverse displacement of the bridge deck increases when the bridge length increase, regardless of the skewness. In addition, skew SIA bridges tend to rotate more than non-skew SIA bridges when the bridge length increase. Furthermore, the bridge's longitudinal and transverse displacement and rotation increase when the skew angle of the bridge increase. Additionally, the value of the bridge skew angle increases linearly with the stress at critical components of the bridge by a small value. To reach a maximum allowable longitudinal displacement equal to 2.2 in., the bridge length can be increased to approximately 484 ft. and 577 ft. for skew and non-skew bridge, respectively.
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