Abstract: Deck joints in a bridge are the source of many problems over its lifetime. In time, chances are good the joint will leak, permitting water and salt to leak through. Often this leads to deterioration of the concrete pier cap and superstructure beneath. The solution of Tennessee DOT is to eliminate nearly all bridge deck expansion joints and superstructure expansion bearings. For bridges up to about 400 ft long with steel superstructures, and 800 ft long in concrete, this means no expansion joints even at the abutments (with some exceptions). For bridges longer than this, expansion joints are used but only at the abutments. Tennessee DOT reports almost no problems have resulted from using this approach. A few structural details are given to illustrate how Tennessee designs “integral abutments,” and provides fixed connections of the superstructure to the piers.

Abstract: A composite roof/roof deck assembly and method of installation wherein a roof covering of polymeric sheet material is adhered to an underlying mineral board roof substrate with a water based polymeric adhesive.

Abstract: A method of building a roof wherein a horizontally disposed roof deck assembly is formed comprising: a sheet of corrugated steel material, preferably having a symmetrical rib pattern wherein the quantity of steel is equally distributed above and below a neutral axis; a sheet of insulation material; and a sheet of rigid substrate material mechanically fastened together by screws. The screws extend through the rigid substrate and through ridges on the upper side of the corrugated sheet material to restrain the ridges from above against lateral distortion under loading, thus forcing the corrugated sheet to maintain its shape and operate to capacities in excess of its expected or predictable flexural load capabilities. The roof deck assembly is secured to a supporting structure and suitable adhesive material, such as asphalt, is employed for securing a waterproof covering thereover. Ventilation apparatus is provided to control temperature and pressure of air in channels between the upper surface of the corrugated sheet and the lower surface of the substrate; and the upper surface of the corrugated sheet has a reflective surface to reflect heat into the channels.

Abstract: A composite metal/concrete floor system and method of installation. The system includes a novel decking profile; snap-in cover plates to provide longitudinal cells for three services; a lateral trench with sheet metal rails and bottom plates; and cooperating present inserts. The deck and cover plate may be used as distribution cells suspended between the bar joists of a formed deck.

Abstract: Convertible top apparatus for midengine automobiles, such as the Pontiac Fiero and Toyota MR2, which have a far forwardly extending rear deck lid for accessing the engine, comprises a foldable frame assembly, a pliable top covering for the frame and means for pivotally mounting the frame assembly to the automobile body, for example, after the factory installed hard top is removed, forwardly of the forward end of the rear deck lid. The frame assembly is configured so that rearward portions of the top extend rearwardly over the deck lid when the top is up, portions of the frame assembly stacking on top of forward regions of the rear deck when the top is down. The frame mounting means include mounting brackets fixed to the automobile and hinge members pivotally mounted to the brackets and to which both the deck lid and top frame assembly are connected. The brackets and hinge members are configured so that with the top up, opening the deck lid also pivots up rearward portions of the top. Overlapping slots in the brackets and hinge members enable portions of the folded frame assembly to move in response to opening the deck lid so that the frame is not caused to unfold when the deck lid is opened.

Abstract: Sidewall vent valves for aircraft having one or more above deck compartments (29) designed to be convertible between passenger and cargo configurations is disclosed. The sidewall vent valves (52, 91 or 121) are located in the deck (27) of the aircraft between the skin (25) of the aircraft fuselage and the sidewall panels (37) of the convertible compartment. The sidewall vent valves (51, 92 or 121) are opened and closed by an electrical actuator that is common to several valves. In the open position holes in the deck are uncovered to allow air to flow from the convertible compartment (29) to the below deck cargo compartment (31) of the aircraft. In the closed position such air flow is prevented. The sidewall vent valves may be reciprocal (121) or rotary (51,91) and, preferably, include membranes (107, 127, 133) designed to "blowout" in the event of an explosive decompression in the below deck cargo compartment (31).

Abstract: A marine float for use in conjunction with a concrete floating dock system and methods for manufacturing the same. The float consisting of a buoyant core of expanded polystyrene foam supporting a textured deck of standard aggregate concrete and surrounded by a shell of fiberglass reinforced cement. The float is fabricated as a unitary whole by pouring a layer of standard aggregate concrete in a form over a texturing mat to provide the textured deck, placing a buoyant element over the poured deck and spraying a layer of fiberglass reinforced cement around the buoyant element before any of the concrete elements has set. All concrete elements are then permitted to set to form a monolithic float.

Abstract: An arrangement for storing pipes in an offshore drilling installation below an upper deck carrying a derrick with associated equipment, comprising a pipe magazine below the upper deck, a horizontal transport means for the individual displacement of riser pipe sections between an aperture in the upper deck and storage means formed by a plurality of racks arranged along the path of the horizontal transport means, each carrying a plurality of pipe sections in vertical position Each rack, as a turret, is rotatable about a vertical axis so that each pipe section, through rotation of the turret concerned, can be brought within reach of the horizontal transport means The horizontal transport means comprises at least one assembly of a lower carrier trolley and an upper guide trolley movable, superimposed, along rails provided on the magazine floor, and below the deck, respectively In the magazine, underneath the aperture in the derrick floor, there is provided a ramp tiltable between a vertical position aside the aperture and a position inclined with the top towards the aperture, with two carriages movable along the ramp, each having a pipe-engaging arm for gripping a portion of a pipe section

Abstract: This thesis investigates the rigid body motions of skew bridges, concentrating on the in-plane translational and rotational displacements of the bridge deck induced by impact between the deck and the abutments. Experience in the San Fernando Earthquake of February 9, 1971 demonstrates that this feature is particularly important for skew bridges. A simple model, in which the bridge deck is represented by a rigid rod restricted by column and abutment springs is examined first. This model illustrates the mechanism by which in-plane rotational vibrations is triggered after the closure of the gap between the bridge deck and the abutment. It also shows that the force-deflection relations of the columns and the abutments are particularly important features for the response of the bridge. Methods for the exact and approximate estimation of the elastic stiffness of elastically founded, tapered bridge columns with octagonal cross section are presented next. The methods are applied to a bridge used later as an example. In addition, the yielding of the columns is examined and the force-deflection relations for bending about two orthogonal axes are estimated. The abutments are treated as rigid bodies and the soil embankments as Winkler Foundations with elastic spring constants increasing with depth. For the examination of the yielding of soil the Rankine theory is used. Based on these assumptions an approximate force deflection relation for the abutments is constructed. The response of a more complicated bridge model applied to a bridge near Riverside, California is examined at the end of the thesis and examples of the results are given. This model, in which the bridge deck is still represented as a rigid rod, has three in-plane degrees of freedom: two orthogonal displacements and a rotation, and is capable of capturing many of the more important features of the nonlinear, yielding response of skew bridges during strong earthquake shaking.

Abstract: A modular deck structure comprises a plurality of rectangular flooring platforms; joists that intersect in criss-cross fashion to form a plurality of rectangular frames; and planks coupled to extend along the interior surface of at least two joists of each rectangular frame; each rectangular frame and the planks coupled thereto are dimensioned to enable at least one of the platforms to be seated within a corresponding frame and to be supported by the planks coupled thereto; wherein some of the joists have at least one end with a notch thereonwhich may be reinforced; and wherein pairs of joists are joined at respective intersection points thereof by positioning a notched end of a second criss-crossing joist on the plank along a first criss-crossing joist, the second joist being supported at one end by the plank of said first criss-crossing joist where the entire deck may be supported above ground by ground posts. The invention also relates to a method of constructing the deck.

Abstract: The present invention provides an apparatus for aligning an integrated deck carried on a barge with a jacket secured to the seafloor. The apparatus comprises a plurality of cantilevered springs extending vertically downward from the deck and a plurality of sockets secured to the jacket, each socket being positioned to receive the lower end of one of the cantilevered springs. As the cantilevered springs are lowered into the sockets, wind or wave induced horizontal motion of the deck is accommodated by tilting of receiving members in the sockets. Once the cantilevered springs are fully engaged with the sockets, the receiving members no longer tilt and the great stiffness of the cantilevered springs permits only very slight horizontal motion of the deck so that the barge can be ballasted downward to transfer the deck load to the jacket without misalignment.

Abstract: An anchor for deck boards resting on a truss includes a deck board hold-down element, a truss-engaging resistance element and a threaded adjustable connector between the hold-down element and the resistance element.

Abstract: A buffer deck assembly for floor scrubbing, cleaning and polishing machines includes a displaceable buffer deck housing mounted to the machine through a substantially U-shaped mounting frame having a pair of sleeves that each slidably receive a cantilever support arm. The opposite end of each cantilever support arm is pivotally mounted to the machine frame through a yoke and pivot pin. Coil springs received around each support arm engage the end of the sleeves of the deck mounting frame and bias the deck to an operative position where proper tension is provided to the drive belt for the buffer brush or pad. When the buffer deck housing is displaced rearwardly from the operative position, tension on the drive belt is released and power to the buffer brush or pad is interrupted. A mechanism is also provided for raising and lowering the buffer deck housing. The raising and lowering mechanism includes two connecting rods fixed to a rotatable shaft. The connecting rods are connected to the buffer deck mounting frame by means of a lost motion coupling including a chain link and a connecting loop.

Abstract: A method is disclosed for installing an integrated deck on a platform substructure located in a body of water. The deck is supported on jack-up means which, in turn, are mounted on a rigid pontoon raft having a U-shaped configuration. The jack-up means is capable of raising and lowering the deck to and from, respectively, the substructure and for raising the composite platform from one position and lowering it to another position offshore. The U-shaped opening in the raft is oriented so that the jack-up means on the barge straddles the substructure below the deck. Piles may be driven through the base from the raft and from the platform itself when the raft has been removed from the deck once the deck has been installed on the substructure.

Abstract: An ultimate strength analysis procedure was formulated for five full-scale, two-way slabs tested to failure. The concrete slabs were reinforced with composite corrugated cold-formed steel decking. Three slabs contained supplementary reinforcing in the form of welded wire fabric. Nominal out-to-out plan dimensions of the slabs were 16 ft by 12 ft (4.88 m by 3.66 m). All slabs were subjected to four symmetrically placed, concentrated loads. Ultimate failure occurred by a shear-bond action initiated by slippage between the steel deck and the concrete. The analysis procedure was founded on the principles of yield-line theory and of shear-bond regression analysis. A collapse mechanism established by yield-line procedures was utilized to determine the effective load-carrying-segment width of the slabs. A shear-bond regression analysis was used on the effective width to predict the total shear force distributed to the reactive edge perpendicular to the deck corrugations. The shear existing along the sides of the effective load-carrying segment was subsequently added to the shear-bond component to give the predicted ultimate load for each slab. The calculated load agreed very closely (within 9%) with the experimental ultimate for all five slabs.

Abstract: A tow apparatus (20) is installable in a moveable craft (11) for towing a load (18) situated behind the craft. The load (18) is connected to a selectively erectable, vertical post member (22) mountable on a floor deck (17) of the craft (11). When erected, the vertical post member (22) is further supported by two support members (26A, 26B) which are mounted on the floor deck (17) intermediate the vertical post member (20) and the stern (13) of the craft (11). The vertical post member (22) is mounted on floor deck (17) by engagement with a post anchor assembly (24). The support members (26A, 26B) are mounted on floor deck (17) by their engagement with corresponding support anchor assemblies (30A, 30B). The anchor assemblies (24,30) are installed on floor deck (17) in a manner whereby elements of the anchoring assemblies (24, 30) do not significantly protrude beyond the plane of the floor deck (17) when in a storage position (i.e., when the vertical post member (22) and support members (26A, 26B) are not erected).

Abstract: In this paper the nonlinear behaviour of long-span cable-stayed bridges is analyzed. Two different structural models are presented. The first is obtained by assuming a continuous distribution of the stays along the deck, the second one is a discrete model which accounts for the actual stays spacing. Some numerical results are presented.

Abstract: The unifying objective of Phases I and II of this study was to determine the feasibility of the post-tensioning strengthening method and to implement the technique on two composite bridges in Iowa. Following completion of these two phases, Phase III was undertaken and is documented in this report. The basic objectives of Phase III were further monitoring bridge behavior (both during and after post-tensioning) and developing a practical design methodology for designing the strengthening system under investigation. Specific objectives were: to develop strain and force transducers to facilitate the collection of field data; to investigate further the existence and effects of the end restraint on the post-tensioning process; to determine the amount of post-tensioning force loss that occurred during the time between the initial testing and the retesting of the existing bridges; to determine the significance of any temporary temperature-induced post-tensioning force change; and to develop a simplified design methodology that would incorporate various variables such as span length, angle-of-skew, beam spacing, and concrete strength. Experimental field results obtained during Phases II and III were compared to the theoretical results and to each other. Conclusions from this research are as follows: (1) Strengthening single-span composite bridges by post-tensioning is a viable, economical strengthening technique. (2) Behavior of both bridges was similar to the behavior observed from the bridges during field tests conducted under Phase II. (3) The strain transducers were very accurate at measuring mid-span strain. (4) The force transducers gave excellent results under laboratory conditions, but were found to be less effective when used in actual bridge tests. (5) Loss of post-tensioning force due to temperature effects in any particular steel beam post-tensioning tendon system were found to be small. (6) Loss of post-tensioning force over a two-year period was minimal. (7) Significant end restraint was measured in both bridges, caused primarily by reinforcing steel being continuous from the deck into the abutments. This end restraint reduced the effectiveness of the post-tensioning but also reduced midspan strains due to truck loadings. (8) The SAP IV finite element model is capable of accurately modeling the behavior of a post-tensioned bridge, if guardrails and end restraints are included in the model. (9) Post-tensioning distribution should be separated into distributions for the axial force and moment components of an eccentric post-tensioning force. (10) Skews of 45 deg or less have a minor influence on post-tensioning distribution. (11) For typical Iowa three-beam and four-beam composite bridges, simple regression-derived formulas for force and moment fractions can be used to estimate post-tensioning distribution at midspan. At other locations, a simple linear interpolation gives approximately correct results. (12) A simple analytical model can accurately estimate the flexural strength of an isolated post-tensioned composite beam.

Abstract: In an effort to determine the extent of deck cracking on continuous steel beam bridges and the effect of the cracking on deck durability, 137 structures were visually inspected and 5 of these were selected for detailed evaluation. The general survey disclosed widespread transverse cracking throughout the lengths of the continuous beam sections in both the positive and negative moment areas. The cracking appeared to propagate, as the spans vibrated, from short pattern cracking probably caused by differential subsidence of the plastic concrete over the reinforcing steel and plastic shrinkage of the slab. Detailed deck evaluationsk which included half-cell potential measurements and evealuations, which included half-cell potential measurements and chloride content determinations, disclosed that chlorides were present in the cracks to a significantly greater degree than in adjuacent uncracked concrete. However, sealing the cracks with a low viscosity, low modulus epoxy compound appeared to be effective in limiting the entry of chlorides. In spite of the widespread cracking noted and the presence of chlorides in the e cracks, corrosion-induced deck distress was not found to be a widespread problem on continuous span bridges. (Author) bridges. (Author)

Abstract: Landing deck for aircraft, in particular for helicopters, on seagoing vessels and offshore installations, such as platforms. When fuel is leaking from a helicopter after an accident, as for instance an unsuccessful landing, a fire often starts. In order to reduce the combustion intensity and the duration of such a fire continuous grooves or channels (8) are formed in beams of steel or metal, of which the deck is made, in the surface facing upwardly. Thereby fuel which has leaked out will be collected in the grooves or channels. The air supply to the grooves or channels is poorer than the air supply to fuel situated on decks without grooves or channels, and the combustion intensity, therefore, is reduced. Moreover, the combustion takes place on the surface of the liquid, and it is possible to drain a substantial part of the fuel without ignition thereof. Fuel may be collected from the grooves or channels by means of a collecting manifold or gutter.

Abstract: This paper presents an ultimate shear-bond equation for composite deck-slabs failing in shear-bond. The equation is based on recent experimental evidence of composite deck-slabs exhibiting early en...

Abstract: This disclosure relates to an air intake arrangement for a small boat including a hull, wherein the front end of a handle pole of the boat is supported pivotably on a horizontal shaft on the upper deck of the hull at a position which is on the longitudinal center line of the hull, and a handle lever to be held by an operator is attached to the rear end of the handle pole. An air intake port for taking fresh air into the engine compartment in the interior of the hull is provided on substantially the center line at a position corresponding to the lower side of the handle pole on the deck, and a lead-in opening for taking the air from the front of the boat and leading it into the air intake port is formed in the handle pole.

Abstract: Policies for the protection, repair, rehabilitation, and replacement of concrete bridge decks were investigated, with the goal of providing recommendations based on minimum life-cycle costs. Present policies in most states consist of decision matrices or flow diagrams based on a few parameters related to deck condition and, sometimes, to service. Few appear to possess the capacity to reflect the cost-effectiveness of feasible alternative strategies. The development of a mathematical model for evaluating alternative strategies for bridge deck protection, repair, rehabilitation, and replacement, which forms the basis for current policy of the Pennsylvania Department of Transportation, is described. Detailed procedures for data acquisition are presented, and a typical calculation is illustrated.

Abstract: A game-board representing a simulated football field, on which the placement and movement of a ball marker representing a football is determined by the selection and interpretation of a message on cards drawn from one of the five decks of cards. Each deck of cards is provided with an active decks area and an adjacent used deck area. The decks of cards are initially placed on their corresponding active deck areas. The selection of the deck from which a card is chosen is made with reference to the play according to the rules of football. The players draw for the privilege of choosing whether to kick-off or receive and the players draw cards on offense until they lose possession of the ball. The opponent then takes possession and draws cards in turn until he loses possession of the ball. After each card is drawn and used it is placed on its corresponding used deck area. The game is over when all the down deck cards have been used. Players visually compare the relative heights of the active and used down decks. This provides a visual cue instantly and continually showing when the game is nearing its end. A half-time card inserted at the beginning of the game in approximately the middle of the down card deck determines the end of the first half.

Abstract: An improved hull construction of a freight carrier with an upright cylindrical storage tank structure with heat-insulation on the outer circumferential surface thereof and having an upwardly-convex top surface, adaptable for the storage and transportation of high and/or low temperature freight material, which includes a tank bottom insulation disposed on the bottom part of the hull construction upon which the tank structure is mounted in position, tank skirt extending downwardly from the lower part of the cylindrical side plate extension of the tank structure, the upper part of the cylindrical tank skirt being secured to the tank structure, the lower part of the cylindrical skirt being connected to the hull construction, and wherein at least a peripheral part of the tank bottom plate is raised in height toward the peripheral edge and connected to the lower end of the tank side plate, while the upper end of the tank side plate is positioned over the upper deck surface of the vessel so that a substantial part of the tank protrudes over the said upper deck surface, and the diameter of the cylindrical storage tank is nearly equal to or greater than the height of the tank.

Abstract: A catamaran air cushion water vehicle has two spaced apart floats (111) which extend parallel to one another in the direction of travel, wherein the cross-sections of the floats become broader from the bottom to the top and wherein the floats are rigidly connected together at the top by a deck structure (113). Furthermore, resilient skirts (123, 124) are arranged up to the stem and at the stern between the floats (111), extend at least approximately down to the water surface, and, together with the floats (111), bound an air space (125) between the base of the deck structure and water surface. In accordance with the present teaching the floats (111) each have a hull section (112) which broadens out in step-like manner essentially above their float region (115) which is submerged during travel in the displacement mode. The hull sections (112) serve to accommodate machinery, such as the propulsion units, and the deck structure (113) is attached to the upper end regions of the hull sections (112).

Abstract: A device for releasably connecting a rigid deck and a rigid hull to the covers of the bladders of an inflatable boat comprises an assemblage of two rigid plates joined together along their edges to form a sealed chamber which is fastened to the covers of the bladders, or directly to these latter, through bolts acting through the intermediary of suitable pressure elements. Holes passing through the edges of the two rigid plates are provided for the bolts.

Abstract: An ocean wave energy converting vessel which can remain perpendicular to the ocean waves for maximum energy conversion, regardless of its direction of travel. As either end of the quadrapod is lifted by a wave and the pendulum deck tends toward the center of the earth, force is applied to the generator due to the shifting weight of the pendulum deck, generator battery bank and all other equipment on said deck. This results from cables looped around racheted pulleys on the generator shaft, connected at their ends to the bow and stern of the quadrapod. Maximum energy conversion depends upon the quadrapod being perpendicular to the ocean waves. The paradox of a vessel facing one direction while traveling another is resolved by a navigation system consisting of four simultaneously swiveling, finned, motorized pontoons to maintain course direction, operated in conjunction with a wind fan with rudder mounted to the pendulum deck which holds quadrapod perpendicular to ocean waves. Length of quadrapod is adjustable through the use of cables, pulleys and hydraulic pistons so as to match the distance from wave crest to valley. A plurality of units may be joined together, the beams of which may share pontoons to form an energy net spreading out over the ocean.