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| McLean,D. I. | WA-RD 299.1/NTIS No. PB94-178860 | Seismic Analysis of the Westbound Lanes of the I-90 Bridges Crossing Mercer Slough | 1994 | TRAC/UW |
Abstract:
This study investigated the seismic response of the westbound lanes of I-90 crossing Mercer Slough. Mercer Slough is filled with a very soft, thick peat deposit. Both linear and nonlinear dynamic analyses were performed, including special analyses, linear time-history analyses and nonlinear time-history analyses. Variables considered in the analyses included different column and foundation stiffness, different seismic input, different simultaneous seismic input, and non-linear joint behavior. The response of the bridge was found to be extremely sensitive to seismic input and, to a lesser extent, foundation stiffness. Consideration of nonlinear effects tended to lessen the bridge response. The analyses also indicated that a long, loosely connected bridge, such as that crossing the Mercer Slough, can be adequately analyzed using a fairly short section of the bridge. All of the different analyses indicated that elements in the bridge would probably be close to or exceed their capacity during an earthquake. Problem areas which were identified included the inability of the expansion joints to sustain large relative displacements and the possible overloading of the columns in flexure.
Authors:
McLean,D. I., Cannon,I. B. S.
Keywords:
bridge and construction, bridge, seismic responses, peat, dynamic wheel loadings analysis, earthquake
This study investigated the seismic response of the westbound lanes of I-90 crossing Mercer Slough. Mercer Slough is filled with a very soft, thick peat deposit. Both linear and nonlinear dynamic analyses were performed, including special analyses, linear time-history analyses and nonlinear time-history analyses. Variables considered in the analyses included different column and foundation stiffness, different seismic input, different simultaneous seismic input, and non-linear joint behavior. The response of the bridge was found to be extremely sensitive to seismic input and, to a lesser extent, foundation stiffness. Consideration of nonlinear effects tended to lessen the bridge response. The analyses also indicated that a long, loosely connected bridge, such as that crossing the Mercer Slough, can be adequately analyzed using a fairly short section of the bridge. All of the different analyses indicated that elements in the bridge would probably be close to or exceed their capacity during an earthquake. Problem areas which were identified included the inability of the expansion joints to sustain large relative displacements and the possible overloading of the columns in flexure.
Authors:
McLean,D. I., Cannon,I. B. S.
Keywords:
bridge and construction, bridge, seismic responses, peat, dynamic wheel loadings analysis, earthquake
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| Roeder,C. W. | WA-RD 306.1 | Fatigue Cracking in Modular Expansion Joints | 1993 | TRAC/UW |
Abstract:
Modular expansion joints are commonly used on bridges with potential movements larger than approximately 5 inches. Single support bar modular systems with 48 inches of movement capability were used for the third Lake Washington Floating Bridge. Within 18 months after the bridge was opened to traffic, cracks were noted in the centerbeams of these large, modular systems. Extensive cracking has been noted since that date. This research program was a study into the causes of the observed cracking. The work was divided into two tasks. The first task was a literature review and evaluation of existing methods for fatigue design of modular joint systems. The second tasks consisted of a wide range of finite element analyses of the particular joint, and correlation of the computed results in existing design models and observed behavior. The results show that the cracking has been caused by fatigue due to the related wheel loading. However, existing design methods do not appear to be reliable indicators of the fatigue behavior because the behavior is influenced by the stiffness and dynamic response of the individual joint system. The variable span lengths complicated the evaluation process. The work shows that there is no reliable information for the wheel load spectrum for US traffic on joints of this type. However, extension of past behavior of this joint indicates that centerbeams of the large joint will require replacement within several years.
Authors:
Roeder,C. W.
Keywords:
bridge and construction, cracking, expansion joints, fatigue, modular expansion joints, steel
Modular expansion joints are commonly used on bridges with potential movements larger than approximately 5 inches. Single support bar modular systems with 48 inches of movement capability were used for the third Lake Washington Floating Bridge. Within 18 months after the bridge was opened to traffic, cracks were noted in the centerbeams of these large, modular systems. Extensive cracking has been noted since that date. This research program was a study into the causes of the observed cracking. The work was divided into two tasks. The first task was a literature review and evaluation of existing methods for fatigue design of modular joint systems. The second tasks consisted of a wide range of finite element analyses of the particular joint, and correlation of the computed results in existing design models and observed behavior. The results show that the cracking has been caused by fatigue due to the related wheel loading. However, existing design methods do not appear to be reliable indicators of the fatigue behavior because the behavior is influenced by the stiffness and dynamic response of the individual joint system. The variable span lengths complicated the evaluation process. The work shows that there is no reliable information for the wheel load spectrum for US traffic on joints of this type. However, extension of past behavior of this joint indicates that centerbeams of the large joint will require replacement within several years.
Authors:
Roeder,C. W.
Keywords:
bridge and construction, cracking, expansion joints, fatigue, modular expansion joints, steel
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| Nihan,N. L. | WA-RD 288.5 | Short-Term Forecasts of Freeway Traffic Volumes and Lane Occupancies Phase 2-Volume V | 1993 |
Abstract:
The current project addressed two major weak points of the existing WSDOT Ramp Control System. One weak point in the system is the fact that it reacts to the problem (congestion), rather than preventing the problem. The other weak point in the system is its reliance on detector data that may be in error. Both of these problems can be minimized by developing methods to accurately predict short-term traffic data. By predicting the onset of congestion early enough, the ramp metering system can act to prevent or delay occurrence of the problem. Also, if a detector has failed or is malfunctioning, the data from the detector can be estimated from short-term predictions based on neighboring detectors. At the beginning of the current project, the researchers had hoped that the same model would provide a basis for both forecasting congestion (for predictive ramp control) and replacing erroneous data (predicting actual values). However, the best method for filling in missing detector data turned out to be multivariate time series analysis. Several pattern recognition and time series models were tested for further development. In both cases, the simpler models turned out to be the best choices, and in both cases, further model testing and development were recommended. The research on both model types continues in follow-up studies that are expected to lead to incorporation of these models in the new TSMC computer system.
Authors:
Nihan,N. L., Knutson,K. L.
Keywords:
bridge and construction, turner proposal, concrete bridge, fatigue, overload, replacement costs, remaining life, route assessment, maximum moments, maintenance, design loads, continuity, traffic surveillance and control, ramp controls, freeway management, traffic flow forecasts, forecast models, ramp metering
The current project addressed two major weak points of the existing WSDOT Ramp Control System. One weak point in the system is the fact that it reacts to the problem (congestion), rather than preventing the problem. The other weak point in the system is its reliance on detector data that may be in error. Both of these problems can be minimized by developing methods to accurately predict short-term traffic data. By predicting the onset of congestion early enough, the ramp metering system can act to prevent or delay occurrence of the problem. Also, if a detector has failed or is malfunctioning, the data from the detector can be estimated from short-term predictions based on neighboring detectors. At the beginning of the current project, the researchers had hoped that the same model would provide a basis for both forecasting congestion (for predictive ramp control) and replacing erroneous data (predicting actual values). However, the best method for filling in missing detector data turned out to be multivariate time series analysis. Several pattern recognition and time series models were tested for further development. In both cases, the simpler models turned out to be the best choices, and in both cases, further model testing and development were recommended. The research on both model types continues in follow-up studies that are expected to lead to incorporation of these models in the new TSMC computer system.
Authors:
Nihan,N. L., Knutson,K. L.
Keywords:
bridge and construction, turner proposal, concrete bridge, fatigue, overload, replacement costs, remaining life, route assessment, maximum moments, maintenance, design loads, continuity, traffic surveillance and control, ramp controls, freeway management, traffic flow forecasts, forecast models, ramp metering
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| Nihan,N. L. | WA-RD 288.3 | Evaluation of a Prediction Algorithm for A Real-Time Ramp Control System-Volume III | 1993 |
Abstract:
The current project addressed two major weak points of the existing WSDOT Ramp Control System. One weak point in the system is the fact that it reacts to the problem (congestion), rather than preventing the problem. The other weak point in the system is its reliance on detector data that may be in error. Both of these problems can be minimized by developing methods to accurately predict short-term traffic data. By predicting the onset of congestion early enough, the ramp metering system can act to prevent or delay occurrence of the problem. Also, if a detector has failed or is malfunctioning, the data from the detector can be estimated from short-term predictions based on neighboring detectors. At the beginning of the current project, the researchers had hoped that the same model would provide a basis for both forecasting congestion (for predictive ramp control) and replacing erroneous data (predicting actual values). However, the best method for filling in missing detector data turned out to be multivariate time series analysis. Several pattern recognition and time series models were tested for further development. In both cases, the simpler models turned out to be the best choices, and in both cases, further model testing and development were recommended. The research on both model types continues in follow-up studies that are expected to lead to incorporation of these models in the new TSMC computer system.
Authors:
Nihan,N. L., Cabrera-Gonzalez,I.
Keywords:
bridge and construction, turner proposal, concrete bridge, fatigue, overload, replacement costs, remaining life, route assessment, maximum moments, maintenance, design loads, continuity, traffic surveillance and control, ramp controls, freeway management, traffic flow forecasts, forecast models, ramp metering
The current project addressed two major weak points of the existing WSDOT Ramp Control System. One weak point in the system is the fact that it reacts to the problem (congestion), rather than preventing the problem. The other weak point in the system is its reliance on detector data that may be in error. Both of these problems can be minimized by developing methods to accurately predict short-term traffic data. By predicting the onset of congestion early enough, the ramp metering system can act to prevent or delay occurrence of the problem. Also, if a detector has failed or is malfunctioning, the data from the detector can be estimated from short-term predictions based on neighboring detectors. At the beginning of the current project, the researchers had hoped that the same model would provide a basis for both forecasting congestion (for predictive ramp control) and replacing erroneous data (predicting actual values). However, the best method for filling in missing detector data turned out to be multivariate time series analysis. Several pattern recognition and time series models were tested for further development. In both cases, the simpler models turned out to be the best choices, and in both cases, further model testing and development were recommended. The research on both model types continues in follow-up studies that are expected to lead to incorporation of these models in the new TSMC computer system.
Authors:
Nihan,N. L., Cabrera-Gonzalez,I.
Keywords:
bridge and construction, turner proposal, concrete bridge, fatigue, overload, replacement costs, remaining life, route assessment, maximum moments, maintenance, design loads, continuity, traffic surveillance and control, ramp controls, freeway management, traffic flow forecasts, forecast models, ramp metering
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| Nihan,N. L. | WA-RD 288.2 | Application of Pattern Recognition to Forecast Congested Conditions on the Freeway for Use in Ramp Metering-Volume II | 1993 |
Abstract:
The current project addressed two major weak points of the existing WSDOT Ramp Control System. One weak point in the system is the fact that it reacts to the problem (congestion), rather than preventing the problem. The other weak point in the system is its reliance on detector data that may be in error. Both of these problems can be minimized by developing methods to accurately predict short-term traffic data. By predicting the onset of congestion early enough, the ramp metering system can act to prevent or delay occurrence of the problem. Also, if a detector has failed or is malfunctioning, the data from the detector can be estimated from short-term predictions based on neighboring detectors. At the beginning of the current project, the researchers had hoped that the same model would provide a basis for both forecasting congestion (for predictive ramp control) and replacing erroneous data (predicting actual values). However, the best method for filling in missing detector data turned out to be multivariate time series analysis. Several pattern recognition and time series models were tested for further development. In both cases, the simpler models turned out to be the best choices, and in both cases, further model testing and development were recommended. The research on both model types continues in follow-up studies that are expected to lead to incorporation of these models in the new TSMC computer system.
Authors:
Nihan,N. L., Babla,M. D.
Keywords:
bridge and construction, turner proposal, concrete bridge, fatigue, overload, replacement costs, remaining life, route assessment, maximum moments, maintenance, design loads, continuity, traffic surveillance and control, ramp controls, freeway management, traffic flow forecasts, forecast models, ramp metering
The current project addressed two major weak points of the existing WSDOT Ramp Control System. One weak point in the system is the fact that it reacts to the problem (congestion), rather than preventing the problem. The other weak point in the system is its reliance on detector data that may be in error. Both of these problems can be minimized by developing methods to accurately predict short-term traffic data. By predicting the onset of congestion early enough, the ramp metering system can act to prevent or delay occurrence of the problem. Also, if a detector has failed or is malfunctioning, the data from the detector can be estimated from short-term predictions based on neighboring detectors. At the beginning of the current project, the researchers had hoped that the same model would provide a basis for both forecasting congestion (for predictive ramp control) and replacing erroneous data (predicting actual values). However, the best method for filling in missing detector data turned out to be multivariate time series analysis. Several pattern recognition and time series models were tested for further development. In both cases, the simpler models turned out to be the best choices, and in both cases, further model testing and development were recommended. The research on both model types continues in follow-up studies that are expected to lead to incorporation of these models in the new TSMC computer system.
Authors:
Nihan,N. L., Babla,M. D.
Keywords:
bridge and construction, turner proposal, concrete bridge, fatigue, overload, replacement costs, remaining life, route assessment, maximum moments, maintenance, design loads, continuity, traffic surveillance and control, ramp controls, freeway management, traffic flow forecasts, forecast models, ramp metering
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| Eberhard,M. O. | WA-RD 305.2 | Lateral-Load Response of a Reinforced Concrete Bridge | 1993 | TRAC/UW |
Abstract:
This study was part of a Washington State Department of Transportation (WSDOT) program to assess the vulnerability of highway bridges built before 1984. Researchers applied slowly-varying transverse loads to a three-span, reinforced concrete bridge, including the superstructure, piers, and abutments. The purpose of the test was to measure the transverse stiffness of the bridge and to estimate each support's contribution to stiffness. The researchers also evaluated analytical models by comparing the calculated and observed responses. The bridge was extremely stiff and strong. In two cycles to a load equal to 45 percent of the bridge's weight, the maximum bridge displacement was 0.15 inch. During these cycles damage was minimal. At a load equal to 65 percent of the bridge's weight, the pier displacement was 0.30 inch. After the bridge had been excavated, the stiffness decreased to 15 percent of its original stiffness. The stiffness further decreased to 8 percent of the initial stiffness after the superstructure had been isolated from the abutments. The University of Washington (UW), California Department of Transportation (CALTRANS) and WSDOT models underestimated the stiffness of the bridge in its initial state. The UW model probably overestimated the resistance of the polystyrene at the abutments and underestimated the stiffness of the soil at the wingwalls. The CALTRANS model was too flexible because it neglected the resistance of the bearing pads and polysterene, and underestimated the soil stiffness. The researchers concluded that (1) the test can serve as a valuable benchmark against which to evaluate proposed seismic-evaluation procedures and models, (2) bridges that are similar to the test bridge are not highly vulnerable to transverse motions, (3) complex soil modeling is not justified if soil test data are not available, and (4) nonlinear analysis was necessary to reproduce the details of the observed response.
Authors:
Eberhard,M. O., MacLardy,J. A., Marsh,M. L., Hjartarson,G.
Keywords:
bridge and construction, bridge, earthquake, reinforced concrete, tests, modeling, lateral loads
This study was part of a Washington State Department of Transportation (WSDOT) program to assess the vulnerability of highway bridges built before 1984. Researchers applied slowly-varying transverse loads to a three-span, reinforced concrete bridge, including the superstructure, piers, and abutments. The purpose of the test was to measure the transverse stiffness of the bridge and to estimate each support's contribution to stiffness. The researchers also evaluated analytical models by comparing the calculated and observed responses. The bridge was extremely stiff and strong. In two cycles to a load equal to 45 percent of the bridge's weight, the maximum bridge displacement was 0.15 inch. During these cycles damage was minimal. At a load equal to 65 percent of the bridge's weight, the pier displacement was 0.30 inch. After the bridge had been excavated, the stiffness decreased to 15 percent of its original stiffness. The stiffness further decreased to 8 percent of the initial stiffness after the superstructure had been isolated from the abutments. The University of Washington (UW), California Department of Transportation (CALTRANS) and WSDOT models underestimated the stiffness of the bridge in its initial state. The UW model probably overestimated the resistance of the polystyrene at the abutments and underestimated the stiffness of the soil at the wingwalls. The CALTRANS model was too flexible because it neglected the resistance of the bearing pads and polysterene, and underestimated the soil stiffness. The researchers concluded that (1) the test can serve as a valuable benchmark against which to evaluate proposed seismic-evaluation procedures and models, (2) bridges that are similar to the test bridge are not highly vulnerable to transverse motions, (3) complex soil modeling is not justified if soil test data are not available, and (4) nonlinear analysis was necessary to reproduce the details of the observed response.
Authors:
Eberhard,M. O., MacLardy,J. A., Marsh,M. L., Hjartarson,G.
Keywords:
bridge and construction, bridge, earthquake, reinforced concrete, tests, modeling, lateral loads
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| Roper,T. H. | WA-RD 248.1/NTIS No. PB92-145812 | Bridge No. 513/32, SR 5 Overcrossing NE 145th StreetHigh Early Strength Latex Modified Concrete Overlay | 1992 | WSDOT |
Abstract:
Latex modified concrete overlays normally requires 48 hours of cure time before traffic can bee restored to the structure. It is desirable to minimize the disruption to traffic. High early strength latex modified concrete, as demonstrated by this project, can reduce the cure time. A 1-1/2 inch overlay of high early strength latex modified concrete on SR5 Overcrossing NE 145th Street bridge No. 513/32, in October 1989. The existing concrete box girder bridge has a deck area of 14,442 sq. ft. The overlay concrete contained Type III cement; the latex was supplied by Dow Chemical USA. The use of high early strength latex modified concrete can reduce traffic closure time by approximately 24 hours compared to a normal latex modified concrete. The actual bridge closure time will be dependent on the timing of other project activities related to expansion joint repairs or modifications, striping, and off-structure work.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge and construction, bridge deck overlay, concrete additives, bridge deck repairs, latex modified concrete, construction
Latex modified concrete overlays normally requires 48 hours of cure time before traffic can bee restored to the structure. It is desirable to minimize the disruption to traffic. High early strength latex modified concrete, as demonstrated by this project, can reduce the cure time. A 1-1/2 inch overlay of high early strength latex modified concrete on SR5 Overcrossing NE 145th Street bridge No. 513/32, in October 1989. The existing concrete box girder bridge has a deck area of 14,442 sq. ft. The overlay concrete contained Type III cement; the latex was supplied by Dow Chemical USA. The use of high early strength latex modified concrete can reduce traffic closure time by approximately 24 hours compared to a normal latex modified concrete. The actual bridge closure time will be dependent on the timing of other project activities related to expansion joint repairs or modifications, striping, and off-structure work.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge and construction, bridge deck overlay, concrete additives, bridge deck repairs, latex modified concrete, construction
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| Nihan,N. L. | WA-RD 288.4 | Short-term Forecasts of Freeway Traffic Volumes and Lane Occupancies Phase 1-Volume IV | 1992 |
Abstract:
The current project addressed two major weak points of the existing WSDOT Ramp Control System. One weak point in the system is the fact that it reacts to the problem (congestion), rather than preventing the problem. The other weak point in the system is its reliance on detector data that may be in error. Both of these problems can be minimized by developing methods to accurately predict short-term traffic data. By predicting the onset of congestion early enough, the ramp metering system can act to prevent or delay occurrence of the problem. Also, if a detector has failed or is malfunctioning, the data from the detector can be estimated from short-term predictions based on neighboring detectors. At the beginning of the current project, the researchers had hoped that the same model would provide a basis for both forecasting congestion (for predictive ramp control) and replacing erroneous data (predicting actual values). However, the best method for filling in missing detector data turned out to be multivariate time series analysis. Several pattern recognition and time series models were tested for further development. In both cases, the simpler models turned out to be the best choices, and in both cases, further model testing and development were recommended. The research on both model types continues in follow-up studies that are expected to lead to incorporation of these models in the new TSMC computer system.
Authors:
Nihan,N. L., Zhu,J.
Keywords:
bridge and construction, turner proposal, concrete bridge, fatigue, overload, replacement costs, remaining life, route assessment, maximum moments, maintenance, design loads, continuity, traffic surveillance and control, ramp controls, freeway management, traffic flow forecasts, forecast models, ramp metering
The current project addressed two major weak points of the existing WSDOT Ramp Control System. One weak point in the system is the fact that it reacts to the problem (congestion), rather than preventing the problem. The other weak point in the system is its reliance on detector data that may be in error. Both of these problems can be minimized by developing methods to accurately predict short-term traffic data. By predicting the onset of congestion early enough, the ramp metering system can act to prevent or delay occurrence of the problem. Also, if a detector has failed or is malfunctioning, the data from the detector can be estimated from short-term predictions based on neighboring detectors. At the beginning of the current project, the researchers had hoped that the same model would provide a basis for both forecasting congestion (for predictive ramp control) and replacing erroneous data (predicting actual values). However, the best method for filling in missing detector data turned out to be multivariate time series analysis. Several pattern recognition and time series models were tested for further development. In both cases, the simpler models turned out to be the best choices, and in both cases, further model testing and development were recommended. The research on both model types continues in follow-up studies that are expected to lead to incorporation of these models in the new TSMC computer system.
Authors:
Nihan,N. L., Zhu,J.
Keywords:
bridge and construction, turner proposal, concrete bridge, fatigue, overload, replacement costs, remaining life, route assessment, maximum moments, maintenance, design loads, continuity, traffic surveillance and control, ramp controls, freeway management, traffic flow forecasts, forecast models, ramp metering
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| Hallenbeck,M. E. | WA-RD 224.2 | A Framework for Developing Incident Management Systems: A Summary | 1992 |
Abstract:
A variety of techniques have been developed to manage incidents efficiently. However, very little guidance exists for agencies to initiate such efforts. This study, which produced two reports (Framework for developing Incident Management Systems and Development of Incident Management Systems, the Seattle Case Study), serves to provide this guidance by discussing the process of developing and implementing an incident management system. Generally, the process consists of several steps: defining the problem, setting goals and objectives, developing alternatives, evaluating and selecting from those alternatives, implementing, re-evaluating after a specified time, and refining the system. The alternatives that were developed in this document fall under five basic categories, depending on how they benefit incident management efforts. These categories include incident detection, response, site management, clearance, and motorist information. Specific information, including technique description, relative costs and benefits, operational requirements, and funding variations is given for each incident management technique included in these categories. More generally, concerns such as jurisdiction issues, geographical constraints, available resources, operational procedures, training requirements, and administrative coordination are discussed in detail to aid in mitigating difficulties early in the incident management system development process.
Authors:
Hallenbeck,M. E., Koehne,J.
Keywords:
bridge and construction, incident management, incident response, site management, incident clearance, motorist information
A variety of techniques have been developed to manage incidents efficiently. However, very little guidance exists for agencies to initiate such efforts. This study, which produced two reports (Framework for developing Incident Management Systems and Development of Incident Management Systems, the Seattle Case Study), serves to provide this guidance by discussing the process of developing and implementing an incident management system. Generally, the process consists of several steps: defining the problem, setting goals and objectives, developing alternatives, evaluating and selecting from those alternatives, implementing, re-evaluating after a specified time, and refining the system. The alternatives that were developed in this document fall under five basic categories, depending on how they benefit incident management efforts. These categories include incident detection, response, site management, clearance, and motorist information. Specific information, including technique description, relative costs and benefits, operational requirements, and funding variations is given for each incident management technique included in these categories. More generally, concerns such as jurisdiction issues, geographical constraints, available resources, operational procedures, training requirements, and administrative coordination are discussed in detail to aid in mitigating difficulties early in the incident management system development process.
Authors:
Hallenbeck,M. E., Koehne,J.
Keywords:
bridge and construction, incident management, incident response, site management, incident clearance, motorist information
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| Roper,T. H. | WA-RD 244.1 | Thin Overlay Custer Way Underscoring 5/316 | 1991 |
Abstract:
A polymer concrete thin overlay, EP/FLEX III(epoxy) was applied to the deck of the Custer Way undercrossing, Bridge No. 5/316, under Contract No. 3361, SR 5 Trosper Road Interchange to Capitol Lake Interchange. This bridge crosses mainline I-5 in Tumwater, Washington. This report describes the construction and provides data on the post construction evaluation of the completed overlay.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge and construction, thin overlay, polymer concrete, bridge deck repairs, construction
A polymer concrete thin overlay, EP/FLEX III(epoxy) was applied to the deck of the Custer Way undercrossing, Bridge No. 5/316, under Contract No. 3361, SR 5 Trosper Road Interchange to Capitol Lake Interchange. This bridge crosses mainline I-5 in Tumwater, Washington. This report describes the construction and provides data on the post construction evaluation of the completed overlay.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge and construction, thin overlay, polymer concrete, bridge deck repairs, construction
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| Lee,H. | WA-RD 246.1 | Constructibility Improvements of Highway Projects in Washington | 1991 | TRAC/UW |
Abstract:
The ever increasing amount of construction problems and unnecessary redesigning work during the construction phase of highway projects with the Washington State Department of Transportation (WSDOT) has prompted studies into improving constructibility. This report presents the development of a model constructibility review procedure and the Highway Constructibility Improvement System (HCIS), and demonstrates the use of system by a design engineer. The information in HCIS is mainly extracted from critical search of thousands of change orders from five recent years of WSDOT highway construction projects. By the use of HCIS, engineers at the design office can have access to a bank of knowledge from past construction experiences and be alerted to the construction aspects of their designs. This allows the design engineers to be aware of what had gone wrong in the past, and avoid repeating similar errors in preparing future design plans and specifications. This will improve constructibility of designs at an early stage of a project. The user does not have to refer to other sources for reference while using the system. It is concluded that in order to avoid similar highway constructibility problems, a pre-construction and post-construction review of the project, such as reviewing price change orders, is very useful and important. The model constructibility review process is a way to standardize the different procedures currently being used by each district. By adopting the standard procedure, the occurrence of commonly shared problems can be reduced to a minimum to achieve a consistency of construction quality in Washington.
Authors:
Lee,H., Clover,P.
Keywords:
bridge and construction, constructability, highway design, hypertext, change order
The ever increasing amount of construction problems and unnecessary redesigning work during the construction phase of highway projects with the Washington State Department of Transportation (WSDOT) has prompted studies into improving constructibility. This report presents the development of a model constructibility review procedure and the Highway Constructibility Improvement System (HCIS), and demonstrates the use of system by a design engineer. The information in HCIS is mainly extracted from critical search of thousands of change orders from five recent years of WSDOT highway construction projects. By the use of HCIS, engineers at the design office can have access to a bank of knowledge from past construction experiences and be alerted to the construction aspects of their designs. This allows the design engineers to be aware of what had gone wrong in the past, and avoid repeating similar errors in preparing future design plans and specifications. This will improve constructibility of designs at an early stage of a project. The user does not have to refer to other sources for reference while using the system. It is concluded that in order to avoid similar highway constructibility problems, a pre-construction and post-construction review of the project, such as reviewing price change orders, is very useful and important. The model constructibility review process is a way to standardize the different procedures currently being used by each district. By adopting the standard procedure, the occurrence of commonly shared problems can be reduced to a minimum to achieve a consistency of construction quality in Washington.
Authors:
Lee,H., Clover,P.
Keywords:
bridge and construction, constructability, highway design, hypertext, change order
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| Kramer,S. L. | WA-RD 227.1 | Bridge Approach Slab Effectiveness | 1991 |
Abstract:
Settlement of roadway pavement surfaces in the vicinity of highway bridge abutments often lead to abrupt grade differences at the abutments. These grade differences subject traveling vehicles to a 'bump' which leads to driver discomfort and potentially unsafe driving conditions, causes vehicle wear and damages sensitive cargo, subjects the bridge structure to repeated impact loads, and requires costly and repeated maintenance work that usually impedes the flow of traffic. To eliminate the bump at the end of the bridge, WSDOT and other agencies often install an approach slab with one end supported by the bridge and the other on the soil at some distance form the end of the bridge. Approach slabs are often, but not always, effective in improving vehicle ride characteristics at bridge approaches subject to settlement. A review of previous research indicated numerous potential causes of bridge approach distress, indicating that bridge approach settlement is largely a sit-specific problem. A field investigation of nine distress bridge approach confirmed this observation. Recommendations for bridge approach design are presented. The objectives of the research described in this report were to evaluate the effectiveness of bridge approach slabs, to identify site conditions for which approach slabs should and should not be used , and to present recommendations for the use of approach slabs.
Authors:
Kramer,S. L., Sajer,P.
Keywords:
bridge and construction, bridge foundation, embankment settlement, approach slabs
Settlement of roadway pavement surfaces in the vicinity of highway bridge abutments often lead to abrupt grade differences at the abutments. These grade differences subject traveling vehicles to a 'bump' which leads to driver discomfort and potentially unsafe driving conditions, causes vehicle wear and damages sensitive cargo, subjects the bridge structure to repeated impact loads, and requires costly and repeated maintenance work that usually impedes the flow of traffic. To eliminate the bump at the end of the bridge, WSDOT and other agencies often install an approach slab with one end supported by the bridge and the other on the soil at some distance form the end of the bridge. Approach slabs are often, but not always, effective in improving vehicle ride characteristics at bridge approaches subject to settlement. A review of previous research indicated numerous potential causes of bridge approach distress, indicating that bridge approach settlement is largely a sit-specific problem. A field investigation of nine distress bridge approach confirmed this observation. Recommendations for bridge approach design are presented. The objectives of the research described in this report were to evaluate the effectiveness of bridge approach slabs, to identify site conditions for which approach slabs should and should not be used , and to present recommendations for the use of approach slabs.
Authors:
Kramer,S. L., Sajer,P.
Keywords:
bridge and construction, bridge foundation, embankment settlement, approach slabs
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| Kramer,S. L. | WA-RD 215.1 | Behavior of Piles in Full-Scale, Field Lateral Loading Tests | 1991 |
Abstract:
This report documents the results of a full-scale, field lateral load testing program conducted at two sites in Washington State. The sites were chosen to represent soil conditions WSDOT geotechnical engineers commonly encounter and for which little information on the response of laterally loaded piles was available. One site consisted of a deep deposit of soft silt in which 18-inch diameter piles were being installed for replacement of an existing bridge. The other site consisted of a moderately deep deposit of peat that was suspected of causing foundation movements in an adjacent bridge structure. Full-scale, field lateral load tests were performed on two instrumented piles at each site. A high degree of consistency was observed between the results of these two tests at both sites. The test results indicate that, for the loading conditions imposed during the tests, the response of the soil to lateral pile movement can be described by the Integrated Clay Criterion previously developed by researchers at the University of Houston. Integrated Clay Criterion parameters for the soils at each site are developed from interpretation of the test results.
Authors:
Kramer,S. L.
Keywords:
bridge and construction, piless, foundation, lateral loads, p-y curves, silts
This report documents the results of a full-scale, field lateral load testing program conducted at two sites in Washington State. The sites were chosen to represent soil conditions WSDOT geotechnical engineers commonly encounter and for which little information on the response of laterally loaded piles was available. One site consisted of a deep deposit of soft silt in which 18-inch diameter piles were being installed for replacement of an existing bridge. The other site consisted of a moderately deep deposit of peat that was suspected of causing foundation movements in an adjacent bridge structure. Full-scale, field lateral load tests were performed on two instrumented piles at each site. A high degree of consistency was observed between the results of these two tests at both sites. The test results indicate that, for the loading conditions imposed during the tests, the response of the soil to lateral pile movement can be described by the Integrated Clay Criterion previously developed by researchers at the University of Houston. Integrated Clay Criterion parameters for the soils at each site are developed from interpretation of the test results.
Authors:
Kramer,S. L.
Keywords:
bridge and construction, piless, foundation, lateral loads, p-y curves, silts
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| Hinze,J. | WA-RD 218.1 | Analysis of WSDOT Construction Cost Overruns | 1991 | TRAC/UW |
Abstract:
Like any other agency that funds construction projects, the Washington State Department of Transportation (WSDOT) would like to minimize cost overruns on each construction contract that is administered. A study was undertaken to investigate and identify those factors that significantly impact construction cost overruns on WSDOT projects. Cost overruns were measured by the cost overrun rate, which is the percentage of difference between the low bid amount on WSDOT projects and the actual incurred cost on these projects. A total of 433 unit price, competitively bid contracts completed during fiscal years 1985 to 1989 were reviewed. The review involved a statistical analysis of each project, including design, bidding, and construction cost overruns included project size, project type, level of competition (measured by the number of bids and the range of those bids), geographic district, pre-contract engineering, and the frequency with which a contractor awarded WSDOT contracts. The study concluded that construction cost overruns are associated with projects that are more complex or have a large number of bidders. Projects with a high degree of complexity include large projects, new construction projects, bridge projects, and safety improvement projects.
Authors:
Hinze,J., Selstead,G.
Keywords:
bridge and construction, construction costs, highway construction, claims, overruns, costs estimates, bids, contracts, construction management, dispute resolution, project administration
Like any other agency that funds construction projects, the Washington State Department of Transportation (WSDOT) would like to minimize cost overruns on each construction contract that is administered. A study was undertaken to investigate and identify those factors that significantly impact construction cost overruns on WSDOT projects. Cost overruns were measured by the cost overrun rate, which is the percentage of difference between the low bid amount on WSDOT projects and the actual incurred cost on these projects. A total of 433 unit price, competitively bid contracts completed during fiscal years 1985 to 1989 were reviewed. The review involved a statistical analysis of each project, including design, bidding, and construction cost overruns included project size, project type, level of competition (measured by the number of bids and the range of those bids), geographic district, pre-contract engineering, and the frequency with which a contractor awarded WSDOT contracts. The study concluded that construction cost overruns are associated with projects that are more complex or have a large number of bidders. Projects with a high degree of complexity include large projects, new construction projects, bridge projects, and safety improvement projects.
Authors:
Hinze,J., Selstead,G.
Keywords:
bridge and construction, construction costs, highway construction, claims, overruns, costs estimates, bids, contracts, construction management, dispute resolution, project administration
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| Coffman,H. L. | WA-RD 228.1 | Seismic Durability of Retrofitted R.C. Columns | 1991 | TRAC/UW |
Abstract:
The seismic performances of three retrofitted and one control, half scale, circular, reinforced concrete columns were studied. The columns were 10ft. high and 18 in. diameter cantilevers. The longitudinal flexural steel was spliced to the foundation dowels just above the fixed base. A concentric axial load of 20 fc Ag was continually applied during testing. The free ends of the cantilevers were translated to produce a maximum displacement of four times than necessary to produce yield in the longitudinal reinforcing steel. This loading was repeated with both positive and negative displacements in a quasi-static manner until the lateral forces required to produce these displacements approached zero. The measure of seismic durability used was the number of such cycles that a column sustained before losing structural integrity. The arrangement was intended to model that of bridge columns constructed during the 1960's. Three columns were retrofitted with prestressed, externally located circular hoops at intervals along the lower 4 ft. The spacing and size of these ties varied from column to column. The control column sustained less than two cycles before losing structural integrity; the retrofitted columns sustained a minimum of twelve cycles.
Authors:
Coffman,H. L., Marsh,M. L., Brown,C.
Keywords:
bridge and construction, reinforced concrete, bridge, columns, earthquake resistance, retrofitting, repair, splices, hoops, confined concrete, ductility, infrastructure, plastic hinges, inelastic deformations
The seismic performances of three retrofitted and one control, half scale, circular, reinforced concrete columns were studied. The columns were 10ft. high and 18 in. diameter cantilevers. The longitudinal flexural steel was spliced to the foundation dowels just above the fixed base. A concentric axial load of 20 fc Ag was continually applied during testing. The free ends of the cantilevers were translated to produce a maximum displacement of four times than necessary to produce yield in the longitudinal reinforcing steel. This loading was repeated with both positive and negative displacements in a quasi-static manner until the lateral forces required to produce these displacements approached zero. The measure of seismic durability used was the number of such cycles that a column sustained before losing structural integrity. The arrangement was intended to model that of bridge columns constructed during the 1960's. Three columns were retrofitted with prestressed, externally located circular hoops at intervals along the lower 4 ft. The spacing and size of these ties varied from column to column. The control column sustained less than two cycles before losing structural integrity; the retrofitted columns sustained a minimum of twelve cycles.
Authors:
Coffman,H. L., Marsh,M. L., Brown,C.
Keywords:
bridge and construction, reinforced concrete, bridge, columns, earthquake resistance, retrofitting, repair, splices, hoops, confined concrete, ductility, infrastructure, plastic hinges, inelastic deformations
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| Babaei,K. | WA-RD 217.1 | Bridge Seismic Retrofit Planning Program | 1991 |
Abstract:
This report documents a study that determined the effectiveness and cost of both previously used and proposed bridge superstructure seismic retrofit methods, including longitudinal joint restraining, transverse bearing restraining, bearing seat extension, replacement of vulnerable bearings with conventional bearings, and replacement with base isolation bearings. In addition, a procedure was developed for systematically prioritizing the state's bridges for seismic retrofitting on the basis of their importance as lifelines and their vulnerability to collapse.
Authors:
Babaei,K., Hawkins,N. M.
Keywords:
bridge and construction, bridge, earthquake, retrofitting, superstructure, prioritizing, costs
This report documents a study that determined the effectiveness and cost of both previously used and proposed bridge superstructure seismic retrofit methods, including longitudinal joint restraining, transverse bearing restraining, bearing seat extension, replacement of vulnerable bearings with conventional bearings, and replacement with base isolation bearings. In addition, a procedure was developed for systematically prioritizing the state's bridges for seismic retrofitting on the basis of their importance as lifelines and their vulnerability to collapse.
Authors:
Babaei,K., Hawkins,N. M.
Keywords:
bridge and construction, bridge, earthquake, retrofitting, superstructure, prioritizing, costs
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| McLean,D. I. | WA-RD 220.1 | Moment-Reducing Plastic Hinge Details for the Bases of Bridge Columns | 1990 |
Abstract:
Bridge foundations in seismic regions are usually designed to withstand the plastic hinge moments that develop at the bases of the columns. Various hinge details have been proposed to reduce or even eliminate the moments transferred to the foundations, and thereby reduce the sizes and costs of the foundations. This study experimentally investigated the behavior of column specimens incorporating different moment-reducing hinge details. Tests were performed on reinforced concrete column specimens subjected to increasing inelastic lateral displacement under constant axial load. The study investigated effects on hinge performance of several parameters, including vertical discontinuity in the hinge detail, level of axial load, low-cycle fatigue characteristics, column aspect ratio, and different amounts of longitudinal and transverse reinforcement. The test results of this investigation showed that hinge details can be incorporated into columns to significantly reduce the moment capacity at the base of the columns. However, the moments are not negligible, as is sometimes assumed for design with the moment-reducing hinge details. Providing vertical discontinuity in the hinge resulted in reduced distress in the longitudinal reinforcement and improved the performance of the hinge. Preliminary design recommendations were proposed for the comprehensive design of moment-reducing hinge details at the base of the bridge columns.
Authors:
McLean,D. I., Lim,K. Y.
Keywords:
bridge and construction, seismic loading, reinforced concrete, plastic hinges, foundation
Bridge foundations in seismic regions are usually designed to withstand the plastic hinge moments that develop at the bases of the columns. Various hinge details have been proposed to reduce or even eliminate the moments transferred to the foundations, and thereby reduce the sizes and costs of the foundations. This study experimentally investigated the behavior of column specimens incorporating different moment-reducing hinge details. Tests were performed on reinforced concrete column specimens subjected to increasing inelastic lateral displacement under constant axial load. The study investigated effects on hinge performance of several parameters, including vertical discontinuity in the hinge detail, level of axial load, low-cycle fatigue characteristics, column aspect ratio, and different amounts of longitudinal and transverse reinforcement. The test results of this investigation showed that hinge details can be incorporated into columns to significantly reduce the moment capacity at the base of the columns. However, the moments are not negligible, as is sometimes assumed for design with the moment-reducing hinge details. Providing vertical discontinuity in the hinge resulted in reduced distress in the longitudinal reinforcement and improved the performance of the hinge. Preliminary design recommendations were proposed for the comprehensive design of moment-reducing hinge details at the base of the bridge columns.
Authors:
McLean,D. I., Lim,K. Y.
Keywords:
bridge and construction, seismic loading, reinforced concrete, plastic hinges, foundation
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| Babaei,K. | Condition Assessment of Bridge Decks | 1990 |
Abstract:
Authors:
Babaei,K.
Keywords:
bridge and construction, bridge
Authors:
Babaei,K.
Keywords:
bridge and construction, bridge
| Babaei,K. | WA-RD 181.1 | Development of Durable Anchorage Systems for Bridge Expansion Joints | 1989 |
Abstract:
Many anchorage systems of bridge expansion joints in the medium movement range have failed within a relatively short period of time after their installation. The embedded anchor devices have become loose under traffic impact and have caused deterioration of the adjacent concrete deck. After the performance of various domestic and foreign designs were assessed, factors affecting the anchorage system performance and failure were identified. Accordingly, improvements in the anchorage system components, which are built in conjunction with the anchor devices, were recommended to reduce the intensity of traffic impact loads transmitted to the anchor devices. Subsequently, an analytical procedure was developed to quantify the intensity of the dynamic traffic loads transmitted to anchor devices and to design anchor devices to resist those loads.
Authors:
Babaei,K., Hawkins,N. M.
Keywords:
bridge and construction, bridge, expansion joints, anchorage, concrete
Many anchorage systems of bridge expansion joints in the medium movement range have failed within a relatively short period of time after their installation. The embedded anchor devices have become loose under traffic impact and have caused deterioration of the adjacent concrete deck. After the performance of various domestic and foreign designs were assessed, factors affecting the anchorage system performance and failure were identified. Accordingly, improvements in the anchorage system components, which are built in conjunction with the anchor devices, were recommended to reduce the intensity of traffic impact loads transmitted to the anchor devices. Subsequently, an analytical procedure was developed to quantify the intensity of the dynamic traffic loads transmitted to anchor devices and to design anchor devices to resist those loads.
Authors:
Babaei,K., Hawkins,N. M.
Keywords:
bridge and construction, bridge, expansion joints, anchorage, concrete
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| Babaei,K. | Fiber Reinforced Plastic Rods for Prestressing Concrete Structures | 1989 |
Abstract:
Authors:
Babaei,K., Gloyd,C. S.
Keywords:
bridge and construction, prestressed concrete, tendons, glass fiber, reinforced tendons, corrosion, anchorage, TRB
Authors:
Babaei,K., Gloyd,C. S.
Keywords:
bridge and construction, prestressed concrete, tendons, glass fiber, reinforced tendons, corrosion, anchorage, TRB
| Ulberg,C. | WA-RD 157.1 | Auto Occupancy Monitoring | 1988 |
Abstract:
There are only limited opportunities to add significantly to the transportation infrastructure in the Puget Sound region in the next 15 to 20 years. For this reason, there is a growing interest in improving the efficiency of the existing system. One way to do this is to increase the average vehicle occupancy (AVO) on freeways and arterials. Programs to accomplish this must be capable of evaluation. Therefore, accurate and up-to-date information on AVO is required. This research project investigated various methods to measure AVO in order to determine the feasibility and costs of a continuous, ongoing data collection program. Since it was determined that there are no promising approaches using automatic methods employing new technology, the study focused on the use of human observers. The degree of accuracy was studied using three observers counting the occupancy of the same vehicle at the same time. The results showed the observers can be highly accurate (correct 97 percent of the time) and that environmental conditions such as weather, light, traffic density, and traffic speed do not have exceptionally strong effects on accuracy (within reason). Furthermore, observers can easily count up to a half hour at a time without fatigue affecting their performance. Taking the results of this and previous research into account, it was determined that it is possible to provide quarterly counts of AVO at 26 sites that are accurate to within about 1.5 percent for about $50,000 per year. This is about the cost of one data analyst, when benefits and overhead are taken into account.
Authors:
Ulberg,C., McCormack,E. D.
Keywords:
bridge and construction, piles, lateral loads, p-y curves, traffic surveillance and control, auto occupancy, traffic data, portable computer
There are only limited opportunities to add significantly to the transportation infrastructure in the Puget Sound region in the next 15 to 20 years. For this reason, there is a growing interest in improving the efficiency of the existing system. One way to do this is to increase the average vehicle occupancy (AVO) on freeways and arterials. Programs to accomplish this must be capable of evaluation. Therefore, accurate and up-to-date information on AVO is required. This research project investigated various methods to measure AVO in order to determine the feasibility and costs of a continuous, ongoing data collection program. Since it was determined that there are no promising approaches using automatic methods employing new technology, the study focused on the use of human observers. The degree of accuracy was studied using three observers counting the occupancy of the same vehicle at the same time. The results showed the observers can be highly accurate (correct 97 percent of the time) and that environmental conditions such as weather, light, traffic density, and traffic speed do not have exceptionally strong effects on accuracy (within reason). Furthermore, observers can easily count up to a half hour at a time without fatigue affecting their performance. Taking the results of this and previous research into account, it was determined that it is possible to provide quarterly counts of AVO at 26 sites that are accurate to within about 1.5 percent for about $50,000 per year. This is about the cost of one data analyst, when benefits and overhead are taken into account.
Authors:
Ulberg,C., McCormack,E. D.
Keywords:
bridge and construction, piles, lateral loads, p-y curves, traffic surveillance and control, auto occupancy, traffic data, portable computer
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| Stanton,J. F. | WA-RD 158.1 | Shaking Table Tests on Piles | 1988 |
Abstract:
This research was undertaken to explore the interaction behavior of soil-pile systems subjected to static and dynamic lateral loads. The principal objective of the study was to access the applicability and accuracy of one of the prominent methods of analysis by comparing the predicted responses with the measured responses. Presented in this report are a brief survey of the related literature on the existing analysis techniques and previous experimental studies, the details of the experimental work performed under the current study, and the appraisal of the performance of a finite element program adopted for making theoretical predictions of the experimental responses.In the present study, both static and dynamic experiments were conducted to obtain experimental data against which the analytical predictions could be verified. The experiments included laboratory simulation of the response of piles subjected to static and dynamic lateral loads applied at the pile-head and of piles embedded in a soil deposit subjected to bedrock motions. Finite element analyses of the model systems were carried out using reasonable estimates of the system parameters. No attempts were made to establish the model parameters through rigorous identification procedures. It is shown that the agreement between the predicted and measured responses can be excellent even of the properties and parameters of the soil-pile system are only roughly estimated.
Authors:
Stanton,J. F., Banerjee,S., Izzat,H.
Keywords:
piless, shaking table, lateral loads, seismic behavior, earthquake, earthquake simulator, dynamic load test, bridge and construction
This research was undertaken to explore the interaction behavior of soil-pile systems subjected to static and dynamic lateral loads. The principal objective of the study was to access the applicability and accuracy of one of the prominent methods of analysis by comparing the predicted responses with the measured responses. Presented in this report are a brief survey of the related literature on the existing analysis techniques and previous experimental studies, the details of the experimental work performed under the current study, and the appraisal of the performance of a finite element program adopted for making theoretical predictions of the experimental responses.In the present study, both static and dynamic experiments were conducted to obtain experimental data against which the analytical predictions could be verified. The experiments included laboratory simulation of the response of piles subjected to static and dynamic lateral loads applied at the pile-head and of piles embedded in a soil deposit subjected to bedrock motions. Finite element analyses of the model systems were carried out using reasonable estimates of the system parameters. No attempts were made to establish the model parameters through rigorous identification procedures. It is shown that the agreement between the predicted and measured responses can be excellent even of the properties and parameters of the soil-pile system are only roughly estimated.
Authors:
Stanton,J. F., Banerjee,S., Izzat,H.
Keywords:
piless, shaking table, lateral loads, seismic behavior, earthquake, earthquake simulator, dynamic load test, bridge and construction
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| Sorensen,H. | Bridge Standards -- Local Governments | 1988 |
Abstract:
Authors:
Sorensen,H.
Keywords:
bridge and construction, bridge
Authors:
Sorensen,H.
Keywords:
bridge and construction, bridge
| Copp,H. | WA-RD 178.1 | Scour at Bridge Piers | 1988 |
Abstract:
Field measurements of riverbed scour at bridge piers were pursued during this research.This would provide additional information to determine applicability of an empirical estimating procedure for estimating such scour. Two field sites on the Okanagon River, and one on the Yakima River were established; these were added to five sites already in existence. Because direct measurement of scour depth during the highest stream flows cannot be made with accuracy, an indirect method of determining scour occurrences was established. In general, clear water scour occurs during high flows, some scour hole refill would occur during flow recession. Otherwise, no refill could exist. Field measurement of clear water scour quality was planned to define the possibility of scour hole refill. Snowpacks in the State of Washington during the winter of 1987-88 were unusually low. Thus, flowrates from snowmelt were insufficiently high to create riverbed scour. Consequently, conclusive evidence about scour at bridge piers didn't materialize.
Authors:
Copp,H.
Keywords:
bridge and construction, hydraulics, rivers, riverbed scour, bridge pier scour
Field measurements of riverbed scour at bridge piers were pursued during this research.This would provide additional information to determine applicability of an empirical estimating procedure for estimating such scour. Two field sites on the Okanagon River, and one on the Yakima River were established; these were added to five sites already in existence. Because direct measurement of scour depth during the highest stream flows cannot be made with accuracy, an indirect method of determining scour occurrences was established. In general, clear water scour occurs during high flows, some scour hole refill would occur during flow recession. Otherwise, no refill could exist. Field measurement of clear water scour quality was planned to define the possibility of scour hole refill. Snowpacks in the State of Washington during the winter of 1987-88 were unusually low. Thus, flowrates from snowmelt were insufficiently high to create riverbed scour. Consequently, conclusive evidence about scour at bridge piers didn't materialize.
Authors:
Copp,H.
Keywords:
bridge and construction, hydraulics, rivers, riverbed scour, bridge pier scour
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| Ugwoaba,G. U. | WA-RD 115.1 | Evaluation of Delineation Systems for Temporary Traffic Barriers in Work Zones | 1987 |
Abstract:
This study investigated the effectiveness of various barrier-mounted reflectors. Barrier delineators come in different shapes and sizes, and their materials and installation labor costs also differ. They can be mounted on the barrier too, the barrier face or even on the pavement. A delineator's level of effectiveness depends on the type of delineator as well as its placement. This study evaluated the effectiveness of seven concrete barriers delineators: Astro-optics on the barrier top, reflective on the barrier top, reflective cylinders on the barrier top, hazard panels, raised pavement markers on the barrier face, Astro-optics on the barrier face, and Davidson markers on the edge line. The study included a literature review, observations of the delineators at the test site, and having motorists drive by the delineators and rate them. The study concluded that drivers need the guidance of delineators most when they are confronted with opposing traffic headlight glare and therefore are not effective. The best placement of concrete barriers is on the barrier face. A delineator loses more than half of its reflectiveness in a short period due to dirt accumulation. The study recommended that the Manual on Uniform Traffic Control Devices make note of the effect of opposing traffic headlight glare on delineators' effectiveness, that delineators be placed on the top of concrete barriers, that prism-lensed devices are the most effective, and that delineators should be cleaned regularly.
Authors:
Ugwoaba,G. U.
Keywords:
bridge and construction, video, concrete median barriers, traffic barriers, reflector, delineator
This study investigated the effectiveness of various barrier-mounted reflectors. Barrier delineators come in different shapes and sizes, and their materials and installation labor costs also differ. They can be mounted on the barrier too, the barrier face or even on the pavement. A delineator's level of effectiveness depends on the type of delineator as well as its placement. This study evaluated the effectiveness of seven concrete barriers delineators: Astro-optics on the barrier top, reflective on the barrier top, reflective cylinders on the barrier top, hazard panels, raised pavement markers on the barrier face, Astro-optics on the barrier face, and Davidson markers on the edge line. The study included a literature review, observations of the delineators at the test site, and having motorists drive by the delineators and rate them. The study concluded that drivers need the guidance of delineators most when they are confronted with opposing traffic headlight glare and therefore are not effective. The best placement of concrete barriers is on the barrier face. A delineator loses more than half of its reflectiveness in a short period due to dirt accumulation. The study recommended that the Manual on Uniform Traffic Control Devices make note of the effect of opposing traffic headlight glare on delineators' effectiveness, that delineators be placed on the top of concrete barriers, that prism-lensed devices are the most effective, and that delineators should be cleaned regularly.
Authors:
Ugwoaba,G. U.
Keywords:
bridge and construction, video, concrete median barriers, traffic barriers, reflector, delineator
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| Babaei,K. | Evaluation of Bridge Deck Protective Strategies | 1987 |
Abstract:
Authors:
Babaei,K., Hawkins,N. M.
Keywords:
bridge and construction, bridge deck, concrete, evaluation, bridge
Authors:
Babaei,K., Hawkins,N. M.
Keywords:
bridge and construction, bridge deck, concrete, evaluation, bridge
| Babaei,K. | WA-RD 137.1 | Evaluation of Concrete Overlays for Bridge Applications | 1987 |
Abstract:
This report documents performance of 12 concrete bridge decks that were rehabilitated and/or protected with latex-modified concrete and low-slump dense concrete overlays in order to prevent future de-icing salt penetration and reinforcing steel corrosion. Regardless of concrete deterioration caused by rebar corrosion, the overlaid bridge decks will require maintenance in the form of resurfacing in the future. This maintenance may be due to traffic action and a severe environment causing surface distress such as scaling, rutting, and a lack of skid resistance, or stripping of the overlays from the decks. There are indications that the continued corrosion of reinforcing steel in the salt contaminated underlying decks is less extensive in the absence of overlay surface cracking.
Authors:
Babaei,K.
Keywords:
bridge and construction, bridge deck, reinforcing steel, corrosion, salt, deterioration, latex-modified concrete, low-slump dense concrete
This report documents performance of 12 concrete bridge decks that were rehabilitated and/or protected with latex-modified concrete and low-slump dense concrete overlays in order to prevent future de-icing salt penetration and reinforcing steel corrosion. Regardless of concrete deterioration caused by rebar corrosion, the overlaid bridge decks will require maintenance in the form of resurfacing in the future. This maintenance may be due to traffic action and a severe environment causing surface distress such as scaling, rutting, and a lack of skid resistance, or stripping of the overlays from the decks. There are indications that the continued corrosion of reinforcing steel in the salt contaminated underlying decks is less extensive in the absence of overlay surface cracking.
Authors:
Babaei,K.
Keywords:
bridge and construction, bridge deck, reinforcing steel, corrosion, salt, deterioration, latex-modified concrete, low-slump dense concrete
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| Cahn,D. C. | WA-RD 074.1 | Preliminary Investigation of Sewage Sludge Utilization in Roadwide Development | 1986 |
Abstract:
Problems with existing sludge disposal practices, combined with new information about its nutritive and soil-conditioning qualities, have led to accepted practices of land application of sludge. Both the Department of Transportation, as an agency with large land holdings and landscaping needs, and municipalities in Washington state may benefit from land application of sludge on roadsides.The use of sewage sludge on roadsides can potentially improve the growth of erosion control grasses, shrubs and trees while minimizing the costs for subsequent reseeding, replanting, or refertilization. Proper site selection and management techniques can potentially minimize public health and environmental impacts from heavy metals, nitrates, pathogens and organic toxicants. Steep roadside slopes, where erosion control is most needed, present a challenge to existing sludge application techniques, but one that is not insurmountable.A review of current national and local research, and a cost comparison analysis, have shown that roadside utilization of sludge may be a feasible practice without infringing on the health, safety and welfare of the public. Tasks are outlined for a demonstration study to investigate application techniques, vegetation types, public health and environmental impacts, and public acceptance and education.
Authors:
Cahn,D. C., Horner,R. R.
Keywords:
bridge and construction, bridge deck, waterproofing membrane, reinforced concrete, corrosion, salt, deterioration
Problems with existing sludge disposal practices, combined with new information about its nutritive and soil-conditioning qualities, have led to accepted practices of land application of sludge. Both the Department of Transportation, as an agency with large land holdings and landscaping needs, and municipalities in Washington state may benefit from land application of sludge on roadsides.The use of sewage sludge on roadsides can potentially improve the growth of erosion control grasses, shrubs and trees while minimizing the costs for subsequent reseeding, replanting, or refertilization. Proper site selection and management techniques can potentially minimize public health and environmental impacts from heavy metals, nitrates, pathogens and organic toxicants. Steep roadside slopes, where erosion control is most needed, present a challenge to existing sludge application techniques, but one that is not insurmountable.A review of current national and local research, and a cost comparison analysis, have shown that roadside utilization of sludge may be a feasible practice without infringing on the health, safety and welfare of the public. Tasks are outlined for a demonstration study to investigate application techniques, vegetation types, public health and environmental impacts, and public acceptance and education.
Authors:
Cahn,D. C., Horner,R. R.
Keywords:
bridge and construction, bridge deck, waterproofing membrane, reinforced concrete, corrosion, salt, deterioration
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| Babaei,K. | WA-RD 095.1 | Evaluation of Half-Cell Corrosion Detection Test for Concrete Bridge Decks | 1986 |
Abstract:
This report includes two chapters. The first chapter discusses the corrosion of steel in concrete and provides information on the half-cell corrosion detection technique. In the second chapter, WSDOT's use of the test is reviewed, its concerns with the test are discussed, and the reliability of data collected is determined based on the field tests conducted.The findings of this work support the use of the half-cell test on bridge decks for evaluating their overall condition. The use of half-cell data for designating bridge deck area needing repair, however, is not recommended. The criteria presented in ASTM for evaluating the significance of half-cell potentials can be used for interpretation of data at this time. However, the empirical criteria may be modified in the presence of more data.
Authors:
Babaei,K.
Keywords:
bridge and construction, half-cell, corrosion, concrete, reinforcing steel, bridge deck, salt, deterioration
This report includes two chapters. The first chapter discusses the corrosion of steel in concrete and provides information on the half-cell corrosion detection technique. In the second chapter, WSDOT's use of the test is reviewed, its concerns with the test are discussed, and the reliability of data collected is determined based on the field tests conducted.The findings of this work support the use of the half-cell test on bridge decks for evaluating their overall condition. The use of half-cell data for designating bridge deck area needing repair, however, is not recommended. The criteria presented in ASTM for evaluating the significance of half-cell potentials can be used for interpretation of data at this time. However, the empirical criteria may be modified in the presence of more data.
Authors:
Babaei,K.
Keywords:
bridge and construction, half-cell, corrosion, concrete, reinforcing steel, bridge deck, salt, deterioration
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| Khisty,C. J. | WA-RD 096.1 | State-of-the-Art Assessment of Median Barriers | 1985 |
Abstract:
Authors:
Khisty,C. J., Rutherford,G. S.
Keywords:
bridge and construction
Authors:
Khisty,C. J., Rutherford,G. S.
Keywords:
bridge and construction
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| Babaei,K. | WA-RD 073.1 | Bridge Deck Program Development | 1985 |
Abstract:
This report identified, classifies and addresses WSDOT's needs and questions regarding concrete bridge deck deterioration. Included is a state-of-the-art assessment regarding any major areas of concern to the statewide bridge deck program. Recommendations are made to WSDOT regarding future bridge deck research. A proposed work plan in developed for high priority research items as directed by the WSDOT.
Authors:
Babaei,K.
Keywords:
bridge and construction, bridge deck, concrete, deterioration, corrosion, protection, rehabilitation, reconstruction
This report identified, classifies and addresses WSDOT's needs and questions regarding concrete bridge deck deterioration. Included is a state-of-the-art assessment regarding any major areas of concern to the statewide bridge deck program. Recommendations are made to WSDOT regarding future bridge deck research. A proposed work plan in developed for high priority research items as directed by the WSDOT.
Authors:
Babaei,K.
Keywords:
bridge and construction, bridge deck, concrete, deterioration, corrosion, protection, rehabilitation, reconstruction
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| Babaei,K. | WA-RD 075.1 | Effectiveness of Concrete Bridge Decks Asphalt - Membrane Protection | 1985 |
Abstract:
This study field tests and evaluates conditions of five bridge decks in Washington rehabilitated and waterproofed by WSDOT System 'C' membrane and paved with asphalt concrete overlay. The study also reviews and evaluates the WSDOT's membrane selection criteria. Based on the results obtained, the membrane system was generally effective in preventing chloride intrusion into concrete decks. Deterioration in concrete and corrosion in rebar, however, was detected. The deterioration was concentrated around, in the boundary, and within the rehabilitated areas. Those test sections which satisfied the WSDOT membrane selection criteria for protection of existing bridge decks showed minimum levels of concrete deterioration. Included in the study are also recommendations regarding rehabilitating, waterproofing, and testing bridge decks as well as selecting bridge decks for membrane waterproofing.
Authors:
Babaei,K.
Keywords:
bridge and construction, bridge deck, waterproofing membrane, reinforced concrete, corrosion, salt, deterioration
This study field tests and evaluates conditions of five bridge decks in Washington rehabilitated and waterproofed by WSDOT System 'C' membrane and paved with asphalt concrete overlay. The study also reviews and evaluates the WSDOT's membrane selection criteria. Based on the results obtained, the membrane system was generally effective in preventing chloride intrusion into concrete decks. Deterioration in concrete and corrosion in rebar, however, was detected. The deterioration was concentrated around, in the boundary, and within the rehabilitated areas. Those test sections which satisfied the WSDOT membrane selection criteria for protection of existing bridge decks showed minimum levels of concrete deterioration. Included in the study are also recommendations regarding rehabilitating, waterproofing, and testing bridge decks as well as selecting bridge decks for membrane waterproofing.
Authors:
Babaei,K.
Keywords:
bridge and construction, bridge deck, waterproofing membrane, reinforced concrete, corrosion, salt, deterioration
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| Hawkins,N. M. | WA-RD 058.1 | Investigation of Thermal and Live Load Stress in Denny Creek Viaduct | 1983 |
Abstract:
Authors:
Hawkins,N. M.
Keywords:
bridge and construction, bridge
Authors:
Hawkins,N. M.
Keywords:
bridge and construction, bridge
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| Babaei,K. | WA-RD 061.1 | Performance Evaluation of Waterproofing Membrane Protective System for Concrete Bridge Decks | 1983 |
Abstract:
Authors:
Babaei,K., Terrel,R.
Keywords:
bridge and construction, bridge, water proofing, membrane, WSDOT
Authors:
Babaei,K., Terrel,R.
Keywords:
bridge and construction, bridge, water proofing, membrane, WSDOT
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| Babaei,K. | WA-RD 055.1 | Deterioration of Concrete Bridge Decks and Review of the WSDOT Bridge Deck Program | 1982 |
Abstract:
Authors:
Babaei,K.
Keywords:
bridge and construction, bridge
Authors:
Babaei,K.
Keywords:
bridge and construction, bridge
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