Arch bridges – unlocking their potential

Arch bridges are strong, durable, aesthetically pleasing and require little maintenance but very few have been built since the early 1900s. However, this trend has changed as more than 60 FlexiArch bridges have been installed since the system was launched in 2007. The FlexiArch uses precast concrete voussoirs, requires neither corrodible reinforcement, nor centring, can be installed in hours and is contractor friendly. Details of this innovative method of construction and installation of arch bridges are given and the enormous potential of the system for multi-span
viaducts is also highlighted.

Stone temperature and moisture variability under temperate environmental conditions: implications for sandstone weathering

Temperature and moisture conditions are key drivers of stone weathering processes in both natural and built environments. Given their importance in the breakdown of stone, a detailed understanding of their temporal and spatial variability is central to understanding present-day weathering behaviour and for predicting how climate change may influence the nature and rates of future stone decay.
Subsurface temperature and moisture data are reported from quarry fresh Peakmoor Sandstone samples exposed during summer (June–July) and late autumn / early winter (October–December) in a mid-latitude, temperate maritime environment. These data demonstrate that the subsurface thermal response of sandstone comprises numerous short-term (minutes), low magnitude fluctuations superimposed upon larger-scale diurnal heating and cooling cycles with distinct aspect-related differences. The short-term fluctuations create conditions in the outer 5–10 mm of stone that are much more ‘energetic’ in comparison to the more subdued thermal cycling that occurs deeper within the sandstone samples.
Data show that moisture dynamics are equally complex with a near-surface region (5–10 mm) in which frequent moisture cycling takes place and this, combined with the thermal dynamism exhibited by the same region may have significant implications for the nature and rate of weathering activity. Data indicate that moisture input from rainfall, particularly when it is wind-driven, can travel deep into the stone where it can prolong the time of wetness. This most often occurs during wetter winter months when moisture input is high and evaporative loss is low but can happen at any time during the year when the hydraulic connection between near-surface and deeper regions of the stone is disrupted with subsequent loss of moisture from depth slowing as it becomes reliant on vapour diffusion alone.
These data illustrate the complexity of temperature and moisture conditions in sandstone exposed to the ‘moderate’ conditions of a temperate maritime environment. They highlight differences in thermal and moisture cycling between near-surface (5–10 mm) and deeper regions within the stone and contribute towards a better understanding of the development of structural and mineralogical heterogeneity between the stone surface and substrate.

A Viking in New York : The Kensington Rune Stone at the 1964–1965 World’s Fair

A second-season makeover at the 1964-1965 New York World's Fair. Hoping that "an interesting controversy" would revive the state of Minnesota's failing pavilion, Minnesota adds a large fiberglass Viking, longboat-styled snack bars, and the contested Kensington Runestone itself to its 'Brainpower Builds Profits' exhibit. [abstract adapted from Minnesota History 63/1]

Precast Prestressed Concrete Panel Subdecks in Skewed Bridges, Interim Report, 1990

Precast prestressed concrete panels have been used in bridge deck construction in Iowa and many other states. To investigate the performance of these panels at abutment or pier diaphragm locations for bridges with various skew angles, a research program involving both analytical and experimental aspects, is being conducted. This interim report presents the status of the research with respect to four tasks. Task 1 which involves a literature review and two surveys is essentially complete. Task 2 which involved field investigations of three Iowa bridges containing precast panel subdecks has been completed. Based on the findings of these investigations, future inspections are recommended to evaluate potential panel deterioration due to possible corrosion of the prestressed strands. Task 3 is the experimental program which has been established to monitor the behavior of five configurations of full scale composite deck slabs. Three dimensional test and instrumentation frameworks have been constructed to load and monitor the slab specimens. The first slab configuration representing an interior panel condition is being tested and preliminary results are presented for one of these tests in this interim report. Task 4 involves the analytical investigation of the experimental specimens. Finite element methods are being applied to analytically predict the behavior of the test specimens. The first test configuration of the interior panel condition has been analyzed for the same loads used in the laboratory, and the results are presented herein. Very good correlation between the analytical and experimental results has occurred.

Investigation of the Effect of Speed on the Dynamic Impact Factor for Bridges with Different Entrance Conditions, 2016

The dynamic interaction of vehicles and bridges results in live loads being induced into bridges that are greater than the vehicle’s static weight. To limit this dynamic effect, the Iowa Department of Transportation (DOT) currently requires that permitted trucks slow to five miles per hour and span the roadway centerline when crossing bridges. However, this practice has other negative consequences such as the potential for crashes, impracticality for bridges with high traffic volumes, and higher fuel consumption. The main objective of this work was to provide information and guidance on the allowable speeds for permitted vehicles and loads on bridges .A field test program was implemented on five bridges (i.e., two steel girder bridges, two pre-stressed concrete girder bridges, and one concrete slab bridge) to investigate the dynamic response of bridges due to vehicle loadings. The important factors taken into account during the field tests included vehicle speed, entrance conditions, vehicle characteristics (i.e., empty dump truck, full dump truck, and semi-truck), and bridge geometric characteristics (i.e., long span and short span). Three entrance conditions were used: As-is and also Level 1 and Level 2, which simulated rough entrance conditions with a fabricated ramp placed 10 feet from the joint between the bridge end and approach slab and directly next to the joint, respectively. The researchers analyzed and utilized the field data to derive the dynamic impact factors (DIFs) for all gauges installed on each bridge under the different loading scenarios.

Distribution of Wheel Loads on Highway Bridges, 1968

The purpose of the research was to develop a more realistic design criteria for distribution of wheel loads on highway bridges. A comprehensive study was made of the· static load distribution in a broad range of short and medium span bridge types used by today's designers.

Evolution of Design Practice at the Iowa State Highway Commission for the Determination of Peak Discharges at Bridges and Culverts, 1971

This paper carries the rather weighty title of "Evolution of Design Practice at the Iowa State Highway Commission for the Determination of Peak Discharges at .Bridges and Culverts." Hopefully, this evolving process will lead to a more precise definition of a peak rate of runoff for a selected recurrence interval at a particular site. In this paper the author will relate where the Highway Commission has been, is now, and will be going in this art of hydrology. He will then offer some examples at a few sites in Iowa to illustrate the use of the various methods. Finally, he will look ahead to some of the pitfalls still lying in wait for us.

Study of Tsunami-Induced Fluid and Debris Load on Bridges using the Material Point Method

Thesis (Ph.D.)--University of Washington, 2016-08

Simplified design method for energy dissipating devices in retrofitting of seismically isolated bridges

Abstract: Highway bridges have great values in a country because in case of any natural disaster they may serve as lines to save people’s lives. Being vulnerable under significant seismic loads, different methods can be considered to design resistant highway bridges and rehabilitate the existing ones. In this study, base isolation has been considered as one efficient method in this regards which in some cases reduces significantly the seismic load effects on the structure. By reducing the ductility demand on the structure without a notable increase of strength, the structure is designed to remain elastic under seismic loads. The problem associated with the isolated bridges, especially with elastomeric bearings, can be their excessive displacements under service and seismic loads. This can defy the purpose of using elastomeric bearings for small to medium span typical bridges where expansion joints and clearances may result in significant increase of initial and maintenance cost. Thus, supplementing the structure with dampers with some stiffness can serve as a solution which in turn, however, may increase the structure base shear. The main objective of this thesis is to provide a simplified method for the evaluation of optimal parameters for dampers in isolated bridges. Firstly, performing a parametric study, some directions are given for the use of simple isolation devices such as elastomeric bearings to rehabilitate existing bridges with high importance. Parameters like geometry of the bridge, code provisions and the type of soil on which the structure is constructed have been introduced to a typical two span bridge. It is concluded that the stiffness of the substructure, soil type and special provisions in the code can determine the employment of base isolation for retrofitting of bridges. Secondly, based on the elastic response coefficient of isolated bridges, a simplified design method of dampers for seismically isolated regular highway bridges has been presented in this study. By setting objectives for reduction of displacement and base shear variation, the required stiffness and damping of a hysteretic damper can be determined. By modelling a typical two span bridge, numerical analyses have followed to verify the effectiveness of the method. The method has been used to identify equivalent linear parameters and subsequently, nonlinear parameters of hysteretic damper for various designated scenarios of displacement and base shear requirements. Comparison of the results of the nonlinear numerical model without damper and with damper has shown that the method is sufficiently accurate. Finally, an innovative and simple hysteretic steel damper was designed. Five specimens were fabricated from two steel grades and were tested accompanying a real scale elastomeric isolator in the structural laboratory of the Université de Sherbrooke. The test procedure was to characterize the specimens by cyclic displacement controlled tests and subsequently to test them by real-time dynamic substructuring (RTDS) method. The test results were then used to establish a numerical model of the system which went through nonlinear time history analyses under several earthquakes. The outcome of the experimental and numerical showed an acceptable conformity with the simplified method.

Building bridges between user and designer: co-creation, immersion and perspective taking

Designing for users rather than with users is still a common practice in technology design and innovation as opposed to taking them on board in the process. Design for inclusion aims to define and understand end-users, their needs, context of use, and, by doing so, ensure that end-users are catered for and included, while the results are geared towards universality of use. We describe the central role of end-user and designer participation, immersion and perspective to build user-driven solutions. These approaches provided a critical understanding of the counterpart role. Designer(s) could understand what the user’s needs were, experience physical impairments, and see from other’s perspective the interaction with the environment. Users could understand challenges of designing for physical impairments, build a sense of ownership with technology and explore it from a creative perspective. The understanding of the peer’s role (user and designer), needs and perspective enhanced user participation and inclusion.

Effects of Wingwall Configurations on the Behavior of Integral Abutment Bridges

This research includes parametric studies performed with the use of three-dimensional nonlinear finite element models in order to investigate the effects of cantilever wingwall configurations on the behavior of integral abutment bridges located on straight alignment and zero skew. The parametric studies include all three types of cantilever wingwalls; inline, flared, and U-shaped wingwalls. Bridges analyzed vary in length from 100 to 1200 feet. Soil-structure and soil-pile interaction are included in the analysis. Loadings include dead load in combination with temperature loads in both rising and falling temperatures. Plasticity in the integral abutment piles is investigated by means of nonlinear plasticity models. Cracking in the abutments and stresses in the reinforcing steel are investigated by means of nonlinear concrete models. The effects of wingwall configurations are assessed in terms of stresses in the integral abutment piles, cracking in the abutment walls, stresses in the reinforcing steel of abutment walls, and axial forces induced in the steel girders. The models developed are analyzed for three types of soil behind the abutments and wingwalls; dense sand, medium dense sand, and loose sand. In addition, the models consider both the case of presence and absence of predrilled holes at the top nine feet of piles. The soil around the piles below the predrilled holes consists of very stiff clay. The results indicate that for the stresses in the piles, the critical load is temperature contraction and the most critical parameter is the use of predrilled holes. However, for both the stresses in the reinforcing steel and the axial forces induced in the girders, the critical load is temperature expansion and the critical parameter is the bridge length. In addition, the results indicate that the use of cantilever wingwalls in integral abutment bridges results in an increase in the magnitude of axial forces in the steel girders during temperature expansion and generation of pile plasticity at shorter bridge lengths compared to bridges built without cantilever wingwalls.

CIL II(2).5, 1280 – Dedication to Vespasian for the building and restoration of roads and bridges

Photograph and translation

Fourth-Third Millennium BC Stone Cist Graves Between The Carpathians And Crimea. An Outline Of Issues

This publication constitutes the fruits of National Science Centre research projects (grant no 2011/01/M/HS3/02142 – 6 articles) and the National Programme for the Development of the Humanities (grant no 0108/NPH3/H12/82/2014 – 3 articles). We would like to acknowledge and at the same time express our sincere gratitude for the generosity shown by the following at the Adam Mickiewicz University in making this publication possible: the Dean of the Department of History, Institute of Pre-history and the Eastern Institute.