Comparison of NU I-girders and K-girders for Use in Kansas Pretensioned Concrete Bridges PDF Download
Are you looking for read ebook online? Search for your book and save it on your Kindle device, PC, phones or tablets. Download Comparison of NU I-girders and K-girders for Use in Kansas Pretensioned Concrete Bridges PDF full book. Access full book title Comparison of NU I-girders and K-girders for Use in Kansas Pretensioned Concrete Bridges by Robert J. Peterman. Download full books in PDF and EPUB format.
Author: Robert J. Peterman Publisher: ISBN: Category : Languages : en Pages : 101
Book Description
Over the past five decades, prestressed concrete bridge girders have evolved from traditional bulky shapes to efficient girder cross-sections with long spans and wide, thin top and bottom flanges. The objective of this research study is to provide the Kansas Department of Transportation (KDOT) with the information needed to make an informed decision about possible adoption of NU girders, including the data to determine whether or not wide-scale adoption is warranted. The investigation compared NU girders and Kansas K-girders in a parametric study of bridge superstructure designs using CONSPAN software, including evaluation of anticipated costs that include material, labor, and transportation. The bridge design procedure was based on the American Association of State Highway and Transportation Officials (AASHTO, 2012) Load and Resistance Factor Design (LRFD) Bridge Design Specifications (6th edition). Additional design guidelines were referenced from the Precast/Prestressed Concrete Institute's (PCI, 2014) Precast Prestressed Concrete Bridge Design Manual (3rd edition), and the KDOT (2015) Design Manual, Volume III – Bridge Section. The overall finding of this study is that K-girders should continue to be used instead of NU girders whenever normal spans and girder spacing allow, as this will likely result in the most economical superstructure. At longer spans (beyond 130–140 ft) NU girders are an excellent option and should become a standard design implementation to extend the applicable range of pretensioned girders to 200 ft and beyond. Additionally, the NU girder system can be used for the purpose of extending the span range (beyond K-girder capabilities) in specific situations where the maximum girder height is fixed. However, as shown previously through analyses, if K-girders can achieve the desired span at a normal spacing, then these will likely provide the most economical option.
Author: Robert J. Peterman Publisher: ISBN: Category : Languages : en Pages : 101
Book Description
Over the past five decades, prestressed concrete bridge girders have evolved from traditional bulky shapes to efficient girder cross-sections with long spans and wide, thin top and bottom flanges. The objective of this research study is to provide the Kansas Department of Transportation (KDOT) with the information needed to make an informed decision about possible adoption of NU girders, including the data to determine whether or not wide-scale adoption is warranted. The investigation compared NU girders and Kansas K-girders in a parametric study of bridge superstructure designs using CONSPAN software, including evaluation of anticipated costs that include material, labor, and transportation. The bridge design procedure was based on the American Association of State Highway and Transportation Officials (AASHTO, 2012) Load and Resistance Factor Design (LRFD) Bridge Design Specifications (6th edition). Additional design guidelines were referenced from the Precast/Prestressed Concrete Institute's (PCI, 2014) Precast Prestressed Concrete Bridge Design Manual (3rd edition), and the KDOT (2015) Design Manual, Volume III – Bridge Section. The overall finding of this study is that K-girders should continue to be used instead of NU girders whenever normal spans and girder spacing allow, as this will likely result in the most economical superstructure. At longer spans (beyond 130–140 ft) NU girders are an excellent option and should become a standard design implementation to extend the applicable range of pretensioned girders to 200 ft and beyond. Additionally, the NU girder system can be used for the purpose of extending the span range (beyond K-girder capabilities) in specific situations where the maximum girder height is fixed. However, as shown previously through analyses, if K-girders can achieve the desired span at a normal spacing, then these will likely provide the most economical option.
Author: Joseph R. Holste Publisher: ISBN: Category : Concrete bridges Languages : en Pages : 115
Book Description
The majority of the bridges in Kansas are in rural areas. Many of these are becoming structurally deficient, and are in need of replacement. Due to the location of these bridges, cost of transporting prestressed girders to these areas often makes use of cast-in-place bridges more economical. Use of lightweight aggregate in these bridge girders would reduce the total weight and could allow multiple girders to be shipped on one semi-truck. This would reduce transportation costs and allow the more economical prestressed girders to be used in rural areas. Lightweight prestressed girders could be put in place using a lower capacity crane due to the lower self-weight of the beam. The construction process would be quicker without the need of form work associated with cast-in-place girders. The lighter self-weight would also increase allowable live loads the bridges would be able to carry.
Author: Richard A. Miller (Professional engineer) Publisher: Transportation Research Board ISBN: 0309087937 Category : Concrete beams Languages : en Pages : 202
Book Description
Introduction and Research Approach -- Findings -- Interpretation, Appraisal, and Application -- Interpretation, Appraisal, and Application -- References -- Appendixes.
Author: Robert J. Peterman Publisher: ISBN: Category : Languages : en Pages : 34
Book Description
The following report is an expansion of previous work conducted at Kansas State University and published as FHWA-KS-07-1 in April 2007 (Larson, Peterman, & Esmaeily, 2007). It details the findings from the long-term monitoring of a five-span bridge that was constructed in 2005 on US Highway 160 in Cowley County just west of Winfield, KS. The bridge utilized Type K3 pretensioned concrete girders that were fabricated by Prestressed Concrete, Inc., in Newton, KS. The girders in three of the spans were manufactured with conventional concrete while the girders in the remaining two spans were manufactured with self-consolidating concrete. Seven of the girders used in the bridge were monitored to determine the time-dependent losses. This was done by using vibrating-wire strain gages that were embedded into the girders at the time of fabrication. Four of these instrumented girders contained conventional concrete, while three utilized self-consolidating concrete. The results show that, after 8 years of installation, the self-consolidating concrete girders had higher long-term prestress losses than the conventional concrete girders. However, the average long-term losses for each mixture were still less than the predicted amounts. A visual inspection revealed no obvious differences in the performance of these girders, such as possible cracking, crazing, increased camber or deflection, or discoloration. The monitoring system, which consisted of embedded vibrating-wire strain gages and a solar-powered data logger, proved to be an excellent option for determination of long-term losses in pretensioned concrete bridge girders. A flexural analysis of a continuous line of girders along the bridge superstructure was then conducted to determine if it would be possible to detect any differences in the flexural response of the girders in spans containing self-consolidating concrete and those containing conventional concrete due to realistic truck loads that could be applied during a load test. This analysis found that the K3 girders and composite concrete deck used in this bridge have such a large stiffness (moment of inertia) that it would not be possible to produce meaningful strain differences in the vibrating-wire strain gages under foreseeable test loads. The load test was therefore deemed not to be warranted.
Author: Robert J. Peterman
Author: Robert J. Peterman
Author: Joseph R. Holste
Author: Maher K. Tadros
Author: Reid Wilson Castrodale
Author: Richard A. Miller (Professional engineer)
Author: Robert J. Peterman
Author: Kromel E. Hanna
Author: James E. Lium
Author: Ming-Lee Chang
Author: Ali Pahlavan