10,959 research outputs found
Jeffrey Hoist
No full textCable hoist made by the Jeffrey Manufacturing Company of Columbus, Ohio. The hoist was used to raise and lower heavy loads. It was powered by two Jeffrey electric motors. The hoist was owned by the Pacific Bridge Company, Portland, Oregon, 1908
Jeffrey Cable Lumber Conveyor
No full textTo cross a wide and deep river valley, the Spottswood Lumber Company used a cable lumber conveyor made by the Jeffrey Manufacturing Company of Columbus, Ohio, ca. 1904. The conveyor passed over the valley on a suspension bridge made of wooden beams and steel cables
Jeffrey Steel Tipple
No full textThis steel tipple, car haul and bridge were built by the Jeffrey Manufacturing Company of Columbus, Ohio. A car haul used steel ropes to pull loaded coal cars to the top of the tipple where they dumped their load into railroad coal cars below. This tipple was owned by The Big Five Coal Company, Stewartsville, Ohio, 1911
Jeffrey Spiral Chute
No full textSpiral chute made by the Jeffrey Manufacturing Company of Columbus, Ohio. A Jeffrey conveyor delivered blocks of ice across the bridge to the left of the spiral chute. The blocks of ice slid down the chute to the chain conveyor seen on the bottom right of the photograph. This chute and conveyor were used by the Utah Ice and Storage Company, Salt Lake City, Utah, 1911
Bridge Engineering Section, April 2013
No full textThis archived document is maintained by the Oregon State Library as part of the Oregon Documents Depository Program. It is for informational purposes and may not be suitable for legal purposes.Title from PDF caption (viewed on April 11, 2014)"Updated April 18, 2013."Mode of access: Internet from the Oregon Government Publications Collection.Text in Englis
Bridge Engineering Section, April 2011
No full textThis archived document is maintained by the Oregon State Library as part of the Oregon Documents Depository Program. It is for informational purposes and may not be suitable for legal purposes.Title from PDF caption (viewed on April 11, 2014)"Updated April 28, 2011."Mode of access: Internet from the Oregon Government Publications Collection.Text in Englis
Bridge Engineering Section, March 2014
No full textThis archived document is maintained by the Oregon State Library as part of the Oregon Documents Depository Program. It is for informational purposes and may not be suitable for legal purposes.Title from PDF caption (viewed on April 11, 2014)"Updated March 5, 2014."Mode of access: Internet from the Oregon Government Publications Collection.Text in Englis
Bridge Load Testing: State-of-The-Practice
No full textBridge load testing can answer a variety of questions about bridge behavior that cannot be answered otherwise. The current governing codes and guidelines for bridge load testing in the United States are the 1998 NCHRP Manual for Bridge Rating through Load Testing and Chapter 8 of the AASHTO Manual for Bridge Evaluation. Over the last two decades, the practice of load testing has evolved, and its intersections with other fields have expanded. The outcomes of load tests have been used to keep bridges open cost-effectively without unnecessarily restricting legal loads, when theoretical analyses cannot yield insights representative of in-service performance. Load testing data can be further used to develop field-verified finite-element models of tested bridges to understand these structures better. In addition, structural reliability concepts can be used to estimate the probability of failure based on the results of load tests, and noncontact measurement techniques capturing large surfaces of bridges allow for better monitoring of structural responses. Given these developments, a new Transportation Research Board (TRB) Circular, Primer on Bridge Load Testing, has been developed. This document contains new proposals for interpreting the results of diagnostic load tests, loading protocols, and the determination of bridge load ratings based on the results of proof load tests. In addition, included provisions provide an estimation of the resulting reliability index and the remaining service life of a bridge based on load testing results. The benefit of load testing is illustrated based on a cost-benefit analysis. The current state-of-The-practice has demonstrated that load testing is an effective means for answering many important questions regarding bridge behavior that are critical to decisions on bridge maintenance or replacement. Load testing has evolved over its history, and the newly developed TRB Circular reflects this evolution in a practical way. Accepted Author ManuscriptConcrete Structure
Bridge 47 Target 4.7 Roadmap
No full textPublication typology: Advocacy tool.
Responsibility: Bridge 47.
Author(s): Bridge 4.7 (with contributions of the participants of the Envision 4.7 Event, Helsinki, 6–7 November 2019).
Language: English.
Publication date: November 2019.
Pages: 4.
Acess: https://www.bridge47.org/node/24
Parametric Studies on Highway Bridge Impact
No full textTraditionally, dynamic effects on bridge decks brought about by moving vehicle loads, are taken into account by increasing the static loads by an impact factor. Recent researchers have found that actual impact factors can be much higher than the recommendations given in various bridge design codes of practice and hence the subject needs investigation. In order to study the causes of high impact on highway bridges, a computer program BRVEAN for bridge-vehicle interaction model is developed. BREVEAN has its uniqueness of including most of the factors which would likely affect the impact factor and using the improved modelling of a bridge. The modelling of the bridge itself is using finite element formulation of quadrilateral flat shell elements with eccentric beam stiffeners. The vehicle is modelled as a rigid body with two-axle and four-wheel sprung load units. Because of the effect of interleaf friction in the suspension system of the vehicle, the load-deformation relationship for the spring is represented by a hysteretic bi-linear diagram. In addition, the surface roughness of the bridge pavement is considered as a stationary random process characterized by a power spectral density function. The possible factors which would likely affect the dynamic behaviour of a bridge are considered and dimensionless parameters are adopted in the parametric studies. The results demonstrate a clear picture of the effect of various parameters on the impact factors of bridges. Based on such results, the causes of high impact are addressed and it is concluded that the road roughness was considered as the main cause of high impact values. In addition, within the realistic range of vehicle considered in this study, the maximum impact factors could be 2.84, 1.57 and 1.35 for bridges with spans 10m, 20m, 30m respectively, and it concludes that most of the high impact factors occurs in short span bridges
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