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LOAD TESTING SUMMARY REPORT: LOOKOUT POINT SPILLWAY BRIDGE LOWELL, OR SUBMITTED TO: Tetra Tech INCA, Inc. 400 112 th Ave NE, Suite 400 Bellevue, WA 98003 www.incainc.com SUBMITTED BY: BRIDGE DIAGNOSTICS, INC. 1995 57 th Court North, Suite 100 Boulder, CO 80301-2810 303.494.3230 www.bridgetest.com July, 2013

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Page 1: LOAD TESTING SUMMARY REPORT LOOKOUT POINT …LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 5 1. STRUCTURAL TESTING PROCEDURES The Lookout Point Spillway

LOAD TESTING SUMMARY REPORT:

LOOKOUT POINT SPILLWAY BRIDGE

LOWELL, OR

SUBMITTED TO:

Tetra Tech INCA, Inc. 400 112

th Ave NE, Suite 400

Bellevue, WA 98003

www.incainc.com

SUBMITTED BY:

BRIDGE DIAGNOSTICS, INC.

1995 57th

Court North, Suite 100

Boulder, CO 80301-2810

303.494.3230

www.bridgetest.com

July, 2013

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LOAD TEST AND SUMMARY REPORT– TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR ii

EXECUTIVE SUMMARY

In March of 2013, Bridge Diagnostics, Inc. (BDI) was contracted by Tetra Tech INCA, Inc. in

coordination with the US Army Corps of Engineers (USACE) to perform load testing on the

Lookout Point Spillway Bridge near Lowell, Oregon. The goal of this project was to quantify the

load response of the superstructure in its current condition so that a more accurate load rating

value could be developed. BDI’s scope of work included instrumentation development and

installation, load testing, and preliminary data processing and review.

The instrumentation and testing phases of this project were completed on June 24th

and June

25th

, 2013. A specialized wireless structural testing system (STS-WiFi) was used to record

strains and rotations on the superstructure while the bridge was subjected to semi-static loading

along three different truck paths.

The load test data was reviewed by BDI, and the responses were found to be linear and

reproducible, with minimal thermal effects, indicating that the structure was behaving in a linear-

elastic manner. In addition, the structure exhibited good lateral load distribution, which will be

critical to consider during the analysis of this bridge. Overall, the data was judged to be of high

quality and should provide a very good basis for verifying analytical predictions. By using both

the strain and rotation responses, the engineer should be able to develop a relatively accurate

finite element model of the superstructure.

This report provides details regarding the instrumentation and load test procedures, sample

response plots, a discussion on the quality of the data collected, and brief conclusions resulting

from the data review. In addition, processed data from each lateral path has been formatted as a

function of longitudinal truck position and provided in MS Excel format for ease of use. A

response envelope of the data containing minimum and maximum responses induced at each

gage location for each lateral truck position has also been supplied in the MS Excel file. Lastly,

principal stress responses and orientations calculated from strain rosette responses on Girder 4

and 5 near the connection to the diaphragms have been provided in the MS Excel file.

Questions regarding this report and/or data should be directed to Kyle Ramer

([email protected]) or Brett Commander ([email protected]) at BDI. For further

background information on BDI equipment, testing services, and analysis/rating methods, please

visit our website at www.bridgetest.com.

The load test results presented in this report correspond to the superstructure at the time of

testing. Any further structural degradation, damage, and/or retrofits must be taken into account

in future ratings.

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LOAD TEST AND SUMMARY REPORT– TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR iii

Submittal Notes:

This submittal includes the following files:

1. Raw ".dat" files

This data is raw and therefore does not have certain gage factors applied that

must be used for analysis. This data is provided so that AECOM has everything

BDI collected, but should not be used for analysis!!

2. BDI_TO20_LookoutPoint_Processed_Data.xlsx

This spreadsheet contains selected data that has been extracted and formatted as a

function of vehicle position for each truck path. Additionally, envelope data

(minimum and maximum responses) for every gage location at each of the three

lateral truck positions is provided in this file. It also gives the vehicle location for

each min/max response as related to the test truck’s front axle. Lastly, principal stress

calculations for Girder 4 and 5 near the girders’ intersection with the diaphragm from

strain gage rosettes have been included in the file.

3. BDI_TO20_LookoutPoint_Report_Submittal_V1.pdf

This is the BDI report submittal, which contains all relevant information pertaining to

the testing project.

4. BDI_TO20_LookoutPoint_LL_Test_V3.pdf

This is a complete set of instrumentation plans including gage locations, gage ID’s,

and channel numbers.

5. BDI_TO20_LookoutPoint_Pics

This folder contains pictures of all instrumentation locations and other miscellaneous

photographs that may be helpful during analysis.

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LOAD TEST AND SUMMARY REPORT– TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR iv

TABLE OF CONTENTS

EXECUTIVE SUMMARY .....................................................................................................................................II

TABLE OF CONTENTS ...................................................................................................................................... IV

1. STRUCTURAL TESTING PROCEDURES .................................................................................................... 5

2. QUALITATIVE REVIEW OF TEST DATA ................................................................................................. 17

3. CONCLUSIONS ............................................................................................................................................... 28

A. APPENDIX A – REFERENCE RESPONSE HISTORY PLOTS ................................................................ 29

B. APPENDIX B – EQUIPMENT SPECIFICATIONS ..................................................................................... 60

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 5

1. STRUCTURAL TESTING PROCEDURES

The Lookout Point Spillway Bridge is a 248.5’ long, five-span, steel girder bridge on the

Lookout Point Dam. The bridge was built in 1957 and was found to be in fair condition.

However, please note that BDI did not perform an in-depth visual inspection on the structure

during the field visit.

To evaluate the structure’s response to live load, the center span of the superstructure was

instrumented with 41 surface-mounted strain sensors (Figure 1.1 through Figure 1.3), 12

weldable foil gages (Figure 1.4), and 4 BDI Tiltmeter rotation sensors (Figure 1.5). The

instrumentation plans shown in Figure 1.6 through Figure 1.12 illustrate the sensor locations as

well as the gage and channel IDs for each sensor. The instrumentation plans have also been

provided in PDF format along with this report.

The majority of the strain transducers were placed on the bottom of the girders with additional

strain transducers placed on the girders’ top flanges, the interior and exterior crane rail girders

and on the bottom of the west parapet. The transducers were installed using mounting tabs and a

quick-setting adhesive, requiring approximately five minutes each to install.

Twelve weldable foil gages were installed on Girder 4 and Girder 5 near their intersections

with the span’s southern diaphragm at the base of the web to determine if any stress

concentrations were developing in the girders due to the diaphragm’s connection to the girder

webs. The sensors were installed in groups of three, forming rosettes with one sensor installed

horizontally (H), one sensor installed vertically (V) and one sensor installed diagonally at 45

degrees from horizontal (D). The rosette made it possible to determine the principal stresses and

orientation, as well as the maximum shear stress at the origin of rosette.

The installed tiltmeters were centered 2 inches from the face of the nearest support and were

used to measure any rotation occurring at the ends of the beams. They were installed using the

same procedure as the strain transducers.

Once all of the sensors were installed, diagnostic load testing was completed in which data

was recorded at 40 Hz on all channels as the test truck rolled across the instrumented span at

approximately 1-3 mph. This process was repeated a minimum of two times for each testing

location to ensure reproducibility. One test was also completed along each load path during

which the test truck paused for 10 seconds while positioned with its front tires near the span’s

expansion joint and the rear tires close to midspan before continuing across the bridge. An

additional test was conducted where the test truck crossed the bridge at 10 mph. Throughout the

test procedures, no other vehicles were allowed on the bridge to ensure that the only responses

being measured would be those induced by the test truck. Additionally, the longitudinal position

of the truck was wirelessly tracked as it crossed the bridge, allowing the data to be presented as a

function of vehicle position in addition to time.

Three lateral truck positions were used with the vehicle driving in the southbound direction as

shown in Figure 1.13. It should be noted that the locations of the truck paths in this figure are

given as the transverse distance from either the front driver’s side wheel (D) or front passenger’s

side wheel (P) to the inside edge of the west curb along the north expansion joint.

Test notes that include the data file names for each truck crossing are provided in Table 1.1.

The test vehicle’s gross weight and wheel rollout distance (required for tracking the truck’s

position as it crossed the structure) are provided in Table 1.2. The vehicle weight was obtained

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 6

from certified scales at a local gravel pit. Lastly, a “footprint” for the test truck is shown in

Figure 1.14.

Please see Appendix B for the specifications on the strain transducers, rotation sensors, and

the wireless structural testing system. BDI would like to thank Tetra Tech INCA, Inc., USACE,

and Bridge Access Specialties for their help in scheduling, planning and completing this project!

Table 1.1 Structure description & testing notes

ITEM DESCRIPTION

STRUCTURE NAME Lookout Point Spillway Bridge

BDI Reference Number 130301-OR

TESTING DATE June 24th

and June 25th

CLIENT’S PROJECT ID # TO-20

LOCATION/ROUTE Lookout Point Dam, Lowell, WA

STRUCTURE TYPE Steel Girder Bridge

TOTAL NUMBER OF SPANS 5

CLEAR SPAN LENGTH(S) 42’-6”

SKEW N/A

STRUCTURE/ROADWAY WIDTHS Structure: 31’-0” / Roadway: 20’-0”

WEARING SURFACE Integral Concrete

OTHER STRUCTURE INFO N/A

SPANS TESTED 1 (Center Span)

TEST REFERENCE LOCATION

(X=0,Y=0) - BOW

The inside edge of the west curb in line with the north

expansion joint

TEST VEHICLE DIRECTION South

TEST BEGINNING POINT Front axle at X = 20’-0”

LATERAL LOAD POSITIONS

(PERPENDICULAR TO ROADWAY)

Y1 (P) = 2’-0” Y2 (P) = 6’-6”

Y3 (D) = 14’-9"

NUMBER/TYPE OF SENSORS

3” Strain Transducers – 44

Weldable Foil Gage - 12

Rotation Sensors – 4

SAMPLE RATE 40 Hz – Semi-static

NUMBER OF TEST VEHICLES 1

STRUCTURE ACCESS TYPE Snooper

STRUCTURE ACCESS PROVIDED BY BDI

TOTAL FIELD TESTING TIME 2 Days

ADDITIONAL NDT INFO N/A

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 7

TEST FILE INFORMATION

FILE NAME LATERAL

POSITION FIELD COMMENTS

Lookout_1.dat Y1 Truck crossed adjacent

span.

Lookout_2.dat Y1 Truck crossed adjacent

span.

Lookout_3.dat Y1

Truck paused with front

wheels at exp. joint for

10 sec. & continued off

adjacent span.

Lookout_4.dat Y3 Truck crossed adjacent

span.

Lookout_5.dat Y3 Truck crossed adjacent

span.

Lookout_6.dat Y3

Truck paused with front

wheels just short of exp.

joint for 10 sec. &

continued off adjacent

span. Double click after

pause.

Lookout_7.dat Y2 Truck crossed adjacent

span.

Lookout_8.dat Y2 Truck crossed adjacent

span.

Lookout_9.dat Y2

Truck paused with front

wheels just short of exp.

joint for 10 sec. &

continued off adjacent

span.

Lookout_10.dat Y2 ~10 mph

ADDITIONAL COMMENTS Weather: 70°F

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 8

Figure 1.1 Strain transducer mounted on bottom of girder (Typical).

Figure 1.2 Strain transducer mounted on the bottom of the girder’s top flange (Typical).

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 9

Figure 1.3 Strain transducers mounted on the bottom of the girder centered about the

diaphragm (Typical).

Figure 1.4 Strain transducers mounted as a rosette on girder near the diaphragm

(Typical).

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 10

Figure 1.5 Rotation sensor mounted 2 inches from the face of the support (Typical).

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 11

Figure 1.6 Instrumentation Plan View, including gage locations.

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 12

Figure 1.7 Cross-sectional view of Section A-A, including gage and channel IDs.

Figure 1.8 Cross-sectional view of Section B-B, including gage and channel IDs.

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 13

Figure 1.9 Cross-sectional view of Section C-C, including gage and channel IDs.

Figure 1.10 Cross-sectional view of Section D-D, including gage and channel IDs.

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 14

Figure 1.11 Detail 1 and Detail 2 from Section D-D including gage and channel IDs.

Figure 1.12 Cross-sectional view of Section E-E, including gage and channel IDs.

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 15

Figure 1.13 Test Truck Path Locations.

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 16

Table 1.2 Test Truck information.

VEHICLE TYPE SNOOPER WITH TAG AXLE LIFTED

GROSS VEHICLE WEIGHT (GVW) 57,120 lbs

WEIGHT/WIDTH - AXLE 1 15,800 lbs 7’-0”

WEIGHT/WIDTH – AXLE 2 – REAR TANDEM PAIR 41,340 lbs 7’-1”

SPACING: AXLE 1 - AXLE 2 19’-3”

SPACING: AXLE 2 – AXLE 3 4’-9”

WEIGHTS PROVIDED BY Truck ‘N Travel

AUTOCLICKER POSITION Passenger – 3rd

axle

WHEEL ROLLOUT 5 REVS 53’-5”

WHEEL CIRCUMFERENCE 10.68’

# SEMI-STATIC PASSES 9

# NORMAL SPEED PASSES 1

VEHICLE PROVIDED BY Bridge Access Specialties

Figure 1.14 Test truck axle spacings and “footprint”- snooper with tag axle lifted.

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 17

2. QUALITATIVE REVIEW OF TEST DATA

All of the field data was examined graphically to determine its quality and usefulness for

future analytical comparisons. Some of the typical indicators of data quality include

reproducibility between identical truck crossings, elastic behavior (strains returning to zero after

truck crossing), and any unusual-shaped responses that might indicate nonlinear behavior or

possible gage malfunctions.

RESPONSES AS A FUNCTION OF LOAD POSITION: Data recorded from the wireless truck position

indicator (BDI Autoclicker) was processed so that all of the corresponding response data

could be presented as a function of vehicle position. All of the response data included in the

MS Excel spreadsheets has been presented this way. The first column in each worksheet

indicates the longitudinal position of the test truck’s front axle relative to the test reference

point, which was located at the inside edge of the west curb on the north expansion joint.

This was done so that during analytical modeling, important measurement responses could be

directly related to a specific load location rather than an arbitrary point in time.

Once all data was processed as a function of load position, one file from each truck path was

selected as having the best apparent quality. This selected data was further processed as

discussed below. Table 2.1 provides a list of the selected data for the three truck paths. It is

recommended that this selected data be used for analysis of this structure.

REPRODUCIBILITY AND LINEARITY: Responses from identical truck passes were very

reproducible as shown in Figure 2.1 and Figure 2.2. In addition, all response data appeared

to be linear with respect to load magnitude and truck position. Note that the majority of

responses returned to zero (except for some slight thermal drift), indicating elastic behavior.

All of the response histories had a similar degree of reproducibility and linearity, indicating

that the data collected was of good quality. Note that since the thermal drift was very minor,

it was not removed from the data.

NOISE REMOVAL FROM DATA: Significant noise was observed in the portions of the original

rotation and weldable foil gage responses. So that the noise would not impact the enveloped

responses or principal stress calculations, these sensor responses for the selected data files

were cleaned up using a low-pass Butterworth filter. As shown in Figure 2.3, filtering

clarified the data significantly. Please note that while some of the 3-inch strain sensor data

appears to be noisy, the noise was trivial and remained unfiltered due to the low magnitude

of the responses relative to the peak stress responses seen in the rest of the data.

OBSERVED END-RESTRAINT: Structural plans indicated the Lookout Point Spillway Bridge was

designed as five identical simply supported spans. During the data review, a significant

amount of end-restraint was observed as compression in the bottom flanges near the girder

bearings, as shown in Figure 2.4. While the bearing details could not physically develop

moment resistance, they could resist axial displacement of the girders bottom flange. The

horizontal bearing reactions developed an arching action and induced negative moment at the

beam-ends since the reaction forces were applied eccentrically from the girders’ neutral axis.

This effect likely reduced midspan moment by as much as 10 to 20 percent on some beams

based on test results and analyses of similar bridges. It was apparent, however, the degree of

end-restraint varied with truck location and also between girder bearing locations. Therefore

the observed end-restraint should not be utilized for load rating purposes. It will be important

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 18

to consider end-restraint with respect to the load test results as it had a significant influence

on all of the flexural responses.

OBSERVED LOAD RESISTANCE IN GIRDER, DECK, CURB, AND CRANE RAILS: Strain sensors were

installed on both the girders’ bottom and top flanges to help determine the level of composite

action between the girders and deck. As shown in Figure 2.6, the bottom midspan gage

experienced high tension while its top flange paired gage experienced a small level of tension

only when directly loaded. The tension seen in both sensors indicates the neutral axis of the

girder is slightly above the top flange sensor in the slab, meaning the girder is acting

composite with the slab. It should also be noted that the neutral axis of the exterior girders

was found to be slightly higher than in the interior girders, indicating the curbs were

contributing to the stiffness of the exterior girders. Additionally, the interior crane-rail girder

was found to participate in resisting the truck load, as shown in Figure 2.6, while the outside

crane-rail girder experienced minimal response as a result of the applied live-loads (Figure

2.7).

STRUCTURAL RESPONSE TO STATIC LOADING: One test was performed on each load path during

which the test truck paused for approximately 10 seconds with its front axle near the

expansion joint as it moved across the instrumented span. The position of the test truck

during this pause placed the truck’s rear axles close to midspan so that the pause would occur

during maximum structural response. The goal of this testing was to determine if the

structure deformed under completely static loading conditions. As seen in Figure 2.8, the

structure experienced some dynamic effects due to the truck stopping and starting while on

the span, but there was no additional variation in stress between the moving and static load

response.

LATERAL LOAD DISTRIBUTION: When evaluating a bridge for the purpose of developing a load

rating, the bridge’s ability to laterally distribute load is an essential characteristic to quantify.

Lateral distribution is most easily observed by plotting the response values from an entire

gage line cross-section as done in Figure 2.9. The response values shown in this figure

correspond to the longitudinal load positions producing the maximum strain responses for

each truck path at the midspan gage line (Section C-C) on the girders. From this figure, it can

be observed that the structure exhibited a significant amount of lateral load distribution

across its cross-section. This behavior is important because a composite steel girder structure

typically distributes load through its cross-section much better than what is assumed using

AASHTO equivalent slab width method.

STRESS VARIATION IN THE GIRDERS AT DIAPHRAGM CONNECTIONS: Two girders were heavily

instrumented on their bottom flange at Cross Section D-D. Girder 4 and Girder 5 each had

three 3-inch strain gages mounted on the bottom of the bottom flange spaced at 6 inches

longitudinally and centered about the diaphragm. Stress histories from Girder 4 are shown in

Figure 2.10 when the girder is directly loaded by the test truck. These responses illustrated a

relatively uniform variation with the largest stress occurring in the transducer closest to

midspan. The same comparison in Girder 5 had slightly different results, as shown in Figure

2.11, since the largest stress was measured by the transducer centered under the diaphragm.

This was likely due to a variation in the load application between the two girders. Girder 4

was directly loaded by the truck, which was essentially straddling the girder. Girder 5 was

under the edge of the roadway and could only be directly loaded by one wheel line. It is

likely that Girder 5 experienced more indirect load transfer from the deck and diaphragm

than does Girder 4.

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 19

STRESS CONCENTRATIONS IN THE GIRDERS AT THE DIAPHRAGMS: Weldable foil strain gage

rosettes were installed on both sides of Girder 4 and Girder 5 webs. The strain gages were

installed as close as possible to the diaphragm connections to help determine if the stress

concentrations were induced by the welded connection. The rosette configuration enabled

calculations of principal stress, principal stress orientation, and maximum shear stress at the

rosette origins.

Principal stress, principal stress orientation, and maximum shear stress calculations were

made for the rosette locations on Girder 4 and Girder 5 using Error! Reference source not

found. through Error! Reference source not found.. Computed stresses profiles were

generated for each truck path and were provided in the MS Excel file included in the

submittal package. To determine the strain components in each equation, strain

measurements from identical sensor locations on either side of a girder’s web were averaged

to eliminate any out-of-plane effects. Since sensor Q2155 was determined to be a dead gage,

only its mirrored diagonal gage, Q4141, was used in the stress calculations as the diagonal

strain at Detail 2. The conversion from strain to stress was performed based on a plane stress

condition in the girder web. The controlling principal stresses in each girder for each load

path are provided in Table 2.2. The orientation of maximum principal stress was

approximately -10º with a maximum principal stress of 1.85 ksi and a maximum shear stress

of 0.94 ksi. Please note that the stress and orientation values provided are specific to the

exact locations are which the measurements were taken and specific to the applied load.

When the principal stress values are compared to the stress values in the bottom flange under

the diaphragm at Section D-D, it is apparent that there are significant stress concentrations in

the girder webs. For example, the Girder 4 bottom flange sensors saw a maximum response

of approximately 0.95 ksi while the principal stress in that girder’s web was calculated to be

1.85. A nearly 100% greater stress in the bottom of the web than in the bottom flange

indicates that the welded connected of the diaphragm to the girder web did induce a

significant stress concentration. This is not a concern for this structure because the measured

and computed stress levels were still relatively low and the bridge has very low traffic

volume.

COMPARISON BETWEEN NORMAL SPEED AND CRAWL SPEED TESTS: Responses between the crawl

speed (~1-3mph) and normal speed (10 mph) tests run along path Y2 were compared to

provide information on the impact effects during normal operation. As shown in Figure 2.12,

essentially no change in peak response magnitude was observed between the crawl speed

(blue) and the normal speed tests (green). However, there were small dynamic effects

observed in the overall response indicating approximately a 6% impact effect. It should be

noted that much more testing, including multiple vehicle types and speeds, would be

necessary to obtain a field-based impact factor for the structure. However, this comparison

provides evidence that the typical AASHTO impact used for rating is most likely

conservative.

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LOAD TEST AND SUMMARY REPORT – TO-20 LOOKOUT POINT SPILLWAY BRIDGE, LOWELL, OR 20

Table 2.1 – Breakdown of selected data.

TRUCK PATH DATA TYPE SELECTED DATA

Y1 All Types Lookout_2.dat

Y2 All Types Lookout_8.dat

Y3 All Types Lookout_4.dat

10 mph Y2 All Types Lookout_10.dat

Figure 2.1 Reproducibility of strain response histories (Typical).

Figure 2.2 Reproducibility of rotation response histories (Typical).

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Figure 2.3 Comparison between original and filtered data.

Figure 2.4 Compression stress in bottom flanges indicating end-restraint.

End-restraint indicated

by compression stress

in bottom flanges near

girder bearings.

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Figure 2.5 Gage pair of top and bottom strain gages at midspan indicating the girder is

behaving compositely with slab.

Figure 2.6 Gage pair response from Inner Crane Rail indicating significant participation

is resisting the truck load

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Figure 2.7 Outer Crane Rail response indicating relatively no participation in resisting

the truck load.

Figure 2.8 Stress History indicating no deformation during static loading of span.

Structural response

during static loading.

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Figure 2.9 Lateral Load Distribution Plot – Stress Values on Girders – Section C-C.

Figure 2.10 Stress History of gage group on bottom flange of Girder 4 under diaphragm.

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Figure 2.11 Stress History of gage group on bottom flange of Girder 5 under diaphragm.

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Principal strain and stress calculations

Equation 1

Equation 2

Equation 3

Equation 4

Equation 5

√(

)

Equation 6

Equation 7

Equation 8

Equation 9

(

(

)

)

Equation 10

Table 2.2 Controlling principal strain responses at Section A-A and Section C-C.

Girder 4 Girder 5

σP1 (ksi) σP2 (ksi) θP (deg) τmax (ksi) σP1 (ksi) σP2 (ksi) θP (deg) τmax (ksi)

Path Y1 1.84 -0.05 -9.39 0.94 1.75 -0.04 -13.07 0.90

Path Y2 1.85 -0.03 -8.98 0.94 1.12 0.08 -5.89 0.52

Path Y3 1.62 -0.01 -9.55 0.82 0.81 0.06 -5.39 0.38

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Figure 2.12 Stress History comparison between crawl speed and normal speed response

data.

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3. CONCLUSIONS

Load tests indicated that the bridge was performing in a linear-elastic manner, and there were

no major signs of distress. The following conclusions were made during the preliminary data

review:

All of the response histories were reproducible and linear (with minimal thermal drift in

the strain responses) indicating that the data collected was of good quality.

Rotation sensor data and weldable foil gage data presented in the processed data Excel

file was filtered to reduce noise levels.

Responses indicated that there is a small level of axial end-restraint on the girders

provided by the bearing conditions. This end-restraint likely causes reductions in midspan

flexure by 10 to 20 percent based on analyses of similar structures.

Top and bottom gage pairs on the girders indicated the girders were acting compositely

with the deck.

Responses in the interior crane rail girder indicated it was participating in the live load

resistance. The exterior crane rail, which was bolted to the parapet experienced minimal

live-load response.

Significant lateral load distribution was observed during the load test. All 6 girders

provided significant contribution to the load response.

Principal stress calculations in girder webs near the diaphragm compared with girder

bottom flange responses indicated significant stress concentrations in the girder webs due

to the welded diaphragm connection to the web. Principal stresses in the web were as

much as 100% higher than those in the bottom flange.

The strain response histories showed minimal thermal drift in the sensors. Therefore, no

thermal correction was applied to the selected processed data.

As a whole, the load tests were very successful, and quality data was obtained. BDI would

like to thank Tetra Tech INCA, Inc. and USACE for organizing the project, and the Bridge

Access Specialties for providing the access/testing vehicles and field support.

The load test results presented in this report correspond to the superstructure at the time of

testing. Any further structural degradation, damage, and/or retrofits must be taken into account

in future ratings.

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A. APPENDIX A – REFERENCE RESPONSE HISTORY PLOTS

The following plots include the response histories for each sensor from all three truck paths.

The location of each sensor is provided that defines its longitudinal, transverse, and cross

sectional position. A sensor location legend has been provided below where the location of each

gage is broken down into its longitudinal, transverse, and cross sectional location. In each plot,

response histories from all three truck paths are shown for the given sensor as a function of load

position. The load position represents the location of the test truck’s front axle relative to the test

reference point. For example, the load position labeled “0” corresponds to when the front axle of

the test truck is crossing the north expansion joint.

"X"-"Y"-"Z"

Where:

X = Longitudinal Gage Location - Defined by the Transverse gage line that the sensor is on

Y = Transverse Gage Location - Defined by the Longitudinal Gage Line the sensor is in line with

Z = Cross Sectional Location - Defined by the Position of the Sensor at its cross section

LONGITUDINAL GAGE LOCATION

(Distances from test reference point)

Section Distance, ft Description

A 4.42 Near North Pier Face

B 15.67 At North Diaphragm

C 23.67 At Midspan

D 31.67 At South Diaphragm

E 42.92 Near South Pier Face

TRANSVERSE GAGE LOCATION

(Distances from test reference point)

Gage line Distance, ft Description

1 22.25 Exterior Girder Line on East Side of Bridge

2 17.25 First Interior Girder on East Side of Bridge

3 12.25 Interior Girder to East of Center of Bridge

4 7.25 Interior Girder to West of Center of Bridge

5 2.25 First Interior Girder on West Side of Bridge

6 -2.75 Exterior Girder Line on West Side of Bridge

CR_I 17.50 Interior Crane Rail

CR_O 26.67 Exterior Crane Rail Girder

P -5.50 Parapet

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CROSS SECTIONAL LOCATION

Location Description

B Bottom of Girder/Parapet/Crane Rail

BC Bottom of Girder Centered under the Diaphragm

BN Bottom of Girder 6" to the North of the Diaphragm

BS Bottom of Girder 6" to the South of the Diaphragm

T Top of Girder/Crane Rail

WE_D East Side of Web - Diagonally Oriented (45 degrees)

WE_H East Side of Web - Horizontally Oriented

WE_V East Side of Web - Vertically Oriented

WW_D West Side of Web - Diagonally Oriented (45 degrees)

WW_H West Side of Web - Horizontally Oriented

WW_V West Side of Web - Vertically Oriented

Figure A.1 Stress History Plot of gage at Sensor Location A-1-B – All Truck Paths.

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Figure A.2 Stress History Plot of gage at Sensor Location A-2-B – All Truck Paths.

Figure A.3 Stress History Plot of gage at Sensor Location A-2-T – All Truck Paths.

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Figure A.4 Stress History Plot of gage at Sensor Location A-3-B – All Truck Paths.

Figure A.5 Stress History Plot of gage at Sensor Location A-4-B – All Truck Paths.

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Figure A.6 Stress History Plot of gage at Sensor Location A-4-T – All Truck Paths.

Figure A.7 Stress History Plot of gage at Sensor Location A-5-B – All Truck Paths.

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Figure A.8 Stress History Plot of gage at Sensor Location A-6-B – All Truck Paths.

Figure A.9 Stress History Plot of gage at Sensor Location A-6-T – All Truck Paths.

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Figure A.10 Stress History Plot of gage at Sensor Location B-2-B – All Truck Paths.

Figure A.11 Stress History Plot of gage at Sensor Location B-4-B – All Truck Paths.

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Figure A.12 Stress History Plot of gage at Sensor Location C-1-B – All Truck Paths.

Figure A.13 Stress History Plot of gage at Sensor Location C-1-T – All Truck Paths.

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Figure A.14 Stress History Plot of gage at Sensor Location C-2-B – All Truck Paths.

Figure A.15 Stress History Plot of gage at Sensor Location C-2-T – All Truck Paths.

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Figure A.16 Stress History Plot of gage at Sensor Location C-3-B – All Truck Paths.

Figure A.17 Stress History Plot of gage at Sensor Location C-3-T – All Truck Paths.

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Figure A.18 Stress History Plot of gage at Sensor Location C-4-B – All Truck Paths.

Figure A.19 Stress History Plot of gage at Sensor Location C-4-T – All Truck Paths.

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Figure A.20 Stress History Plot of gage at Sensor Location C-5-B – All Truck Paths.

Figure A.21 Stress History Plot of gage at Sensor Location C-5-T – All Truck Paths.

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Figure A.22 Stress History Plot of gage at Sensor Location C-6-B – All Truck Paths.

Figure A.23 Stress History Plot of gage at Sensor Location C-6-T – All Truck Paths.

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Figure A.24 Stress History Plot of gage at Sensor Location C-CR_I-B – All Truck Paths.

Figure A.25 Stress History Plot of gage at Sensor Location C-CR_I-T– All Truck Paths.

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Figure A.26 Stress History Plot of gage at Sensor Location C-CR_O-B – All Truck Paths.

Figure A.27 Stress History Plot of gage at Sensor Location C-CR_O-T – All Truck Paths.

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Figure A.28 Stress History Plot of gage at Sensor Location C-P-B – All Truck Paths.

Figure A.29 Stress History Plot of gage at Sensor Location D-2-B – All Truck Paths.

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Figure A.30 Stress History Plot of gage at Sensor Location D-4-BC – All Truck Paths.

Figure A.31 Stress History Plot of gage at Sensor Location D-4-BN – All Truck Paths.

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Figure A.32 Stress History Plot of gage at Sensor Location D-4-BS – All Truck Paths.

Figure A.33 Stress History Plot of gage at Sensor Location D-5-BC – All Truck Paths.

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Figure A.34 Stress History Plot of gage at Sensor Location D-5-BN – All Truck Paths.

Figure A.35 Stress History Plot of gage at Sensor Location D-5-BS – All Truck Paths.

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Figure A.36 Stress History Plot of gage at Sensor Location E-1-B – All Truck Paths.

Figure A.37 Stress History Plot of gage at Sensor Location E-2-B – All Truck Paths.

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Figure A.38 Stress History Plot of gage at Sensor Location E-2-T – All Truck Paths.

Figure A.39 Stress History Plot of gage at Sensor Location E-3-B – All Truck Paths.

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Figure A.40 Stress History Plot of gage at Sensor Location E-4-B – All Truck Paths.

Figure A.41 Stress History Plot of gage at Sensor Location E-4-T – All Truck Paths.

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Figure A.42 Stress History Plot of gage at Sensor Location E-5-B – All Truck Paths.

Figure A.43 Stress History Plot of gage at Sensor Location E-6-B – All Truck Paths.

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Figure A.44 Stress History Plot of gage at Sensor Location E-6-T – All Truck Paths.

Figure A.45 Stress History Plot of gage at Sensor Location D-4-WED – All Truck Paths.

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Figure A.46 Stress History Plot of gage at Sensor Location D-4-WEH – All Truck Paths.

Figure A.47 Stress History Plot of gage at Sensor Location D-4-WEV – All Truck Paths.

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Figure A.48 Stress History Plot of gage at Sensor Location D-4-WWD – All Truck Paths.

Figure A.49 Stress History Plot of gage at Sensor Location D-4-WWH – All Truck Paths.

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Figure A.50 Stress History Plot of gage at Sensor Location D-4-WWV – All Truck Paths.

Figure A.51 Stress History Plot of gage at Sensor Location D-5-WED – All Truck Paths.

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Figure A.52 Stress History Plot of gage at Sensor Location D-5-WEH – All Truck Paths.

Figure A.53 Stress History Plot of gage at Sensor Location D-5-WEV – All Truck Paths.

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Figure A.54 Stress History Plot of gage at Sensor Location D-5-WWH – All Truck Paths.

Figure A.55 Stress History Plot of gage at Sensor Location D-5-WWV – All Truck Paths.

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Figure A.56 Rotation History Plot of gage at Sensor Location A-4-B– All Truck Paths.

Figure A.57 Rotation History Plot of gage at Sensor Location A-6-B – All Truck Paths.

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Figure A.58 Rotation History Plot of gage at Sensor Location E-4-B – All Truck Paths.

Figure A.59 Rotation History Plot of gage at Sensor Location E-6-B– All Truck Paths.

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B. APPENDIX B – EQUIPMENT SPECIFICATIONS

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Figure B.1 BDI Autoclicker

3 Handheld Radios Motorola P1225 2-Channel (or equal) modified for both “Rx” and “Tx”. Power 9V battery

Mounting Universal front fender mounting system Target Retroreflective tape mounted on universal wheel clamp Bands/Power VHF/1 Watt or UHF/2 Watt Frequencies User-specified Data Acquisition System Requirements

TTL/CMOS input (pull-up resistor to 5V)

Output Isolated contact closure (200V 0.5A max switch current)