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Probabilistic seismic performance and loss assessment of a bridge-foundation-soil system
Published in Rolando P. Orense, Nawawi Chouw, Michael J. Pender, Soil-Foundation-Structure Interaction, 2010
B.A. Bradley, M. Cubrinovski, R.P. Dhakal &, G.A. MacRae
This paper has presented the probabilistic seismic performance assessment of an actual bridge-foundation-soil system, the Fitzgerald Avenue twin bridges. The significant insight which can be gained regarding bridge-foundation-soil interaction and associated non-linearities using effective stress analysis was illustrated for a particular ground motion. The significant uncertainty regarding the input ground motion was addressed by subjecting the model to twenty different ground motions at nine different intensity levels. By combining the probabilistic EDP| IM relationships with the ground motion hazard curve, it is possible to compute the demand hazard for the various EDP’s and compare them to various damage states for each of the components.
Dynamic effects of central green belt on a 3-span continuous concrete girder bridge
Published in Hiroshi Yokota, Dan M. Frangopol, Bridge Maintenance, Safety, Management, Life-Cycle Sustainability and Innovations, 2021
H.Y. Wu, A. Wang, Y. Xia, L.M. Sun
Greenbelts are often used for many bridges to separate the round-trip traffic, which induces sight and increase lateral width and improve the speed, safety and comfort. Different types of plants can make different separation effects. For example, the trees with certain height can be used as greenbelts to ensure that drivers are not disturbed by the vehicles coming from the opposite directions (Xia et al. 2017 & 2019). As well as the connection of the twin bridges, some requirements are paid attention to use greenbelts since greenbelts have a significant impact on stiffness and dynamic characteristics of the bridge.
Load Testing as Part of Bridge Management in Sweden
Published in Eva O.L. Lantsoght, Load Testing of Bridges, 2019
Lennart Elfgren, Bjorn Täljsten, Thomas Blanksvärd
An idea is also to create digital twin bridges which start their life (in silico) during the planning phase of a bridge (Bagge, 2017). The models may be integrated with monitoring of the in-situ bridge to enable model updating and for later assessment of the quality and load-bearing capacity of the bridge during its lifetime. Improved monitoring and numerical methods may in the future be used to determine hidden deterioration (Grip et al., 2017;Huang et al., 2016).
A dynamic holographic modelling method of digital twin scenes for bridge construction
Published in International Journal of Digital Earth, 2023
Jianlin Wu, Jun Zhu, Jinbin Zhang, Pei Dang, Weilian Li, Yukun Guo, Lin Fu, Jianbo Lai, Jigang You, YaKun Xie, Ce Liang
This article innovatively introduces holographic technology into digital twin scenes for bridge construction, providing a new and efficient method of expressing information in the construction of digital twin bridges. To address the problems of unstable imaging effects, poor adaptability, and lack of real-time capabilities in holographic expression, this article proposes a dynamic holographic modelling method for digital twin scenes in bridge construction. First, based on the characteristics of camera linkage and holographic imaging, a dynamic hologram segmentation algorithm with adaptive screen size has been designed to achieve real-time dynamic generation of bridge construction holographic scenes. Second, considering human visual characteristics, a motion blur algorithm is designed to optimize scene visualization efficiency and improve rendering efficiency. Lastly, a case study of a mega suspension bridge under construction is conducted for experimental analysis. The results show that the proposed method supports holographic display of dynamic change information in the digital twin scene, accurately depicting the construction scene in a clear and intuitive manner. It provides a more effective means for scene diagnosis, analysis, prediction, exploration, and other visualization tasks.
A comparison of concrete quantities for highway bridge projects: preconstruction estimates vs onsite records
Published in Sustainable and Resilient Infrastructure, 2022
Bolaji A. Olanrewaju, Daman K. Panesar, Shoshanna Saxe
The bridge case studies are composed of nine prestressed concrete girder bridges, two reinforced concrete bridges, two steel girder bridges, one post-tensioned concrete bridge, and four structural steel bridges. Eleven of these case studies are highways crossing over water bodies, while the remaining cross over existing roadways. The case studies include 13 highway projects that were executed using a design-bid-build (DBB) project delivery method, and five highway projects implemented using the design-build (DB) project delivery method, as indicated in Table 3-1. Finally, the case studies include four sets of twin bridges (B3a and B3b, B6a and B6b, B14a and B14b, and B15a and B15b) that represent the northbound and southbound bridge lanes of four separate case studies. None of the case studies is named to protect anonymity; instead, they are referred to with bridge ID such as B1, B2 … B15b as detailed in Table 3-1.
Development of wireless smart sensor network for vibration-based structural health monitoring of civil structures
Published in Structure and Infrastructure Engineering, 2022
Niusha Navabian, Sherif Beskhyroun, Justin Matulich
To test the performance of the new wireless senor network in an outdoor environment, a series of ambient vibration tests was conducted on the Newmarket Viaduct located in Auckland, New Zealand. Figure 12 illustrates the plan view of the viaduct based on the New Zealand Transport Agency (NZTA) drawings and outside and inside views of the viaduct. The structure is a seven-lane state highway viaduct with the length of 690 m and up to 20 m high. It is a horizontally and vertically curved, post-tensioned concrete box bridge, comprising two parallel twin bridges. The Northbound and Southbound Bridges are supported on independent pylons and joined together via a cast in-situ concrete ‘stich’. The bridge has twelve different spans ranging in length from 38.67 m to 62.65 m and average length of approximately 60 m.