Bridge Design Manual Aashto
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It’s available via the AASHTO Store and can be ordered by clicking here. We’re talking about projects that improve roads, bridges, and other infrastructure.This includes a link to direct visitors to the AASHTO Journal website. To browse Academia.edu and the wider internet faster and more securely, please take a few seconds to upgrade your browser. You can download the paper by clicking the button above. Related Papers AASHTO LRFD Bridge Design Specifications Customary U S Units with 2012 and 2013 Interim Revisions and 2012 Errata By Ala'a shwayyat AASHTO LRFD 2012.pdf By diah pratiwi LRFD-8 TableOfContents By wermer melgar AASHTO LRFD Bridge Design Specifications 6th Ed (US) By ????? ????? Bridge Engineering Handbook Fundamentals By Erlet Shaqe READ PAPER Download pdf. New Knovel Search Widget Add a Knovel search bar to your internal resource page. New Knovel Integrations Learn about Knovel workflow integrations with engineering software and information discovery platforms. New Excel Add-in One-click access to Knovel’s search and unit conversion tools. Promotional Toolkit Access promotional content and links to illustrate the power of Knovel Search and analytical tools for your end users Knovel Steam Calculators Online Knovel Steam Calculators based on IAPWS IF-97. However, it seems JavaScript is either disabled or not supported by your browser. Please enable JavaScript by changing your browser options, then try again. Knovel subscription is supported by. All rights reserved. To decline or learn more, visit our Cookies page. View In: Mobile Desktop Feedback. This BDM is also recommended as best practice for any Colorado project that does not contain federal or state funds. This BDM presents the minimum requirements for structure projects including the structural staff, submittals, design and construction specifications, and project processes.This BDM is also recommended as best practice for any Colorado project that does not contain federal or state funds. http://www.blackhunter.ru/files/file/brother-mfc-8420-service-manual.xml
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This BDM presents the minimum requirements for structure projects including the structural staff, submittals, design and construction specifications, and project processes. Bridge Design is the tool for assisting in the design of both superstructuresSpecifications. AASHTOWare Bridge RatingManual for Bridge Evaluation, AASHTO Standard Specifications for Highway BridgesThe two products share much of their user interface and database. When both products are licensed, a bridge canAASHTOWare Bridge Rating for load rating without re-entering and validatingThe database and user interface are capableThree-dimensional description is the basisThe computational engines support both line girderAmong the benefits are: The product roadmap and the development projects are guided and managed by a task force. The Product Task Force, together with other advisory task forces, is directed by the Special Committee on AASHTOWare (SCOA). For the current fiscal year, the products are licensed by more than 35 state transportation agencies. Superstructures include: flat slabs, adjacent box beams, pretensioned beams, spliced and curved girders. Whereas substructures include: precast end bents, piles and pile bent caps, water line pile caps, and precast columns. Learn more about the specific precast components. Beam Sections and Properties. PCI has developed and proven common Super Structure systems and Beam Shapes and section properties:The below chart is a sample of those products. The charts can be accessed in Preliminary LRFD Design Charts which you can download below. The 13-digit and 10-digit formats both work. Please try again.Please try again.The design provisions of these specifications employ the Load and Resistance Factor Design (LRFD) methodology, which is based on structural reliability theory, and calibrated to achieve a target level of reliability. Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. http://818massage.com/upload/brother-mfc-8480dn-owners-manual.xml
In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. Page 1 of 1 Start over Page 1 of 1 In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. Register a free business account If you are a seller for this product, would you like to suggest updates through seller support ? Amazon calculates a product’s star ratings based on a machine learned model instead of a raw data average. The model takes into account factors including the age of a rating, whether the ratings are from verified purchasers, and factors that establish reviewer trustworthiness. In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. Please upgrade your browser to improve your experience. Revisions to this Manual will be released on an annual basis as needed and after approval by the Federal Highway Administration (FHWA). Bridge engineers have a responsibility to remain current with the AASHTO LRFD Bridge Design Specifications revisions until the Manual is updated. Our search algorithmStructural and highway engineers can turn to Bridge and Highway Structure Rehabilitation and Repair for up-to-date guidance on the latest design techniques, repair methods, specialized software, materials, and maintenance procedures for bridges and highways. This timely engineering tool simplifies and clarifies all existing code, presenting a wealth of concise explanations, solved examples for day-to-day design issues, and in-depth case studies of practical problems.Focusing on both traditional and non-traditional design problems, this sure-fire guide equips you with new analytical and design techniques, such as the application of Load and Resistance Factor Design (LRFD).Diagnostic Design and Selective Reconstruction 2.1 MAINTENANCE ENGINEERING 2.2 THE REHABILITATION PROCESS 2. https://skazkina.com/ru/3k-engine-manual
3 PROGRESSIVE DESIGN PHASES FOR CONTINUITY 2.4 THE ROLE OF REDUNDANCY AND FRACTURE CRITICAL MEMBERS 2.5 THE ROLE OF GOVERNMENT AGENCIES IN MAINTAINING INFRASTRUCTURE 2.6 COMBINING OLD AND NEW TECHNOLOGIES FOR REHABILITATION Bridge Failure Studies and Safety Engineering 3.1 HISTORY OF DISASTERS AND SAFETY MANAGEMENT 3.2 THE ROLE OF FORENSIC ENGINEERING 3.3 MANY ASPECTS OF FAILURES 3.4 A DIAGNOSTIC APPROACH 3.5 A HISTORICAL PERSPECTIVE OF RECENT FAILURES 3.6 DESIGN DEFICIENCY AND PREVENTIVE ACTIONS 3.7 FATIGUE FAILURES AND SUGGESTED PREVENTIVE ACTIONS 3.8 CONSTRUCTION DEFICIENCY AND SUGGESTED PREVENTIVE ACTIONS 3.9 VESSEL COLLISION OR FLOATING ICE AND SUGGESTED PREVENTIVE ACTIONS 3.10 TRAIN ACCIDENTS CAUSING BRIDGE DAMAGE AND PREVENTIVE ACTION 3.11 VEHICLE IMPACT AND PREVENTIVE ACTION 3.12 BLAST LOAD AND PREVENTIVE ACTION 3.13 FIRE DAMAGE TO SUPERSTRUCTURES AND PREVENTIVE ACTION 3.14 SUBSTRUCTURE DAMAGE DUE TO EARTHQUAKE AND PREVENTIVE ACTIONS 3.15 WIND AND HURRICANE ENGINEERING 3.16 LACK OF MAINTENANCE AND NEGLECT 3.17 UNFORESEEN CAUSES LEADING TO FAILURES 3.18 A POSTMORTEM OF FAILURES 3.19 THE STUDY OF MODES OF FAILURE 3.20 STEPS TO AVOID FAILURES 3.21 REITERATING NEEDED PREVENTIVE MEASURES An Analytical Approach to Fracture and Failure 4.1 THEORETICAL CONCEPTS USED IN DEVELOPING COMPUTER SOFTWARE 4.2 STRESS ANALYSIS 4.3 REVIEW OF ELASTIC ANALYSIS 4.4 ANALYSIS OF SLAB BEAM BRIDGES 4.5 METHODS OF ANALYSIS OF THE SUPERSTRUCTURE 4.6 EFFECT OF BOUNDARY CONDITIONS ON BRIDGE BEHAVIOR 4.7 FULL COMPOSITE (ARCHING AND DOME) ACTION IN SLAB AND BEAMS 4.8 NUMERICAL AND COMPUTATIONAL MODELS 4.9 ANALYSIS OF APPROACH SLAB RESTING ON GRADE 4.10 NONLINEAR ANALYSIS IN STEEL AND CONCRETE 4.11 SINGLE SPAN LIVE LOAD ANALYSIS 4.12 SELECTION OF STEEL GIRDERS 4.13 REVIEW OF COMMON FAILURE THEORIES OF MATERIALS 4.14 PLASTIC BEHAVIOR OF STEEL SECTIONS 4.15 PLASTIC BEHAVIOR OF STEEL NON-COMPOSITE SECTION 4.16 PLASTIC BEHAVIOR OF COMPOSITE SECTIONS 4. http://foscam-ng.com/images/bricscad-manual-cz.pdf
17 SHEAR DESIGN FOR REINFORCED CONCRETE AND PRESTRESSED BEAMS Load and Resistance Factor Rating and Redesign 5.1 RATING AND REDESIGN METHODS 5.2 UTILIZING ULTIMATE LOAD BEHAVIOR OF MATERIALS 5.3 LRFD SERVICE LOAD REQUIREMENTS 5.4 FATIGUE AND FRACTURE 5.5 SELECTION OF TRUCK LIVE LOADS 5.6 DETAILED AASHTO LOAD COMBINATIONS FOR RATING AND DESIGN 5.7 CONSTRUCTION LOADS AND LOAD COMBINATIONS 5.8 LRFD LOAD COMBINATIONS FOR STRENGTH, SERVICEABILITY, AND EXTREME CONDITIONS 5.9 SOFTWARE FOR SUPERSTRUCTURE 5.10 SOFTWARE FOR SUBSTRUCTURE Applications of Bridge Design and Rating Methods 6.1 INTRODUCTION 6.2 LIMIT STATES DESIGN EQUATION 6.3 LEGAL LOADS 6.4 SIMPLIFIED FORMULA 6.5 RATING PROCEDURES FOR CONCRETE AND STEEL BRIDGES 6.6 RATING OF SECONDARY STRUCTURAL MEMBERS 6.7 EXAMPLE OF LOAD RESISTANCE FACTOR RATING (LRFR) 6.8 DESIGN OF A DECK SLAB 6.9 RATING PROCEDURE FOR REINFORCED CONCRETE T-BEAM BRIDGE 6.10 RATING OF PRESTRESSED CONCRETE GIRDER Conventional Repair Methods 9.1 SCOPE OF CONCRETE AND STEEL REPAIRS AND RELATED WORK 9.2 ASSOCIATED TASKS AND TEAMWORK 9.3 SHORT-TERM REPAIRS IN LIEU OF REPLACEMENT 9.4 PRIORITIZATION OF BRIDGE DECKS 9.5 SCOPE OF REPAIRS 9.6 ALTERNATIVE METHODOLOGY AND TECHNIQUES OF REPAIRS 9.7 REHABILITATION OF STEEL AND PREVENTION OF CORROSION 9.8 GALVANIC TECHNOLOGY 9.9 CORROSION IN THE POST-TENSIONING REGIONS OF BEAMS 9.10 DEVELOPING NEW CONSTRUCTION PRODUCTS 9.11 DRAINAGE Advanced Repair Methods 11.1 INNOVATIONS MADE IN RECENT YEARS 11.2 DEVELOPMENT IN DESIGN CODES AND MARKET READY TECHNOLOGY 11.3 USE OF MODERN CONSTRUCTION MATERIALS 11.4 USE OF RECYCLABLE MATERIALS 11.5 USE OF FIBER REINFORCED POLYMER (FRP) 11.6 ADVANCEMENTS IN CONCRETE TECHNOLOGY 11.7 ADVANCEMENTS IN STEEL MATERIALS TECHNOLOGY 11.8 ADVANCEMENTS IN CONSTRUCTION TECHNOLOGY 11.9 ACCELERATED BRIDGE CONSTRUCTION TECHNOLOGY 11.10 PREFABRICATION TECHNOLOGY 11.11 REHABILITATION OF STEEL BRIDGES 11. https://www.fattyweng.com.sg/wp-content/plugins/formcraft/file-upload/server/content/files/162872cd02bdc5---caffe-veneto-delonghi-manual.pdf
12 RESEARCH IN NEW TECHNIQUES FOR MONITORING, NEW MATERIALS, AND VIRTUAL DESIGN Protection of Bridges against Extreme Events 12.1 EXTREME EVENT DAMAGE FROM FLOOD SCOUR 12.3 CONDITION OF EXISTING BRIDGES ON RIVERS 12.4 PREVENTIVE ACTION AGAINST BANKS AND FOUNDATION SCOUR 12.5 HEC-18 COUNTERMEASURES MATRIX (CM) 12.6 DESIGN GUIDELINES 12.7 CONSTRUCTABILITY ISSUES 12.8 SCOUR OF PILES, PILE GROUPS, AND CAISSONS 12.9 SCOUR AT WINGWALLS 12.10 SCOUR AT CULVERTS 12.11 SCOUR MEASURING EQUIPMENT 12.12 DEBRIS ACCUMULATION 12.13 EXTREME EVENT OF EARTHQUAKE DAMAGE 12.14 SEISMIC ASSESSMENT 12.15 THE ROLE OF SEISMIC DESIGN CODES 12.16 SEISMIC DESIGN 12.17 COMMON RETROFIT CONCEPTS AND CODE APPLICATIONS 12.18 TEEL AND CONCRETE BRIDGE DETAILING REQUIREMENTS 12.19 RETROFIT AND STRENGTHENING 12.20 DEVELOPMENTS IN PASSIVE DAMPING SYSTEMS 12.21 FOUNDATION RETROFIT 12.22 DISASTER MANAGEMENT Appendix 4: Quick Reference to AASHTO LRFD Manual, Chapter (The McGraw-Hill Companies, Inc., 2010). Any use is subject to the Terms of Use, Privacy Notice and copyright information. The last is often the most challenging. This chapter discusses the practical challenges associated in the selection of highway bridge types, the bridge types that are available for use and their range of applicability, the methods of analysis used, the dominant design method in use today, and finally, an example based on the Eurocodes of a bridge design following the practical considerations given here. A source for an in-depth, step-by-step design example of a highway bridge design based on the Eurocode is also included. View chapter Purchase book Read full chapter URL: Loads on bridges A. Nowak, A. Pipinato, in Innovative Bridge Design Handbook, 2016 2.2.2 Traffic loads: AASHTO Highway bridge design loads are established by the American Association of State Highway and Transportation Officials (AASHTO). cgalgeria-dubai.com/userfiles/files/casey-pro-3g-manual.pdf
For many decades, the primary bridge design code in the United States has been the AASHTO “Standard Specifications for Highway Bridges” (Specifications), as supplemented by agency criteria as applicable. During the 1990s, AASHTO developed and approved a new bridge design code, entitled “AASHTO LRFD Bridge Design Specifications” ( AASHTO, 2014 ). It is based upon the principles of load and resistance factor design (LRFD). Section 3 deals with Loads and Load Factors and includes information on permanent loads (dead load and earth loads), live loads (vehicular load and pedestrian load), and other loads (wind, temperature, earthquake, ice pressure and collision forces). The live load is assumed to occupy 10.0 ft width within a design lane. The total live load effect resulting from multilane traffic can be reduced for sites with lower ADTT using the multilane reduction factors. The live load model, consisting of either a truck or tandem coincident with a uniformly distributed load, was developed as a notional representation of a group of vehicles routinely permitted on highways in various states under “grandfather” exclusions to weight laws. The vehicles considered to be representative of these exclusions were based on a study conducted by the Transportation Research Board ( Cohen, 1990 ). The load model is called “notional” because it is not intended to represent any particular truck. The weights and spacing of axles and wheels for the design truck is as specified in Figure 4. A dynamic load allowance is to be considered by increasing the static effects of the design truck or tandem, other than centrifugal and braking forces, by 33 of the truck load effect. That percentage is 75 for deck joints and 15 for fatigue and fracture limit state. The spacing between two 32.0-kip axles can vary between 4,3 m(14.0 ft) and 9 m (30.0 ft) to produce the extreme force effect. Transversely, the design lane load is assumed to be uniformly distributed over a 3.05 m (10.0 ft) width. {-Variable.fc_1_url-
The force effects from the design lane load are not be subject to a dynamic load allowance. Figure 2.4. Characteristics of the design load ( AASHTO 2014 ). The definition of the bridge design process, the various steps required, and the bureaucratic procedures involved are unnecessary to explain in this context. Instead, it should be stated that the bridge is a complex structure that introduces into the surrounding landscape relevant variations, dealing with a number of specialist fields: for example, hydraulic, geotechnical, landscaping, structural, architectural, economic, and socio-political. For this reason, before starting the design of a bridge, a concept should be developed, with the realization of a scaled model, as a simulation of the three-dimensional (3D) overview of the construction and of all the considered alternatives. From this initial concept, some parametric considerations need to be performed to estimate the costs. This preliminary analysis is the basis for an open discussion with the client, the managing agencies, and any relevant local government agency on the most suitable solution. Only when the costs and the concept will be shared can the design stage start: the successive steps of the preliminary plan, finally culminating in a construction project that deals with the actual erection of the bridge. For large-scale projects, the preliminary stage includes economic and financial studies as well. It should be known that the large number of variables included in the design stage are mostly not fixed, as they depend on the precise place and time of the realization: e.g., there is not the best finite element method (FEM); rather, the FEM software most suitable for the specific bridge design must be chosen, and the same applies to codes and standards, the amount of human resources, and the hardware instrumentation required. The best project is a perfect mix of these various components. https://recamonde.com.br/wp-content/plugins/formcraft/file-upload/server/content/files/162872cfe7d01f---caffe-corso-delonghi-manual.pdf
Surely, a good project must include an architectural consciousness, the structural engineering knowledge, the professional experience, and a strong informatic infrastructure. View chapter Purchase book Read full chapter URL: Life cycle assessment (LCA) of ultra high performance concrete (UHPC) structures T. Stengel, P. Schie?l, in Eco-efficient Construction and Building Materials, 2014 22.5.3 Precast single span bridge girder (bridge design model) Two traffic bridge design models having one 45 m single span were analysed (see Almansour and Lounis, 2008 ). The deck slab is made of normal concrete in both cases. The bridge design was performed according to the Canadian Highway Bridge Design Code ( Almansour and Lounis, 2008 ). The requirements include no cracking (i.e., fully prestressed) at serviceability limit state (SLS). One model was designed for the use of normal concrete with a compressive strength of 40 MPa for the girders, whereas the second model was designed for the use of UHPC with a compressive strength of 175 MPa for the girders. In both cases, low-relaxation strands grade 1,860 with a nominal diameter of 12.7 mm and a nominal cross-sectional area of 98.7 mm 2 were used ( Almansour and Lounis, 2008 ). About 55 of the strands were arranged in straight tendons, whereas the remaining 45 were conventional deflected strand pattern groups ( Almansour and Lounis, 2008 ). The deck slab thickness was 175 mm for both bridges. A normal concrete with a compressive strength of 30 MPa was used for the deck slab ( Almansour and Lounis, 2008 ). It was found that in the case of normal concrete, five so-called CPCI-1600 girders with a height of 1.6 m and a cross-sectional area of 0.499 m 2 are needed (see Almansour and Lounis, 2008 ). A mean ratio of 11.5 was chosen for this study. No information on normal reinforcement was provided in Almansour and Lounis (2008). A mean composition of the 40 MPa normal concrete as listed in Table 22.20 was taken into account. asian-autoparts.com/ckfinder/userfiles/files/casewise-user-manual.pdf
A total amount of 110.98 m 3 concrete is necessary for the five girders. A total amount of 10,135.6 kg strands was used for the five girders. A haulage distance of 30 km to the construction site was taken into consideration for the precast girders. A distance of 30 km to the construction site was taken into consideration for the ready-mix concrete. For the bridge made of UHPC, only four CPCI-1200 girders are needed (see Almansour and Lounis, 2008, and Fig. 22.14 ). The height of a girder is 1.2 m, the cross-sectional area is 0.320 m 2 (see Almansour and Lounis, 2008 ). A mean composition of UHPC as mentioned above was taken into account. A total amount of 56.19 m 3 concrete is necessary for the four girders. The distance to the prefabrication plant was chosen to be 20 km for silica sand and quartz flower, 150 km for Portland cement and silica fume and 300 km for superplasticizer and micro steel fibres. A 28 t lorry was considered to perform all the haulage. A total amount of 11,077.9 kg of strands was used for the four girders. The strands were modelled as given above. 22.14. Cross section of the UHPC traffic bridge design model. The normal concrete deck slab was modelled as described before. The results obtained by the LCA for the two bridge design models are given in Table 22.21. The normalized ecological fingerprint of the two bridge design models is shown in Fig. 22.15. To normalize the diagram, the results of the normal concrete bridge design model were set to 1. Despite the fact that in the case of the UHPC bridge design model only half the amount of concrete was needed for the girders, it can be seen that using a mean UHPC results in a significantly higher ecological impact compared to normal concrete. The impact categories for the UHPC used in this study are between 1.5-fold and 2.4-fold higher with respect to the normal concrete design model. The ecological impact of the normal concrete bridge design model is mainly (between 65 and 92) due to the girders. In the case of GWP, POCP, AP and NP, the normal concrete together with the prestressing strands account for more than 50 of the impact of the girders. Haulage of raw materials and the girders is only important for ODP. The haulage of ready-mix concrete for the deck slab is less than 10 of the overall impact. Within the girders, the highest contribution comes from the UHPC. The POCP is mainly caused by the production of PCE based high-performance superplasticizer. The use of UHPC with a high cement and a high micro steel fibre content as in this study did not yield a more environmentally friendly bridge construction. The ecological impact of the UHPC could be lowered significantly by reducing the amount of Portland cement as in Gerlicher et al. (2008) and Stengel (2008) and by reducing or exchanging the micro steel fibres as far as possible. A reduction of 50 of the UHPC’s ecological impact would lead to an overall ecological impact of the UHPC bridge design model in the range of the normal concrete design model. However, it should be kept in mind that according to the current literature, UHPC shows a better durability when compared to normal concrete. Denarie et al. (2009) assumed a service life of a bridge rehabilitation using UHPC at least twice that of normal concrete. Therefore a longer service life of the structure can be expected when using UHPC. This may compensate the higher ecological impact of the raw materials used. Besides this, the girders are designed according to current design codes and methods. Using a design method appropriate for the material involved may also result in a more efficient structure. View chapter Purchase book Read full chapter URL: Bridge Planning and Design Weiwei Lin, Teruhiko Yoda, in Bridge Engineering, 2017 2.7.5 Bridge Specifications in China Two series of bridge design specifications are used in China, including design specifications for highway bridges and design specifications for railway bridges. Six parts are included in the design specifications for highway bridges in 1989. In the specifications, both load and resistance factor design (LRFD) theory for reinforced prestressed concrete members and ASD theory for steel and timber members are adopted. ( Li and Xiao, 2000 ). In 1999, the national standard for Reliability Design of Highway Engineering Structures was published in China. These codes have also been revised for several times, and the LFRD design code was also adopted in the design of Ground Base and Foundation of Highway Bridges and Culvert. ( Qin et al., 2013 ). View chapter Purchase book Read full chapter URL: Rapid Bridge Insertions Following Failures Mohiuddin Ali Khan Ph.D., M.Phil., DIC, P.E., in Accelerated Bridge Construction, 2015 6.11.5 Review of AASHTO LRFD bridge design specification (2007) and other key specifications There are several bridge design codes that specify requirements for curved I-girders during construction. The following paragraphs discuss the stated requirements of several codes and include the preferred practices for the state of Texas. 1. Section 2.5.3 discusses the design objectives during construction. “Constructibility issues should include, but not be limited to, consideration of deflection, strength of steel and concrete, and stability during critical stages of construction.” 2. Chapter 4 is dedicated to the structural analysis of bridges, and Section C 4.6.1.2.1 states: “Bracing members are considered primary members in curved bridges since they transmit forces necessary to provide equilibrium.” “ Curved I-girders are prone to deflect laterally when the girders are insufficiently braced during erection. This behavior may not be well recognized by small-deflection theory. Classical methods of analysis usually are based on strength of materials assumptions that do not recognize cross-section deformation. The extra width for curved girders enhances handling stability and helps keep lateral bending stresses within reason.” The Preferred Practices also state that “flange width affects girder stability during handling, erection, and deck placement. This report, titled Steel Bridge Erection Practices: A Synthesis of Highway Practices, documents a survey sent to state departments of transportation, contractors, and fabricators. Top flange bracing: Structural analysis should be performed to make sure that the girder does not translate a significant amount when the lifting crane is released. View chapter Purchase book Read full chapter URL: Bridge Noise David Thompson, in Railway Noise and Vibration, 2009 11.5.6 Closed structures Figure 11.26 compares two bridge designs. On the left is an open girder consisting of a deck plate and two webs, while on the right a box girder is shown which is closed by a bottom plate and also by plates at either end. For a closed structure, such as this box girder, the sound radiation from the inner surfaces is contained within the structure. This has the effect of reducing the effective radiating area by up to a factor 2, and hence the radiated sound power by 3 dB. The structure must be completely closed, however, as otherwise the noise from the inner surfaces could escape through any gaps. FIGURE 11-26. Typical open and closed girder designs View chapter Purchase book Read full chapter URL: Modular Bridge Construction Issues Mohiuddin Ali Khan Ph.D., M.Phil., DIC, P.E., in Accelerated Bridge Construction, 2015 5.4.1 Introduction There are several types of rapid construction technologies currently used in the United States. For bridges above waterways, the construction time is also reduced; thus the amount of debris that falls from the construction site is reduced, which in turn reduces the environmental impact. FIGURE 5.1. View of a semitrailer traveling to the site for erection by crane. The widely used PCI Bridge Design Manual provides concrete girder shapes with standard dimensions and properties of typical sections. Examples of standard sections are as follows: AASHTO solid and voided slab beam—For small spans AASHTO box beams—For small and medium spans ASHTO I-beam—For small and medium spans AASHTO-PCI bulb-tee—For small and medium spans Deck bulb-tees—For small spans Double tee beam—For small and medium spans AASHTO-PCI-ASBI standard segment for span-by-span construction—For long spans AASHTO-PCI-ASBI standard segment for balanced cantilever construction segments—For long spans.However, it is not easy to connect I shapes with the precast deck slabs. Composite sections are possible with the cast-in-place deck slabs. To make composite sections with the deck slab, vertical rebar shear connectors are required. Transverse diaphragms provide stability for the longitudinal girders and help transfer the loads. View chapter Purchase book Read full chapter URL: Structures Thomas H. Brown Jr. PhD, PE, in Highway Engineering, 2016 8.6.1 Introduction The final step in the bridge design process is the design of the footing for the hammerhead pier. Here, of the two possible types, spread or pile, the design of a pile footing will be presented. The goal of the analysis is to determine the number of piles needed and an appropriate pattern for them to be located within the overall footing. How the footing and the column are to be connected will also be discussed. While the bridge spans and hammerhead pier will be subjected to both primary and secondary loads, in this analysis only vertical loads will be considered. This includes both dead loads and live loads. The footing will be assumed to be subjected to only axial loads, and these loads are uniform over the surface area of the footing. This means any differential settling will be neglected. View chapter Purchase book Read full chapter URL: A Review of Chapters, River Bridges, and Conclusions Mohiuddin Ali Khan Ph.D., M.Phil., DIC, P.E., in Accelerated Bridge Construction, 2015 11.5.2 Design floods The aim should be to design bridges for all times and for all occasions. AASHTO (LRFD) load combinations for extreme conditions are applicable. The extreme-event limit states relate to flood events with return periods (usually 100 years) in excess of the design life of the bridge (usually 75 years). Foundations of new bridges, bridges to be widened, or bridges to be replaced should be designed to resist scour based on 100-year-design flood criteria, reviewing conditions that may create the deepest scour at the foundations. The author designed Peckman’s River Bridge on Route 46 in North Jersey after Hurricane Floyd had subsided. Figure 11.2 shows damage even to the girders from overtopping. FIGURE 11.2. Hurricane Floyd High water elevation causing damage from over topping. (Photo by the author during peak floods.) Check flood for bridge scour: The foundation design should be reviewed using a 500-year check flood, or 1.7 times a 100-year flood, if 500-year flood information is not available. View chapter Purchase book Read full chapter URL: About ScienceDirect Remote access Shopping cart Advertise Contact and support Terms and conditions Privacy policy We use cookies to help provide and enhance our service and tailor content and ads. By continuing you agree to the use of cookies. Beginning in October 2007, bridge designers will be required by the Federal Highway Administration (FHWA) to utilize the Load and Resistance Factor Design (LRFD) design specifications published by the American Association of State Transportation and Highway Officials (AASHTO). Until recently, significant discrepancies existed between the two design methodologies as they pertain to the design of timber bridges.