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beam was intact. The crack patterns showed longitudinal splitting on the
concrete slab close to the steel beam, spreading outward to the bottom of
the specimen and falling off the concrete face near the reinforcing bars. It
was also concluded that the shear resistance of the connection was influenced
by the friction force between the steel beam and the concrete slab, the num-
ber of holes, and the amount of reinforcing bars passing through the shear
holes. In these factors, the shear capacity was almost directly dependent on
the area of reinforcing bars. In addition, it was shown that the shear strength
of the connection was predicted by the sum of the friction force, the con-
crete dowel force, and the shear force due to reinforcement bars. The
authors recommended that in a further study, more tests should be required
to highlight the size effects of shear holes, the effect of multiple holes, and the
distribution of longitudinal shear along an interface between steel and con-
crete parts of various composite truss bridges from elastic phase up to plastic
collapse. The study was based on previous experimental research reported by
the authors. The numerical analysis and the Eurocode approach highlighted
distribution of the longitudinal shear flow. Overall, the study considered
elastic and elastoplastic distribution of the flow corresponding to the design
level of bridge loading and plastic collapse. The analysis covered both the
common elastic frame 2D modeling of the shear connection used by
designers and the 3D geometrically and materially nonlinear analysis using.
The results of the numerical models were compared against design rules
specified in Eurocode 4 for composite bridges. It was shown that the non-
linear distribution of the longitudinal shear, required for correct design of
shear connection of composite steel and concrete bridges (in both ultimate
limit state including fatigue and serviceability limit state), depended on rigid-
ity of the shear connection and densification of the shear connectors above
truss nodes. Parametric studies were performed by the authors and recom-
mendations for practical design were proposed.
The fatigue of steel and composite highway bridges in terms of the struc-
posite bridge with a 12.50 m roadway width and 0.2 m concrete deck
thickness, spanning 40.0 m by 13.5 m, was investigated in the study. The
computational model, developed for the composite bridge dynamic analysis,
adopted the usual mesh refinement techniques present in finite element
method simulations. The proposed analysis methodology and the proce-
dures presented in the design codes were initially assessed to evaluate the
bridge fatigue response in terms of its structural service life. The study has
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