建筑 土木工程 外文翻译 外文文献 英文文献 混凝土桥梁.docx
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建筑 土木工程 外文翻译 外文文献 英文文献 混凝土桥梁.docx
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建筑土木工程外文翻译外文文献英文文献混凝土桥梁
ConcreteBridges
Concreteisthemost-usedconstructionmaterialforbridgesintheUnitedStates,andindeedintheworld.Theapplicationofprestressingtobridgeshasgrownrapidlyandsteadily,beginningin1949withhigh-strengthsteelwiresintheWalnutLaneBridgeinPhiladelphia,Pennsylvania.AccordingtotheFederalHighwayAdministration’s1994NationalBridgeInventorydata,from1950totheearly1990s,prestressedconcretebridgeshavegonefrombeingvirtuallynonexistenttorepresentingover50percentofallbridgesbuiltintheUnitedStates.
Prestressinghasalsoplayedanimportantroleinextendingthespancapabilityofconcretebridges.Bythelate1990s,spliced-girderspansreachedarecord100m(330ft).ConstructionofsegmentalconcretebridgesbeganintheUnitedStatesin1974.Curretly,closeto200segmentalconcretebridgeshavebeenbuiltorareunderconstruction,withspansupto240m(800ft).
Lateinthe1970s,cable-stayedconstructionraisedthebarforconcretebridges.By1982,theSunshineSkywayBridgeinTampa,Florida,hadsetanewrecordforconcretebridges,withamainspanof365m(1,200ft).Thenextyear,theDamesPointBridgeinJacksonville,Florida,extendedtherecordto400m(1,300ft).
HIGH-PERFORMANCECONCRETE
CompressiveStrength
Formanyyearsthedesignofprecastprestressedconcretegirderswasbasedonconcretecompressivestrengthsof34to41MPa(5,000to6,000psi).ThisstrengthlevelservedtheindustrywellandprovidedthebasisforestablishingtheprestressedconcretebridgeindustryintheUnitedStates.Inthe1990stheindustrybegantoutilizehigherconcretecompressivestrengthsindesign,andatthestartofthenewmillenniumtheindustryispoisedtoaccepttheuseofconcretecompressivestrengthsupto70MPa(10,000psi).
Forthefuture,theindustryneedstoseekwaystoeffectivelyutilizeevenhigherconcretecompressivestrengths.Theready-mixedconcreteindustryhasbeenproducingconcreteswithcompressivestrengthsinexcessof70MPaforover20years.Severaldemonstrationprojectshaveillustratedthatstrengthsabove70MPacanbeachievedforprestressedconcretegirders.Barriersneedtoberemovedtoallowthegreateruseofthesematerials.Atthesametime,owners,designers,contractors,andfabricatorsneedtobemorereceptivetotheuseofhigher-compressive-strengthconcretes.
Durability
High-performanceconcrete(HPC)canbespecifiedashighcompressivestrength(e.g.,inprestressedgirders)orasconventionalcompressivestrengthwithimproveddurability(e.g.,incast-in-placebridgedecksandsubstructures).Thereisaneedtodevelopabetterunderstandingofalltheparametersthataffectdurability,suchasresistancetochemical,electrochemical,andenvironmentalmechanismsthatattacktheintegrityofthematerial.Significantdifferencesmightoccurinthelong-termdurabilityofadjacenttwinstructuresconstructedatthesametimeusingidenticalmaterials.Thisrevealsourlackofunderstandingandcontroloftheparametersthataffectdurability.
NEWMATERIALS
Concretedesignspecificationshaveinthepastfocusedprimarilyonthecompressivestrength.Concreteisslowlymovingtowardanengineeredmaterialwhosedirectperformancecanbealteredbythedesigner.Materialpropertiessuchaspermeability,ductility,freeze-thawresistance,durability,abrasionresistance,reactivity,andstrengthwillbespecified.TheHPCinitiativehasgonealongwayinpromotingthesespecifications,butmuchmorecanbedone.Additives,suchafibersorchemicals,cansignificantlyalterthebasicpropertiesofconcrete.Othernewmaterials,suchasfiber-reinforcedpolymercomposites,nonmetallicreinforcement(glassfiber-reinforcedandcarbonfiber-reinforcedplastic,etc.),newmetallicreinforcements,orhigh-strengthsteelreinforcementcanalsobeusedtoenhancetheperformanceofwhatisconsideredtobeatraditionalmaterial.Higher-strengthreinforcementcouldbeparticularlyusefulwhencoupledwithhigh-strengthconcrete.Asournaturalresourcesdiminish,alternativeaggregatesources(e.g.,recycledaggregate)andfurtherreplacementofcementitiousmaterialswithrecycledproductsarebeingexamined.Highlyreactivecementsandreactiveaggregateswillbeconcernsofthepastasnewmaterialswithlong-termdurabilitybecomecommonplace.
Newmaterialswillalsofindincreasingdemandinrepairandretrofitting.Asthebridgeinventorycontinuestogetolder,increasingtheusablelifeofstructureswillbecomecritical.Someinnovativematerials,althoughnoteconomicalforcompletebridges,willfindtheirnicheinretrofitandrepair.
OPTIMIZEDSECTIONS
Inearlyapplicationsofprestressedconcretetobridges,designersdevelopedtheirownideasofthebestgirdersections.Theresultisthateachcontractorusedslightlydifferentgirdershapes.Itwastooexpensivetodesigncustomgirdersforeachproject.
Asaresult,representativesfortheBureauofPublicRoads(nowFHWA),theAmericanAssociationofStateHighwayOfficials(AASHO)(nowAASHTO),andthePrestressedConcreteInstitute(PCI)beganworktostandardizebridgegirdersections.TheAASHTO-PCIstandardgirdersectionsTypesIthroughIVweredevelopedinthelate1950sandTypesVandVIintheearly1960s.Thereisnodoubtthatstandardizationofgirdershassimplifieddesign,hasledtowiderutilizationofprestressedconcreteforbridges,and,moreimportantly,hasledtoreductionincost.
Withadvancementsinthetechnologyofprestressedconcretedesignandconstruction,numerousstatesstartedtorefinetheirdesignsandtodeveloptheirownstandardsections.Asaresult,inthelate1970s,FHWAsponsoredastudytoevaluateexistingstandardgirdersectionsanddeterminethemostefficientgirders.Thisstudyconcludedthatbulb-teeswerethemostefficientsections.Thesesectionscouldleadtoreductioningirderweightsofupto35percentcomparedwiththeAASHTOTypeVIandcostsavingsupto17percentcomparedwiththeAASHTO-PCIgirders,forequalspancapability.OnthebasisoftheFHWAstudy,PCIdevelopedthePCIbulb-teestandard,whichwasendorsedbybridgeengineersatthe1987AASHTOannualmeeting.Subsequently,thePCIbulb-teecrosssectionwasadoptedinseveralstates.Inaddition,similarcrosssectionsweredevelopedandadoptedinFlorida,Nebraska,andtheNewEnglandstates.Thesecrosssectionsarealsocost-effectivewithhigh-strengthconcretesforspanlengthsuptoabout60m(200ft).
SPLICEDGIRDERS
SplicedconcreteI-girderbridgesarecost-effectiveforaspanrangeof35to90m(120to300ft).OthershapesbesidesI-girdersincludeU,T,andrectangulargirders,althoughthedominantshapeinapplicationstodatehasbeentheI-girder,primarilybecauseofitsrelativelylowcost.Afeatureofsplicedbridgesistheflexibilitytheyprovideinselectionofspanlength,numberandlocationsofpiers,segmentlengths,andsplicelocations.Splicedgirdershavetheabilitytoadapttocurvedsuperstructurealignmentsbyutilizingshortsegmentlengthsandaccommodatingthechangeindirectioninthecast-in-placejoints.Continuityinsplicedgirderbridgescanbeachievedthroughfull-lengthposttensioning,conventionalreinforcementinthedeck,high-strengththreadedbarsplicing,orpretensionedstrandsplicing,althoughthegreatmajorityofapplicationsutilizefull-lengthposttensioning.Theavailabilityofconcretecompressivestrengthshigherthanthetraditional34MPa(5,000psi)significantlyimprovestheeconomyofsplicedgirderdesigns,inwhichhighflexuralandshearstressesareconcentratednearthepiers.Developmentofstandardizedhaunchedgirderpiersegmentsisneededforefficiencyinnegative-momentzones.Currently,thesegmentshapesvaryfromagraduallythickeningbottomflangetoacurvedhaunchwithconstant-sizedbottomflangeandvariablewebdepth.
SEGMENTALBRIDGES
Segmentalconcretebridgeshavebecomeanestablishedtypeofconstructionforhighwayandtransitprojectsonconstrainedsites.Typicalapplicationsincludetransitsystemsoverexistingurbanstreetsandhighways,reconstructionofexistinginterchangesandbridgesundertraffic,orprojectsthatcrossenvironmentallysensitivesites.Inaddition,segmentalconstructionhasbeenprovedtobeappropriateforlarge-scale,repetitivebridgessuchaslongwaterwaycrossingsorurbanfreewayviaductsorwheretheaestheticsoftheprojectareparticularlyimportant.
Currentdevelopmentssuggestthatsegmentalconstructionwillbeusedonalargernumberofprojectsinthefuture.Standardcrosssectionshavebeendevelopedtoallowforwiderapplicationofthisconstructionmethodtosmaller-scaleprojects.SurveysofexistingsegmentalbridgeshavedemonstratedthedurabilityofthisstructuretypeandsuggestthatadditionalincreasesindesignlifearepossiblewiththeuseofHPC.Segmentalbridgeswithconcretestrengthsof55MPa(8,000psi)ormorehavebeenconstructedoverthepast5years.Erectionwithoverheadequipmenthasextendedapplicationstomorecongestedurbanareas.Useofprestressedcompositesteelandconcreteinbridgesreducesthedeadweightofthesuperstructureandoffersincreasedspanlengths.
LOADRATINGOFEXISTINGBRIDGES
Existingbridgesarecurrentlyevaluatedbymaintainingagenciesusingworkingstress,loadfactor,orloadtestingmethods.Eachmethodgivesdifferentresults,forseveralreasons.Inordertogetnationalconsistency,FHWArequeststhatallstatesreportbridgeratingsusingtheloadfactormethod.However,thenewAASHTOLoadandResistanceFactorDesign(LRFD)bridgedesignspecificationsaredifferentfromloadfactormethod.Adiscrepancyexists,th
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