Based on standard platforms, ProStructures easily allows structural engineers, detailers and fabricators to create 3D models for both concrete and steel. ProStructures provides automatic creation of documentation, details and schedules. The open working environment and programming interface supports standardization of the program.
Bentley’s ProStructures includes ProSteel and ProConcrete. Both are advanced 3D modeling programs supporting your construction and planning tasks.
ProSteel provides detailing for structural steel and metal work and ProConcrete detailing and scheduling of reinforced insitu/precast and post-tensioned concrete structures.
Private Note:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
IMPORTANT NOTICE: You may use this software for evaluation purposes only.
If you like it, it is strongly suggested you buy it to support the developers.
By any means you may not use this software to make money or use it for commercial purpose.
Code:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
Author: Hoppe, Edward J | Size: 1.15 MB | Format:PDF | Quality:Original preprint | Publisher: Virginia Transportation Research Council | Year: 2006 | pages: 30
The purpose of this study was to evaluate the field performance of the first pile-supported highway embankment constructed in Virginia. The project involved construction of an approach to the new bridge over the Mattaponi River, replacing the existing Lord Delaware Bridge at West Point. The scope of work included field instrumentation and data gathering as related to stress transfer and settlement. The objective was to measure actual soil pressures that are exerted at the geotextile fabric bridging pile caps and to measure stresses acting over pile caps. In addition, data analysis was to be carried out to provide information that Virginia Department of Transportation (VDOT) engineers could use to optimize future designs of pile-supported embankments. This report contains field monitoring data and analysis. Prestressed concrete piles were driven at 7-ft (2.1 m) spacing and topped with 3 ft by 3 ft (0.9 m by 0.9 m) precast concrete pile caps. Several layers of high-strength geosynthetic fabric were used for base reinforcement. The maximum embankment height was approximately 6 ft (1.8 m). Earth pressure sensors installed onsite confirmed the formation of soil arching in the embankment fill between columns. Numerical analysis pointed to the large impact of the upper foundation soil layer properties on the magnitude of the final embankment settlement and fabric strain. This shows that accurate material characterization is essential for a cost-effective design. Construction of the pile-supported embankment was carried out by a general contractor. No specialized equipment or methods were required. A rapid increase in the subgrade bearing capacity was observed as the construction proceeded. This method appears particularly well suited to time-critical projects.
Code:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
Author: Gupta, Satish C | Size: 3.82 MB | Format:PDF | Quality:Original preprint | Publisher: University of Minnesota, St Paul | Year: 2007 | pages: 245
Pavements are constructed on compacted soils that are typically unsaturated. The negative pore-water pressure (soil suction) due to the ingress of water in between soil particles has a significant effect on pavement foundation stiffness and strength. The study characterized the effects of soil suction on shear strength and resilient modulus of four soils representing different regions of Minnesota. The deviator stress in shear strength measurements followed a power function relationship with soil suction. Resilient modulus also followed the power function relationship with suction but these relationships fell within a narrow range. The authors present models for incorporating suction effects in shear strength and resilient modulus measurements of highly compacted subgrade soils. They also briefly outline a framework for incorporating these models in the resistance factors of MnPAVE. Since soil water content and the resulting soil suction under the pavement varies with season, adjustments are needed to account for increased strength and stiffness of the material as a result of unsaturated soil conditions. These adjustments will not only reflect the more realistic field conditions but will result in more reliable performance predictions than the current pavement design method.
Code:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
Granular shoulders are an important element of the transportation system and are constantly subjected to performance problems due to wind- and water-induced erosion, rutting, edge drop-off, and slope irregularities. Such problems can directly affect drivers’ safety and often require regular maintenance. The present research study was undertaken to investigate the factors contributing to these performance problems and to propose new ideas to design and maintain granular shoulders while keeping ownership costs low. This report includes observations made during a field reconnaissance study, findings from an effort to stabilize the granular and subgrade layer at six shoulder test sections, and the results of a laboratory box study where a shoulder section overlying a soft foundation layer was simulated. Based on the research described in this report, the following changes are proposed to the construction and maintenance methods for granular shoulders: (1) A minimum California bearing ratio (CBR) value for the granular and subgrade layer should be selected to alleviate edge drop-off and rutting formation; (2) For those constructing new shoulder sections, the design charts provided in this report can be used as a rapid guide based on an allowable rut depth. The charts can also be used to predict the behavior of existing shoulders; and (3) In the case of existing shoulder sections overlying soft foundations, the use of geogrid or fly ash stabilization proved to be an effective technique for mitigating shoulder rutting.
Code:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
Uncertainty, imprecision, complexity, and non-linearity are inherently associated with many problems in geotechnical engineering. The conventional modeling of the underlying systems, tend to become quite intractable and predictions from them are very difficult and unreliable. The general nature of geotechnical problems makes them ideally amenable to modeling through emerging methods of fuzzy and neural network modeling. Piles have been used as a foundation for both inland and offshore structures. The evaluation of the load carrying capacity of a pile, setup, and its drivability are important problems of pile design. In this study, Back Propagation Neural Network (BPNN) models and Adaptive Neuro Fuzzy Inference System (ANFIS) models are developed for: i) Ultimate pile capacity, ii) Pile setup, and iii) Pile drivability. A database for ultimate pile capacity and pile setup has been developed from a comprehensive literature review. Predictions for the above are made using BPNNs as well as commonly used empirical methods, and they are also compared with actual measurements. For the pile drivability analysis, a database of a number (3,283) of HP piles is developed from the data on HP piles from 57 projects in North Carolina (with both GRLWEAP data and soil profile information and without PDA and CAPWAP analyses). All of the programs are developed within MATLAB (and its toolboxes) with its Graphical User Interface (GUI). It is found that ANFIS and BPNN models for the analyses of pile response characteristics provide similar predictions, and that both are better than those from empirical methods, and can serve as a reliable and simple tool for the prediction of ultimate pile capacity and pile setup. Also, the BPNN model developed for pile drivability analysis provides good predictions. BPNN may be considered to be more efficient than ANFIS, as the BPNN model trains much faster, while both provide equally good predictions. However ANFIS models with some additional work will be more desirable for those cases in which one or more input variables may be available only in ‘fuzzy’ terms, and when the model is developed with a limited data range, because in ANFIS extrapolation beyond the data range is made through the membership functions.
Code:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
Axial Capacity of Piles Supported on Intermediate Geomaterials
Author: Mokwa, Robert | Size: 669 KB | Format:PDF | Quality:Original preprint | Publisher: Western Transportation Institute | Year: 2008 | pages: 91
The natural variability of intermediate geomaterials (IGMs) exacerbates uncertainties in deep foundation design and may ultimately increase construction costs. This study was undertaken to investigate the suitability of conventional pile capacity formulations to predict the axial capacity of piles driven into IGM formations. Data from nine Montana Department of Transportation bridge projects were collected, compiled, and analyzed. Axial pile analyses were conducted using a variety of existing methods and computer programs, including: DRIVEN, GRLWEAP, FHWA Gates driving formula, WSDOT Gates driving formula, and an empirical method used by the Colorado Department of Transportation. The results of the analyses were compared to pile capacities determined using PDA measurements obtained during pile driving and wave equation analyses conducted using the CAPWAP program. The capacity comparisons clearly demonstrated the inherent variability of pile resistance in IGMs. Most of the projects exhibited considerable variation between predicted capacities calculated using DRIVEN and measured CAPWAP capacities. For example, five of the six restrike analyses were over predicted using DRIVEN, one by as much as 580%. The majority of shaft capacity predictions for cohesionless IGMs were less than the measured CAPWAP capacities; the worse case was a 400% under prediction (a factor of 5). Toe capacity predictions were also quite variable and random, with no discernible trends. This study indicates that traditional semiempirical methods developed for soil may yield unreliable predictions for piles driven into IGM deposits. The computed results may have little to no correlation with CAPWAP capacities measured during pile installation. Currently CAPWAP capacity determinations during pile driving or static load tests represent the only reliable methods for determining the capacity of piles driven into IGM formations.
Code:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
Design and Performance Verification of Ultra-High Performance Concrete Piles for Deep Foundations
Author: Vande Voort, Thomas L Suleiman, Muhannad T | Size: 9.02 MB | Format:PDF | Quality:Original preprint | Publisher: Iowa State University, Ames | Year: 2008 | pages: 224
The strategic plan for bridge engineering issued by AASHTO in 2005 identified extending the service life and optimizing structural systems of bridges in the United States as two grand challenges in bridge engineering, with the objective of producing safer bridges that have a minimum service life of 75 years and reduced maintenance cost. Material deterioration was identified as one of the primary challenges to achieving the objective of extended life. In substructural applications (e.g., deep foundations), construction materials such as timber, steel, and concrete are subjected to deterioration due to environmental impacts. Using innovative and new materials for foundation applications makes the AASHTO objective of 75 years service life achievable. Ultra High Performance Concrete (UHPC) with compressive strength of 180 MPa (26,000 psi) and excellent durability has been used in superstructure applications but not in geotechnical and foundation applications. This study explores the use of precast, prestressed UHPC piles in future foundations of bridges and other structures. An H-shaped UHPC section, which is 10-in. (250-mm) deep with weight similar to that of an HP10×57 steel pile, was designed to improve constructability and reduce cost. In this project, instrumented UHPC piles were cast and laboratory and field tests were conducted. Laboratory tests were used to verify the moment-curvature response of UHPC pile section. In the field, two UHPC piles have been successfully driven in glacial till clay soil and load tested under vertical and lateral loads. This report provides a complete set of results for the field investigation conducted on UHPC H-shaped piles. Test results, durability, drivability, and other material advantages over normal concrete and steel indicate that UHPC piles are a viable alternative to achieve the goals of AASHTO strategic plan.
Code:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
Use of Reinforced Soil Foundation (RSF) to Support Shallow Foundation
Author: Abu-Farsakh, Murad Y | Size: 3.99 MB | Format:PDF | Quality:Original preprint | Publisher: Louisiana Transportation Research Center | Year: 2008 | pages: 218
This research study aims at investigating the potential benefits of using reinforced soil foundations to improve the bearing capacity and reduce the settlement of shallow foundations on soils. To implement this objective, a total of 117 tests, including 38 laboratory model tests on silty clay embankment soil, 51 laboratory model tests on sand, 22 laboratory model tests on Kentucky crushed limestone, and 6 large scale field tests on silty clay embankment soil, were performed at the Louisiana Transportation Research Center to study the behavior of reinforced soil foundations. The influences of different variables and parameters contributing to the improved performance of reinforced soil foundation were examined in these tests. In addition, an instrumentation program with pressure cells and strain gauges was designed to investigate the stress distribution in soil mass with and without reinforcement and the strain distribution along the reinforcement. The test results showed that the inclusion of reinforcement can significantly improve the soil’s bearing capacity and reduce the footing settlement. The geogrids with higher tensile modulus performed better than geogrids with lower tensile modulus. The strain developed along the reinforcement is directly related to the settlement, and therefore higher tension would be developed for geogrid with higher modulus under the same footing settlement. The test results also showed that the inclusion of reinforcement will redistribute the applied load to a wider area, thus minimizing stress concentration and achieving a more uniform stress distribution. The redistribution of stresses below the reinforced zone will result in reducing the consolidation settlement of the underlying weak clayey soil, which is directly related to the induced stress. Insignificant strain measured in the geogrid beyond its effective length of 4.0~6.0B indicated that the geogrid beyond this length provides a negligible extra reinforcement effect. Additionally, finite element analyses were conducted to assess the benefits of reinforcing embankment soil of low to medium plasticity and crushed limestone with geogrids beneath a strip footing from the perspective of the ultimate bearing capacity and footing settlement. Based on the numerical study, several geogrid-reinforcement design parameters were investigated.
Code:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
Comparison of Five Different Methods for Determining Pile Bearing Capacities
Author: Long, James H | Size: 3.96 MB | Format:PDF | Quality:Original preprint | Publisher: University of Illinois, Urbana-Champaign | Year: 2009 | pages: 176
The purpose of this study is to assess the accuracy and precision with which five methods can predict axial pile capacity. The methods are the Engineering News formula currently used by Wisconsin Department of Transportation (WisDOT), the FHWA-Gates formula, the Pile Driving Analyzer, the method developed by the Washington State DOT (WSDOT), and further analysis conducted on the FHWA-Gates method to improve its ability to predict axial capacity. Improvements were made by restricting the application of the formula to piles with axial capacity less than 750 kips, and by applying adjustment factors based on the pile being driven, the hammer being used, and the soil into which the pile is being driven. Two databases of pile driving information and static or dynamic load tests were used to evaluate these methods. Analysis is conducted to compare the impact of changing to a more accurate predictive method, and incorporating load and resistance factor design (LRFD). The results of this study indicate that a “corrected” FHWA-Gates and the WSDOT formulas provide the greatest precision. Using either of these two methods and changing to LRFD should increase the need for foundation (geotechnical) capacity by less than 10 percent.
Code:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
Modification of LRFD Resistance Factors Based on Site Variability
Author: McVay, Michael | Size: 2.76 MB | Format:PDF | Quality:Original preprint | Publisher: University of Florida, Gainesville | Year: 2009 | pages: 146
Current practice by the Florida Department of Transportation (FDOT), Federal Highway Administration (FHWA), and American Association of State Highway Transportation Officials (AASHTO) for deep foundation design is to use a constant load and resistance factored design (LRFD) Φ depending on redundancy, but independent of pile/shaft dimension. Unfortunately, soil/rock properties vary from point-to-point (CVq: coefficient of variation) and are typically spatially correlated. Since both the skin friction and end bearing involve spatial averaging of soil/rock properties over the shaft surface, the resulting total shaft resistance variability (CVR) will not share the same point variability (CVq). Moreover, the total shaft variability (CVR) will also vary with different degrees of spatial correlation, typically represented with a covariance function and a correlation length a. This work employs well established geostatistical principles to establish both the covariance function (e.g., variogram) and expected total pile/shaft variability (CVR) using borehole data. Consideration is given to the number of borings, the location of borings relative to each other, and to the design foundation (e.g., if the borings are within the footprint of the design pile/shaft). Since the resulting pile/shaft variability CVR is a function of pile/shaft dimensions, soil/rock variability CVq, and its spatial correlation, the resulting LRFD Φ is not constant for any site. To help the designer, four quadrant iterative design charts are developed for single and group pile/shaft layouts, which consider side and tip resistances, as well as layered systems. To better define the total pile/shaft variability CVR, the practice of load testing is also incorporated into the proposed approach. The work includes multiple design examples and data from existing FDOT bridge sites (e.g., 17th Street, Fuller Warren, and Jewfish Creek bridges).
Code:
***************************************
Content of this section is hidden, You must be registered and activate your account to see this content. See this link to read how you can remove this limitation:
![[Image: screen.png]](http://postgen.civilea.com/icon/screen.png){kind=icon}
![[Image: 27223497579174553045.jpg]](https://pic.civilea.com/images/27223497579174553045.jpg)
![[Image: info.png]](http://postgen.civilea.com/icon/info.png){kind=icon}
![[Image: tips.png]](http://postgen.civilea.com/icon/tips.png){kind=icon}
![[Image: download.png]](http://postgen.civilea.com/icon/download.png){kind=icon}
![[Image: crack.png]](http://postgen.civilea.com/icon/crack.png){kind=icon}
![[Image: password.png]](http://postgen.civilea.com/icon/password.png){kind=icon}
![[Image: 12089069932560589954.png]](https://pic.civilea.com/images/12089069932560589954.png)
![[Image: 29184567762408215419.png]](https://pic.civilea.com/images/29184567762408215419.png)
![[Image: 60324813837248988206.png]](https://pic.civilea.com/images/60324813837248988206.png)
![[Image: 83053265348962164317.png]](https://pic.civilea.com/images/83053265348962164317.png)
![[Image: 47224762569550541568.png]](https://pic.civilea.com/images/47224762569550541568.png)
![[Image: 70342073525299544318.png]](https://pic.civilea.com/images/70342073525299544318.png)
![[Image: 83479870245747585774.png]](https://pic.civilea.com/images/83479870245747585774.png)
![[Image: 59288663175123608298.png]](https://pic.civilea.com/images/59288663175123608298.png)
![[Image: 89845377009153237046.png]](https://pic.civilea.com/images/89845377009153237046.png)