Abstract: Recently, there has been a rapid increase in using noncorrosive fiber-reinforced polymers (FRP) reinforcing bars as alternative reinforcement for bridge deck slabs, especially those in harsh environments. A new two-span girder type bridge, Cookshire-Eaton Bridge (located in the municipality of Cookshire, Quebec, Canada), was constructed with a total length of 52.08 m over two equal spans. The deck was a 200-mm-thick concrete slab continuous over four spans of 2.70 m between girders with an overhang of 1.40 m on each side. One full span of the bridge was totally reinforced using glass fiber-reinforced polymer (GFRP) bars, while the other span was reinforced with galvanized steel bars. The bridge deck was well instrumented at critical locations for internal temperature and strain data collection using fiber optic sensors. The bridge was tested for service performance using calibrated truckloads as specified by the Canadian Highway Bridge Design Code. The construction procedure and field test results under actual service conditions revealed that GFRP rebar provides very competitive performance in comparison to steel.

Abstract: This paper describes the behavior of hybrid girders consisting of fiber-reinforced polymer (FRP) bridge decks adhesively connected to steel main girders. Two large-scale girders were experimentally investigated at the serviceability and ultimate limit state as well as at failure. One of the girders was additionally fatigue loaded to 10 million cycles. Compared to the behavior of a reference steel girder, deflections of the two girders at the SLS were decreased by 30% and failure loads increased by 56% due to full composite action in the adhesive layer. A ductile failure mode occurred: Deck compression failure during yielding of the steel girder. The adhesive connections were able to prevent buckling of the yielding top steel flanges. Thus, compared to the reference steel girder, the maximum deflections at failure could be increased up to 130%. No deterioration due to fatigue loading was observed. Based on the experimental results, a conceptual design method for bonded FRP/steel girders was developed. The proposed method is based on the well-established design method for hybrid girders with concrete decks and shear stud connections. The necessary modifications are proposed.

Abstract: A siderail assembly for a hospital bed is provided. In one embodiment the bed is a chair bed having a first deck section, a second deck section and a third deck section. A pair of siderails are operably connected to the third deck section of the bed. In another embodiment, the siderail coupled to the third deck section remains stationary relative to the third deck section during movement of the third deck section between the generally horizontal and the substantially vertical position. The siderail is configured to be gripped by a patient while the patient is entering and exiting the chair bed.

Abstract: This state-of-the-art paper presents the results of a comprehensive literature review of the cause of transverse deck cracking. It includes compilation of experimental and analytical research results as well as survey studies on the effects of different factors on concrete deck cracking. Consistent with the past work on the subject, causes of transverse deck cracking are classified under three categories, namely: (1) material and mix design, (2) construction practices and ambient condition factors, and (3) structural design factors. The literature review revealed that the first two items have been studied extensively over the past several decades, while literature is limited on the effect of structural design factors on deck cracking. This paper evaluates the existing work in depth and presents recommendations on mix design and construction procedures to reduce the potential for transverse deck cracking. Furthermore, areas for additional research are identified.

Abstract: In this thesis, numerical simulations to calculate water impact loading on offshore structures are presented. The simulations are based on a discrete version of the Navier-Stokes equations that describe the motion of a fluid. Special attention has been paid to the green water problem, where water exceeds the deck level of a ship and flows onto the deck. The results of the simulations have been compared extensively with experimental measurements.

Abstract: A patient support for supporting a patient in a horizontal position is provided. The patient support includes a frame and a deck. The deck includes first and second ends and longitudinal sides extending therebetween. The deck also includes a first portion configured to extend laterally from the deck to widen the deck. An actuator is coupled to the deck and configured to move the first portion between an extended position and a retracted position.

Abstract: A variable width bed is provided. In one embodiment the bed has a frame, a deck supported on the frame, and a mattress on the deck. A portion of the mattress on one of head and seat deck sections expands to have an increased width. In an alternate embodiment, deck extender assemblies are provided at the sides of the bed. Each of the deck extender assemblies have supplemental mattresses connected thereto.

Abstract: A mattress is constructed from a mattress body having an upper and a lower deck, which is preferably pervious to moisture and air. A removable panel, which includes a top layer of breathable fabric, a bottom layer of a fabric that forms a moisture barrier, and a batting layer, is placed on at least the upper deck of the mattress body. The removable panel is removably attached along the perimeter of the deck or decks by a fastener, such as a zipper. The panel can be removed from the deck for cleaning and folded and secured by the fastener in an inverted configuration, with the top layer facing outward.

Abstract: The paper describes the development and characterization of a modular bridge system incorporating fiber reinforced polymer (FRP) composite girders connected by stiffened FRP deck panels which serve as both formwork and flexural reinforcement for a steel free concrete deck cast on top. The response of individual components and a two girder deck assemblage are characterized through full scale tests and it is shown that capacity is substantially greater than the design demand levels. Analytical predictions, based on laminated beam theory using progressive ply failure criteria, moment-curvature analysis and finite element models, are seen to compare well with experimental results.

Abstract: Helicopter operations in the vicinity of small naval surface vessels require excessive pilot workload. Because of the unsteady flow field and large mean velocity gradients, the envelope for flight operations is limited. This experimental investigation uses a 1:144 scale model of the U.S. Navy destroyer DDG-81 to explore the problem. Both active and passive flow control techniques were used to improve the flow field in the helicopter's final decent onto the flight deck. Data were collected at a set of grid points using a single component hotwire. Results show that the use of porous surfaces decreases the unsteadiness of the flow field. Further improvements are found by injecting air through these porous surfaces, causing a reduction in unsteadiness in the landing region of 6.6% at 0 degrees wind-over- deck (WOD) and 8.3% at 20 degrees WOD. Other passive configurations tested include fences placed around the hangar deck edges which move the unsteady shear layer away from the flight deck. Although these devices cause an increase in unsteadiness downstream of the edge of the fence when compared to the baseline, the reticulated foam fence caused an overall decrease in unsteadiness in the landing region of 12.1% at 20 degrees WOD.

Abstract: This paper addresses the laboratory and field performance of multicellular fiber-reinforced polymer (FRP) composite bridge deck systems produced from adhesively bonded pultrusions. Two methods of deck contact loading were examined: a steel patch dimensioned according to the AASHTO Bridge Design Specifications, and a simulated tire patch constructed from an actual truck tire reinforced with silicon rubber. Under these conditions, deck stiffness, strength, and failure characteristics of the cellular FRP decks were examined. The simulated tire loading was shown to develop greater global deflections given the same static load. The failure mode is localized and dominated by transverse bending failure of the composites under the simulated tire loading as opposed to punching shear for the AASHTO recommended patch load. A field testing facility was designed and constructed in which FRP decks were installed, tested, and monitored to study the decks’ in-service field performance. No significant loss of deck capacit...

Abstract: The present invention relates to a transit boarding platform panel for use along the edge of an existing transit platform adjacent a track. The panel comprises a molded base portion formed from a reinforced composite polymer. The base portion has a top deck and bottom plate, a first side intended to be adjacent a track at an edge of the transit platform, a second side opposite said first side and intended to be adjacent the existing transit platform, first end and second side, and between the top deck and bottom plate a series of internal support members. The top deck, bottom plate, first and second sides, first end, second end and series of internal support members are preferably molded at the same time to form an integral unit. The top deck has a detectable warning surface consisting of raised truncated domes detectable by the visually impaired in accordance with Americans with Disabilities Act (ADA): Accessibility Guidelines for Buildings and Facilities. The first side of the panel has a first vertical wall section extending from the top deck and having a top edge and a base. A horizontal flange having inner and outer edges extends inwardly from the base of the first vertical wall section. A second vertical wall section depends from the inner edge of the flange and connects to an outer edge of the bottom plate of the panel. Apparatus to protect the panel from damage are located along the second vertical wall section.

Abstract: A bed is provided having a decreased length foot deck to allow the bed to be converted to a chair bed and lowered close to the floor even when the foot deck is in a substantially vertical position. In one embodiment, the bed has a frame assembly, a deck supported on the frame assembly, and a mattress supported on the deck. The deck has a length extending from a head end of the head section to a foot end of the foot section when the deck is in a substantially horizontal position. The mattress has head, seat and foot mattress portions corresponding, respectively, to the head, seat and foot sections of the deck. The mattress has a length extending from a head end of the mattress to a foot end of the mattress when the mattress is in a substantially horizontal position. The length of the mattress is greater than the length of the deck, such that in one embodiment the mattress has a foot end that overhangs and is cantilevered from the edge of the foot deck section.

Abstract: Early transverse cracking is one of the dominant forms of bridge deck defects experienced by a large number of transportation agencies. These cracks often initiate soon after the bridge deck is constructed, and they are caused by restrained shrinkage of concrete. Transverse cracks increase the maintenance cost of a bridge structure and reduce its life span. Most of the past efforts addressing transverse bridge deck cracking have focused on changes over the years in concrete material properties and construction practices. However, recent studies have shown the importance of design factors on transverse bridge deck cracking. This paper presents results of a comprehensive finite-element (FE) study of deck and girder bridge systems to understand and evaluate crack patterns, stress histories, as well as the relative effect of different design factors such as structural stiffness on transverse deck cracking. The results of this study demonstrate the development of transverse deck cracking and emphasize the importance of these design factors. They also recommend preventive measures that can be adopted during the design stage in order to minimize the probability of transverse deck cracking.

Abstract: Up until today reinforced concrete has been used in most cases for the manufacturing of bridge decks Depending on the quality of the work carried out, defects can already occur after only a few years These defects mostly appear in the form of corrosion of the steel reinforcement due to concrete's sensitivity to de-icing salts and water To reduce maintenance costs, which are mainly caused by corrosion of the steel reinforcement, attempts were made to eliminate the steel reinforcement in the bridge deck This was achieved for example by replacing the whole concrete bridge deck with an FRP1 bridge deck FRP bridge decks, besides the advantage of the absence of steel reinforcement, exhibit the advantage of a low dead load (approx 20% of a comparable concrete deck) combined with high strength These properties resulted in the fact that today more than 200 bridges with FRP decks are in service worldwide Most of them need steel or concrete main girders to bridge the required span Despite the many bridges already in service, assessment of their load-bearing capacity or deflections still remains difficult Some of the reasons for this this are as follows: Geometry and material properties vary considerably between different FRP bridge-deck types The problem of the connection between main girders and bridge decks has only been partially solved No design method exists which allows determination of the stresses and deflections of composite girders, and takes the degree of composite action of the bridge deck into account This thesis contributes to solve these problems Experiments with two different bridge decks were carried out in order to determine the necessary system properties (in-plane compression and shear resistance and in-plane compression and shear stiffness) for the calculation of the load-bearing behavior of steel/FRP composite girders The method developed to determine the system properties can also be applied to other FRP bridge decks (eg sandwich decks) In a second step, four composite girders (two with each bridge deck) were manufactured by bonding the bridge decks onto conventional steel girders Local failure of the bridge deck, as occurs in girders with stud or bolt connections, is therefore prevented and a clear load transfer in the joint is assured One of the two girders, with each bridge deck system, was tested statically and the other statically and under fatigue loads The results of the girder experiments showed that adhesive bonding is a reliable connection technique, since failure always occurred first in the bridge deck and then in the adhesive layer The stiffness and failure load of the composite girders could be increased considerably in comparison with the pure steel girder The determined system properties concerning in-plane shear and compression stiffness were confirmed with the girder experiments The results of the experiments with the composite girders were compared with results of an analytical design method for concrete/wood girders adapted for steel/FRP composite girders It was shown that the load-bearing behavior of composite girders consisting of steel main girders and adhesively- bonded FRP bridge decks can be determined with good accuracy in the linear-elastic region Furthermore a design method was developed which allows the loadbearing capacity of the steel/FRP composite girders investigated in this thesis to be determined with very good accuracy Subsequently a parameter study was carried out in order to verify the assumption of full composite action in the adhesively- bonded joint This is one of the requirements for application of the developed design methods The study showed that the assumption is applicable for different adhesives and even for thicknesses up to 50 mm ---------------------------------------- 1 Fiber Reinforced Polymer

Abstract: Fiber reinforced polymer (FRP) composite bridge decks are gaining the attention of bridge owners because of their light self-weight, corrosion resistance, and ease of installation. Constructed Facilities Center at West Virginia University working with the Federal Highway Administration and West Virginia Department of Transportation has developed three different FRP decking systems and installed several FRP deck bridges in West Virginia. These FRP bridge decks are lighter in weight than comparable concrete systems and therefore their dynamic performance is equally as important as their static performance. In the current study dynamic tests were performed on three FRP deck bridges, namely, Katy Truss Bridge, Market Street Bridge, and Laurel Lick Bridge, in the state of West Virginia. The dynamic response parameters evaluated for the three bridges include dynamic load allowance (DLA) factors, natural frequencies, damping ratios, and deck accelerations caused by moving test trucks. It was found that the DLA f...

Abstract: The general objective of this research was the construction and evaluation of a bridge using high-performance lightweight concrete (HPLWC). The resulting bridge over the Chickahominy River near Richmond, Va., consists of 15 prestressed American Association of State Highway and Transportation Officials (AASHTO) Type IV girders made of HPLWC with a density of 1,920 kg∕ m3 and a minimum required 28-day compressive strength of 55 MPa . The bridge also has a lightweight concrete (LWC) deck with a density of 1,850 kg∕ m3 and a minimum required 28-day compressive strength of 30 MPa . This research study is chiefly concerned with investigating the effects of using lightweight concrete in prestressed girders on transfer length, development length, flexural strength, girder live-load distribution factor, and dynamic load allowance. Transfer length was determined to be 432 mm , or 33 db , for several girders at the time of prestress transfer. The development length was determined to be between 1,830 and 2,440 mm , w...

Abstract: The effects of material properties, design specifications, construction practices, and environmental site conditions on the performance of reinforced concrete bridge decks were evaluated. Field surveys were performed on 59 bridges to measure deck cracking, chloride ingress, and delaminated area. The surveys were limited to steel girder bridges – bridges that are generally agreed to exhibit the greatest amount of cracking in the concrete decks. The study includes two bridge deck types with silica fume overlays. The performance of silica fume overlay decks relative to conventional overlay and monolithic decks is of particular interest due to the widespread use of silica fume overlays in the state of Kansas. The results of the study indicate that chloride contents increase with the age of the bridge deck, regardless of deck type. In addition, concrete for all bridge deck types sampled in the same age range exhibit similar chloride contents for samples taken both at and away from cracks, regardless of deck type. For bridges within the same age range, the average chloride concentration taken away from cracks at the level of the top transverse reinforcement rarely exceeds even the most conservative estimates of the corrosion threshold for conventional reinforcement. Chloride concentrations taken at crack locations, however, can exceed the corrosion threshold in as little as nine months. Based on these observations, it appears clear that attention should be focused on minimizing bridge deck cracking rather than concrete permeability. The study demonstrates that crack density increases with increases in the volume of cement paste and that neither higher compressive strengths nor higher concrete slumps are beneficial to bridge deck performance. In addition, crack density is higher in the end regions of decks that are integral with the abutments than decks with pin-ended girders. The results of the crack surveys indicate that cracking increases with age, although a large percentage of the cracking is established early in the life of the deck. Even with the increase in crack density over time, however, both monolithic and conventional overlay bridges cast in the 1980s exhibit less cracking than those cast in the 1990s. The differences are attributed to changes in material properties and construction procedures over the past 20 years. The trend in cracking for decks with silica fume overlays cast in the 1990s (containing 5% silica fume), however, is quite the opposite. A decrease in crack density is observed for 5% silica fume overlay decks, which appears to be the result of increased efforts to limit evaporation prior to the initiation of wet curing. Recently constructed 7% silica fume overlay decks, however, have not shown continued improvement. In light of the chloride and cracking observations, conventional high-density overlays are recommended in lieu of silica fume overlays, and full-depth monolithic decks are recommended for new deck construction.

Abstract: A lawn mower is provided. In certain example embodiments, the lawn mower includes an improved deck lift system and/or an improved brake pump lock-out system. In certain example embodiments, a deck lift system may lift/lower the cutter deck, engine deck, engine, and handle control assembly together at the same time.

Abstract: A deck assembly for use with a transporter vehicle is provided. The deck assembly comprises a deck portion formed of a first material and a sub-structure formed of a second material. The deck assembly further comprises an interface plate formed disposed between the deck portion and sub-structure to facilitate coupling the deck portion to the sub-structure and/or to compensate for differences in thermal expansion that may exist between the deck portion and the sub-structure.

Abstract: Tech 21 is the third all-composite vehicular bridge installed in the United States. The deck has sandwich configuration with a center core made by bonding orthotropic fiberglass and polyester tubes. The three trapezoidal beams supporting the deck were fabricated using E-glass fibers with polyester resin. Each beam was fabricated as an integral unit with its deck section to facilitate transportation to the site, erection, and construction. The two-lane bridge is the first fully instrumented all-composite vehicular bridge, including an extensive health-monitoring system installed during its fabrication. A nearly four-year long continuous monitoring was carried out to demonstrate the performance of the bridge. Field monitored information was studied to evaluate the behavior and durability of composites in the harsh infrastructure environment. This evaluation determines the level of confidence in the long-term field benefits of composite materials and technology.

Abstract: A support system for a least one water drivable turbine (1) that when in operation is immersed in a column of flowing water, characterised in that the system includes a deck or raft (3) for supporting said at least one turbine when immersed, the deck or raft (3) having an inherent buoyancy which is such as to enable the deck or raft (3) to rise through the column of water upon reduction of the buoyancy, the arrangement being such that the associated turbine or turbines (1) can be raised above the surface of said column in order to access the turbine for maintenance purposes.

Abstract: This article reports on a study of the horizontal shear resistance of the connection between full-depth precast concrete bridge deck panels and prestressed concrete girders. This connection consists of isolated shear connectors extending from the precast I-girder into a block-out pocket in the precast deck panel. The blockouts and the haunch between the panel and the beam are grouted. In the study, 36 push-off tests were performed to investigate the strength and behavior of the connections. The factors investigated included type of grout, haunch height, and area of reinforcing steel crossing the interface. In addition, several alternate shear connector details were tested. Results showed that there was no significant difference in peak shear stress between specimens with 1, 2, and 3 in. haunch heights. The extended stirrups must be detailed to have a minimum of 5 in. embedment into the deck panel. The alternate shear connectors in this study are viable for use with the precast panel system. Proper embedment and spacing of connectors will ensure yielding of the steel and ductile behavior of the interface. The authors conclude that, of currently known horizontal shear resistance equations, the one presented in the AASHTO LRFD Bridge Design Specifications is the best predictor of the strength of the specimens.

Abstract: The California Department of Transportation has nearly completed a $5.5 billion seismic retrofit program to retrofit strengthen over 2200 bridges on the state highway systems so they conform to the latest seismic hazard and performance criteria. Various unique solutions were developed and implemented to achieve the goals of the program. These techniques included the use of conventional steel and reinforced concrete jackets on bridge columns, advanced fiberglass and carbon fiber composite jackets, seismic isolation bearings and dampers, and seismic isolation silos. All of these techniques were designed to control the performance of a bridge by modifying or tuning its structural characteristics. This is much easier to achieve on a new bridge than on the retrofit of an existing bridge. Ideally a bridge should be designed with no deck joints and no bearings, with monolithic columns to superstructure framing, and with all columns the same length. While this ideal design is not achievable on many bridges, there are modifications that can reduce the vulnerability to damage during an earthquake. The structural control techniques illustrated are: hinge restrainer cables and extenders; fewer deck joints; column and foundation design to control the location of plastic hinge zones; conservative shear key design; pier rocking; steel jackets and carbon shells for external confinements; seismic isolation silos; shock transmission dampers; rubber-lead core isolation bearings; and inverted pendulum isolation bearings.