Search

The paper describes load and resistance factor design (LRFD) calibration for the resistance factor used in the Stiffness Method internal stability soil failure limit state for geogrid mechanically stabilized earth (MSE) walls. The Stiffness Method was recently adopted in the current American Association of State Highway and Transportation Officials LRFD Bridge Design Specifications in the US, and will appear in the next edition of the Canadian Highway Bridge Design Code. The paper describes the details of the calibration of the soil failure limit state which is unique to the Stiffness Method. Calibration outcomes include consideration of the concept of level of understanding in the selection of nominal load and resistance values which is unique to LRFD foundation engineering practice in Canada. A practical conclusion from these calculations is that if product line-specific creep test data are available to estimate the reinforcement secant creep stiffness used for design, then a resistance factor of 1.0 is reasonable for US practice. If only minimum average roll value tensile strength data are available, then a value of 0.95 is recommended for US practice. For Canadian practice, the corresponding values for typical level of understanding are 0.90 and 0.85, respectively. [ABSTRACT FROM AUTHOR]

Bridge infrastructure assets should be planned, designed, constructed, and operated to account for the physical processes that may occur over their service lives. In ice-affected rivers, this includes the interaction of bridge infrastructure with river ice. Advancements in river-ice science and modelling of ice processes in ice-covered rivers have enhanced the abilities of civil/hydrotechnical engineers to plan, design, and construct bridges in and along rivers with seasonal ice covers. In this paper, an overview is presented of ice-related considerations with respect to bridges. The bottom-chord elevation of the bridge superstructure with respect to water and ice levels, pier design to withstand ice forces, the waterway opening for ice passage, ice-induced scour, and research needs are discussed. However, as outlined in the paper, research on ice loads and passage at bridge sites and on hydroclimatic and ice conditions that led to bridge damage and failure remains needed. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Geotechnical Journal is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Between the 2006 and 2014 editions of CSA S6, significant changes were made to the simplified method of analysis (SMA) for all girder bridges, including transverse wood deck on wood girder bridges. The load-distribution predictions became more conservative, resulting in both load-limit posting of existing bridges and increased cost for bridge construction, repair, and replacement. In this paper, we examine the load distribution for the timber bridge inventory in NS. Finite-element models are developed and rigorously validated; a parametric study, consisting of 204 bridges, is performed; current SMA equations are evaluated; and new equations for the truck-load distribution width are derived. The new equations bring SMA predictions of the longitudinal bending moment for transverse wood deck on wood girder bridges into line with currently expected safety-index levels. Corrected bias factors and coefficients of variation for live-load analysis/evaluation in conjunction with CSA S6 are presented. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Geotechnical Journal is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This paper examines two new types of bridges, namely under-deck cable-stayed bridges and combined cable-stayed bridges, for prestressed concrete road bridges with single-spans of medium length. Both bridge types offer many advantages over conventional schemes in several aspects, such as structural efficiency, enhanced construction possibilities, and both economic and aesthetical considerations. They are very slender structural types with a very high structural efficiency, for which the materials used in the deck are reduced to one third of that in conventional bridges without stay cables. In this paper, the most important aspects of the structural behaviour of these bridge types are set out through the description of a careful selection from an extensive collection of bridges designed and analysed by the authors in a previous research project. In addition, a detailed set of design criteria for these bridge types is presented, based on the results of the extensive parametric study undertaken in the aforementioned research project. Cet article étudie deux nouveaux types de ponts, les ponts à haubans sous pont et les ponts à haubans combinés, pour les ponts autoroutiers en béton précontraint à portée unique de longueur moyenne. Les deux types de ponts présentent plusieurs avantages par rapport aux méthodes conventionnelles, soit l’efficacité de la structure, de meilleures possibilités de construction et des aspects économiques et esthétiques. Ce sont des types de structures très effilées avec une efficacité de structure très élevée, dans lesquels les matériaux utilisés dans le tablier sont réduits au tiers de ceux des ponts conventionnels sans haubans. Dans cet article, les plus importants aspects du comportement structural de ces types de ponts sont énoncés dans la description d’une sélection soignée d’une série complète de ponts conçus et analysés par les auteurs dans le cadre d’un projet de recherche antérieur. De plus, un ensemble détaillé des critères de conception de ces types de ponts est présenté; il est basé sur les résultats d’une vaste étude paramétrique entreprise lors du projet de recherche mentionné précédemment. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Geotechnical Journal is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This paper investigates the use of a pre-existing network of resistive strain gauges located on the girders of a single bridge span to determine the classification and estimate the weight of vehicles traveling over that span. Vehicle events on the bridge are identified automatically by a measurement filtering algorithm. Manual classification labels are then applied to a subset of these events to investigate the strain signal features that distinguish various vehicle classes. Trends in these features over time are investigated, and an estimate of vehicle weight is obtained from these features without the need for detailed knowledge of the structure's composition. Additionally, a number of neural network configurations are tested on the problem of determining vehicle class from these features. Results are tested on data from both the summer and winter seasons. Finally, estimates of vehicle weight are improved by using the classification network to filter input events. Cet article examine l'utilisation d'un réseau existant de jauges de déformation résistives situées sur les poutres maîtresses d'une travée de pont afin de déterminer le classement et estimer le poids des véhicules voyageant sur cette travée. La circulation des véhicules sur le pont est identifiée automatiquement par un algorithme de filtrage des mesures. Des étiquettes manuelles de classement sont ensuite appliquées à un sous-ensemble de la circulation afin d'examiner les caractéristiques des signaux de contrainte qui distinguent les diverses classes de véhicules. Les tendances de ces caractéristiques dans le temps sont étudiées; une estimation du poids des véhicules est obtenue à partir de ces caractéristiques sans demander une connaissance détaillée de la composition structurale. De plus, un certain nombre de configuration de réseaux neuronaux ont été mis à l'épreuve afin d'essayer de déterminer la classe de véhicule à partir de ces caractéristiques. Les résultats sont examinés par rapport aux données estivales et hivernales. Pour compléter, les estimations des poids de véhicules sont améliorées en utilisant le réseau de classification afin de filtrer les événements saisis. [ABSTRACT FROM AUTHOR]

Compression members in steel bridges designed before 1960 may be deficient according to current design code requirements and so require strengthening. This paper explores the response of steel wide-flange columns reinforced with new steel flange cover plates, accounting for: residual and locked-in dead-load stresses; different yield strengths of the original W shape and the new cover plates; initial out-of-straightness; and load eccentricity at the member ends. A refined numerical analysis model is formulated and validated that computes the compressive resistance from principles of equilibrium, compatibility, and force-deformation relationships. Parametric studies conducted indicate that the capacity of the reinforced column is relatively insensitive to the magnitude of the locked-in dead-load stress in the original member, and that the strong axis capacity is insensitive to the magnitude of the residual stresses in the original member. A preliminary approach for designing strengthening for these members is presented and illustrated with an example calculation. Les éléments en compression des ponts en acier conçus avant 1960 peuvent être inadéquats selon les exigences du code de conception actuel; ils auraient donc besoin d’être renforcés. Cet article examine la réponse des colonnes en poutres d’acier à brides, renforcées de nouvelles plaques d’acier de recouvrement, tenant compte des contraintes statiques résiduelles, des contraintes permanentes, des différentes limites d’élasticité du profilé original en forme de W et les nouvelles plaques de recouvrement des brides, la non-linéarité initiale et l’excentricité des charges aux extrémités des éléments. Un modèle d’analyse numérique perfectionné est préparé et validé; il calcule la résistance à la compression à partir des principes d’équilibre, de compatibilité et de relations contrainte-déformation. Des études paramétriques effectuées indiquent que la capacité de la colonne renforcée est relativement insensible à l’amplitude de la charge statique permanente dans l’élément original, et que la capacité de l’axe majeur est insensible à l’amplitude de la charge résiduelle dans l’élément original. Une approche préliminaire à la conception du renforcement pour ces éléments est présentée et illustrée par un exemple de calcul. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The type and arrangement of bearings for a bridge superstructure are important considerations in bridge design. For a curved continuous spread-box girder bridge, the support conditions for the bridge superstructure may significantly influence the distribution factors for maximum stresses, reactions, and shear forces as well as the bridge natural frequencies and mode shapes. Current design practices in North America recommend very few guidelines for bearing arrangements and types. This paper describes an extensive study carried out using an experimentally calibrated finite element model, in which curved continuous prototype bridges were analyzed to determine their structural response. Six different types and arrangements of support bearings were studied to determine their effect on the maximum stress and reaction distributions as well as on the natural frequencies of such bridges. The results were used to suggest the most favourable bearing arrangement and type.Key words: bridge bearings, composite, continuous, curved bridges, design, distribution factors, finite element, spread-box.Le type et l'arrangement de supports pour une structure de pont sont des considérations importantes pour la conception de ponts. Pour un pont poutre-caisson continu et courbé, les conditions de support de la structure peuvent influencer significativement les facteurs de distribution des contraintes maximales, des réactions et des forces de cisaillement, de même qu'influencer les fréquences naturelles et les formes des modes du pont. Les pratiques de conception en vigueur en Amérique du Nord donnent peu de directives concernant les arrangements et types de supports. Cet article présente une étude détaillée entreprise à l'aide d'un modèle par éléments finis calibré expérimentalement, dans laquelle des prototypes de ponts continus et courbés sont analysés afin de déterminer leur réponse structurale. Six différents types et arrangements de paliers de support sont étudiés afin de déterminer leur effet sur la contrainte maximale et les distributions des réactions, de même que sur les fréquences naturelles de tels ponts. Basé sur les résultats obtenus, l'arrangement et le type de support les plus favorables sont suggérés.Mots clés : supports de ponts, composite, continu, ponts courbés, conception, facteurs de distribution, élément fini, caisson.[Traduit par la Rédaction] [ABSTRACT FROM AUTHOR]

During the past decade, composite steel-free deck bridges came to reality in Canada through the construction of five bridges. The new structural system enables the construction of a concrete deck that is totally devoid of all internal steel reinforcement. Traditionally, reinforced concrete bridge decks are designed to sustain loads in flexure. The steel-free deck bridge system develops internal compressive forces "internal arching," which leads to failure by punching shear at substantially higher loads than the flexural design load. The fibre-reinforced concrete deck is usually attached to the steel girders through flexible shear connectors. These steel girders are transversely tied together by steel straps and cross frames. In this paper, the concept of the new bridge system is briefly discussed. The generations of the deck slabs are introduced. Brief outlines of the bridges built to date with this new technology are presented. A three-dimensional finite element model is then proposed to study the behaviour of the main structural component of the new system. The model is verified against previous experimental results and is used to perform a parametric study on some aspects which are thought to significantly affect the behaviour of the new steel-free deck bridge system.Key words: bridges, composite girders, finite element method, steel-free deck, steel straps.Durant la dernière décennie, les ponts à tablier composé sans acier sont devenus réalité au Canada grâce à la construction de cinq ponts. Ce nouveau système structural permet la construction d'un tablier en béton qui est complètement dépourvu de tout renforcement interne en acier. Traditionnellement, les tabliers de pont en béton armé sont conçus afin de supporter des charges en flexion. Le système de tablier de pont sans acier développe des forces internes en compression « cintrage interne » et résulte en une rupture par poinçonnement en cisaillement pour une charge substantiellement plus grande que les charges en flexion de conception. Le tablier en béton renforcé de fibres est habituellement attaché aux poutres d'acier à l'aide de connexions de cisaillement flexibles. Ces poutres d'acier sont attachées ensemble transversalement à l'aide de liens d'acier et de contreventements. Dans cet article, le concept de ce nouveau système est brièvement discuté. Les générations des tabliers en dalles sont introduites. Un bref aperçu des ponts construits à ce jour avec cette nouvelle technologie est présenté. Un modèle par éléments finis tirdimensionnel est par la suite proposé afin d'étudier le comportement des composants structurels principaux du nouveau système. Le modèle est confronté aux résultats expérimentaux obtenus par d'autres dans le passé. Ensuite, il est utilisé afin de performer une étude paramétrique sur quelques aspects qui sont suspectés d'affecter de façon significative le comportement de ce nouveau système de tablier de pont sans acier.Mots clés : ponts, poutres composées, méthode par éléments finis, tablier sans acier, liens d'acier.[Traduit par la Rédaction] [ABSTRACT FROM AUTHOR]

The continuing trend towards the design of more slender, lighter, and livelier footbridges has created new challenges that are not properly addressed in a number of widely used codes of practice in Europe and Canada. Recent research into vibration serviceability of slender structures under human-induced dynamic loading suggests that improvements to the existing footbridge design guidelines are possible in the area of modelling human-induced excitation in the vertical direction. This paper evaluates the performance of currently used codes of practice regarding vibration serviceability of footbridges under human-induced loads due to walking. The evaluation is supported by experimental evidence from tests carried out by the authors on potentially lively footbridges. A description of recent research advances is included, together with a comparative analysis of the approaches of some pertinent guidelines used internationally to tackle this design problem. In addition, suggestions are made for re-addressing the problem of vibration serviceability of footbridges by focusing attention on a more realistic definition of vertical pedestrian loading and the corresponding frequency ranges of interest. It was found that the codes are either conservative or lack appropriate safety margins, depending on the frequency range excited by moving pedestrians. This is principally due to the lack of proper consideration for the frequency content of the pedestrian load, which would take into account developments since the 1970s when the scientific data used in the majority of the current codes of practice were produced.Key words: vibration, serviceability, walking, footbridges, design, codes, dynamic loading factor, evaluation.La tendance continue vers la conception de passerelles plus minces, légères et vivantes a créé de nouveaux défis qui ne sont pas adéquatement considérés dans plusieurs codes de pratique largement utilisés en Europe et au Canada. Une récente étude, concernant l'état de service à l'égard des vibrations des structures minces sous l'influence de charges dynamiques produites par les humains, suggère que des améliorations aux présents guides de conception des passerelles sont possibles dans le domaine de la modélisation des excitations produites par les humains dans la direction verticale. Cet article évalue la performance des codes de pratique utilisés présentement en ce qui concerne l'état de service à l'égard des vibrations des passerelles sous l'influence de charges dynamiques produites par le trafic piétonnier. L'évaluation est supportée par des évidences expérimentales provenant de tests performés par les auteurs sur des passerelles potentiellement vivantes. Une description des nouveaux avancements dans la recherche est inclue avec une étude comparative des approches considérées par certains guides appropriés utilisés à travers le monde afin de résoudre ce problème de conception. En plus, des suggestions ont été faites afin de reprendre le problème de l'état de service des passerelles en portant une attention spéciale sur la définition plus réaliste de la charge verticale due aux piétons et des intervalles de fréquences correspondants. Il a été démontré que les codes sont soit trop conservateurs ou soit n'ont pas une marge de sûreté appropriée, dépendant des intervalles de fréquences excités par les piétons. Ceci est dû principalement au manque de considération du contenu fréquentiel de la charge piétonnière qui devrait considérer les développements depuis les années 1970, période dans laquelle les données scientifiques utilisées dans la majorité des codes de pratique a été produites.Mots clés : vibration, état de service, marche, passerelle, conception, codes, facteur de charge dynamique, évaluation.[Traduit par la Rédaction] [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Geotechnical Journal is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The article studies stable riprap size and optimized extension of the riprap layer around double and triple piers along the flow direction. Topics discussed include the relationship between critical riprap failure area and stable riprap size, the effect of pier spacing on stable riprap size, and the recommended riprap sizes for different zones around the pier group.

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The construction of new bridges and the maintenance and renewal of aging highway bridge network using ultra high performance concrete can lead to the construction of long life bridges that will require minimum maintenance resulting in low life cycle costs. Ultra high performance concrete (UHPC) is a newly developed concrete material that provides very high strength and very low permeability to aggressive agents such as chlorides from de-icing salts or seawater. Ultra high performance concrete could enable major improvements over conventional high performance concrete (HPC) bridges in terms of structural efficiency, durability, and cost-effectiveness over the long term. A simplified design approach of concrete slab on UHPC girders bridge using the Canadian Highway Bridge Design code and the current recommendations for UHPC design is proposed. An illustrative example demonstrates that the use of UHPC in precast-prestressed concrete girders yields a more efficient design of the superstructure where considerable reduction in the number of girders and girder size when compared to conventional HPC girders bridge with the same span length. Hence, UHPC results in a significant reduction in concrete volume and then weight of the superstructure, which in turn leads to significant reduction in the dead load on the substructure, especially for the case of aging bridges, thus improving their performance. La construction de nouveaux ponts ainsi que l’entretien et la réfection du réseau vieillissant des ponts autoroutiers par l’utilisation de béton à très haute performance, peut conduire à la construction de ponts à longue durée de vie qui demanderont un minimum d’entretien, permettant ainsi de faibles coûts du cycle de vie. Le béton à ultra haute performance (BUHP) est un nouveau béton qui fournit une très grande résistance et une très faible perméabilité aux agents chimiques tels que les chlorures provenant des sels de déglaçage et de l’eau de mer. Le BUHP pourrait permettre de grandes améliorations par rapport aux ponts conventionnels en béton haute performance en termes d’efficacité structurale, de durabilité et de rentabilité à long terme. L’article propose une approche simplifiée de conception des dalles de béton sur les ponts à poutres en UHPC en utilisant le Code canadien sur le calcul des ponts routiers et les recommandations courantes sur la conception des ouvrages en BUHP. Selon un exemple présenté, l’utilisation des BUHP dans les ponts en poutres de béton précontraint permet une conception plus efficace de la superstructure, permettant une réduction importante du nombre et de la taille des poutres par rapport aux ponts à poutres conventionnels en béton haute performance de la même portée. Ainsi, les résultats de l’utilisation des BUHP engendrent une réduction importante du volume de béton et, ainsi, du poids de la superstructure. Ceci résulte en une réduction importante de la charge permanente sur l’infrastructure, particulièrement dans le cas des ponts vieillissants, améliorant ainsi leur performance. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)