High-performance cementitious composites, such as ultra-high-performance concrete (UHPC) and engineering cementitious composites (ECC), have been increasingly applied in steel–concrete composite bridge deck (CBD) systems to address the fatigue issues and cracking problems associated with traditional orthotropic steel bridge decks (OSBDs). This review discusses four types of CBD systems: OSBD, steel–concrete, steel–UHPC, and steel–ECC. The flexural performance and crack resistance of these systems under sagging and hogging moments were analyzed, with a focus on the crack resistance of the CBD system. The shear connection in CBDs was also examined, with particular attention to the behavior of shear connectors such as studs, perforated rib (PBL), and modified clothoid (MCL) shape connectors. The use of duplicate profile steel parts in CBDs was also introduced.
OSBDs, while lightweight and economical, are prone to fatigue cracks due to dense weld seams. To mitigate this, CBDs were developed, adding a concrete layer to increase stiffness and reduce fatigue stress. However, concrete slabs can crack under vehicle loads, especially in hogging moment regions, leading to steel corrosion. To enhance crack resistance, fiber-reinforced polymers (FRP) and FRP bars were used. Alternatively, high-performance materials like UHPC and ECC were introduced to replace conventional concrete. UHPC has high tensile and compressive strength and low permeability, making it resistant to chloride ion infiltration and chemical corrosion. ECC, with its strain hardening and multiple micro-crack characteristics, offers excellent crack resistance even with low fiber content. In China, UHTCC, a high-toughness cementitious composite, was developed by replacing cement with fly ash, achieving a stable tensile strain of 3–6%, significantly higher than conventional concrete.
Steel–UHPC and steel–ECC CBDs were studied for their superior flexural performance and crack resistance. Steel–UHPC CBDs showed significant improvements in bearing capacity and reduced fatigue stress. Steel–ECC CBDs exhibited high crack resistance under hogging moments and good ductility. The use of prefabricated steel parts in CBDs reduced on-site welding and improved efficiency. The flexural behavior of OSBDs was analyzed using simplified T-beam sections, with the live load distribution factor (LDF) determined through series solutions. Fatigue behavior of OSBDs was evaluated using strain measurements and S–N curves, with the hotspot stress method showing better correlation with model tests than the nominal stress method. The durability of asphaltic pavements was assessed, revealing a decline in strength and crack resistance after ten years of service.
The steel–concrete CBD system, using PBL shear connectors, showed improved stiffness and load-bearing capacity. The shear connection between steel and concrete was crucial for composite performance. PBL and MCL shear connectors demonstrated ductile failureHigh-performance cementitious composites, such as ultra-high-performance concrete (UHPC) and engineering cementitious composites (ECC), have been increasingly applied in steel–concrete composite bridge deck (CBD) systems to address the fatigue issues and cracking problems associated with traditional orthotropic steel bridge decks (OSBDs). This review discusses four types of CBD systems: OSBD, steel–concrete, steel–UHPC, and steel–ECC. The flexural performance and crack resistance of these systems under sagging and hogging moments were analyzed, with a focus on the crack resistance of the CBD system. The shear connection in CBDs was also examined, with particular attention to the behavior of shear connectors such as studs, perforated rib (PBL), and modified clothoid (MCL) shape connectors. The use of duplicate profile steel parts in CBDs was also introduced.
OSBDs, while lightweight and economical, are prone to fatigue cracks due to dense weld seams. To mitigate this, CBDs were developed, adding a concrete layer to increase stiffness and reduce fatigue stress. However, concrete slabs can crack under vehicle loads, especially in hogging moment regions, leading to steel corrosion. To enhance crack resistance, fiber-reinforced polymers (FRP) and FRP bars were used. Alternatively, high-performance materials like UHPC and ECC were introduced to replace conventional concrete. UHPC has high tensile and compressive strength and low permeability, making it resistant to chloride ion infiltration and chemical corrosion. ECC, with its strain hardening and multiple micro-crack characteristics, offers excellent crack resistance even with low fiber content. In China, UHTCC, a high-toughness cementitious composite, was developed by replacing cement with fly ash, achieving a stable tensile strain of 3–6%, significantly higher than conventional concrete.
Steel–UHPC and steel–ECC CBDs were studied for their superior flexural performance and crack resistance. Steel–UHPC CBDs showed significant improvements in bearing capacity and reduced fatigue stress. Steel–ECC CBDs exhibited high crack resistance under hogging moments and good ductility. The use of prefabricated steel parts in CBDs reduced on-site welding and improved efficiency. The flexural behavior of OSBDs was analyzed using simplified T-beam sections, with the live load distribution factor (LDF) determined through series solutions. Fatigue behavior of OSBDs was evaluated using strain measurements and S–N curves, with the hotspot stress method showing better correlation with model tests than the nominal stress method. The durability of asphaltic pavements was assessed, revealing a decline in strength and crack resistance after ten years of service.
The steel–concrete CBD system, using PBL shear connectors, showed improved stiffness and load-bearing capacity. The shear connection between steel and concrete was crucial for composite performance. PBL and MCL shear connectors demonstrated ductile failure