Journal articles on the topic 'Bridges'
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1
Radnić, Jure, Domagoj Matešan, and Ivan Banović. "Bridges with multiple structural systems: The example of Trilj Bridge reconstruction in Croatia." Bridge Structures 17, no. 1-2 (June 11, 2021): 65–75. http://dx.doi.org/10.3233/brs-210185.
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Development of multiple structural systems for bridges is useful in the design of new bridges and rehabilitation of existing bridges. This paper briefly presents some existing bridges with multiple structural systems and succinctly discusses design ideas for bridges with such systems. As an example of a bridge with multiple structural systems, the paper presents the reconstruction of a pedestrian suspension bridge in the City of Trilj, Croatia. The new bridge’s load-bearing structure is composed of several structural systems. Namely, the reconstructed bridge is a combination of suspension, cable-stayed and stress-ribbon bridge, which is laterally restrained with horizontal tensioned ropes. Numerical analysis was conducted on the renovated bridge. The results have shown an acceptable levels of stresses and deflections verifying the structural safety of the restored bridge. It is believed that this example of the bridge renovation may be useful in the design of new and strengthening of existing similar bridges.
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Mohandas G.V and Sitansu k.Panda. "Hair pin bends of epicardial coronary arteries - a unique feature in multiple myocardial bridges." International Journal of Research in Pharmaceutical Sciences 10, no. 3 (July 26, 2019): 2250–54. http://dx.doi.org/10.26452/ijrps.v10i3.1460.
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Myocardial bridge(MB) is an anatomical variant. Sometimes MB can cause compression over the coronary arteries and causes ischemic heart diseases.MB associated with bends of coronary arteries double the risk of coronary artery disease. So the present study aimed to find out the incidence of bends of the coronary artery along with the myocardial bridging. 100 heart specimens were obtained from routine dissection conducted for undergraduate students in the department of Anatomy IMS & SUM Hospital Bhubaneswar. After the simple dissecting procedure, epicardial coronary arteries, their branches and myocardial bridges and hairpin bends of coronary arteries were observed. Myocardial bridges present 41 (41%) over Left anterior descending artery(LAD) only.Among 41 hearts single myocardial bridge present in 37((90.25%) hearts, double myocardial bridge were present in 3((7.31%) hearts and triple myocardial bridges present in only one heart(2.44%). Hairpin bends of the coronary artery were present in double and triple myocardial bridged hearts only. No hairpin bends of the coronary artery was observed in the single myocardial bridge. Hair pin bends of the coronary arteries are the unique features of the myocardial bridges in multiple myocardial bridges, i.e. double and triple myocardial bridges. However, hairpin bends of coronary arteries were absent in single myocardial bridged hearts.
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Greenfield, Tina M., and Eugene S. Takle. "Bridge Frost Prediction by Heat and Mass Transfer Methods." Journal of Applied Meteorology and Climatology 45, no. 3 (March 1, 2006): 517–25. http://dx.doi.org/10.1175/jam2356.1.
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Abstract Frost on roadways and bridges can present hazardous conditions to motorists, particularly when it occurs in patches or on bridges when adjacent roadways are clear of frost. To minimize materials costs, vehicle corrosion, and negative environmental impacts, frost-suppression chemicals should be applied only when, where, and in the appropriate amounts needed to maintain roadways in a safe condition for motorists. Accurate forecasts of frost onset times, frost intensity, and frost disappearance (e.g., melting or sublimation) are needed to help roadway maintenance personnel decide when, where, and how much frost-suppression chemical to use. A finite-difference algorithm (BridgeT) has been developed that simulates vertical heat transfer in a bridge based on evolving meteorological conditions at its top and bottom as supplied by a weather forecast model. BridgeT simulates bridge temperatures at numerous points within the bridge (including its upper and lower surface) at each time step of the weather forecast model and calculates volume per unit area (i.e., depth) of deposited, melted, or sublimed frost. This model produces forecasts of bridge surface temperature, frost depth, and bridge condition (i.e., dry, wet, icy/snowy). Bridge frost predictions and bridge surface temperature are compared with observed and measured values to assess BridgeT's skill in forecasting bridge frost and associated conditions.
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SOUSA, Helder, Bruno J. A. COSTA, António Abel HENRIQUES, João BENTO, and Joaquim A. FIGUEIRAS. "ASSESSMENT OF TRAFFIC LOAD EVENTS AND STRUCTURAL EFFECTS ON ROAD BRIDGES BASED ON STRAIN MEASUREMENTS." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 22, no. 4 (December 13, 2015): 457–69. http://dx.doi.org/10.3846/13923730.2014.897991.
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Several technical and scientific publications have been made available focussing on Bridge Weight-in-Motion (BWIM) concerning railway bridges. On the contrary, BWIM analysis on road bridges are more scarce and therefore, this work intends to provide a contribution by presenting the BWIM analysis performed on two major road bridges in Portugal – Lezíria Bridge and Pinhão Bridge. These bridges are equipped with electric and optical strain gauges, acquisition systems with features that allow high sampling rates. Based on the collected data and focussing on the bridges’ lifetime, a probabilistic approach to quantify extreme traffic loads was implemented using extreme distribution functions. The bridges’ behaviour to these extreme traffic loads is numerically evaluated and a comparison with the alarm levels established by the bridge designers is performed. Although the bridge’s safety is not compromised, it was concluded that the representativeness of the observation period is a critical issue and the analysis of this kind of results must be carefully considered. A comprehensive discussion about this matter is carried out at the end of this work.
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Wibowo, Heriyanto, and Sinung Tri Nugroho. "Penerapan Metode Analythic Hierarchy Process untuk Pengambilan Keputusan Pemilihan Desain Jembatan Kereta Api." Jurnal Teknik Transportasi 1, no. 1 (April 20, 2020): 40. http://dx.doi.org/10.54324/jtt.v1i1.429.
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Padalarang - Purwakarta line track is a very crowded but potential track since it connects Jakarta - Bandung. Argo Parahyangan train and freight train are passing through this track. Therefore, it is crucial to build double track lane. However, it is difficult to execute due to a wide and deep river which requires a new bridge with a complex high cost construction. That is the reason why, an in-depth evaluation of the bridge design is needed. In selecting the bridge design, the Analytical Hierarchy Process was used as the selection method. The method would applied a four-level developed structure: the first level was the goal of choosing the Optimum Bridge Design, the second level was the people involved, the third level was the evaluation criteria, the last level was the alternative bridge to be built. The data was taken from the questionnaires filled by six respondents of the railway bridge's construction experts. The results show that the order of the bridge's design selection is as follows: 0.395 for concrete bridges; 0.213 for steel arch bridges; 0.199 for steel frame bridges; and 0.194 for cable bridges.
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Li, Zi Qi, and Yan Yan Fan. "Study on Seismic Response Reduction of a Long-Span Cable-Stayed Bridge by Adding Viscous Dampers at the Different Positions." Advanced Materials Research 295-297 (July 2011): 2304–8. http://dx.doi.org/10.4028/www.scientific.net/amr.295-297.2304.
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Bridge is an important part of transport system, especially for the long-span bridges of important route. And it belongs to the lifeline project. It is an important measure for reducing the secondary disaster to ensure bridge’s normality in traffic after the earthquake. Currently, the isolation seismic design of long-span bridges with the special structure is used to reduce damage of bridges by the reason of the earthquake. Based on damping principle of the viscous dampers, the calculation and analysis of what the effect of shock absorption done by damper in decorate position of long-span cable-stayed bridge to structure of bridges are formulated in this paper.
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Tasnic, Mihail, and Ilia Catereniuc. "Some morphological aspects of myocardial bridges." Moldovan Medical Journal 64, no. 2 (May 2021): 58–64. http://dx.doi.org/10.52418/moldovan-med-j.64-2.21.11.
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Background: Myocardial bridges are variants of the intramyocardial position of the coronary arteries. In the specialty literature, hot topics in cardiovascular field are myocardial infarction and non-obstructive coronary artery disease with frequent connection with myocardial bridges. Material and methods: The morphological study was based on the analysis of 200 human hearts and fragments of coronary arteries. The retrospective study was focused on the analysis of 6168 coronary angiography reports, to identify patients with myocardial bridges, their preferred location, the degree of systolic stenosis, the association between myocardial bridges and proximal to bridge and under the bridge coronary atherosclerosis. Results: The complete myocardial bridges were described in 62% of the analyzed hearts and only in 5.3% of the total number of studied coronarographies. In the majority of cases, the complete myocardial bridges covered the anterior interventricular branch. The degree of subpontine arterial systolic stenosis varied within 10-95%. The comparative study did not determine any correlations between the degree of subpontine vascular compression and the degree of the left ventricular myocardial hypertrophy. In 32% of cases were described proximal to bridge atherosclerotic plaques and only in one case (0.5%) – distal to bridge atherosclerotic plaques, located immediately under the bridge. Conclusions: The research findings underline the differences in anatomical and angiographic incidence of myocardial bridges, and the inability of all bridges to reduce the lumen of under bridged artery. Current study emphasizes attention to the topography of bridges, the correlation with ventricular hypertrophy and coronary atherosclerosis.
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Helowicz, Andrzej. "Integral bridge and culvert design, Designer’s experience." Open Engineering 10, no. 1 (June 5, 2020): 499–505. http://dx.doi.org/10.1515/eng-2020-0059.
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AbstractThis paper describes a small single-span integral bridge made of in-situ concrete. The bridge was designed by the author and built on the M9 motorway between the towns of Waterford and Kilcullen in Ireland. Selected parts of the bridge design are presented. First the principles of modelling and designing integral bridges and culverts are explained. Then the considered bridge’s design is described. The advantages and disadvantages of such structures are discussed. The focus is on the design, construction, cost and in-service behaviour of small integral bridges and culverts. In Conclusions the author shares his knowledge and experience relating to the design of small integral bridges and culverts and puts forward recommendations as to further research on this type of structures in Poland.
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Siwowski, Tomasz, and Piotr Żółtowski. "Strengthening Bridges with Prestressed CFRP Strips." Selected Scientific Papers - Journal of Civil Engineering 7, no. 1 (June 1, 2012): 79–86. http://dx.doi.org/10.2478/v10299-012-0021-2.
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Abstract Limitation of bridge’s carrying bearing capacity due to aging and deterioration is a common problem faced by road administration and drivers. Rehabilitation of bridges including strengthening may be applied in order to maintain or upgrade existing bridge parameters. The case studies of strengthening of two small bridges with high modulus prestressed CFRP strips have been presented in the paper. The first one - reinforced concrete slab bridge - and the other - composite steel-concrete girder bridge - have been successfully upgraded with quite new technology. In both cases the additional CFRP reinforcement let increasing of bridge carrying capacity from 15 till 40 metric tons. The CFRP strip prestressing system named Neoxe Prestressing System (NPS), developed by multi-disciplinary team and tested at full scale in Rzeszow University of Technology, has been also described in the paper.
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Zdravkov, Lyubomir A. "Wind loads on girder bridges." Challenge Journal of Structural Mechanics 8, no. 1 (March 24, 2022): 9. http://dx.doi.org/10.20528/cjsmec.2022.01.002.
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Bridges are facilities that are in exploitation outdoor. Often the wind is the leading horizontal force in the transverse direction. Therefore the bridges have received the due attention in the standards for wind loading. Unfortunately, in all available standards for wind load on the bridges, one, summarized value of the aerodynamic coefficient is indicated. It is related to the entire cross-section of the facility. There is no differentiation for the individual longitudinal girders and/or roadway. Information about the specific wind pressure on each of the bridge’s element is required for the correct design of their supporting systems, whether they are framed or braced type. To fill this gap, the author has built several models of bridges with longitudinal girders, using a Computational Fluid Dynamics (CFD) analysis. Through them he determined the values of the aerodynamic coefficients for each of the bridge girders under the roadway and the cross-section of the bridge as a whole. Conclusions are summarized and the results clearly show the values of the aerodynamic coefficients for the whole section of the bridge are with 50-60% lower than the ones reported for the windward girder.
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Yao, Juncheng, Hekuan Zhou, Jiahua Zhu, Liang Huang, Jianguo Xu, and Weiguo Li. "Reduction of Vibrations in Long-Span Continuous Girder Bridges with Pounding Tuned Mass Dampers." Advances in Civil Engineering 2022 (October 3, 2022): 1–18. http://dx.doi.org/10.1155/2022/7796204.
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Earthquakes often cause bridges to vibrate to different degrees; moreover, in the case of poor road conditions, the vibration amplitude of bridges caused by vehicles often exceeds a reasonable range, thus causing different degrees of damage to bridges. Therefore, this article studies the vibration reduction effect of the pounding tuned mass dampers (PTMD) on long-span continuous bridges under earthquake and vehicle loads. The PTMD used in this study can reduce the vibration in both lateral and vertical directions. The PTMD provides a stronger vibration dampening effect compared to the TMD since it increases collision to use energy. The LS-DYNA software is used for numerical modeling to optimize the parameters of the PTMD and to determine the size and installation position of the PTMD. Then, the bridge is subjected to two recorded ground motions, and the bridge response with and without the PTMD is compared and analyzed, which shows how PTMD might lessen bridge vibration in its transverse direction. To assess how efficiently the PTMD dampens vibrations induced by vehicle loads on bridges, a vehicle/bridge/PTMD system is simulated using a refined vehicle model. The findings demonstrate that the PTMD may significantly lessen the bridge’s lateral and vertical vibration while enhancing driving comfort. Thus, this research study is of great significance for vertical and lateral vibration control of long-span continuous girder bridges.
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Shin, Ryota, Yukihiko Okada, and Kyosuke Yamamoto. "Application of C-LSTM Networks to Automatic Labeling of Vehicle Dynamic Response Data for Bridges." Sensors 22, no. 9 (May 3, 2022): 3486. http://dx.doi.org/10.3390/s22093486.
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Maintaining bridges that support road infrastructure is critical to the economy and human life. Structural health monitoring of bridges using vibration includes direct monitoring and drive-by monitoring. Drive-by monitoring uses a vehicle equipped with accelerometers to drive over bridges and estimates the bridge’s health from the vehicle vibration obtained. In this study, we attempt to identify the driving segments on bridges in the vehicle vibration data for the practical application of drive-by monitoring. We developed an in-vehicle sensor system that can measure three-dimensional behavior, and we propose a new problem of identifying the driving segment of vehicle vibration on a bridge from data measured in a field experiment. The “on a bridge” label was assigned based on the peaks in the vehicle vibration when running at joints. A supervised binary classification model using C-LSTM (Convolution—Long-Term Short Memory) networks was constructed and applied to data measured, and the model was successfully constructed with high accuracy. The challenge is to build a model that can be applied to bridges where joints do not exist. Therefore, future work is needed to propose a running label on bridges based on bridge vibration and extend the model to a multi-class model.
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Yin, Xinfeng, Yang Liu, Shihui Guo, W. Zhang, and C. S. Cai. "Three-Dimensional Vibrations of a Suspension Bridge Under Stochastic Traffic Flows and Road Roughness." International Journal of Structural Stability and Dynamics 16, no. 07 (August 3, 2016): 1550038. http://dx.doi.org/10.1142/s0219455415500388.
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When studying the vibration of a bridge–vehicle coupled system, most researchers mainly focus on the vertical vibration of bridges under moving vehicular loads, while the lateral and longitudinal vibrations of the bridges and the stochastic characteristics of the traffic flows are neglected. However, for long-span suspension bridges, neglecting the bridge’s three-dimensional (3D) vibrations under stochastic traffic flows can cause considerable inaccuracy in predicting the dynamic performance. This study is mainly focused on establishing a new methodology fully considering a suspension bridge’s vertical, lateral, and longitudinal vibrations induced by stochastic traffic flows under varied road roughness conditions. A new full-scale vehicle model with 18 degrees of freedom (DOFs) was developed to predict the longitudinal and lateral vibrations of the vehicle. An improved Cellular Automaton (CA) model considering the influence of the next-nearest vehicle was introduced. The bridge and vehicles in traffic flow coupled equations are established by combining the equations of motion of both the bridge and vehicles using the displacement relationship and interaction force relationship at the patch contacts. The numerical simulations show that the proposed method can rationally simulate the 3D vibrations of the suspension bridge under stochastic traffic flows.
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Sanli, Ahmet K., Erdogan A. Uzgider, Ozden B. Caglayan, Kadir Ozakgul, and Jan Bien. "Testing Bridges by Using Tiltmeter Measurements." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (January 2000): 111–17. http://dx.doi.org/10.3141/1696-51.
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An efficient numerical procedure based on the cubic spline technique is developed to obtain the vertical displacements of the bridge deck using the slope values measured at selected points under the test loading. Most static load tests of bridges are performed to evaluate the stiffness characteristics of bridge structures or to check the accuracy of their computer models. From this standpoint, vertical displacements of the bridge under certain loads have a crucial importance. However, if the bridge is over a river, a lake, muddy ground, or a major highway, conventional displacement transducers cannot be used appropriately for this purpose. Furthermore, strong wind and the bridge’s height badly affect the accuracy of the transducers. Another way to obtain bridge deflection is to use an indirect method. Tiltmeters, which have been increasingly used for construction monitoring and structural testing of bridges, are suitable devices in terms of indirect deflection measurements because of their characteristics such as high sensitivity, easy installation, and small electrical drift. The testing and evaluation procedure developed was applied on a real bridge, and the results indicated that this method could be applied to obtain vertical displacements of bridges as an alternative to the use of conventional displacement transducers.
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Istiono, Heri, and Jaka Propika. "Analisa Non-Linier Pada Mekanisme Keruntuhan Jembatan Rangka Baja Tipe Pratt." Borneo Engineering : Jurnal Teknik Sipil 1, no. 2 (December 25, 2017): 68. http://dx.doi.org/10.35334/be.v1i2.604.
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Steel truss bridge collapse often occurs, both in Indonesia and in other countries. As a result of the collapse of the bridge is in addition to the casualties also losses from the financial aspects. This collapse caused due to various factors, one of them because of a decrease in the strength of the bridge structure. To minimize required maintenance of the bridge's collapse and to facilitate the maintenance of one of them must be known failure mechanisms existing bridges. In the analysis of this collapse, will be modeled steel truss bridge pratt’s type with long spans is 60 meters. Analysis of the collapse of the steel truss bridge's, utilizing a pushover analysis to analyze the behavior of the bridge structure. Pushover analysis done with give vertical static load pattern at the structure, next gradually increase by a factor until one vertical displacement target of the reference point is reached. The study shows that at model singe span failure occurred on the chord on mid span. The performance level of structure shows all models of bridges in the state are IO, this case based on the target displacement FEMA 356 and the actual ductility occurs in all models of bridges is compliant with SNI 2833-2008.
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Rai, Gunjan, Soumya Khanna, and Royana Singh. "Myocardial bridging in the course of coronary arteries and its clinical significance." Asian Journal of Medical Sciences 11, no. 6 (November 1, 2020): 58–62. http://dx.doi.org/10.3126/ajms.v11i6.29989.
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Background: Sudden death in young adults in absence of any risk factor related to coronary arterial disease has been reported. It could be because of some unrecognized congenital coronary artery anomalies like myocardial bridging. The clinician should keep myocardial bridging as a differential diagnosis in cases of sudden death in young individuals having no risk factors of coronary artery diseases.
Aims and Objective: The present study was conducted to know the prevalence of myocardial bridge and percentage of distribution of myocardial bridges in the course of different coronary arteries of cadaveric hearts.
Material and Methods: The study was conducted in the department of Anatomy, IMS, BHU Varanasi. Total numbers of 49 formalin preserved hearts were taken for the study. The hearts were meticulously dissected to see the distribution and location of myocardial bridge. Coronary arteries with myocardial bridge were photographed and data was statistically analyzed.Out of 49 hearts, 26(53.06%) showed myocardial bridging. Total numbers of bridges were found to be 34 in number. Among the 26 myocardial bridged hearts 8 hearts (30.76%) showed double myocardial bridges and 18 hearts (69.23%) showed single myocardial bridges. In hearts with double myocardial bridging, 5 of them showed myocardial bridging in the territory of both anterior interventricular artery (AIVA) and posterior interventricular artery (PIVA) and 3 showed bridging in the territory of anterior interventricular artery and its diagonal branch. Among the18 single myocardial bridging 16 were in the course of anterior interventricular artery and two showed myocardial bridging in one of the diagonal branch of AIVA. There were 24 myocardial bridges in the course of AIVA, 16 as a part of single myocardial bridged hearts and 8 as a part of double myocardial bridged heart with the percentage of distribution were 2 (8.33%)in the proximal 1/3rd,18(75%)were in middle 1/3rd and 4(16.66%) were in distal 1/3rd.
Conclusion: Due to the presence of high percentage of reported myocardial bridges in cadaveric hearts, the clinicians should always screen the young individuals and athletes having myocardial ischemia for the myocardial bridges along with other etiological factors.
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Wei, Biao, Qing Yuan Zeng, and Wei An Liu. "Applicability of Modal Pushover Analysis on Bridges." Advanced Materials Research 255-260 (May 2011): 806–10. http://dx.doi.org/10.4028/www.scientific.net/amr.255-260.806.
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Taking one irregular continuous bridge as an example, modal pushover analysis (MPA) has been conducted to judge whether it would be applicable for seismic analysis of irregular bridge structures. The bridge’s seismic demand in the transverse direction has been determined through two different methods, inelastic time history analysis (ITHA) and MPA respectively. The comparison between those two results indicates that MPA would be suitable only for bridges under elastic or slightly damaged state. Finally, some modifications are used to improve the MPA’s scope of application, and the results illustrate that the adapted MPA will be able to estimate bridges’ seismic demands to some extent.
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Xu, Rongjing. "Influence of Extreme Weather and Its Secondary Disasters on Bridges." Highlights in Science, Engineering and Technology 18 (November 13, 2022): 148–54. http://dx.doi.org/10.54097/hset.v18i.2650.
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Global climate change causes more and more extreme weather happened frequently. It poses a new challenge to the structural safety of civil engineering. Nowadays, bridge engineering designs must consider the possibility of extreme climates and the social, economic, and environmental damage they cause. In this paper, the influence of three kinds of extreme weather on bridges is summarized by the method of comprehensive narration, and the influence of secondary disasters is described. Results show that both extreme weather and secondary disasters can significantly impact bridges. Extreme weather includes rainstorms, typhoons and earthquakes and affects the structure and materials of the bridge. Heavy rain erodes the bridge's structure and material and causes flood and debris flow to harm the bridge. Flood water would continue to impact the pier and cause damage to the understructure of the bridge. Meanwhile, they could also induce secondary disasters such as aftershocks and debris flow, impacting the bridges and disrupting the function of the city.
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Che, Xiao Jun, Xie Dong Zhang, and Chao Yang. "Remaining Pre-Stress Identification of Diseased Pre-Stressed Concrete Bridges Based on Neural Network." Advanced Materials Research 639-640 (January 2013): 1056–59. http://dx.doi.org/10.4028/www.scientific.net/amr.639-640.1056.
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According to experimental record of bridges in use, more and more damage bridges have appeared, and the most common and severe defect is the bridge damage and cracking problem, which has seriously affected the normal usage of bridges. Analyzing the disease cause of defective bridges more effectively and deeply, in order to optimize the design and construction of bridges becomes the urgent problem in the engineering field. The study is based on the design, construction data and experimental record of the bridge.A non-linear mapping function from multiple input data (the deck elevation of each element in destructing) to multiple output data(the change of pre-stress) is constructed within BP neural networks. Based on the theory of continuous function, the convergence is disadvantageous between 0 and 1. The study shows the expected output data between 0.05 and 0.95 are better for convergence. According to the real data of bridge floor line change in process of destruction, the released pre-stresses are recognized, and the real pre-stresses in existence are calculated by scheme of cable design. The study not only offers reliable scientific basis for analyzing the disease cause in the bridges, but also is helpful to design of the bridges having same structural style.
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Hajali, Mohammad, Abdolrahim Jalali, and Ahmad Maleki. "Effects of Near Fault and Far Fault Ground Motions on Nonlinear Dynamic Response and Seismic Improvement of Bridges." Civil Engineering Journal 4, no. 6 (July 4, 2018): 1456. http://dx.doi.org/10.28991/cej-0309186.
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In this study, the dynamic response of bridges to earthquakes near and far from the fault has been investigated. With respect to available data and showing the effects of key factors and variables, we have examined the bridge’s performance. Modeling a two-span concrete bridge in CSI Bridge software and ability of this bridge under strong ground motion to near and far from fault has been investigated. Nonlinear dynamic analysis of time history includes seven records of past earthquakes on models and it was observed that the amount of displacement in the near faults is much greater than the distances far from faults. Bridges designed by seismic separators provide an acceptable response to a far from fault. This means that in bridges using seismic separators, compared to bridges without seismic separators, Acceleration rate on deck, base shearing and the relative displacement of the deck are decrease. This issue is not seen in the response of the bridges to the near faults. By investigating earthquakes near faults, it was observed that near-fault earthquakes exhibit more displacements than faults that are far from faults. These conditions can make seismic separators critical, so to prevent this conditions FDGM should be used to correct the response of these bridges. Based on these results, it can be said that the displacement near faults with forward directivity ground motion is greater than far from faults. So that by reducing the distance from the faults, the maximum value of the shearing and displacement of the deck will be greater.
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Ranf, R. T., M. O. Eberhard, and S. Malone. "Post-earthquake Prioritization of Bridge Inspections." Earthquake Spectra 23, no. 1 (February 2007): 131–46. http://dx.doi.org/10.1193/1.2428313.
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Bridge damage reports from the 2001 Nisqually earthquake were correlated with estimates of ground-motion intensity at each bridge site (obtained from ShakeMaps) and with bridge properties listed in the Washington State Bridge Inventory. Of the ground-motion parameters considered, the percentage of bridges damaged correlated best with the spectral acceleration at a period of 0.3 s. Bridges constructed before the 1940s, movable bridges, and older trusses were particularly vulnerable. These bridge types were underestimated by the HAZUS procedure, which categorizes movable bridges and older trusses as “other” bridges. An inspection prioritization strategy was developed that combines ShakeMaps, the bridge inventory and newly developed fragility curves. For the Nisqually earthquake, this prioritization strategy would have made it possible to identify 80% of the moderately damaged bridges by inspecting only 481 (14%) of the 3,407 bridges within the boundaries of the ShakeMap. To identify these bridges using a prioritization strategy based solely on epicentral distance, it would have been necessary to inspect 1,447 (42%) bridges. To help the Washington State Department of Transportation (WSDOT) rapidly identify damaged bridges, the prioritization procedure has been incorporated within the Pacific Northwest Seismic Network (PNSN) ground-motion processing and notification software.
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Sukenik, Shahar, Yoav Boyarski, and Daniel Harries. "Effect of salt on the formation of salt-bridges in β-hairpin peptides." Chem. Commun. 50, no. 60 (2014): 8193–96. http://dx.doi.org/10.1039/c4cc03195d.
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The formation of salt-bridges in β-hairpin peptides is measured in increasing salt concentrations, indicating a decrease in the salt-bridged population due to charge–charge screening, as well as non-cooperative salt-bridge triads.
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Ye, Yi, Shen Shan Pan, and Zhe Zhang. "A Method of Strengthening Concrete Suspension Bridges." Advanced Materials Research 163-167 (December 2010): 3707–12. http://dx.doi.org/10.4028/www.scientific.net/amr.163-167.3707.
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The method of strengthening the existing reinforced concrete suspension bridges by changing suspension system into cable – stayed- suspension system is presented in this paper. Based on a typical bridge, the analysis of the static behavior of the bridge before and after the strengthening is preformed. The results show that the bending moment of the girder is reduced obviously and the capacity of carrying load is greatly improved. The original cable system is fully utilized and can meet force requirement. It has certain theory significance and practical engineering value to the similar bridge’s strengthening.
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Ahmed, Zuber, and Esar Ahmed. "Non-Linear Analysis of Cable Stayed Bridges." International Journal of Emerging Research in Management and Technology 6, no. 9 (June 24, 2018): 36. http://dx.doi.org/10.23956/ijermt.v6i9.82.
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The concept of cable-stayed bridges dates back to the seventeenth century. Due to their aesthetic appearance, efficient utilization of material, and availability of new construction technologies, cable-stayed bridges have gained much popularity in the last few decades. After successful construction of the Sutong Bridge, a number of bridges of this type have been proposed and are under construction, which calls for extensive research work in this field. Nowadays, very long span cable-stayed bridges are being built and the ambition is to further increase the span length using shallower and slender girders. In order to achieve this, accurate procedures need to be developed which can lead to a thorough understanding and a realistic prediction of the bridge’s structural response under different load conditions.In the present study, an attempt has been made to analyze the seismic response of cable stayed bridges with single pylon and two equal side spans. This study has made an effort to analyze the effect of both static and dynamic loadings on cable-stayed bridges and corresponding response of the bridge with variations in span length, pylon height and pylon shape. Comparison of static analysis results have been made for different configuration of bridges - their mode shapes, time period, frequency, pylon top deflection, maximum deck deflection; and longitudinal reaction, lateral reaction and longitudinal moment at pylon bottom. Time history analysis results have been investigated for different configuration of bridges under the effects of three earthquakes response spectrum (Bhuj, El Centro and Uttarkashi) - axial forces in stay cables, deck deflections and stress diagrams at maximum peak ground acceleration of the above mentioned earthquakes.
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DePrekel, Kirsten, El Bouali, and Thomas Oommen. "Monitoring the Impact of Groundwater Pumping on Infrastructure Using Geographic Information System (GIS) and Persistent Scatterer Interferometry (PSI)." Infrastructures 3, no. 4 (December 15, 2018): 57. http://dx.doi.org/10.3390/infrastructures3040057.
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Transportation infrastructure is critical for the advancement of society. Bridges are vital for an efficient transportation network. Bridges across the world undergo variable deformation/displacement due to the Earth’s dynamic processes. This displacement is caused by ground motion, which occurs from many natural and anthropogenic events. Events causing deformation include temperature fluctuation, subsidence, landslides, earthquakes, water/sea level variation, subsurface resource extraction, etc. Continual deformation may cause bridge failure, putting civilians at risk, if not managed properly. Monitoring bridge displacement, large and small, provides evidence of the state and health of the bridge. Traditionally, bridge monitoring has been executed through on-site surveys. Although this method of bridge monitoring is systematic and successful, it is not the most efficient and cost-effective. Through technological advances, satellite-based Persistent Scatterer Interferometry (PSI) and Geographic Information Systems (GIS) have provided a system for analyzing ground deformation over time. This method is applied to distinguish bridges that are more at risk than others by generating models that display the displacement at various locations along each bridge. A bridge’s health and its potential risk can be estimated upon analysis of measured displacement rates. In return, this process of monitoring bridges can be done at much faster rates; saving time, money and resources. PSI data covering Oxnard, California, revealed both bridge displacement and regional ground displacement. Although each bridge maintained different patterns of displacement, many of the bridges within the Oxnard area displayed an overall downward movement matching regional subsidence trends observed in the area. Patterns in displacement-time series plots provide evidence for two types of deformation mechanisms. Long-term downward movements correlate with the relatively large regional subsidence observed using PSI in Oxnard. Thermal dilation from seasonal temperature changes may cause short-term variabilities unique to each bridge. Overall, it may be said that linking geologic, weather, and groundwater patterns with bridge displacement has shown promise for monitoring transportation infrastructure and more importantly differentiating between regional subsidence and site-specific displacements.
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Sigdel, Lila Dhar, Ahmed Al-Qarawi, Chin Jian Leo, Samanthika Liyanapathirana, and Pan Hu. "Geotechnical Design Practices and Soil–Structure Interaction Effects of an Integral Bridge System: A Review." Applied Sciences 11, no. 15 (August 2, 2021): 7131. http://dx.doi.org/10.3390/app11157131.
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Integral bridges are a class of bridges with integral or semi-integral abutments, designed without expansion joints in the bridge deck of the superstructure. The significance of an integral bridge design is that it avoids durability and recurring maintenance issues with bridge joints, and maybe bearings, which are prevalent in traditional bridges. Integral bridges are less costly to construct. They require less maintenance and therefore cause less traffic disruptions that incur socio-economic costs. As a consequence, integral bridges are becoming the first choice of bridge design for short-to-medium length bridges in many countries, including the UK, USA, Europe, Australia, New Zealand and many other Asian countries. However, integral bridge designs are not without challenges: issues that concern concrete creep, shrinkage, temperature effects, bridge skew, structural constraints, as well as soil–structure interactions are amplified in integral bridges. The increased cyclic soil–structure interactions between the bridge structure and soil will lead to adverse soil ratcheting and settlement bump at the bridge approach. If movements from bridge superstructures were also transferred to pile-supported substructures, there is a risk that the pile–soil interactions may lead to pile fatigue failure. These issues complicate the geotechnical aspects of integral bridges. The aim of this paper is to present a comprehensive review of current geotechnical design practices and the amelioration of soil–structure interactions of integral bridges.
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Su, Dan, Yi-Sheng Liu, Xin-Tong Li, Xiao-Yan Chen, and Dong-Han Li. "Management Path of Concrete Beam Bridge in China from the Perspective of Sustainable Development." Sustainability 12, no. 17 (September 1, 2020): 7145. http://dx.doi.org/10.3390/su12177145.
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More and more bridges have entered the maintenance stage, which has potential collapse hazards and threatens life and property safety. More attention has been paid to the improvement of maintenance management levels during the operation period in terms of extending the service life of the bridge, but less attention has been paid to it from the perspective of the whole life cycle. One hundred and ninety examples of concrete beam bridges in China were collected, based on which the collapse characteristics and collapse causes of concrete beam bridges were analyzed. The causes of bridge collapse come from all stages of bridge life cycle, including environmental factors and human factors. Moreover, the effects of the previous phase carry over to the next. Superficially, poor maintenance management during an operation led to bridge collapse. However, the root cause may have occurred at an earlier stage. On this basis, a fuzzy interpretation structure model (FISM) for concrete beam bridge deterioration is conducted. The model can decompose the complex and messy relationship among the factors of bridge collapse into a clear, multi–level and hierarchical structure. Compared with qualitative analysis, an ISM chart can directly reflect the relationship between collapse factors, which is convenient for further analysis. Poor maintenance management during operation is the direct cause, while improper planning, imperfect standards and weak supervision in the early stage are the fundamental causes. Finally, in order to improve the sustainability of concrete beam bridges scientifically, management suggestions are put forward for the participants involved in each stage of the bridge’s life cycle.
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Yang, Mei Liang, Fang Xu, and Chuan Xi Li. "The Force Analysis of PC Rigid Frame Curved Bridges with Long Span." Applied Mechanics and Materials 204-208 (October 2012): 2040–44. http://dx.doi.org/10.4028/www.scientific.net/amm.204-208.2040.
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Depend on the Cha Ping Bridge on Yan-Ru Highway, through modeling a dimensional, the thesis researches the curved bridge’s force analysis under different radius of curvature and working conditions. Studies shows as follows: 1) as the continuous rigid frame curved bridges exist greater torque, the box girder generates lateral deformation. 2)the lateral deformation is inversely proportional to the curved bridge’s radius of curvature, the larger the radius of curvature is, the greater the lateral deformation is. 3) variation of the radius of curvature has little effects on the longitudinal stress, vertical deformation and vehicle load. The above conclusions can be borrowed for the design and construction of the similar continuous rigid frame curved bridges.
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Yu, Tong-Hua. "Concrete trussed arch bridges in China." Canadian Journal of Civil Engineering 14, no. 6 (December 1, 1987): 820–27. http://dx.doi.org/10.1139/l87-120.
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In this paper, the following points are presented: the valuable advantages of the concrete trussed arch bridge; the design consideration and simplified analysis of the bridge; the level of secondary stresses induced in the ends of truss members; the application of prestress to tensile members and bending sections of trusses; and different ways of construction of the bridge.A five-span prestressed concrete trussed arch bridge named the Zhushanlu Road Bridge at Jingdezhen City, Jiangxi Province, is described as an example of medium span bridges of the type popularly adopted in Chinese highway system and the municipal construction since the late sixties. Key words: prestressed concrete, hinged truss, thrust, secondary stress, anchorage, pretensioning, precast.
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Atadero, Jia, Abdallah, and Ozbek. "An Integrated Uncertainty-Based Bridge Inspection Decision Framework with Application to Concrete Bridge Decks." Infrastructures 4, no. 3 (August 8, 2019): 50. http://dx.doi.org/10.3390/infrastructures4030050.
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The limitations of the standard two-year interval for the visual inspection of bridges required by the U.S. National Bridge Inspection Standards have been well documented, and alternative approaches to bridge inspection planning have been presented in recent literature. This paper explores a different strategy for determining the interval between inspections and the type of inspection technique to use for bridges. The foundational premise of the proposed approach is that bridge inspections are conducted to increase knowledge about the bridge’s current condition, and therefore, are only required when uncertainty about the knowledge of the bridge condition is too high. An example case of a reinforced concrete bridge deck was used to demonstrate how this approach would work. The method utilized deterioration models for predicting corrosion and crack initiation time, considering the uncertainty in the models’ parameters. Bridge inspections were used to update the current condition information and model parameters through Bayesian updating. As this paper presents a new idea for inspection planning, not all of the data or models necessary to fully develop and validate the approach currently exist. Nonetheless, the method was applied to a simulated example which demonstrates how the timing and means of bridge inspection can be tailored to provide the required data about individual bridges needed for effective bridge management decision making.
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Mahfuz, Mahfuz, Mochammad Afifuddin, and Renni Anggraini. "TINJAUAN GAYA TSUNAMI PADA JEMBATAN KRUENG RABA." Jurnal Arsip Rekayasa Sipil dan Perencanaan 3, no. 2 (September 23, 2020): 177–85. http://dx.doi.org/10.24815/jarsp.v3i2.16568.
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Aceh Province is located in one of the earth's fault lines in Indonesia, which is an area prone to earthquakes and the potential for a tsunami disaster. Therefore, any planning of structures located on the coast must consider the potential for a tsunami to obtain a strong structure to withstand the forces affected by the tsunami. During the 2004 tsunami, many bridges were carried away by the tsunami. Both bridges made of concrete, as well as steel frame bridges, such as the Krueng Raba steel frame bridge, Lhoknga, the Krueng No bridge, the Meunasah Kulam bridge, and several other bridges. This study aims to analyze and calculate the force and load effects of the tsunami on the structure of one of these bridges, namely the Krueng Raba steel frame bridge, Lhoknga. The force and load of the tsunami effect (Ts) will be analyzed by adopting the Guidelines for Design of Structures for Vertical Evacuation from Tsunamis, 2012, namely: (1) hydrostatic force; (2) buoyant forces; (3) hydrodynamic forces; (4) impulsive forces; (5) debris impact forces; (6) debris damming forces; (7) lift force; and (8) additional gravity load from water retained on the bridge floor. From the results of this study, it is shown that each of the tsunami forces acting on the crew-raba Lhoknga bridge at the minimum tsunami height variable, 11 meters, which is the initial height of the tsunami touching the bridge's superstructure are: 94.866 KN hydrodynamic force; 142,299 KN thrust; 133,810 KN debris impact force; 14,244 KN debris dam force, and 34,018 KN lift force. Meanwhile, the maximum tsunami height variable, 25 meters, is 24634.934 KN hydrodynamic force; 36952,400 KN thrust; 720,591 KN collision force; 3698,939 KN debris blocking force; and 986,519 KN lift styles. The results of the analysis using computational methods, by inputting the magnitude of the tsunami forces to the bridge model, it can be seen that the ability of the Krueng Raba, Lhoknga steel frame bridge to withstand the forces and loads caused by the tsunami only up to a height of 14 meters.
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Made, Suangga, and Irpanni Herry. "Aerodynamic performance of long span steel truss bridges in Indonesia." MATEC Web of Conferences 195 (2018): 02032. http://dx.doi.org/10.1051/matecconf/201819502032.
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Indonesia is the world’s largest archipelago with many major rivers in the big islands of Sumatera, Kalimantan, and Java. As part of its road network, major bridges are constructed to cross these rivers. Considering the span of the bridges and its aesthetic point of view, the application of Long Span Steel Truss Bridges in Indonesia is very popular among others. Its span varies from 70 to 270 meters in length. For long span bridges, aerodynamics is an important aspect for the design and construction of the bridges. In order to ensure the stability of the bridges against the aerodynamic effect of the wind, wind tunnel study and test has been conducted for most of the bridges. This paper presents the parameter and characteristic of several Long Span Steel Truss Bridges in Indonesia, i.e. Tayan Kapuas Bridge, Musi VI Bridge, New Kutai Kartanegara Bridges and Teluk Mesjid Bridge. The bridges will be assessed against BD 49/01. Parameters and assessment results are then compared with wind tunnel results.
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Marasabessy, Erwin. "IMPLEMENTATION OF BRIDGE MANAGEMENT SYSTEM ON INTERURBAN BRIDGE IN MALUKU PROVINCE." Journal of the Civil Engineering Forum 1, no. 2 (July 16, 2017): 63. http://dx.doi.org/10.22146/jcef.23999.
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Bridges as transport infrastructures play a vital role in smoothing traffic flows. The success of a bridge in playing its role and serving its function depends on its management. The Directorate General of Highways of the Ministry of Public Work has used a system to manage bridges known as the Bridge Management System (BMS). The system allows a systematic plan and provides a uniform procedure for all bridge operation activities on the national and provincial level. Data from Implementation Agency of National Inter-Urban Roads of Area IX, Northern Maluku in 2011 indicates that the total length of national roads in Maluku Province is 15,238.01 M, with a total of 562 bridges. In Ambon Island, especially, there are 52 bridges totaling 1,176.25 m in length. The study was conducted at several inter-urban bridges in Maluku Province of Ambon Island: Wai Batu Merah, Wai Ruhu, Wai Lawa, Wai Yari and Wai Tua bridges. Assessment of bridge structure conditions was conducted visually to determine the conditions of the existing bridges comprehensively by referring to the Bridge Management System (BMS) complemented with a computer-based Bridge Management Information System (BMIS). Condition scores for the five bridges—Wai Batu Merah, Wai Ruhu, Wai Lawa, Wai Yari, and Wai Tua, according to Bridge Management System, are 2, 1, 2, 1, and 2 respectively. The scores of the five bridges indicate that their physical condition can be categorized as good or with minor defects. Based on technical screening, the proposed treatment for Wai Batu Merah, Wai Ruhu, Wai Lawa, dan Wai Tua bridges is the rehabilitation of their sub-elements. As for the Wai Yari Bridge, the treatment will be maintained regularly. The defect repair costs are IDR 149,138,238.00, IDR 81,048,000.00, IDR 174,579,106.10, IDR 79,233,324.01 and IDR 238,323,258.60 for Wai Batu, Wai Ruhu, Wai Lawa, Wai Yari, and Wai Tua Bridges, respectively.
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Russo, Francesco M., Terry J. Wipf, and F. Wayne Klaiber. "Cost-Effective Structures for Off-System Bridges." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 397–404. http://dx.doi.org/10.3141/1819b-50.
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Nearly half of the 587,000 bridges in excess of 6.1 m (20 ft) long on public roads in the United States are located off the Federal Aid System, are on local rural and urban roads or rural minor collectors, and are classified as off-system bridges. Approximately one-third of the off-system bridges are structurally deficient or functionally obsolete. The majority of states with large bridge populations are rural states with large percentages of structures owned by counties and other local agencies. Many of these bridges are on low-volume roads. Given the size of the deficient bridge population and the concentration of these bridges largely on locally owned networks, a recent NCHRP synthesis (NCHRP 32-08, Cost Effective Structures for Off-System Bridges) has explored the current practices regarding the maintenance, rehabilitation, and replacement of off-system bridges. The administrative aspects of off-system bridge ownership and management were explored, including sources and problems of funding, bridge asset management, design policies for off-system bridges, exploration of the environmental process, and discussions of interagency partnering and coordination problems. A significant body of work exists on effective bridge maintenance and rehabilitation. A significant discussion of bridge strengthening, including specific techniques used on low-volume-road bridges, was also examined. Concerning bridge replacements, the literature and owner survey were used to provide information on successful concepts currently being used. In addition to successful bridge replacement options, discussion of the use of standard plans, design aids, and software is promoted as leading to standard and efficient low-volume-road bridge replacements.
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Gimsing, Niels Jørgen. "Cable Supported Bridges across Straits in Denmark." Bridges and Infrastructures, no. 45 (2011): 68–75. http://dx.doi.org/10.52200/45.a.52ug7j2u.
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The Jylland (Jutland) peninsula and the approximately 278 islands that form Denmark have had bridge connections since the Middle Ages. The most notable bridges of the 20th century are the high level bridges such as the Lillebælt Bridge from 1935 and the Storstrøm Bridge from 1937. Cable supported bridges and cable-stayed bridges have been making up the most significant infrastructural aspects which cross the seaways of the Baltic Sea.
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Santos, Ademir F., Maurício S. Bonatte, Hélder S. Sousa, Túlio N. Bittencourt, and José C. Matos. "Improvement of the Inspection Interval of Highway Bridges through Predictive Models of Deterioration." Buildings 12, no. 2 (January 26, 2022): 124. http://dx.doi.org/10.3390/buildings12020124.
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Bridges have substantial significance within the transport system, considering that their functionality is essential for countries’ social and economic development. Accordingly, a superior level of safety and serviceability must be reached to ensure the operating status of the bridge network. On that account, the recent collapses of road bridges have led the technical–scientific community and society to reflect on the effectiveness of their management. Bridges in a network are likely to share coinciding environmental conditions but may be subjected to distinct structural deterioration processes over time depending on their age, location, structural type, and other aspects. This variation is usually not considered in the bridge management predictions. For instance, the Brazilian standards consider a constant inspection periodicity, regardless of the bridges’ singularities. Consequently, it is helpful to pinpoint and split the bridge network into classes sharing equivalent deterioration trends to obtain a more precise prediction and improve the frequency of inspections. This work presents a representative database of the Brazilian bridge network, including the most relevant data obtained from inspections. The database was used to calibrate two independent predictive models (Markov and artificial neural network). The calibrated model was employed to simulate different scenarios, resulting in significant insights to improve the inspection periodicity. As a result, the bridge’s location accounting for the differentiation of exposure was a critical point when analyzing the bridge deterioration process. Finally, the degradation models developed following the proposed procedure deliver a more reliable forecast when compared to a single degradation model without parameter analysis. These more reliable models may assist the decision process of the bridge management system (BMS).
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Li, He Qun, and Feng Yun Yu. "On the Bridges of the Qin and Han Dynasties." Advanced Materials Research 926-930 (May 2014): 601–4. http://dx.doi.org/10.4028/www.scientific.net/amr.926-930.601.
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During the Qin and Han Dynasties, there were several types of bridges, such as wooden poles and wooden beam bridges, arch bridges, gallery bridges, Zhandao, floating bridges and so on. These bridge remains are mainly located in Guanzhong area, Sichuan province and other areas. All these are important data for us to understand bridge shapes, construction technology, means of transportation, and social life of the Qin and Han Dynasties.
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Goroumaru, H., K. Shiraishi, H. Hara, and T. Komori. "Prediction of Low Frequency Noise Radiated from Vibrating Highway Bridges." Journal of Low Frequency Noise, Vibration and Active Control 6, no. 4 (December 1987): 155–66. http://dx.doi.org/10.1177/026309238700600403.
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Low frequency noise radiated from highway bridges due to fast moving heavy vehicles, is giving rise to a new traffic problem. In order to solve this problem, it is necessary to consider the reduction of noise and control of bridge vibrations. In this research, measurements of low frequency noise radiated from highway bridges and measurements of bridge vibration were carried out. From these results, the radiation efficiency of the slabs of the highway bridges was determined. Four types of bridge were measured, steel composite girder bridges, steel plate girder bridges, steel truss bridges and PC-girder (T) bridges. From experimental formulae for the radiation efficiency, and from vibration acceleration levels, the sound pressure levels and 1/3 octave band spectra of the low frequency noise radiated from the slabs were predicted. As a result, the sound pressure level at an arbitrary point can be predicted by measuring the vibration acceleration level of the bridge. Predictive calculation results agreed relatively well with measured values, particularly at locations close to the bridges.
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Hrytsyuk, Lesya, and Natalia Surmay. "TYPOLOGY OF BRIDGES-TRANSITIONS BETWEEN BUILDINGS." Current problems of architecture and urban planning, no. 63 (April 14, 2022): 227–38. http://dx.doi.org/10.32347/2077-3455.2022.63.227-238.
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Considered are prerequisites and development features of bridges-transitions between buildings in the world architecture. With the rapid development of construction technologies, the widespread use of metal in the construction of public and residential buildings, as well as the strong aesthetic and functional demand from developers and residents, there is a need for open and closed multi-storey, multifunctional bridges between buildings.
The term "bridge-transition" has been used only recently to refer to bridge structures placed between high-rise buildings. This term is commonly used to refer to urban pedestrian bridges installed at height and bridges located in mountain gorges. As the term "bridge-transition" is ambiguous and has several different meanings, it is necessary to define the term "bridge-transition" for the purposes of this study. In this study, a bridge-transition is defined as "a part of a building that allows pedestrians to pass into another building at a height."
Based on the existing understanding of the communications spread inside a building, we can divide such bridges-transitions into point-communicative and multi-communicative. In each of these types, there are closed, open and mixed point-communicative or multi-communicative bridge-transitions between buildings. Multi-communicative bridges-transitions and their subsequent types can be further divided into bridges in one horizontal projection, e.g. one-level, and bridges in different horizontal projections, e.g. multi-level. The analysis of existing types of bridge-transitions allows to define a separate type of bridges-transitions as bridge-planes.
The use of bridges-transitions in various building designs for various purposes is prompting more and more specialists-designers to incorporate these solutions into their projects, which fuels the public interest in the application of these solutions.
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Pan, Yong Qing, Yi Li, and Guo Liang He. "Cluster Health Monitoring System of Major Urban Bridges Based on Digital City VPN Network." Applied Mechanics and Materials 204-208 (October 2012): 2966–69. http://dx.doi.org/10.4028/www.scientific.net/amm.204-208.2966.
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With the development of bridge Structural Health Monitoring (SHM) technique and digital city concept in recent years, the Cluster Health Monitoring (CHM) system for urban bridges, simultaneously real-time monitoring many important bridges in the city has been come into engineering practice. This paper introduces a CHM system of urban bridges using Digital City VPN Network at the city of Hangzhou, China, which is composed of three parts: remote monitoring center, digital city VPN network, and bridge monitoring stations, seven bridges of different types (1 viaduct, 1 overpass, 3 tied arch bridges, 1 PC cable-stayed bridge, and 1 continuous beam bridge) are being monitored. One-year monitoring data have been collected through this CHM system, it indicates that using VPN (Virtual Private Network) technology to achieve online urban bridges cluster monitoring is a safe, reliable and practical methods.
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Köken, Ali, and Ahmed Ali Abdulqader Farhad. "Investigation of the Effect of the Deck Material on the Cost in Cable-Stayed Bridges with Different Spans." Romanian Journal of Transport Infrastructure 10, no. 1 (July 1, 2021): 11–33. http://dx.doi.org/10.2478/rjti-2021-0002.
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Abstract Recent developments in the social sphere also cause an increase in transportation activities. Increased transport activities lead to the construction of new roads and bridges. Different bridge construction systems are available to overcome large span obstacles. Cable-stayed bridges are more advantageous construction systems than other bridge type building carrier systems in overcoming large spans through suspension cables. Therefore, it is also widely preferred by designers. The biggest factor in the development of cable-stayed bridges is undoubtedly steel cables. Cable-stayed bridges are bridge structures that become lighter with the increase of the span, which has a more expanded flexibility, and that includes a cable system with the effect of nonlinear factors. Costs of cable-stayed bridges vary according to different spans. The span as well as the deck material used in the bridge system have a great effect on the cost. In cable-stayed bridge systems, decks are constructed of reinforced concrete and steel. The costs of cable-stayed bridges are widely discussed around the world; therefore, the effect of the span and deck material on the cost of cable-stayed bridges is being investigated. The main bearing elements of such bridges are cables, decks, and towers, and among these elements, the tower bridge carries all the weight of the bridge, even other external loads such as vehicle, wind, etc. In this study, the three-dimensional model of the cable, deck and tower elements that make up the cable-stayed bridge system was created and analysed using the CSI Bridge Program. The AASHTO LRFD Standards, which are widely used in the analysis of bridge systems with the CSI Bridge program and the design of bridge systems in the world, were used. In the study, the analysis and designs of cable-stayed bridges with reinforced concrete and steel deck at 250, 500, 750, 1000, 1500, 2000 meters span were carried out. The amount of materials and costs used in the analysis and design of the cable-stayed bridge systems were obtained and the results were interpreted.
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Liu, Ke, and Li Hui Wang. "Earthquake Damage of Curved Highway Bridges in 2008 Wenchuan Earthquake." Advanced Materials Research 838-841 (November 2013): 1571–76. http://dx.doi.org/10.4028/www.scientific.net/amr.838-841.1571.
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The curved bridges suffered severe damages or even collapsed during 2008 Wenchuan Earthquake. A field survey of seismic performance of RC curved bridges was examined. Damage patterns and the probable causes of RC curved bridges including Baihua bridge and ramp bridge of Huilan interchange are presented and analyzed in this paper. The main failure was pure shear failure or shear-flexural failure of the pier columns. Bearings and expansion joints damage were another common failure pattern. Lesson learned from the damage of RC curved bridges in this earthquake, the recommendations on the seismic design of RC curved bridges are presented involving ductility of bridge columns, design of curved bridges, design of bearings and devices preventing girders falling down. Suggestions for the future seismic design and retrofitting of RC curved bridges are also presented in moderate to severe earthquake area.
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Thedy, John, Kuo-Wei Liao, Chun-Chieh Tseng, and Chia-Ming Liu. "Bridge Health Monitoring via Displacement Reconstruction-Based NB-IoT Technology." Applied Sciences 10, no. 24 (December 11, 2020): 8878. http://dx.doi.org/10.3390/app10248878.
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An aged bridge’s performance is affected by degradation and becomes one of the major concerns in maintenance. A preliminary, simple and workable procedure of bridge damage detection is required to minimize maintenance costs. In the past, frequency is one of the most common indicators to detect damage occurrence. Recent research found that using frequency as a health indicator still has room to improve. Alternatively, dynamic displacement is used as an indicator in the current study. These dynamic displacements are reconstructed based on measured acceleration records from micro electro mechanical system (MEMS) sensors. The Newmark-beta method with Windows is proposed to acquire the reconstructed displacements of considered bridges. To demonstrate the accuracy and applicability of the proposed approach, three different experiments are carried out; (i) A small scale bridge with the implementation of MEMS acceleration sensors; (ii) a numerical complex finite element method (FEM) bridge model; (iii) an actual bridge with the implementation of MEMS acceleration sensors and narrow bandwidth Internet of things (NB-IoT) technology. The first experiment shows that the proposed method can successfully identify the difference between damaged/undamaged bridges and determine damage location. The second experiment indicates that the proposed method is able to identify the difference between stiffened/unstiffened bridges. The last experiment shows the applicability of the proposed method on an actual bridge health monitoring project.
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Yan, Bin, Wenfei Kuang, Rui Gan, Haoran Xie, and Jie Huang. "Track–Bridge Interaction of CWR on Chinese Large-Span Bridge of High-Speed Railway." Applied Sciences 12, no. 18 (September 10, 2022): 9100. http://dx.doi.org/10.3390/app12189100.
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The track–bridge interaction is a fundamental concern in the field of railway engineering, which plays an important role in the optimization design of railway bridges, especially for heavy-haul railway and high-speed railway bridges. This paper systematically introduces the research status of the CWR track–bridge interaction for large-span bridges of high-speed railway in China. The evolution process of the track–bridge interaction model from the simplest elastic bar and linear longitudinal resistance model to the complex beam–rail interaction model considering the loading history is described. In this paper, the modeling methods of the track–bridge interaction model for five types of long-span railway bridges, namely simply supported beam bridge, continuous beam bridge, cable-stayed bridge, arch bridge, and suspension bridge, are systematically introduced, and the characteristics of longitudinal force distribution under the track–bridge interaction are analyzed. This paper discusses the practical application of the theory of the track–bridge interaction on extra-large-span bridges from the aspects of system dynamic performance evaluation and system safety evaluation. The practical application of track–bridge interaction theory under special conditions such as earthquake load, complex temperature load, shrinkage and creep load, and superposition of multiple loads is emphasized. It provides guidance for the further improvement of the track–bridge interaction model and the design of large-span high-speed railway bridges in the future.
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Xu, Liang, and Ya Ping Wu. "Nonlinear Stability Analysis of Qijiadu Long-Span Deck-Type CFST Arch Bridge." Advanced Materials Research 163-167 (December 2010): 1685–91. http://dx.doi.org/10.4028/www.scientific.net/amr.163-167.1685.
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With the application of the composition material-concrete-filled-steel-tube (CFST) in civil engineering, the crossing ability of arch bridge gets advanced development. Therefore, it is of interesting to study the stability of such long-span arch bridges, especially which have small width, for the bridge’s safety under long term operation. The present study focuses on studies the transverse stability of long-span arch bridges with small width. To this purpose, a deck type CFST arch-bridge in Gansu Province is adopted as an example. The arch bridge has a span of 180 m, and its width-span ratio is 1/25.7. The finite element method with a special beam element is employed to analyze the stability. The analyses are carried out for the transverse stability of the bridge during construction and under service, respectively. Furthermore, the influence of the spandrel structure and deck elastic restraints to the stability is investigated taking account of geometrical and material nonlinearity.
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Gürgendereli, Müberra. "From Maritsa to Mostar." Prilozi za orijentalnu filologiju, no. 70 (November 30, 2021): 49–78. http://dx.doi.org/10.48116/issn.2303-8586.2020.70.49.
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Rumor has it that that the Turks crossed the Marmara Sea on rafts. The Ottoman Empire, which set out from Gallipoli and became a state first and then an empire; reached the Balkan and Europe through bridges. Every bridge built over the huge rivers Ottomans crossed slowly became a signature of that region or city. Spectacular stone bridges, which are both art and aesthetic monuments and meet the transportation needs of the army, were built on the rivers from the capital to the last point Empire reached. Many bridges, especially the Mostar Bridge, Mehmed Paša Sokolović Bridge, Stone Bridge in Skopje, Bridge over Maritsa in Edirne, Bridges over the Tunca and the Uzunköprü (Long Bridge), which were built on the great Balkan rivers, symbols of abundance and plenitude, have been the subject of poems, shehrengiz and historical poems of classical poets, and also prose works and travel books. through various dreams and imaginations, these bridges are from time to time places where lovers go out for an evening stroll and meet, and sometimes through similes and metaphors compared to lover’s body, rainbow, Milky way, or the Sirat Bridge. These bridges are so ostentatious and appear as a great kemend that connects two mountains. The stone bridges built on the Balkan rivers from Edirne to Mostar that have poems written about them will be determined and interpreted in our article.
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Abdillah, Rifqi Aulia, Sholihin As’ad, and Senot Sangadji. "Allocation Priority Determination System for Provincial Bridge Maintenance Fund in Special Region of Yogyakarta By Examining Physical Conditions, Operational Cost and Volume of Traffic." International Journal of Science and Applied Science: Conference Series 2, no. 1 (December 10, 2017): 300. http://dx.doi.org/10.20961/ijsascs.v2i1.16732.
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<p class="Abstract">The maintenance of bridges is relatively expensive. Those may lead the maintenance program into a classical problem which is limited of the fund. Therefore, the priority level of bridges maintenance is needed in order to attain an effective and efficient fund usage toward prevalent condition of every bridges in Special Region of Yogyakarta. The objective of this research was to provide the maintenance fund for provincial bridges in Special Region of Yogyakarta. The research covered 10 bridges in Special Region of Yogyakarta. The Assessments method for bridge physical condition was based on guide of Bridge Management System (BMS). As the bridge physical condition was known, the maintenance measure and its needed maintenance cost can be determined. The allocation of fund for each bridge was calculated based on Dynamic Programming Method. The result can be draw that by 5 million rupiah the maintenance fund for each of those 10 bridge of Yogyakarta Special Region is 5 million rupiah for Demak Ijo Bridge, 13 million rupiah for Bedingin Bridge, 10 million rupiah for Denggung Bridge, 5 million rupiah for Ngentak Bridge, 5 million rupiah for Karang Semut Bridge, 8 million rupiah for 2rd Kronggahan Bridge, 7 million rupiah for Besi Bridge, 8 million rupiah for Cebongan Bridge, 2 million rupiah for Kembang Songo Bridge, 2 million rupiah for 1st Kronggahan Bridge. Those allocation system provide 78,7% an average percentage on provincial bridges in Special Region of Yogyakarta. </p>
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Song, Jin Bo, and Zhao Xu. "Study on the Development of Bridge Detection Vehicle Test." Advanced Materials Research 446-449 (January 2012): 1186–89. http://dx.doi.org/10.4028/www.scientific.net/amr.446-449.1186.
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Bridge construction is the national important foundation construction of bridge engineering, is the relationship between society and economy to coordinate development of lifeline engineering. Bridge construction of rapid development, huge capital investment, the economic society of the prominent role, making it to the bridge's safety, durability, more and more attention. Based on the analysis of detection results of existing bridges, bridge on the future work state of speculation, pointed out the possible development trend for the future to provide advice, bridge maintenance. As the bridge reinforcement and reconstruction to provide accurate and comprehensive data.
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Bodnar, Larysa, Liuda Panibratets, Mariya Velichko, and Vira Kmetiuk. "ANALYTICAL INFORMATION OF THE AESUM SOFTWARE COMPLEX REGARDING BRIDGES AS OF 2022." Dorogi i mosti 2022, no. 26 (October 3, 2022): 155–71. http://dx.doi.org/10.36100/dorogimosti2022.26.155.
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Introduction. Effective development and maintenance of transport infrastructure is the key to the strategic development of the state. Bridges are the objects of critical infrastructure and, accordingly, an important component of it. In order to make effective management decisions at the level of the State Road Agency of Ukraine in the field of bridge construction, an Analytical Expert Bridge Management System (AESUM) software complex is implemented. Problem statement. Actually, AESUM contains brief technical information on all bridges on public roads, namely on 16,142 transport facilities. Bridge economy is a living system where everything is changing : the number of bridges due to the construction of new ones, the transformation of small bridges into culverts; operating organizations, and also, which is very important — the technical state of bridges. Today, the sampling of bridges inspected and included in the AESUM software complex is 75 % on roads of state importance, 15% on local roads. Accordingly, information on bridges is constantly changing and needs to be updated. It is also important to improve the bridge operation strategy considering the scientific and analytical apparatus of AESUM. Objective. Implementation of the effective strategy for bridges operation on the roads in order for planning financial resources for their repairing and maintenance. Providing the general public with up-to-date statistical information on bridges from AESUM will be useful for use in scientific and scientific-practical purposes, and the identification of certain analytical trends will allow improving AESUM regarding the formation of a bridge operation strategy. Materials and methods. Analytical, statistical, system analysis. Results. The study presents analytical and statistical information about bridges on the public roads of Ukraine. Certain trends and keen attention to the technical condition of bridges have been observed. Conclusions. Actually The technical state of road bridges in Ukraine at the moment is unsatisfactory, which causes significant social and material damage and requires an increase in allocations for their repair and reconstruction. Currently, there is an urgent need for improving and implementing strategies for bridges operation, considering the scientific and analytical apparatus of AESUM for optimal priority planning and timely implementation of rehabilitation works on bridges and maintenance of bridges in proper state with rational use of financial resources.
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Naser, Ali Fadhil. "Comparative Study of Seismic Design for Different Bridges Structures." Jurnal Kejuruteraan 34, no. 1 (January 30, 2022): 59–71. http://dx.doi.org/10.17576/jkukm-2022-34(1)-06.
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The main objective of this study is to compare the structural members capacity between different types of bridges structures under seismic load. The results of seismic modal analysis showed that the models of box girder bridge, precast T girder bridge, and U steel girder bridge had the higher values of natural frequency comparing with others bridges structures under seismic load. Pushover analysis in transvers direction showed that bent No. 2 of bridges structures which was located in the middle of bridges superstructure was displaced in transvers direction more than bent No. 1 and bent No. 3. In longitudinal direction, Precast I girder bridge had higher value of longitudinal displacement comparing with others bridges structures, and it was more than the maximum value of transvers displacement. The results of demand and capacity ratio showed that bent No. 2 was the critical structural member which had values of demand/capacity ratio more than 1.0 or near from it especially precast I girder bridge, precast T girder bridge, and U steel bridge, indicating that these types of bridges will be subjected to failure in bent No. 2. Therefore, there was needing to redesign the bents of these types of bridges by increasing the numbers of piers, using high strength materials in construction of bents, and increasing of dimensions of piers and pier caps. The results of internal forces showed that bent No. 2 was subjected to the maximum values of axial force, horizontal shear, and bending moment for all types of bridges structures. Also, it can be seen that the models of precast I girder bridge, precast T girder bridge, and U steel bridge had the higher values of forces comparing to others models, indicating that these results agree with results of demand/capacity ratio and pushover analysis method.