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There are several methods of structural evaluation of a bridge (rating) Both theoretical and physical methods are being used: 1 Live load rating based on LRFR methods 2 Non-destructive static tests (such as placing sand bags with known loads) 3 Moving load tests and eld observations (using calibrated vehicles): Structural capacities and loadings are used to analyze the critical members and determine the appropriate load rating Load rating by load testing may be feasible in special cases such as: When analytical results provide a posting or operating rating factor 1, but the bridge is otherwise showing no visual signs of distress When construction plan records for the bridge are not available When the bridge is of a special type that cannot be analytically rated Load testing is performed by driving a truck of known axle weights over a bridge Stresses are then measured in the load-carrying members with strain gauges and specially designed data analysis equipment These axle weights and actual measured stresses are used to calibrate the computer input data 4 Live load vehicles vary in intensity (Table 53), such as: First level standard vehicles (HL-93) Second level legal loads: AASHTO or state speci ed legal trucks are used Weigh stations are common on important routes in the US to ensure that no posted weight is exceeded Third level permit loads: Permit vehicles are two to three times heavier than HL-93 Permits are issued for a limited number of crossings or for the whole year Heavier vehicles need to be escorted For complex bridges or those with non-structural members, evaluation of combined performance may not be accurate The performance of existing components such as girders needs to be checked against different levels of live loads and rated using a common rating factor 5 Using engineering judgment: For bridges with no engineering plans available, it is not easy to eld measure and evaluate every structural detail Stone masonry and concrete bridges provide problems since reinforcing, prestressing, or encased steel details are not obvious A balance needs to be maintained so that load estimates are not rated too high (for safety) or too low (to disallow use by permit vehicles) A criteria needs to be developed based on engineering judgment and experience Alternatively, expensive NDT techniques can be applied Computation methods using theoretical vehicles are the least expensive.



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May 6, 2017 · How to Open a PDF File in Java NetBeans. ... Click here to visit our frequently asked ...Duration: 7:56 Posted: May 6, 2017

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In the past, a rating factor was based on the LFD method as follows: RF (C DA1) / A2 (L I) C Capacity of member D Dead weight effects L Live load effects I Impact factor A1 Factor for dead load A2 Factor for live load RF for LFD is expanded as the general LRFR equation given below (refer to AASHTO Manual for Condition Evaluation and Load and Resistance Factor Rating of Highway Bridges, October 2003): Rating factor RF [C ( DC) DC ( DW) DW ( P ) P] / ( L )/ (LL IM) 1

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Figure 5-25 These are the different report types provided by PerformancePoint Server These begin to move into the analytics portion of PerformancePoint Server but are created in the Dashboard Designer





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For service limit state C fR (allowable stress speci ed in LRFD speci cations): DC Dead loads DW Dead load of wearing surface and utilities

Plot of SNA versus TI/TN for cam curves (zero damping)

LRFD load factors, replacing A1 factor for dead load in LFD rating equation Evaluation live load factor, replacing A1 factor for live load in LFD rating equation Permanent load other than dead load Live load effect Dynamic load allowance

Berzak-Freudenstein 3-4-5-6-7 Polynomial-D curve Berzak-Freudenstein 3-4-5-6-7 Polynomial-E curve Modified sine

Rating is calculated in tons and standard truck weight is multiplied by rating factor to evaluate capacity RT If the rating factor is W RF

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les and Fig 135 shows a comparison of the residual vibration envelopes (constructed by connecting the peaks of the residual vibrations) A study of the gures yields that some cam curves have a lower level of residual vibrations than others depending on the range of T1/TN In summation, the speeds of all cam-driven mechanisms vary Even constant speed systems must vary in speed from zero to design speed during start-up and shutdown Thus, resonances with one or more of the excitational frequencies will occur The amplitude of response is proportional to the amplitude of the input harmonic A cam acceleration curve with a limited number of harmonics avoids this coincidence if the frequency of the highest harmonic is well below the rst natural frequency of the system For example, the Gutman F-3, Freudenstein 1-3 harmonic, and cycloidal curves each have few harmonics and thus produce generally sound dynamic responses except at very high speeds

The second page of the wizard asks for the developer to choose a data source, and then the report is created Once the report has been generated, the design surface opens in the Design tab in the main work area In the Details pane is a list of all measures, dimensions, and named sets Developers can simply drag and drop items from the Details pane and then drop them into the three panels at the bottom of the Design tab, which includes Series, Bottom Axis, and Background With most typical charts, the bottom axis will represent time and the series will contain one or more measures Figure 5-26 shows an example of an Analytic Chart showing the order quantity for eight quarters The Order Quantity measure has been placed in the Series panel The DateCalendar hierarchy has been added to the Bottom Axis panel After adding the hierarchy, the members have to be selected by the designer Otherwise only the default member is chosen, which is usually the All member In order to choose the individual members, developers can right-click on the dimension in the Bottom Axis panel and choose Select Members or click the drop-down indicator to the right of the hierarchy Either will open up a dialog box which lets the developer expand the

1 the following measures are required:

11th-degree polynomial Cycloidal Berzak-Freudenstein 3-4-5-6-7 Polynomial-E curve Freudenstein 1-3-5 harmonic Gutman F-3

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