Examining the presence of Arching-Action in Edge Stiffened Bridge Deck Cantilever Overhangs Subjected to a Wheel Load

Engineers have proposed the idea that there may be some arching action present in bridge deck cantilever overhangs stiffened along their longitudinal free edge, via a traffic barrier, subjected to a wheel load. This paper includes the details of a full-scale corrosion-free bridge deck with cantilever overhangs stiffened along their longitudinal free edge by a traffic barrier wall that has been constructed and tested under static and fatigue wheel loads at the University of Manitoba. It also reviews experimental test results and postulates various discussions that suggest the presence of arching-action in cantilever slab overhangs. Test results indicated static ultimate load capacities significantly greater than the ultimate capacity if the mode of failure and behavior of the cantilever overhang was completely flexural. These early results confirm and indicate the presence of arching-action resulting in a significant break-through in cantilever behavior when subjected to a wheel load. The theory to account for this arching-action is not yet developed and further research should be conducted.

Commissioning and Evaluation of a Fiber-Optic Sensor System for Bridge Monitoring

This paper describes the design, commissioning, and evaluation of a ?ber-optic strain sensor system for the structural health monitoring of a prestressed concrete posttensioned box girder railway bridge in Mumbai, India, which shows a number of well-documented structural problems. Preliminary laboratory trials to design the most appropriate sensor system that could be readily transported and used on site are described, followed by a description of load tests on the actual bridge undertaken in collaboration with Indian Railways and using locomotives of known weight. Results from the load tests using the optical system are compared with similar results obtained using electrical resistance strain gages. Conclusions are summarized concerning the integrity of the structure and for the future use of the sensor system for monitoring bridges of this type. Crack width measurements obtained during the load tests are also described.

Investigation of failures in Irish raised bogs

This paper presents the results of field geophysical testing and laboratory testing of peat from Carn Park and Roosky raised bogs in the Irish Midlands. The motivation for the work was highlight the importance of these areas and to begin to attempt to understand the reasons for the failure of the bogs despite them having surface slopes of some 1°. It was found that the peat is typical of that of Irish raised bogs being up to 8m thick towards the “high” dome of the bogs. The peat is characterised by low density, high water content, high organic content, low undrained shear strength and high compressibility. The peat is also relatively permeable at in situ stress. Geophysical electrical resistivity tomography and ground penetrating radar data shows a clear thinning of the peat in the area of the failures corresponding to a reduction in volume from dewatering by edge drains/peat harvesting. This finding is supported by detailed water content measurements. It was also shown that the peat base topography is relatively flat and indicates that the observed surface movement has come from within the peat rather than from the material below the peat. Potential causes of the failures include conventional slope instability, the effect of seepage forces or the release of built-up gas in the peat mass. Further measurements are required in order to study these in more detail.

A bridge-monitoring tool based on bridge and vehicle accelerations

Previous research on damage detection based on the response of a structure to a moving load has reported decay in accuracy with increasing load speed. Using a 3D vehicle – bridge interaction model, this paper shows that the area under the filtered acceleration response of the bridge increases with increasing damage, even at highway load speeds. Once a datum reading is established, the area under subsequent readings can be monitored and compared with the baseline reading, if an increase is observed it may indicate the presence of damage. The sensitivity of the proposed approach to road roughness and noise is tested in several damage scenarios. The possibility of identifying damage in the bridge by analysing the acceleration response of the vehicle traversing it is also investigated. While vehicle acceleration is shown to be more sensitive to road roughness and noise and therefore less reliable than direct bridge measurements, damage is successfully identified in favourable scenarios.

The use of a dynamic truck-trailer drive-by system to monitor bridge damping

Bridge structures are continuously subject to degradation due to the environment, ageing and excess loading. Periodic monitoring of bridges is therefore a key part of any maintenance strategy as it can give early warning if a bridge becomes unsafe. This article investigates an alternative method for the monitoring of bridge dynamic behaviour: a truck-trailer vehicle system, with accelerometers fitted to the axles of the trailer. The method aims to detect changes in the damping of a bridge, which may indicate the existence of damage. A simplified vehicle-bridge interaction model is used in theoretical simulations to assess the effectiveness of the method in detecting those changes. The influence of road profile roughness on the vehicle vibration is overcome by recording accelerations from both axles of a trailer and then analysing the spectra of the difference in the accelerations between the two axles. The effectiveness of the approach in detecting damage simulated as a loss in stiffness is also investigated. In addition, the sensitivity of the approach to the vehicle speed, road roughness class, bridge span length, changes in the equal axle properties and noise is investigated.

Changes in modal parameters of a steel truss bridge due to artificial damage

This study investigated how damage changes the modal parameters of a real bridge by means of a field experiment which was conducted on a real steel truss bridge consecutively subjected to four artificial damage scenarios. In the experiment, both the forced and free vibrations of the bridge were recorded, the former for identifying higher modes available exclusively and the latter for lower modes with higher resolution. Results show that modal parameters are little affected by damage causing low stress redistribution. Modal frequencies decrease as damage causing high stress redistribution is applied; such a change can be observed if the damage is at the non-nodal point of the corresponding mode shape. Mode shapes are distorted due to asymmetric damage; they show an amplification in the damaged side as damage is applied at the non-nodal point. Torsion modes become more dominant as damage is applied either asymmetrically or on an element against large design loads. © 2013 Taylor & Francis Group, London.

Identification of damping in a bridge using a moving instrumented vehicle

In recent years, there has been a significant increase in the number of bridges which are being instrumented and monitored on an ongoing basis. This is in part due to the introduction of bridge management systems designed to provide a high level of protection to the public and early warning if the bridge becomes unsafe. This paper investigates a novel alternative; a low-cost method consisting of the use of a vehicle fitted with accelerometers on its axles to monitor the dynamic behaviour of bridges. A simplified half-car vehicle-bridge interaction model is used in theoretical simulations to test the effectiveness of the approach in identifying the damping ratio of the bridge. The method is tested for a range of bridge spans and vehicle velocities using theoretical simulations and the influences of road roughness, initial vibratory condition of the vehicle, signal noise, modelling errors and frequency matching on the accuracy of the results are investigated.

Corrosion resistant fibre reinforced polymer (FRP) reinforcement for bridge deck slabs

This paper discusses the beneficial influence of compressive membrane action in fibre reinforced polymer (FRP)reinforced in-plane restrained slabs in bridge deck slabs and the improved service performance when archingaction occurs. Bridge deck slabs that are exposed to extreme environmental conditions can experience severecorrosion damage. Expansive corrosion in steel reinforcement significantly reduces the design life and durabilityof concrete structures; for example, on one short section of the M1 in Northern Ireland, nearly £1 million was spent last year on the maintenance and repair of bridges due to corrosion. Corrosion-resistant compositereinforcement such as basalt fibre reinforced polymer (BFRP) and glass fibre reinforced polymer (GFRP) provides adurable alternative to reinforcing steel. In this research, two BFRP reinforced slabs and two GFRP reinforced slabswere constructed using high-strength concrete with a target cube compressive strength of 65 N/mm2. The slabsrepresented typical full-scale dimensions of a real bridge deck slab 475 mm wide by 1425 mm long and 150 mmdeep. The service and ultimate behaviour of the slabs are discussed and the results are compared with the relevantdesign guidelines.