Search results for: suspension bridge

Authors: Kaviyarasan D., Satish Kumar S. R.

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India being vast in area and population with great scope of international business, roadways and railways network connection within the country is expected to have a big growth. There are numerous rail-cum-road bridges constructed across many major rivers in India and few are getting very old. So there is more possibility of repairing or coming up with such new bridges in India. Analysis and design of such bridges are practiced through conventional procedure and end up with heavy and uneconomical sections. Such heavy class steel bridges when subjected to high seismic shaking has more chance to fail by stability because the members are too much rigid and stocky rather than being flexible to dissipate the energy. This work is the collective study of the researches done in the truss bridge and steel concrete composite truss bridges presenting the method of analysis, tools for numerical and analytical modeling which evaluates its seismic behaviour and collapse mechanisms. To ascertain the inelastic and nonlinear behaviour of the structure, generally at research level static pushover analysis is adopted. Though the static pushover analysis is now extensively used for the framed steel and concrete buildings to study its lateral action behaviour, those findings by pushover analysis done for the buildings cannot directly be used for the bridges as such, because the bridges have completely a different performance requirement, behaviour and typology as compared to that of the buildings. Long span steel bridges are mostly the truss bridges. Truss bridges being formed by many members and connections, the failure of the system does not happen suddenly with single event or failure of one member. Failure usually initiates from one member and progresses gradually to the next member and so on when subjected to further loading. This kind of progressive collapse of the truss bridge structure is dependent on many factors, in which the live load distribution and span to length ratio are most significant. The ultimate collapse is anyhow by the buckling of the compression members only. For regular bridges, single step pushover analysis gives results closer to that of the non-linear dynamic analysis. But for a complicated bridge like heavy class steel bridge or the skewed bridges or complicated dynamic behaviour bridges, nonlinear analysis capturing the progressive yielding and collapse pattern is mandatory. With the knowledge of the postelastic behaviour of the bridge and advancements in the computational facility, the current level of analysis and design of bridges has moved to state of ascertaining the performance levels of the bridges based on the damage caused by seismic shaking. This is because the buildings performance levels deals much with the life safety and collapse prevention levels, whereas the bridges mostly deal with the extent damages and how quick it can be repaired with or without disturbing the traffic after a strong earthquake event. The paper would compile the wide spectrum of modeling to analysis of the steel concrete composite truss bridges in general.

Keywords: bridge engineering, performance based design of steel truss bridge, seismic design of composite bridge, steel-concrete composite bridge

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Authors: Ekin Ozer

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Assessment of structural reliability is essential for efficient use of civil infrastructure which is subjected hazardous events. Dynamic analysis of finite element models is a commonly used tool to simulate structural behavior and estimate its performance accordingly. However, theoretical models purely based on preliminary assumptions and design drawings may deviate from the actual behavior of the structure. This study proposes up-to-date reliability estimation procedures which engages actual bridge vibration data modifying finite element models for finite element model updating and performing reliability estimation, accordingly. The proposed method utilizes vibration response measurements of bridge structures to identify modal parameters, then uses these parameters to calibrate finite element models which are originally based on design drawings. The proposed method does not only show that reliability estimation based on updated models differs from the original models, but also infer that non-updated models may overestimate the structural capacity.

Keywords: earthquake engineering, engineering vibrations, reliability estimation, structural health monitoring

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Authors: Jin-Hee Ahn, Seok-Hyeon Jeon, Young-Bin Lee, Min-Gyun Ha, Yu-Chan Hong

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Corrosion durability of steel bridges can be generally affected by atmospheric environments of bridge installation, since corrosion problem is related to environmental factors such as humidity, temperature, airborne salt, chemical components as SO₂, chlorides, etc. Thus, atmospheric environment condition should be measured to estimate corrosion condition of steel bridges as well as measurement of actual corrosion damage of structural members of steel bridge. Even in the same atmospheric environment, the corrosion environment may be different depending on the installation direction of structural members. In this study, therefore, atmospheric corrosion monitoring was conducted using atmospheric corrosion monitoring sensor, hygrometer, thermometer and airborne salt collection device to examine the corrosion durability of steel bridges. As a target steel bridge for corrosion durability monitoring, a cable-stayed bridge with truss steel members was selected. This cable-stayed bridge was located on the coast to connect the islands with the islands. Especially, atmospheric corrosion monitoring was carried out depending on structural direction of a cable-stayed bridge with truss type girders since it consists of structural members with various directions. For atmospheric corrosion monitoring, daily average electricity (corrosion current) was measured at each monitoring members to evaluate corrosion environments and corrosion level depending on structural members with various direction which have different corrosion environment in the same installed area. To compare corrosion durability connected with monitoring data depending on corrosion monitoring members, monitoring steel plate was additionally installed in same monitoring members. Monitoring steel plates of carbon steel was fabricated with dimension of 60mm width and 3mm thickness. And its surface was cleaned for removing rust on the surface by blasting, and its weight was measured before its installation on each structural members. After a 3 month exposure period on real atmospheric corrosion environment at bridge, surface condition of atmospheric corrosion monitoring sensors and monitoring steel plates were observed for corrosion damage. When severe deterioration of atmospheric corrosion monitoring sensors or corrosion damage of monitoring steel plates were found, they were replaced or collected. From 3month exposure tests in the actual steel bridge with various structural member with various direction, the rust on the surface of monitoring steel plate was found, and the difference in the corrosion rate was found depending on the direction of structural member from their visual inspection. And daily average electricity (corrosion current) was changed depending on the direction of structural member. However, it is difficult to identify the relative differences in corrosion durability of steel structural members using short-term monitoring results. After long exposure tests in this corrosion environments, it can be clearly evaluated the difference in corrosion durability depending on installed conditions of steel bridges. Acknowledgements: This research was supported by Basic Science Research Program through the National Research Foundation of Korea (NRF) funded by the Ministry of Education (NRF-2017R1D1A1B03028755).

Keywords: corrosion, atmospheric environments, steel bridge, monitoring

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Authors: Mirco Tarozzi, Giacomo Pignagnoli, Andrea Benedetti

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The design of planning maintenance of civil structures often requires the evaluation of their level of safety in order to be able to choose which structure, and in which measure, it needs a structural retrofit. This work deals with the evaluation of the stiffness reduction of a scaled steel deck due to the presence of localized damages. The dynamic tests performed on it have shown the variability of its main frequencies linked to the gradual reduction of its rigidity. This deck consists in a steel grillage of four secondary beams and three main beams linked to a concrete slab. This steel deck is 6 m long and 3 m wide and it rests on two abutments made of concrete. By processing the signals of the accelerations due to a random excitation of the deck, the main natural frequencies of this bridge have been extracted. In order to assign more reliable parameters to the numerical model of the deck, some load tests have been performed and the mechanical property of the materials and the supports have been obtained. The two external beams have been cut at one third of their length and the structural strength has been restored by the design of a bolted plate. The gradual loss of the bolts and the plates removal have made the simulation of localized damage possible. In order to define the relationship between frequency variation and loss in stiffness, the identification of its natural frequencies has been performed, before and after the occurrence of the damage, corresponding to each step. The study of the relationship between stiffness losses and frequency shifts has been reported in this paper: the square of the frequency variation due to the presence of the damage is proportional to the ratio between the rigidities. This relationship can be used to quantify the loss in stiffness of a real scale bridge in an efficient way.

Keywords: damage detection, dynamic test, frequency shifts, operational modal analysis, steel bridge

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Authors: Aruna Bhat

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Culture can be placed within the social structure that embodies both the creation of social groups, and the manner in which they interact with each other. As many critics have pointed out, culture in the Postmodern context has often been considered a commodity, and indeed it shares many attributes with commercial products. Popular culture follows many patterns of behavior derived from Economics, from the simple principle of supply and demand, to the creation of marketable demographics which fit certain criterion. This trend is exemplary visible in contemporary fiction, especially in contemporary science fiction; Cyberpunk fiction in particular which is an off shoot of pure science fiction. William Gibson is one such author who in his works portrays such a scenario, and in his The Bridge Trilogy he adds another level of interpretation to this state of affairs, by describing a world that is centered on industrialization of a new kind – that focuses around data in the cyberspace. In this new world, data has become the most important commodity, and man has become nothing but a nodal point in a vast ocean of raw data resulting into commodification of each thing including Culture. This paper will attempt to study the presence of above mentioned elements in William Gibson’s The Bridge Trilogy. The theories applied will be Postmodernism and Cultural studies.

Keywords: culture, commodity, cyberpunk, data, postmodern

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Authors: Andreas Stollwitzer, Lara Bettinelli, Josef Fink

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The expansion of the high-speed rail network over the past decades has resulted in new challenges for engineers, including traffic-induced resonance vibrations of railway bridges. Excessive resonance-induced speed-dependent accelerations of railway bridges during high-speed traffic can lead to negative consequences such as fatigue symptoms, distortion of the track, destabilisation of the ballast bed, and potentially even derailment. A realistic prognosis of bridge vibrations during high-speed traffic must not only rely on the right choice of an adequate calculation model for both bridge and train but first and foremost on the use of dynamic model parameters which reflect reality appropriately. However, comparisons between measured and calculated bridge vibrations are often characterised by considerable discrepancies, whereas dynamic calculations overestimate the actual responses and therefore lead to uneconomical results. This gap between measurement and calculation constitutes a complex research issue and can be traced to several causes. One major cause is found in the dynamic properties of the ballasted track, more specifically in the persisting, substantial uncertainties regarding the consideration of the ballasted track (mechanical model and input parameters) in dynamic calculations. Furthermore, the discrepancy is particularly pronounced concerning the damping values of the bridge, as conservative values have to be used in the calculations due to normative specifications and lack of knowledge. By using a large-scale test facility, the analysis of the dynamic behaviour of ballasted track has been a major research topic at the Institute of Structural Engineering/Steel Construction at TU Wien in recent years. This highly specialised test facility is designed for isolated research of the ballasted track's dynamic stiffness and damping properties – independent of the bearing structure. Several mechanical models for the ballasted track consisting of one or more continuous spring-damper elements were developed based on the knowledge gained. These mechanical models can subsequently be integrated into bridge models for dynamic calculations. Furthermore, based on measurements at the test facility, model-dependent stiffness and damping parameters were determined for these mechanical models. As a result, realistic mechanical models of the railway bridge with different levels of detail and sufficiently precise characteristic values are available for bridge engineers. Besides that, this contribution also presents another practical application of such a bridge model: Based on the bridge model, determination equations for the damping factor (as Lehr's damping factor) can be derived. This approach constitutes a first-time method that makes the damping factor of a railway bridge calculable. A comparison of this mathematical approach with measured dynamic parameters of existing railway bridges illustrates, on the one hand, the apparent deviation between normatively prescribed and in-situ measured damping factors. On the other hand, it is also shown that a new approach, which makes it possible to calculate the damping factor, provides results that are close to reality and thus raises potentials for minimising the discrepancy between measurement and calculation.

Keywords: ballasted track, bridge dynamics, damping, model design, railway bridges

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Authors: Abdul Haq

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The goal of this research is to better understand how wind loads affect bridges and develop strategies for designing bridges that are more stable and resistant to wind. The effect of wind on bridges is essential to their safety and functionality, especially in areas that are prone to high wind speeds or violent wind conditions. The study looks at the aerodynamic forces and vibrations caused by wind and how they affect bridge construction. Part of the research method involves first understanding the underlying ideas influencing wind flow near bridges. Computational fluid dynamics (CFD) simulations are used to model and forecast the aerodynamic behaviour of bridges under different wind conditions. These models incorporate several factors, such as wind directionality, wind speed, turbulence intensity, and the influence of nearby structures or topography. The results provide significant new insights into the loads and pressures that wind places on different bridge elements, such as decks, pylons, and connections. Following the determination of the wind loads, the structural response of bridges is assessed. By simulating their dynamic behavior under wind-induced forces, Finite Element Analysis (FEA) is used to model the bridge's component parts. This work contributes to the understanding of which areas are at risk of experiencing excessive stresses, vibrations, or oscillations due to wind excitations. Because the bridge has inherent modes and frequencies, the study considers both static and dynamic responses. Various strategies are examined to maximize the design of bridges to withstand wind. It is possible to alter the bridge's geometry, add aerodynamic components, add dampers or tuned mass dampers to lessen vibrations, and boost structural rigidity. Through an analysis of several design modifications and their effectiveness, the study aims to offer guidelines and recommendations for wind-resistant bridge design. In addition to the numerical simulations and analyses, there are experimental studies. In order to assess the computational models and validate the practicality of proposed design strategies, scaled bridge models are tested in a wind tunnel. These investigations help to improve numerical models and prediction precision by providing valuable information on wind-induced forces, pressures, and flow patterns. Using a combination of numerical models, actual testing, and long-term performance evaluation, the project aims to offer practical insights and recommendations for building wind-resistant bridges that are secure, long-lasting, and comfortable for users.

Keywords: wind effects, aerodynamic forces, computational fluid dynamics, finite element analysis

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Authors: Mohammad Mehdi Bagheri, Tianying Ma, Meng Gong

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Nail laminated timber (NLT) is widely used for constructing timber bridge decks in North America. Butt joints usually exist due to the length limits of lumber, leading to concerns about the decrease of structural performance of NLT. This study aimed at investigating the provisions incorporated in Canadian highway bridge design code on the use of but joints in wooden bridge decks. Three and five layers NLT specimens with various configurations were tested under 3-point bending test. It was found that the standard equation is capable of predicting the bending stiffness reduction due to butt joints and 1-m band limit in which, one but joint in every three adjacent lamination is allowed, sounds reasonable. The strength reduction also followed a pattern similar to stiffness reduction. Also reinforcement of the butt joint through nails and steel side plates was attempted. It was found that nail reinforcement recovers the stiffness slightly. In contrast, reinforcing the butt joint through steel side plate improved the flexural performance significantly when compared to the nail reinforcement.

Keywords: nail laminated timber, butt joint, bending stiffness, reinforcement

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Authors: S. Rezaei, Z. Mirzaei, M. Khalighi, J. Bahrami

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Bridges, as an essential part of road infrastructures, are affected by various deterioration mechanisms over time due to the changes in their performance. As changes in performance can have many negative impacts on society, it is essential to be able to evaluate and measure the performance of bridges throughout their life. This evaluation includes the development or the choice of the appropriate performance indicators, which, in turn, are measured based on the selection of appropriate models for the existing deterioration mechanism. The purpose of this article is a statistical study of indicators and deterioration mechanisms of bridges in order to discover further research capacities in bridges performance assessment. For this purpose, some of the most common indicators of bridge performance, including reliability, risk, vulnerability, robustness, and resilience, were selected. The researches performed on each index based on the desired deterioration mechanisms and hazards were comprehensively reviewed. In addition, the formulation of the indicators and their relationship with each other were studied. The research conducted on the mentioned indicators were classified from the point of view of deterministic or probabilistic method, the level of study (element level, object level, etc.), and the type of hazard and the deterioration mechanism of interest. For each of the indicators, a number of challenges and recommendations were presented according to the review of previous studies.

Keywords: bridge, deterioration mechanism, lifecycle, performance indicator

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Authors: Giga Rahmah An-Nafisah, Lailatus Syifa Kamilah

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Agriculture today, especially in Indonesia have globally improved. Since the election of the new president, who in the program of work priority the food self-sufficiency. Many ways and attempts have been planned carefully. All this is done to maximize agricultural production for the future. But if we look from another side, there is something missing. Yes! Improvement of life safety of the farmers, useless we fix all agricultural processing systems to maximize agricultural output, but the Hero of agriculture itself it does not change towards a better life. Yes, broker or middleman system agriculture results. Broker system or middleman this is the real problem facing farmers for their welfare. How come? As much as agriculture result, but if farmers were sell into middlemen with very low prices, then there will be no progress for their welfare. Broker system who do the actual middlemen should not happen in the current agricultural system, because the agriculture condition currently being concern, they would still be able to reap a profit as much as possible, no matter how miserable farmers manage the farm and currently face import competition this cannot be avoided anymore. This phenomenon is already visible plain sight all, who see it. Why? Because farmers those who fell victim cannot do anything to change this system. It is true, if only these middlemen who want to receive it for the sale of agricultural products, or arguably the only system that is the bridge realtor economic life of the farmers. The problem is that we should strive for the welfare of the heroes of our food. A golden bridge that could save them that, are the government. Why? Because the government can more easily with the powers to stop this broker system compared to other parties. The government supposed to be a bridge connecting the farmers with consumers or the people themselves. Yes, with improved broker system becomes: buy agricultural produce with highest prices to farmers and selling of agricultural products with lowest price to the consumer or the people themselves. And then the next question about the fate of middlemen? The system indirectly realtor is like system corruption. Why? Because the definition of corruption is an activity that is detrimental to the victim without being noticed by anyone continue to enrich himself and his victim's life miserable. Government may transfer performance of the middlemen into the idea of a new bridge that is done by the government itself. The government could lift them into this new bridge system employs them to remain a distributor of agricultural products themselves, but under the new policy made by the government to keep improving the welfare of farmers. This idea is made is not going to have much effect would improve the welfare of farmers, but most/least this idea will bring around many people for helping conscience farmers to the government, through the daily chatter, as well as celebrity gossip can quickly know too many people.

Keywords: broker system, farmers live, government, agricultural economics

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Authors: Geun-Yeon Kim, S. P. Praveen Kumar, Kwon-Hee Lee

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A steering knuckle arm is the component that connects the steering system and suspension system. The structural performances such as stiffness, strength, and durability are considered in its design process. The former study suggested the lightweight design of a knuckle arm considering the structural performances and using the metamodel-based optimization. The six shape design variables were defined, and the optimum design was calculated by applying the kriging interpolation method. The finite element method was utilized to predict the structural responses. The suggested knuckle was made of the aluminum Al6082, and its weight was reduced about 60% in comparison with the base steel knuckle, satisfying the design requirements. Then, we investigated its manufacturability by performing foraging analysis. The forging was done as hot process, and the product was made through two-step forging. As a final step of its developing process, the durability is investigated by using the flexible dynamic analysis software, LS-DYNA and the pre and post processor, eta/VPG. Generally, a car make does not provide all the information with the part manufacturer. Thus, the part manufacturer has a limit in predicting the durability performance with the unit of full car. The eta/VPG has the libraries of suspension, tire, and road, which are commonly used parts. That makes a full car modeling. First, the full car is modeled by referencing the following information; Overall Length: 3,595mm, Overall Width: 1,595mm, CVW (Curve Vehicle Weight): 910kg, Front Suspension: MacPherson Strut, Rear Suspension: Torsion Beam Axle, Tire: 235/65R17. Second, the road is selected as the cobblestone. The road condition of the cobblestone is almost 10 times more severe than that of usual paved road. Third, the dynamic finite element analysis using the LS-DYNA is performed to predict the durability performance of the suggested knuckle arm. The life of the suggested knuckle arm is calculated as 350,000km, which satisfies the design requirement set up by the part manufacturer. In this study, the overall design process of a knuckle arm is suggested, and it can be seen that the developed knuckle arm satisfies the design requirement of the durability with the unit of full car. The VPG analysis is successfully performed even though it does not an exact prediction since the full car model is very rough one. Thus, this approach can be used effectively when the detail to full car is not given.

Keywords: knuckle arm, structural optimization, Metamodel, forging, durability, VPG (Virtual Proving Ground)

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Authors: Mohammad Bagher Anvari, Arman Shojaei

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Incremental launching, a widely adopted bridge erection technique, offers numerous advantages for bridge designers. However, accurately simulating and modeling the dynamic behavior of the bridge during each step of the launching process proves to be tedious and time-consuming. The perpetual variation of internal forces within the deck during construction stages adds complexity, exacerbated further by considerations of other load cases, such as support settlements and temperature effects. As a result, there is an urgent need for a reliable, simple, economical, and fast algorithmic solution to model bridge construction stages effectively. This paper presents a novel Finite Element (FE) model that focuses on studying the static behavior of bridges during the launching process. Additionally, a simple method is introduced to normalize all quantities in the problem. The new FE model overcomes the limitations of previous models, enabling the simulation of all stages of launching, which conventional models fail to achieve due to underlying assumptions. By leveraging the results obtained from the new FE model, this study proposes solutions to improve the accuracy of conventional models, particularly for the initial stages of bridge construction that have been neglected in previous research. The research highlights the critical role played by the first span of the bridge during the initial stages, a factor often overlooked in existing studies. Furthermore, a new and simplified model termed the "semi-infinite beam" model, is developed to address this oversight. By utilizing this model alongside a simple optimization approach, optimal values for launching nose specifications are derived. The practical applications of this study extend to optimizing the nose-deck system of incrementally launched bridges, providing valuable insights for practical usage. In conclusion, this paper introduces a comprehensive Finite Element model for studying the static behavior of bridges during incremental launching. The proposed model addresses limitations found in previous approaches and offers practical solutions to enhance accuracy. The study emphasizes the importance of considering the initial stages and introduces the "semi-infinite beam" model. Through the developed model and optimization approach, optimal specifications for launching nose configurations are determined. This research holds significant practical implications and contributes to the optimization of incrementally launched bridges, benefiting both the construction industry and bridge designers.

Keywords: incremental launching, bridge construction, finite element model, optimization

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Authors: Max Sardou, Patricia Sardou

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Now that weight saving is mandatory, to author best knowledge composite springs, that we have invented, are best choice for automotive suspensions, against steel. So, we have created a Joint Ventures called S.ARA, in order to mass produce composite coils springs. Start of Production of composite coils springs was in 2014 for AUDI. As we have demonstrated, on the road, that composite springs are not a sweet dream. The present paper describes all the benefits of ‘C’ springs and ‘S’ springs for high performance vehicles suspension, for rocket stage separation, and for satellite injection into orbit. Developing rocket stage separation, we have developed for CNES (Centre National d’Etudes Spatiales) the following concept. If we call ‘line of action’ a line going from one end of a spring to the other. Our concept is to use for instance two springs inclined. In such a way that their line of action cross together and create at this crossing point a virtual center well above the springs. This virtual center, is pulling from above the top stage and is offering a guidance, perfectly stable and straight. About buildings, our solution is to transfer this rocket technology, creating a ‘virtual center’ of pendulation positioned above the building center of gravity. This is achieved by using tilted composite springs benches oriented in such a way that their line of action converges creating the ‘virtual center’. Thanks to the ‘virtual center’ position, the building behaves as a pendulum, hanged from above. When earthquake happen then the building will oscillate around its ‘virtual center’ and will go back safely to equilibrium after the tremor. ‘C’ springs, offering anti-rust, anti-settlement, fail-safe suspension, plus virtual center solution is the must for long-lasting, perfect protection of buildings against earthquakes.

Keywords: virtual center of tilt, composite springs, fail safe springs, antiseismic suspention

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Authors: Ho Young Kim, Jae Hoon Lee, Do Kyu Hwang, Im Jong Kwahk, Tae Hoon Kim, Seung Hoon Lee

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Hollow section for bridge columns has some advantages. However, current seismic design codes do not provide design regulations for hollow bridge piers. There have been many experimental studied for hollow reinforced concrete piers in the world. But, Study for hollow section for bridge piers in Korea has been begun with approximately 2000s. There has been conducted experimental study for hollow piers of flexural controlled sections by Yeungnam University, Sung kyunkwan University, Korea Expressway Corporation in 2009. This study concluded that flexural controlled sections for hollow piers showed the similar behavior to solid sections. And there have been conducted experimental study for hollow piers of compression controlled sections by Yeungnam University, Korea Institute of Construction Technology in 2012. This study concluded that compression controlled sections for hollow piers showed compression fracture of concrete in inside wall face. Samsung C&T Engineering & Construction Group has been conducted study with Yeungnam University for reduce the quantity of reinforcement details about hollow piers. Reduce the quantity of reinforcement details are triangular cross tie. This study concluded that triangular reinforcement details showed the similar behavior as compared with existing reinforcement details.

Keywords: hollow pier, flexural controlled section, compression controlled section, reduce the quantity of reinforcement, details

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Authors: B. Neethu, Diptesh Das

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The present study investigates the performance of a semi-active controller using magneto-rheological dampers (MR) for seismic response reduction of a multi-span bridge. The application of structural control to the structures during earthquake excitation involves numerous challenges such as proper formulation and selection of the control strategy, mathematical modeling of the system, uncertainty in system parameters and noisy measurements. These problems, however, need to be tackled in order to design and develop controllers which will efficiently perform in such complex systems. A control algorithm, which can accommodate un-certainty and imprecision compared to all the other algorithms mentioned so far, due to its inherent robustness and ability to cope with the parameter uncertainties and imprecisions, is the sliding mode algorithm. A sliding mode control algorithm is adopted in the present study due to its inherent stability and distinguished robustness to system parameter variation and external disturbances. In general a semi-active control scheme using an MR damper requires two nested controllers: (i) an overall system controller, which derives the control force required to be applied to the structure and (ii) an MR damper voltage controller which determines the voltage required to be supplied to the damper in order to generate the desired control force. In the present study a sliding mode algorithm is used to determine the desired optimal force. The function of the voltage controller is to command the damper to produce the desired force. The clipped optimal algorithm is used to find the command voltage supplied to the MR damper which is regulated by a semi active control law based on sliding mode algorithm. The main objective of the study is to propose a robust semi active control which can effectively control the responses of the bridge under real earthquake ground motions. Lumped mass model of the bridge is developed and time history analysis is carried out by solving the governing equations of motion in the state space form. The effectiveness of MR dampers is studied by analytical simulations by subjecting the bridge to real earthquake records. In this regard, it may also be noted that the performance of controllers depends, to a great extent, on the characteristics of the input ground motions. Therefore, in order to study the robustness of the controller in the present study, the performance of the controllers have been investigated for fourteen different earthquake ground motion records. The earthquakes are chosen in such a way that all possible characteristic variations can be accommodated. Out of these fourteen earthquakes, seven are near-field and seven are far-field. Also, these earthquakes are divided into different frequency contents, viz, low-frequency, medium-frequency, and high-frequency earthquakes. The responses of the controlled bridge are compared with the responses of the corresponding uncontrolled bridge (i.e., the bridge without any control devices). The results of the numerical study show that the sliding mode based semi-active control strategy can substantially reduce the seismic responses of the bridge showing a stable and robust performance for all the earthquakes.

Keywords: bridge, semi active control, sliding mode control, MR damper

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Authors: Arvan Prakash Ankitha, Madasamy Arockiasamy

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The increasing demand for adopting pile foundations in bridgeshas pointed towardsthe need to constantly improve the existing analytical techniques for better understanding of the behavior of such foundation systems. This study presents a simplistic approach using the energy-based method to assess the displacement responses of piles subjected to general loading conditions: Axial Load, Lateral Load, and a Bending Moment. The governing differential equations and the boundary conditions for a bridge pile embedded in multi-layered soil strata subjected to the general loading conditions are obtained using the Hamilton’s principle employing variational principles and minimization of energies. The soil non-linearity has been incorporated through simple constitutive relationships that account for degradation of soil moduli with increasing strain values.A simple power law based on published literature is used where the soil is assumed to be nonlinear-elastic and perfectly plastic. A Tresca yield surface is assumed to develop the soil stiffness variation with different strain levels that defines the non-linearity of the soil strata. This numerical technique has been applied to a pile foundation in a two - layered soil strata for a pier supporting the bridge and solved using the software MATLAB R2019a. The analysis yields the bridge pile displacements at any depth along the length of the pile. The results of the analysis are in good agreement with the published field data and the three-dimensional finite element analysis results performed using the software ANSYS 2019R3. The methodology can be extended to study the response of the multi-strata soil supporting group piles underneath the bridge piers.

Keywords: pile foundations, deep foundations, multilayer soil strata, energy based method

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Authors: Ping-Hsiung Wang, Kuo-Chun Chang

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There has been a common trend worldwide in the seismic design and evaluation of bridges towards the performance-based method where the lateral displacement or the displacement ductility of bridge column is regarded as an important indicator for performance assessment. However, the seismic response of a bridge to an earthquake is a combined result of cyclic displacements and accumulated energy dissipation, causing damage to the bridge, and hence the lateral displacement (ductility) alone is insufficient to tell its actual seismic performance. This study aims to propose a damage-based seismic design and evaluation method for reinforced concrete bridges on the basis of the newly developed capacity-based inelastic displacement spectra. The capacity-based inelastic displacement spectra that comprise an inelastic displacement ratio spectrum and a corresponding damage state spectrum was constructed by using a series of nonlinear time history analyses and a versatile, smooth hysteresis model. The smooth model could take into account the effects of various design parameters of RC bridge columns and correlates the column’s strength deterioration with the Park and Ang’s damage index. It was proved that the damage index not only can be used to accurately predict the onset of strength deterioration, but also can be a good indicator for assessing the actual visible damage condition of column regardless of its loading history (i.e., similar damage index corresponds to similar actual damage condition for the same designed columns subjected to very different cyclic loading protocols as well as earthquake loading), providing a better insight into the seismic performance of bridges. Besides, the computed spectra show that the inelastic displacement ratio for far-field ground motions approximately conforms to the equal displacement rule when structural period is larger than around 0.8 s, but that for near-fault ground motions departs from the rule in the whole considered spectral regions. Furthermore, the near-fault ground motions would lead to significantly greater inelastic displacement ratio and damage index than far-field ground motions and most of the practical design scenarios cannot survive the considered near-fault ground motion when the strength reduction factor of bridge is not less than 5.0. Finally, the spectrum formula is presented as a function of structural period, strength reduction factor, and various column design parameters for far-field and near-fault ground motions by means of the regression analysis of the computed spectra. And based on the developed spectrum formula, a design example of a bridge is presented to illustrate the proposed damage-based seismic design and evaluation method where the damage state of the bridge is used as the performance objective.

Keywords: damage index, far-field, near-fault, reinforced concrete bridge, seismic design and evaluation

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Authors: Vince Scolaro, Lakshman Prasad, Ted Polley, Sanjivan Deshpande

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The LH Ford Bridge, built in the 1960s, comprises 28 spans, is 800m long and crosses the Macquarie River at Dubbo, NSW. The main bridge spans comprise three spans with a 63m center span (25m drop-in section) supported by halving joints from the main cantilevers and back spans of 28m. The main bridge spans were built using complex construction staging (the first of this type in NSW). They comprise twin precast boxes, in-situ reinforced concrete infills, and cantilevered outriggers stressed both longitudinally and transversely. Since construction, this bridge has undergone significantly increased design vehicle loads and showed signs of excessive shrinkage and creep leading to significant sagging of the centre span with evidence of previous failure and remediation of the halving joints. A comprehensive load rating assessment was undertaken taking account of the original complex construction staging. Deficiencies identified included inadequate capacity of the halving joints, failure of the bearings at the halving joints, inadequate shear capacity of the girder webs and inadequate girder flexural capacity to carry B-Double design vehicles. A unique strengthening system comprising two new piers (under each of the halving joints), new bearings and installation of external prestressing to the soffit of both drop-in-span and back spans was adopted. A portion of the dead load had to be transferred from the superstructure to the new piers via innovative soft/stiff bearing combinations to reduce new locked-in stresses resulting from the new pier supports. Significant temporary works comprised a precast concrete shell beam forming the pile cap/pier structure, addition of a temporary suspended scaffold (without overstressing the existing superstructure) and the installation of jacking stays for new bearing top and bottom plates. This paper presents how this existing historic and socially important bridge was strengthened and updated to increase its design life without the need for replacement.

Keywords: strengthening, creep, construction, box girder

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Authors: Zhenyu Zhang, Hsi-Hsien Wei

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Highway networks play a vital role in post-disaster recovery for disaster-damaged areas. Damaged bridges in such networks can disrupt the recovery activities by impeding the transportation of people, cargo, and reconstruction resources. Therefore, rapid restoration of damaged bridges is of paramount importance to long-term disaster recovery. In the post-disaster recovery phase, the key to restoration scheduling for a highway network is prioritization of bridge-repair tasks. Resilience is widely used as a measure of the ability to recover with which a network can return to its pre-disaster level of functionality. In practice, highways will be temporarily blocked during the downtime of bridge restoration, leading to the decrease of highway-network functionality. The failure to take downtime effects into account can lead to overestimation of network resilience. Additionally, post-disaster recovery of highway networks is generally divided into emergency bridge repair (EBR) in the response phase and long-term bridge repair (LBR) in the recovery phase, and both of EBR and LBR are different in terms of restoration objectives, restoration duration, budget, etc. Distinguish these two phases are important to precisely quantify highway network resilience and generate suitable restoration schedules for highway networks in the recovery phase. To address the above issues, this study proposes a novel resilience quantification method for the optimization of long-term bridge repair schedules (LBRS) taking into account the impact of EBR activities and restoration downtime on a highway network’s functionality. A time-dependent integer program with recursive functions is formulated for optimally scheduling LBR activities. Moreover, since uncertainty always exists in the LBRS problem, this paper extends the optimization model from the deterministic case to the stochastic case. A hybrid genetic algorithm that integrates a heuristic approach into a traditional genetic algorithm to accelerate the evolution process is developed. The proposed methods are tested using data from the 2008 Wenchuan earthquake, based on a regional highway network in Sichuan, China, consisting of 168 highway bridges on 36 highways connecting 25 cities/towns. The results show that, in this case, neglecting the bridge restoration downtime can lead to approximately 15% overestimation of highway network resilience. Moreover, accounting for the impact of EBR on network functionality can help to generate a more specific and reasonable LBRS. The theoretical and practical values are as follows. First, the proposed network recovery curve contributes to comprehensive quantification of highway network resilience by accounting for the impact of both restoration downtime and EBR activities on the recovery curves. Moreover, this study can improve the highway network resilience from the organizational dimension by providing bridge managers with optimal LBR strategies.

Keywords: disaster management, highway network, long-term bridge repair schedule, resilience, restoration downtime

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Authors: Alexander Nitsche, Piotr-Robert Lazik, Harald Garrecht

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The viscosity of the concrete has a great influence on the properties of the fresh concrete. Fresh concretes with low viscosity have a good flowability, whereas high viscosity has a lower flowability. Clearly, viscosity is directly linked to other parameters such as consistency, compaction, and workability of the concrete. The above parameters also depend very much on the energy induced during the mixing process and, of course, on the installation of the mixer itself. The University of Stuttgart has decided to investigate the influence of different mixing systems on the viscosity of various types of concrete, such as road concrete, self-compacting concrete, and lightweight concrete, using a rheometer and other testing methods. Each type is tested with three different mixers, and the rheological properties, namely consistency, and viscosity are determined. The aim of the study is to show that different types of concrete mixed with different types of mixers reach completely different yield points. Therefore, a 3 step procedure will be introduced. At first, various types of concrete mixtures and their differences are introduced. Then, the chosen suspension mixer and conventional mixers, which are going to be used in this paper, will be discussed. Lastly, the influence of the mixing system on the rheological properties of each of the select mix designs, as well as on fresh concrete, in general, will be presented.

Keywords: rheological properties, flowability, suspension mixer, viscosity

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Authors: Shinen B., Bavor J., Dorjkhand B., Suvd B., Maitsetseg B.

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A number of remediation techniques are available for the treatment of soils and sediments contaminated by heavy metals. However, some of these techniques are expensive and environmentally disruptive. Nanomaterials are used in the environment as environmental catalysts to convert toxic substances from water, soil, and sediment into environmentally benign compounds. This study was carried out to scrutinize the feasibility of vivianite nanoparticles for remediation of soils contaminated with heavy metals. Column experiments were performed in the laboratory to examine nanoparticle sequestration of metal in soil amended with vivianite nanoparticle suspension. The effect of environmental parameters such as temperature, pH and redox potential on metal leachability and bioavailability of soil amended with nanoparticle suspension was examined and compared with non-amended soils. The vivianite was effective in reducing the leachability of metals in soils. It is suggested that vivianite nanoparticles could be applied for the remediation of contaminated sites polluted by heavy metals due to mining activities, particularly in Mongolia, where mining industries have been developing rapidly in the last decade.

Keywords: bioavailability, heavy metals, nanoparticles, remediation

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Authors: S. Siddharth, Saravana Kumar

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All Metros across the world tend to have a large number of bridges and there have been concerns about the safety of these bridges. As the traffic in most cities in India is heterogeneous, Trucks and Heavy vehicles traverse on our roads on an everyday basis this will lead to structural damage on the long run. All bridges are designed with a maximum Load limit and this limit is seldom checked. We have hence come up with an idea to check the load of all the vehicles entering the bridge and block the bridge with barricades if the vehicle surpasses the maximum load , this is done to catch hold of the perpetrators. By doing this we can avoid further structural damage and also provide an effective way to enforce the law. If our solution is put in place structural damage and accidents would be reduced to a great deal and it would also make the law enforcement job easier.

Keywords: heterogeneous, structural, load, law, heavy, vehicles

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Authors: Ali H. Mahfouz, Hossam E. M. Sallam, Abdulwali Wazir, Hamod H. Kharezi

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The soil profile at site of the bridge project includes soft fine grained soil layer located between 5.0 m to 11.0 m in depth, it has high water content, low SPT no., and low bearing capacity. The clay layer induces high settlement due to surcharge application of earth embankment at ramp T1, ramp T2, and ramp T3 especially at heights from 9m right 3m. Calculated settlement for embankment heights less than 3m may be accepted regarding Saudi Code for soil and foundation. The soil and groundwater at the project site comprise high contents of sulfates and chlorides of high aggressively on concrete and steel bars, respectively. Regarding results of the study, it has been recommended to use stone column piles or new technology named PCC piles as soil improvement to improve the bearing capacity of the weak layer. The new technology is cast in-situ thin wall concrete pipe piles (PCC piles), it has economically advantageous and high workability. The technology can save time of implementation and cost of application is almost 30% of other types of piles.

Keywords: soft foundation soil, bearing capacity, bridge ramps, soil improvement, geogrid, PCC piles

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Authors: Mozhdeh Shirinzadeh, Richard Stroetmann

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Orthotropic steel deck bridge consists of a deck plate, longitudinal stiffeners under the deck plate, cross beams and the main longitudinal girders. Due to the several advantages, Orthotropic Steel Deck (OSD) systems have been utilized in many bridges worldwide. The significant feature of this structural system is its high load-bearing capacity while having relatively low dead weight. In addition, cost efficiency and the ability of rapid field erection have made the orthotropic steel deck a popular type of bridge worldwide. However, OSD bridges are highly susceptible to fatigue damage. A large number of welded joints can be regarded as the main weakness of this system. This problem is, in particular, evident in the bridges which were built before 1994 when the fatigue design criteria had not been introduced in the bridge design codes. Recently, an Orthotropic-composite slab (OCS) for road bridges has been experimentally and numerically evaluated and developed at Technische Universität Dresden as a part of AIF-FOSTA research project P1265. The results of the project have provided a solid foundation for the design and analysis of Orthotropic-composite decks with dowel strips as a durable alternative to conventional steel or reinforced concrete decks. In continuation, while using the achievements of that project, the application of a modified Ortho-composite deck for an existing typical OSD bridge is investigated. Composite action is obtained by using rows of dowel strips in a clothoid (CL) shape. Regarding Eurocode criteria for different fatigue detail categories of an OSD bridge, the effect of the proposed modification approach is assessed. Moreover, a numerical parametric study is carried out utilizing finite element software to determine the impact of different variables, such as the size and arrangement of dowel strips, the application of transverse or longitudinal rows of dowel strips, and local wheel loads. For the verification of the simulation technique, experimental results of a segment of an OCS deck are used conducted in project P1265. Fatigue assessment is performed based on the last draft of Eurocode 1993-2 (2024) for the most probable detail categories (Hot-Spots) that have been reported in the previous statistical studies. Then, an analytical comparison is provided between the typical orthotropic steel deck and the modified Ortho-composite deck bridge in terms of fatigue issues and durability. The load-bearing capacity of the bridge, the critical deflections, and the composite behavior are also evaluated and compared. Results give a comprehensive overview of the efficiency of the rehabilitation method considering the required design service life of the bridge. Moreover, the proposed approach is assessed with regard to the construction method, details and practical aspects, as well as the economic point of view.

Keywords: composite action, fatigue, finite element method, steel deck, bridge

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Authors: J. I. Aguwa, S. Sadiku, M. Abdullahi

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This study examined the structural reliability of the Nigerian grown Opepe timber as bridge beam material. The strength of a particular specie of timber depends so much on some factors such as soil and environment in which it is grown. The steps involved are collection of the Opepe timber samples, seasoning/preparation of the test specimens, determination of the strength properties/statistical analysis, development of a computer programme in FORTRAN language and finally structural reliability analysis using FORM 5 software. The result revealed that the Nigerian grown Opepe is a reliable and durable structural bridge beam material for span of 5000mm, depth of 400mm, breadth of 250mm and end bearing length of 150mm. The probabilities of failure in bending parallel to the grain, compression perpendicular to the grain, shear parallel to the grain and deflection are 1.61 x 10^-7, 1.43 x 10^-8, 1.93 x 10^-4 and 1.51 x 10^-15 respectively. The paper recommends establishment of Opepe plantation in various Local Government Areas in Nigeria for structural applications such as in bridges, railway sleepers, generation of income to the nation as well as creating employment for the numerous unemployed youths.

Keywords: bending and deflection, bridge beam, compression, Nigerian Opepe, shear, structural reliability

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Authors: Amira Zouaoui, Hamed Belloumi, Ferid Kourda

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This paper presents the analysis and design of a DC–AC resonant converter applied to induction heating. The proposed topology based on the series-parallel half-bridge resonant inverter is described. It can operate with Zero-Voltage Switching (ZVS). At the resonant frequency, the secondary current is amplified over the heating coil with small switching angle, which keeps the reactive power low and permits heating with small current through the resonant inductor and the transformer. The operation and control principle of the proposed high frequency inverter is described and verified through simulated and experimental results.

Keywords: induction heating, inverter, high frequency, resonant

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Authors: George Mariano Soriano

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In this study, a Rapid Earthquake Risk Ranking Criteria was formulated by integrating various existing maps and databases by the Department of Public Works and Highways (DPWH) and Philippine Institute of Volcanology and Seismology (PHIVOLCS). Utilizing Geographic Information System (GIS) software, the above-mentioned maps and databases were used in extracting seismic hazard parameters and bridge vulnerability characteristics in order to rank the seismic damage risk rating of bridges in the National Capital Region.

Keywords: bridge, earthquake, GIS, hazard, risk, vulnerability

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Authors: Amirmozafar Benshams, Khatere Kashmari, Farzad Hatami, Mesbah Saybani

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As a part of the transportation network, bridges are one of the most vulnerable structures. In order to investigate the vulnerability and seismic evaluation of bridges performance, identifying of bridge associated with various state of damage is important. Fragility curves provide important data about damage states and performance of bridges against earthquakes. The development of vulnerability information in the form of fragility curves is a widely practiced approach when the information is to be developed accounting for a multitude of uncertain source involved. This paper presents the fragility curve methodologies for bridges and investigates the practice and applications relating to the seismic fragility assessment of bridges.

Keywords: fragility curve, bridge, uncertainty, NLTHA, IDA

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Authors: Manami Masuda, Mariko Era, Takayoshi Kawahara, Takahide Kanyama, Hiroshi Morita

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Objectives: Fatty acid salts are a type of anionic surfactant and are produced from fatty acids and alkali. Moreover, fatty acid salts are known to have potent antibacterial activities. Acanthamoeba is ubiquitously distributed in the environment including sea water, fresh water, soil and even from the air. Although generally free-living, Acanthamoeba can be an opportunistic pathogen, which could cause a potentially blinding corneal infection known as Acanthamoeba keratitis. So, in this study, we evaluated the anti-amoeba activity of fatty acid salts and fatty acids to Acanthamoeba castellanii ATCC 30010. Materials and Methods: The antibacterial activity of 9 fatty acid salts (potassium butyrate (C4K), caproate (C6K), caprylate (C8K), caprate (C10K), laurate (C12K), myristate (C14K), oleate (C18:1K), linoleate (C18:2K), linolenate (C18:3K)) tested on cells of Acanthamoeba castellanii ATCC 30010. Fatty acid salts (concentration of 175 mM and pH 10.5) were prepared by mixing the fatty acid with the appropriate amount of KOH. The amoeba suspension mixed with KOH with a pH adjusted solution was used as the control. Fatty acids (concentration of 175 mM) were prepared by mixing the fatty acid with Tween 80 (20 %). The amoeba suspension mixed with Tween 80 (20 %) was used as the control. The anti-amoeba method, the amoeba suspension (3.0 × 104 cells/ml trophozoites) was mixed with the sample of fatty acid potassium (final concentration of 175 mM). Samples were incubated at 30°C, for 10 min, 60 min, and 180 min and then the viability of A. castellanii was evaluated using plankton counting chamber and trypan blue stainings. The minimum inhibitory concentration (MIC) against Acanthamoeba was determined using the two-fold dilution method. The MIC was defined as the minimal anti-amoeba concentration that inhibited visible amoeba growth following incubation (180 min). Results: C8K, C10K, and C12K were the anti-amoeba effect of 4 log-unit (99.99 % growth suppression of A. castellanii) incubated time for 180 min against A. castellanii at 175mM. After the amoeba, the suspension was mixed with C10K or C12K, destroying the cell membrane had been observed. Whereas, the pH adjusted control solution did not exhibit any effect even after 180 min of incubation with A. castellanii. Moreover, C6, C8, and C18:3 were the anti-amoeba effect of 4 log-unit incubated time for 60 min. C4 and C18:2 exhibited a 4-log reduction after 180 min incubation. Furthermore, the minimum inhibitory concentration (MIC) was determined. The MIC of C10K, C12K and C4 were 2.7 mM. These results indicate that C10K, C12K and C4 have high anti-amoeba activity against A. castellanii and suggest C10K, C12K and C4 have great potential for antimi-amoeba agents.

Keywords: Fatty acid salts, anti-amoeba activities, Acanthamoeba, fatty acids

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Authors: Krystyna Golkowska

Abstract:

Recent years have witnessed rapid growth of Transnational Education (TNE), especially in Asia and the Middle East. Exporting North American curricula into different socio-cultural contexts brings with it numerous advantages as well as challenges that have yet to be fully explored. This article focuses on Foundation programs, bridge programs between local high schools and tertiary level education on North-American branch campuses in the Persian Gulf. Based on a case study of Foundation students in Qatar, it explores ways of preparing TNE students for academic success by helping them to develop not only their skills and subject knowledge but also their academic identity.

Keywords: academic identity, foundation program, gulf, transnational education

Procedia PDF Downloads 315