Fatigue cracking has been an extensive problem for many steel bridges designed prior to the identification of fatigue-prone details. Distortion in bridges coupled with stress concentrations within bridge components can eventually lead to crack initiation. The Tuttle Creek Bridge, built in 1962, has developed fatigue cracks like many older steel bridges. The structure is a 5,350 ft. long, plate-girder bridge with two girders supporting a non-composite concrete deck.
The majority of the cracks on the bridge are found in the upper web-gap region, which lies between the vertical connection stiffener and the upper flange. Cracks also have occurred in the transverse welds attaching the lateral gusset plates to the lower flange. Both these crack types are believed to be caused by differential deflection of the two girders.
In 1986, the bridge was retrofitted to prevent further cracking. Cracking, however, continued after the 1986 retrofit. In 2000, the Kansas Department of Transportation retained the services of the University of Kansas to investigate the fatigue cracking. Finite element models were created to estimate the stresses in the upper web-gap regions in order to determine a proper repair plan. The recommended repair scheme was to positively attach the connection stiffener to the upper flange, which was also successfully performed in similar web-gap repairs.
The University of Kansas also was retained to perform two load tests on the bridge to investigate the effectiveness of the repair. The first load test, which this report entails, examined the stresses within the fatigued regions prior to retrofit. A second test will be conducted after the repairs have been performed. Measurements taken during both tests will be compared to determine the fatigue improvement within the structure. Also, information gathered during the first test will also provide insight to improving the finite element models.
This report includes information about the Tuttle Creek Bridge and a summary of its structural deficiencies. Details of the gage installation and load testing are provided. Stresses induced by the truck loadings are presented in addition to the inferences from the measurements taken
