United States Department of Transportation
i
Bridge response due to temperature variations.
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2014-05-01
[PDF-2.99 MB]
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Abstract:In order to more accurately quantify the behavior and degradation of bridges throughout their service life, the
Federal Highway Administration lunched the Long-Term Bridge Performance Program. As part of this program
an I-girder, integral abutment bridge near Perry, Utah and a two span, box-girder bridge south of Sacramento,
California were instrumented with foil strain gauges, velocity transducers, vibrating wire strain gauges, thermocouples, and tiltmeters. In this research study, data from the thermocouples was used to calculate average bridge
temperature and compare it to the recommended design criteria in accordance to the 2010 LRFD Bridge Design
Specifications of the American Association of State Highway and Transportation Officials (AASHTO). The design
maximum average bridge temperature defined in the 2010 LRFD Bridge Design Specifications was exceeded for
both bridges. The accuracy of the 1991 Kuppa Method and the 1976 Black and Emerson Method to estimate
the average bridge temperature based on ambient temperature was studied and a new method that was found
to be more accurate was proposed. Long-term predictions of average bridge temperature for both bridges were
calculated. Temperature gradients were measured and compared to the 2010 AASHTO LRFD Bridge Design
Specifications and the 1978 Priestley Method. Calculated flexural stresses as a function of maximum positive and
negative temperature gradients were found to exceed the service limit state established in the 2010 AASHTO
LRFD Bridge Design Specifications in the case of the California bridge.
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