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Expressways are typically constructed on high embankments to accommodate transverse box culverts. If the embankment height could be reduced while still accommodating culverts, then the road construction costs could be lowered by reducing the required volume of embankment soil. The authors achieved this by devising a transverse box culvert whose steel-concrete composite sandwich deck slab resembles the composite slabs used for road bridges.
The slab was tested indoors for bending failure, punching shear failure and fatigue strength under cyclic wheel loading. It was tested in an expressway for loading by heavy vehicles. The experiments demonstrated the soundness of the design method.
This paper describes the design and construction of this structure, and the results of the indoor and outdoor experiments.

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This study proposes a new “health” evaluation system for fatigue cracks in orthotropic steel bridge decks by measuring the strain changes in the asphalt pavements on steel plate decks. In order to consider the applicability of this system, parametric FE analyses are carried out in which the types of crack, their positions and their lengths are varied. From these analytical results it was discovered that the strain changes in the asphalt pavement on steel plate decks due to the lengths and positions of cracks can be significant enough to be detected.

In Japan a steel plate-concrete composite deck, i.e. concrete connected to steel base plates with shear studs, is called a Robinson-type deck. In order to decrease the deflection of the steel base plate due to the weight of the concrete, the steel base plate is stiffened with steel lateral ribs. In recent years the composite deck has been used for many highway bridge decks, such as steel twin-girder bridges, open-section steel box girder bridges, etc. Its predominant failure mode was discovered to be punching shear failure by repetition of wheel loads. In this paper the authors derive the estimation formula for the punching shear fatigue strength of the composite deck from the results of wheel trucking tests. Furthermore, the relationship between the non-dimensional strength ratio of an applied load divided by the punching shear strength and the number of cycles until failure was confirmed and plotted on the S-N curve for an RC slab. Therefore, the fatigue design of the composite deck can be executed reasonably with the S-N curve.

This paper is presents the results and conclusions of the field tests conducted on a backfilled shell structure made of Super Cor SC-56B corrugated steel plates in a road bridge located in Gimån, Sweden. The paper also presents the application of the FLAC (Fast Lagrangian Analysis of Continua) program, based on the finite differences method (FDM), for determining the behaviour of soil-steel bridge structures during backfilling. The assumptions of a computational 2D model of the shell structure with a non-linear “interface” layer are described. The method based on this computational model may be used with considerable success in the design calculations for this specific type of structures. The conclusions drawn from the tests can be helpful when assessing the behaviour of this type of the soil-steel bridge structure under the load of backfilling. Considering the increased application of this type of structure for small and medium-sized road and rail bridges, the conclusions drawn from the analysis conducted can be generalized to cover a whole class of such structural solutions.

Sliding isolation pendulum bearings, known as seismic isolators, with adaptations for the service condition, represent improved recentring bridge bearings. They are an attractive alternative to elastomeric bearings for the support of structures on recentring bearings, which lead to a better distribution of horizontal loads as well as to a reduction in constraints. In combination with a special sliding material and characterized by long life and high loadbearing capacity, sliding isolation pendulum bearings have small dimensions as well as the capability a exact presetting and for horizontal stiffness that is independent of load capacity, change of material characteristics due to temperature, ageing and manufacture. Further, the requirements in terms of serviceability of a bridge bearing are upheld.

Warsaw, the capital of Poland, is developing into an important metropolis of Central Europe. With approx. 1.7 million inhabitants, Warsaw is one of the biggest cities and an important centre for traffic, economy and trade in Central and Eastern Europe, and within the European Union (Fig. 1). Warsaw is the principal focus of investment in Poland and of great political and cultural significance.
The cityscape is characterized by the historic old town, by landmarks such as the Culture and Convention Centre and above all by the River Vistula which runs right through Warsaw and divides the city in a natural way.

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The vertical ship lift at the Three Gorges Dam in China will consist of a reinforced concrete structure with an internal steel ship chamber. The chamber will be a self-supporting orthotropic plate structure, continuously suspended from ropes with counterweights. Its components, such as segment gates, drive, horizontal guiding systems in the longitudinal and transverse directions plus locking and safety mechanisms are described here. A special procedure for reducing the tolerances of the steel components embedded in the reinforced concrete structure is explained.

It has been reported that there are many examples of bridges damaged by fire due to traffic accidents, doubt fires and incendiary fires. When steel and concrete composite girder bridges are exposed to fire, it is necessary to verify the decrease in strength of the structural steel and the concrete. This paper describes the fire test setup for a steel and concrete composite girder bridge. The experimental results are discussed. Furthermore, a finite element analysis is carried out for the steel and concrete composite girder. Finally, the experimental and analytical results are compared.

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Vibration due to traffic and wind causes fatigue damage to overhead sign structures mounted on highway bridges. Fatigue damage due to traffic vibration depends on the type and dimensions of the bridge, type of bearings, volume of traffic, location of overhead sign structures, etc. Factors influencing vibration are investigated in this study by carrying out frequency response analyses, with the parameters being the bridge, bridge pier and bearing types, the location of the sign structures and the weight of the electronic information panels. It can be seen that the damage increased after replacing the steel bearings by elastomeric bearings. These factors were verified through frequency response analyses. The results obtained in this study can be applied to the development of measures to prevent fatigue damage in overhead sign structures due to traffic vibration.

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This 477 m long steel composite bridge is situated approximately 90 km north of Gothenburg and forms part of the 3000 km long European route E6, which connects Southern Sweden with Northern Norway. The 24.2 m wide steel composite deck is carried by a concrete arch spanning 225 m.

A footbridge was required as part of an urban development project in the Parisian financial district, La Défense. The construction is surrounded by the futuristic and modern architecture of the district, and a technically unique and attractive solution was required.
Together with the architects DFA, Dietmar Feichtinger-Architectes, Paris, and with the support of the client, EPASA, the ambitious, technically advanced bridge design was constructed and tailored to the specific urban conditions of the site.
The following is an overview of the design concept, elements and calculations plus the fabrication and erection of the bridge.

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The deck plate of steel orthotropic bridges is loaded in fatigue by traffic. Increases in both the traffic intensity and the magnitude of the wheel loads have caused premature fatigue cracking of steel bridges in the Netherlands, mostly on very busy motorways. Overlaying the steel orthotropic bridges with 50 mm of heavily reinforced concrete has proved to be a suitable way of reducing the steel stresses at critical locations in the steel deck plate of fixed bridges. This repair method adds no weight to the bridge because the asphalt is simply replaced by a concrete layer.
The self-weight of the overlay has to meet strict demands in the case of movable bridges because the wearing surface is only a few millimetres thick. Reducing the depth of the overlay might be effective provided the reinforcement is not susceptible to corrosion. Suitable types of reinforcement were researched in an earlier study in which the bending stiffness of the composite structure, the strength of the steel-concrete interface layer and the bond between the reinforcement and the concrete were investigated in static experiments. The study of the fatigue behaviour of the composite section (concrete layer + steel deck plate) will be discussed in this article.

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The ability of thermally sprayed zinc and aluminium to protect steel against corrosion has been exploited for almost 90 years. By further protecting the zinc and the aluminium with paint, some corrosion engineers have expected a service life of at least the sum of the life of the metal plus the life of the paint. Experiences and recent results from research activities have shown that aluminium further coated with thick paint can have a very short life when used in seawater or marine atmospheres.