fracture critical policy update - transportation.org...fracture critical policy update all images...
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Office of Infrastructure
A P R E S E N TAT I O N T O T H E A A S H T O C O M M I T T E E O N
B R I D G E S A N D S T R U C T U R E S
T E C H N I C A L C O M M I T T E E T - 1 4
B R I A N K O Z Y, P H D , P. E .
F H W A O F F I C E O F B R I D G E S A N D S T R U C T U R E S
J U N E 2 5 , 2 0 1 9 M O N T G O M E R Y, A L
Fracture Critical Policy Update
All images used in this presentation are in the public domain.
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“a steel member in tension, or with a tension element,
whose failure would probably cause a portion of or the
entire bridge to collapse.”
(ref. Code of Federal Regulations, National Bridge
Inspection Standards)
Fracture Critical Member
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“Clarification of Requirements for FCMs” published
6/20/2012
Memo introduced a new member class “System Redundant
Member” (a member that gains redundancy through system
behavior)
Encouraged use of refined analysis to show redundancy
State must submit through the Division Office to the FHWA Office
of Bridge and Structures for review the detailed analysis and
evaluation criteria that will be used
Current Fracture Critical Policy
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Research at Univ. of Texas, Purdue Univ., and FIU
Updates to LRFD BDS provisions
Ongoing collaboration between FHWA, T-14, and
Industry
AASHTO Guide Specs for System Redundancy and
Internal Redundancy
FHWA Guidelines for Refined Analysis
(https://www.fhwa.dot.gov/bridge/pubs/hif18046.pdf)
New Developments
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“FHWA Requirements for Classification and Treatment
of Steel Bridge Members for Fracture Control” memo
has been drafted and distributed for industry review
and comment
The new approach to define policy will include:
Memo with general requirements
Technical Advisories for specific bridge types
Fracture Critical Policy Update
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Member classifications and treatments: LPRM, IRM,
SRM, or FCM
Recognize internal redundancy
Accept (but not require) the use of new AASHTO IRM
and SRM Guide Specs.
Currently allow the use of SRM Guide Spec to post-
1978 bridges.
New Fracture Control Memo Highlights
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“A steel primary member in tension, or with a tension
element, that has redundancy based on the number of main
supporting members between points of support, such that
fracture of one cross section of one member will not cause a
portion of or the entire bridge to collapse.”
Note: LPRMs are usually longitudinal and parallel, such as
girders or trusses. Redundancy can be determined by
engineering judgement or simple calculation. Primary
members in common girder bridges with three or more
girders are classified as LPRMs in most cases.
Load Path Redundant Member (LPRM)
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“A steel primary member in tension, or with a tension
element, that is not qualified as an LPRM but has redundancy
in the cross-section such that fracture of one element will not
propagate through the entire member, and is discoverable by
the applicable inspection procedures.”
Note: IRMs shall be classified through calculation, analysis
or other criteria supported by experimental verification and
approved by FHWA. One acceptable approach is given in the
AASHTO Guide Specifications for Internal Redundancy of
Mechanically-fastened Built-up Steel Members.
Internally Redundant Member (IRM)
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“A steel primary member in tension, or with a tension element, that is not qualified as an LPRM but has redundancy in the bridge system, such that fracture of one cross section of the member will not cause a portion of or the entire bridge to collapse.”
Note: SRMs shall be classified through calculation, analysis or other criteria supported by experimental verification and approved by FHWA. One acceptable approach is to use refined analysis per the AASHTO Guide Specifications for Analysis and Identification of Fracture Critical Members and System Redundant Members.
System Redundant Member (SRM)
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Bridge-specific guidelines to be published
Twin tub girders
Mechanically fastened built-up members (riveted bridges first?)
Low ADTT and low risk two-girders
Trusses
Tied arches
Steel pier bents/Straddle Caps
Others
Future Technical Advisories
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TAs address the specific requirements for a bridge type
(group), on design, fabrication, and inspection.
Reduce unnecessary FCM requirements with simple, deemed to
satisfy rules, without analysis.
Free more from FCM, using engineering-level analysis/calculation.
Leave option open to evaluate redundancy, using research-level
analysis/calculation.
OR, stay as FCM.
Future Technical Advisories
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Designed to AASHTO LRFD Bridge Design Specifications.
Spans do not exceed 250ft and are continuous.
Horizontal curvature ≥700 feet.
All supports radial or with skew angle <10°.
Girders connected by full-height, external, solid-plate diaphragms at piers and
throughout span at spacing not to exceed 40 feet nor one-third of the span.
Girders are composite with deck along full length and satisfy the following:
Concrete deck has minimum 8-inch thickness
Shear connectors extend a minimum of 2-inches beyond the deck bottom rebars mat into the
core of the deck, and
Shear connector pitch ≤24-inches.
Crash barrier is solid concrete and MASH approved with TL-3 rating or greater
Girders are fabricated to AASHTO/AWS D1.5/D1.5M Bridge Welding Code
including the “Clause 12 - Fracture Control Plan” provisions.
TA for Twin Tub Girders
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All Part of A Risk Based Approach
• Federal statute (MAP-21) required update to NBIS
Ref. USC Sect. 144 (h)(6)
• The Secretary [FHWA] shall:
“update inspection standards to cover – (B)the frequency
of inspections”
“consider a risk based approach to determining the
frequency of bridge inspections.”
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New Policy on Risk Based Inspection Interval
FHWA memo issued June 8, 2018
https://www.fhwa.dot.gov/bridge/nbis/180608.pdf
Scope and Purpose: to provide approach to implement a risk-based interval for routine inspection in bridges.
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New Policy on Risk Based Inspection Interval
• Memo allows use of an interval that is
commensurate with the risk of safety or service
loss for each bridge
• Establishes a general framework and process for
assessment of risk
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New Policy on Risk Based Inspection Interval
• Provides flexibility to DOTs by applying experience
and engineering knowledge to optimize the use of
limited resources across their bridge inventory
• Allows intervals of 12, 24, 48 months
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New Policy on Risk Based Inspection Interval
• Based on NCHRP Project 12-82 “Risk Based
Inspection Practices”
• DOT must assemble a Risk Assessment Panel (RAP)
• Define risk levels, categories, probability,
consequence, damage modes, attributes to conduct a
“scoring” of bridges
• Apply to inventory of bridges and classify
• Submit to FHWA for approval
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Risk is the exposure to the possibility of a structural safety or serviceability loss (failure).
It is defined by the combination of probability and consequence of the failure event
Inspection requirement is the outcome of the risk assessment. When risk is high, inspect more. When risk is low, inspect less
Risk Based Framework for Bridges
Pro
ba
bilit
y
Consequence
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Failure definition:
The most credible failure
event scenario is a fatigue
crack growing to a critical
size and becoming
unstable and fracture of
member, and progressive
bridge collapse
Risk Based Framework for Fracture Control
Pro
ba
bilit
y
Consequence
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Probability
• Stress
• Details
• Material Toughness
• Fabrication
• Testing
• Certification
Risk Based Framework for Fracture Control
Pro
ba
bilit
y
Consequence
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Risk Based Framework for Fracture Control
Consequence
• Redundancy
Pro
ba
bilit
y
Consequence
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Office of Infrastructure
B R I A N . KO Z Y @ D O T. G O V
H T T P S : / / W W W. F H W A . D O T. G O V / B R I D G E /
Thank you for your time and
attention.22