Deck Bars Designs

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Deck Bars Designs

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dowels by straight embedment in a 90 cm deep deck beam, allowing 10 cm from the top of the dowel to the deck surface. Anchorage of a #1 1 bar in a 90 cm deck would require a somewhat higher deck compression strength. Note that the use of the specified 28 day concrete compression strength in Eqn. (T5.27) is very conservative, given expected conservatism in concrete batch design, and expected strength gain before occurrence of the design earthquake, and it would be more 4.4 Deck design, criteria and details The recommended steel grid incorporates 5" WT sections as main bars with secondary and round bars in the perpendicular direction. The use of a steel grid has the advantage of allowing splices between adjacent panels to achieve

continuity..The steel grid and reinforcing bars will be galvanized for corrosion protection. The use of the steel angle haunches will allow the deck panels to be installed and adequately support traffic at the completion of Similar to the decked steel modular systems, the concrete girder flanges will be joined using the UHPC joint detail, which has a 6in. joint width with #5 U bars. One of the challenges with using U bars is that to satisfy the minimum bend diameter a deck thickness greater than 6 in. is required. This is not a problem for the decked steel girder bridges but requires a thickening of the flanges for DBT girders from 6 in. to 9 in. Use of straight bars in the joints would be preferable for DBT 5.4.1 Design of

FRPReinforced.Bridge Deck Slabs The use of FRP rebars in highway bridge decks is viewed as a promising method to increase the durability of highway bridges. A number of projects have been completed in North America in recent years in which FRP rebars have been used in place of epoxycoated steel bars to reinforce bridge decks (Benmokrane et al., 2004). Other bridges have used combinations of bottom mat steel and top mat FRP bars (Bradberry and Wallace These modifications are: (1) extending the slab reinforcing steel to within l in. of the deck edge, (2) increasing the edge distance from 1.5 in. to 3.5 in., (3) increasing the slab thickness, and (4) additional longitudinal reinforcing bars in the slab. The modifications that did not

increase.the strength were the addition of welded wire fabric and the addition of the #4 bar stirrup. However, the #4 bar stirrup appeared to reduce cracking in the deck. RECOMMENDATIONS The best design is the The concrete plinth is rigidly connected to the deck, slab or invert concrete surface with a series of stirrups or dowels protruding from the deck or invert. The connection is made through a plinth reinforcing steel bar cage that passes under the stirrups to lock down the plinth. The dowels must extend a substantial depth into the underlying concrete to obtain holding force. Some designs, instead of depending solely on the pullout strength of the embedded dowel, include a horizontal bent Under the Section, “Location of

Joints,”.the AASHTO LRFD Bridge Design Specifications state: Closed or waterproof deck joints should be provided where joints are located directly above structural members and bearings that would be adversely affected by debris accumulation. Where deicing In a common MBJS design, longitudinal “support bars” span the expansion gap between superstructure units or abutments and support the transverse centerbeams. Figure 1.4 shows a DECK. DESIGN. Hook strip screens have been mounted with both underslung and overslung supports. Some previous generations owf oil field shaker designs used screens that were “underslung/' or "pulled” up, from the bottom of a group of support or "bucker” bars (Figure 31 1). These

support.bars would divide the flow of material down the screen.Lloyd's rules give scantlings suitable for deck girders fitted in conjunction with widely spaced built pillars. They provide for two types of girder : the double channel, with or without a rider plate (Figs. 36 and 37, Plate 12, and Plate 110), and the doubleangle bar design shown in Fig. 27. The scantlings are regulated by the span of the girder squared, multiplied by the breadth and by the height of the 'tweendeck space above it in which cargo may be stowed and which the girder must Altogether, 10 new grate designs (see Figure 22) were proposed, manufactured of wood, tested in a rather limited experimental programme, and evaluated. A description of individual

designs.follows. Design No. 1 The outside grate dimensions for all the new designs were identical to those of grates DD713A and DD713B. Design No. 1 has standard diagonal bars of 25 mm thickness and an identical width of slots. The angle between the bars and the curb is 30°. There is no 

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