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Pages 1-4

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From page 1...
... Information was gathered regarding how bridge owners define, identify, document, inspect, and manage bridges with fracture-critical details. Specific inquiries were made about the following issues: • Inspection frequencies and procedures; • Methods for calculating remaining fatigue life; • Qualification and training of inspectors; • Available and needed training; • Experience with FCM fractures and problem details; • Examples of where the inspection program prevented failures; • Cost of inspection programs; • Retrofit techniques, including emerging technologies; • Nondestructive evaluation/nondestructive testing; • International experience and practice; • Fabrication methods and fabrication inspection; and • Needed research related to fracture-critical bridges (FCBs)
From page 2...
... There is also a hidden initial cost in some cases where more expensive superstructure designs have been used than are necessary to maintain an acceptable reliability level because of restrictions or more subtle prejudice against bridges with FCMs. The major impact on life-cycle costs is the additional mandate for hands-on, in-service inspection of FCMs.
From page 3...
... There are various classifications of superstructure types having FCMs and consequently there is wide disagreement. For example, twin box girders would be expected to perform even better than twin I-girders owing to the torsional capacity of the intact box girder and the alternate load paths available within each box girder; however, most agencies consider these as FCMs.
From page 4...
... Relief from full factored loads associated with the Strength I Load Combinations of Table 3.4.1-1 should be considered as should the number of loaded design lanes versus the number of striped traffic lanes. NCHRP Report 406: Redundancy in Highway Bridge Superstructures, also gives practical requirements for estimating the residual capacity of the damaged superstructure.


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