Experimental Evaluation of Dynamic Effects for a Selected Highway Bridge

The paper presents an experimental study of the actual dynamic effects for a preselected typical highway bridge. Knowledge of the dynamic impact factors is important for accurate determination of the ultimate load capacity and performance assessment of constructed bridges. Static and dynamic field tests were performed on a two-lane concrete highway bridge built in 1999 on U.S. 90 in northwest Florida. During the tests, one or two fully loaded trucks crossed over the bridge, which was instrumented with strain gauges, accelerometers, and displacement transducers. A wooden plank was placed across the lanes for some runs to trigger extensive dynamic vibration and to simulate poor road surface conditions. Data collected from the tests were used for comprehensive assessment of the bridge under dynamic loading. Impact factors obtained from the tests with higher speeds were found larger than corresponding values recommended by bridge codes. Analysis revealed that stiff vehicle suspension, road surface imperfection, and “bouncing” of the truck loading contributed to the high impact factors. Experimental data were also used for validation of the finite-element models developed for the vehicle–bridge system.     

Fatigue Damage of Steel Bridges Due to Dynamic Vehicle Loads

This paper focuses on the fatigue damage caused in steel bridge girders by the dynamic tire forces that occur during the crossing of heavy transport vehicles. This work quantifies the difference in fatigue life of a short-span and a medium-span bridge due to successive passages of either a steel-sprung or an air-sprung vehicle. The bridges are modeled as beams to obtain their modal properties, and air-sprung and nonlinear steel-sprung vehicle models are used. Bridge responses are predicted using a convolution method by combining bridge modal properties with vehicle wheel forces. A linear elastic fracture mechanics model is employed to predict crack growth. For the short-span bridge, the steel-sprung vehicle caused fatigue failure up to 6.5 times faster than the air-sprung vehicle. For the medium-span bridge, the steel-sprung vehicle caused fatigue failure up to 277 times faster than the air-sprung vehicle.     

Development of FRP Short-Span Deployable Bridge—Experimental Results

For military and civilian applications, there exists a need for lightweight, inexpensive, short-span bridges that can be easily transported and erected with minimal equipment. Owing to its favorable properties, fiber-reinforced polymer (FRP) has been shown to be feasible for the construction of such bridges. Investigations into the behavior of a short-span bridge structural concept, adapted to the material properties of commercially available glass FRP (GFRP) pultruded products, are presented. A 4.8-m span prototype was built from GFRP sections, bonded throughout to form a tapered box beam, with a width of 1.2?m and a height at midspan of approximately 0.5?m. The box beam represents a single trackway of a double-trackway bridge, whose trackways could be connected by light structural elements. The quasi-static and dynamic behavior of the prototype box beam was investigated in ambient laboratory and field conditions to assess the design and construction techniques used, with a view to designing a full-scale 10-m GFRP bridge. Laboratory testing of the prototype box beam used single and pairs of patch loads to simulate wheel loading. These tests confirmed that the box beam had sufficient stiffness and strength to function effectively as a single trackway of a small span bridge. Field testing of the structure was undertaken using a Bison vehicle (13,000?kg), driven at varying speeds over the structure to establish its response to realistic vehicle loads and the effects of their movement across the span.     

Blast Testing of Aluminum Foam–Protected Reinforced Concrete Slabs

Aluminum foam is a newly developed mobile and lightweight material with excellent energy absorption capacities. Applying aluminum foam as a sacrificial protection layer on the bearing faces of protected structures can mitigate blast effects on the resistance capacities of structures against impact or blast loading. The aluminum foam undergoes great plastic deformation under transient dynamic loads before becoming fully densified, making it excellent for mitigating blast effects on these structures. In this paper, we conducted quasi-static testing on two types of aluminum foam specimens and obtained the primary parameters for the mechanical properties of aluminum foam specimens. We then used these two types of aluminum foams to protect the reinforced concrete (RC) slabs, and we conducted a series of tests to investigate the performance of the aluminum foam–protected RC slabs against blast loads. We tested a total of five foam-protected slabs and one control RC slab in the blast test program. The test results, including displacement and acceleration histories, performance of specimens, and maximum and permanent deflections, were fully reported. We then discussed the efficiency of aluminum foam to mitigate blast loads on protected RC slabs.     

Response of Multilayer Foundation System beneath Railway Track under Cyclic Loading

For an efficient and economical design of a railway track system, it is necessary to understand the behavior of each track component with special reference to ballast and subgrade, which play a pivotal role in distributing the large, cyclic wheel loads longitudinally, laterally, and vertically away from the wheel contact area on the rail surface to the underlying soil strata. This paper presents an analytical model of a track-ballast-subgrade system with different formation soils such as dense uniform sand, stiff clay, loose sand, and soft clay modeled by using a mass-spring dashpot system with two degrees of freedom. This represents the varying energy distribution through ballast and subgrade in the vertical direction. Results are presented in the form of time-displacement response profiles for both the ballast and subgrade layers. In addition, the magnification factors for displacements with variation in subgrade soils for cyclic loading frequencies are reported. It is observed that the results obtained from the present analysis follow the experimentally observed trends already available in the literature.     

Dynamic Performance Simulation of Long-Span Bridge under Combined Loads of Stochastic Traffic and Wind

Slender long-span bridges exhibit unique features which are not present in short and medium-span bridges such as higher traffic volume, simultaneous presence of multiple vehicles, and sensitivity to wind load. For typical buffeting studies of long-span bridges under wind turbulence, no traffic load was typically considered simultaneously with wind. Recent bridge/vehicle/wind interaction studies highlighted the importance of predicting the bridge dynamic behavior by considering the bridge, the actual traffic load, and wind as a whole coupled system. Existent studies of bridge/vehicle/wind interaction analysis, however, considered only one or several vehicles distributed in an assumed (usually uniform) pattern on the bridge. For long-span bridges which have a high probability of the presence of multiple vehicles including several heavy trucks at a time, such an assumption differs significantly from reality. A new “semideterministic” bridge dynamic analytical model is proposed which considers dynamic interactions between the bridge, wind, and stochastic “real” traffic by integrating the equivalent dynamic wheel load (EDWL) approach and the cellular automaton (CA) traffic flow simulation. As a result of adopting the new analytical model, the long-span bridge dynamic behavior can be statistically predicted with a more realistic and adaptive consideration of combined loads of traffic and wind. A prototype slender cable-stayed bridge is numerically studied with the proposed model. In addition to slender long-span bridges which are sensitive to wind, the proposed model also offers a general approach for other conventional long-span bridges as well as roadway pavements to achieve a more realistic understanding of the structural performance under probabilistic traffic and dynamic interactions.     

Field Assessment of the Performance of a Ballasted Rail Track with and without Geosynthetics

Understanding the complex mechanisms of stress transfer and strain accumulation in layers of track substructure under repeated wheel loading is essential to predict the desirable track maintenance cycle as well as the design of the new track. Various finite element and analytical techniques have been developed in the past to understand the behavior of composite track layers subjected to repeated wheel loads. The mechanical behavior of ballast is influenced by several factors, including the track confining pressure, type of aggregates, and the number of loading cycles. A field trial was conducted on an instrumented track at Bulli, New South Wales, Australia, with the specific aims of studying the benefits of a geocomposite installed at the ballast-capping interface, and to evaluate the performance of moderately graded recycled ballast in comparison to traditionally very uniform fresh ballast. It was found that recycled ballast can be effectively reused if reinforced with a geocomposite. It was also found that geocomposite can effectively reduce vertical and lateral strains of the ballast with obvious implications for improved track stability and reduced maintenance costs.     

Sensitivity of Live Load Distribution Factors to Vehicle Spacing

Two slab-on-girder bridge superstructures are analyzed using grillage models. Different live load placement configurations are investigated to determine the sensitivity of live load shear and moment to vehicle spacing. Results from both bridges show that the distribution factors are relatively insensitive to vehicle spacing. Therefore significant computational speedups are available when applying vehicle loads on an influence surface with a fixed spacing.     

A role for SRp54 during intron bridging of small introns with pyrimidine tracts upstream of the branch point

One of the earliest steps in pre-mRNA recognition involves binding of the splicing factor U2 snRNP auxiliary factor (U2AF or MUD2 in Saccharomyces cerevisiae) to the 3' splice site region. U2AF interacts with a number of other proteins, including members of the serine/arginine (SR) family of splicing factors as well as splicing factor 1 (SF1 or branch point bridging protein in S. cerevisiae), thereby participating in bridging either exons or introns. In vertebrates, the binding site for U2AF is the pyrimidine tract located between the branch point and 3' splice site. Many small introns, especially those in nonvertebrates, lack a classical 3' pyrimidine tract. Here we show that a 59-nucleotide Drosophila melanogaster intron contains C-rich pyrimidine tracts between the 5' splice site and branch point that are needed for maximal binding of both U1 snRNPs and U2 snRNPs to the 5' and 3' splice site, respectively, suggesting that the tracts are the binding site for an intron bridging factor. The tracts are shown to bind both U2AF and the SR protein SRp54 but not SF1. Addition of a strong 3' pyrimidine tract downstream of the branch point increases binding of SF1, but in this context, the upstream pyrimidine tracts are inhibitory. We suggest that U2AF- and/or SRp54-mediated intron bridging may be an alternative early recognition mode to SF1-directed bridging for small introns, suggesting gene-specific early spliceosome assembly.     

Statistical Significance of Less Common Load Combinations

The purpose of this work is to provide a simple, rational basis for combining bridge loads in the extreme event limit state. Classic methods are used to evaluate the probabilities of traffic, seismic, and storm-related bridge loads occurring simultaneously and in various intensities. The loads are modeled using a Poisson distribution, which circumvents problems encountered when using normal- or log-normal distributions. The hazard level is evaluated directly using a negative exponential function in the time domain. An acceptable hazard level for combined events is subjectively based on that deemed acceptable for the strength limit state and extreme events occurring individually, as well as fiscal prudence. It is shown that (1) application of seismic loads to a structure already subjected to the combined effects of degradation, local pier scour, and contraction of the waterway is not justifiable; (2) live loads reduced from the anticipated 75-year maximum to a 2-week maximum are appropriate when designing a bridge in its 100-year “scoured-out” storm configuration; and (3) vehicular live loads are likely to be on a bridge during a seismic event, but other issues need to be considered.     

Centrifuge Modeling of Ship Impact Loads on Bridge Pile Foundations

Bridges that cross navigable waterways may be affected by accidental ship impacts. To better characterize ship impact loads on bridge pier structures, a comprehensive centrifuge model test program involving 48 ship impact tests was performed on a 2×3 pile group and a 3×3 pile group founded in saturated silty sand. These model tests simulated groups of 2-m-diameter by 31.5-m-long pipe piles. The effects of three factors related to the ship (tonnage, speed, and bow structure) and two factors related to the bridge pier structure (superstructure mass and pile-group size) were investigated through these impact tests. The characteristics of the ship impact load were identified and the mechanism of the ship-bridge collision was analyzed. The test results show that the ship impact load was highly dependent on the ship bow structure and the ship impact speed. The test results were compared with other published data and the AASHTO loads. An empirical equation was suggested to relate the ship impact load to the five influencing factors.     

Natural Frequency of Railway Girder Bridges under Vehicle Loads

To investigate the natural frequency of a railway girder bridge under vehicle loads, two methods are presented. First, the natural frequency of a railway girder bridge under vehicle loads is obtained by solution of the eigenvalue of the vehicle-bridge interaction equation at each step of the numerical integration. Second, based on the vehicle-bridge interaction equation, an approximate formula is developed. The results show that the natural frequency of a railway girder bridge under vehicle loads varies periodically as the vehicles pass over the bridge. The results obtained with the two methods are then compared, showing that a good agreement is achieved. From parametric studies, the effects of the unsprung mass, the sprung mass, and the stiffness of the vehicle suspension are discussed.     

Experimental Investigations of the Response of Suction Caissons to Transient Combined Loading

Combined loading of foundations is a fundamental problem in civil engineering, particularly in the offshore industry where harsh environmental conditions occur. Large moment and horizontal loads may be applied to the foundation as well as vertical loads. Also, as the waves pass a structure, there can be rapid changes in the loads, so that transient effects need to be considered. When designing shallow foundations, such as suction caissons, there is uncertainty in the current understanding of how the foundation responds to these loads. This paper presents experiments, performed on model suction caisson foundations, where typical cyclic loading conditions are applied. The footing is embedded in oil-saturated sand so that dimensionless drainage times are comparable with the typical offshore conditions. Most of the testing was carried out with the vertical load held constant, to mimic the structural dead weight, while realistic “pseudorandom” moment and horizontal cyclic loads were applied. Experiments were carried out at different vertical loads, showing that the response depends on the vertical load level. Nondimensional relationships were established which accounted for this dependency. Surprisingly, the rate of loading had little impact on the load–displacement behavior for the experiments undertaken.     

Equivalent Wheel Load Approach for Slender Cable-Stayed Bridge Fatigue Assessment under Traffic and Wind: Feasibility Study

In the current AASHTO LRFD specifications, the fatigue design considers only one design truck per bridge with 15% dynamic allowance. While this empirical approach may be practical for regular short and medium span bridges, it may not be rational for long-span bridges (e.g., span length >152.4?m or 500?ft) that may carry many heavy trucks simultaneously. Some existent studies suggested that fatigue may not control the design for many small and medium bridges. However, little research on the fatigue performance of long-span bridges subjected to both wind and traffic has been reported and if fatigue could become a dominant issue for such a long-span bridge design is still not clear. Regardless if the current fatigue design specifications are sufficient or not, a real understanding of the traffic effects on bridge performance including fatigue is desirable since the one truck per bridge for fatigue design does not represent the actual traffic condition. As the first step toward the study of fatigue performance of long-span cable-stayed bridges under both busy traffic and wind, the equivalent dynamic wheel load approach is proposed in the current study to simplify the analysis procedure. Based on full interaction analyses of a single-vehicle–bridge–wind system, the dynamic wheel load of the vehicle acting on the bridge can be obtained for a given vehicle type, wind, and driving condition. As a result, the dimension of the coupled equations is independent of the number of vehicles, through which the analyses can be significantly simplified. Such simplification is the key step toward the future fatigue analysis of long-span bridges under a combined action of wind and actual traffic conditions.     

Flexural Lateral Load Distribution Characteristics of Sandwich Plate System Bridges: Parametric Investigation

The sandwich plate system (SPS) is a relatively new bridge deck system that consists of steel face plates bonded to a rigid polyurethane core. The decks are thin, lightweight, and modular in design and can be tailored to numerous applications. This system provides an excellent alternative for the rapid construction and rehabilitation of bridge decks. With any new system, there exists some uncertainty in the design procedures as a result of the limited population for comparison. This paper presents the results of a finite-element parametric investigation of the lateral load distribution characteristics of SPS bridges. The parametric study primarily focuses on the influence of deck thickness on distribution behavior as compared to conventional reinforced concrete decks. Results from the study demonstrate that the inherent flexibility of a thin SPS deck yields larger distribution factors (up to 20%) than a typical reinforced concrete deck, but these distribution factors can still be conservatively estimated with current AASHTO LRFD methods. Additional comparisons indicate that the distribution behavior of SPS bridges can also be estimated with the equations proposed by the NCHRP 12-62 project.     

Seasonal Deterioration of Unsurfaced Roads

Seasonal deformation of unsurfaced roads was observed over several years and was studied using pavement deterioration models and finite-element analysis. The Mathematical Model of Pavement Performance is a model designed for pavement deterioration prediction and was successfully used for seasonal deterioration modeling because of its flexibility in defining the pavement structure, properties, and seasonal impact. However, these types of models are designed for highways and are somewhat limited in soils characterization and manipulation of the forces at the road–tire interface. Therefore, a three-dimensional dynamic finite-element model of a wheel rolling over soil was applied to simulate local vehicle traffic on a secondary unpaved road. These simulations were used to study the effects of vehicle speed, load, suspension system, wheel torque, and wheel slip on rutting and washboard formation. Modeling results are compared to field measurements and observations.     

Finite element analysis of trabecular bone structure: a comparison of image-based meshing techniques

OBJECTIVE: To report a qualitative evaluation of the Partnerships in Health Care/EMS Project between Poland and the United States. The goal of the partnership was to strengthen the emergency medical services (EMS) system in three Polish cities, Krakow, Bialystok, and Lodz. METHODS: The Polish participants were interviewed in Poland approximately eight months after a U.S.-based training program. They were asked to evaluate the effectiveness of the partnership project and discuss their experiences incorporating U.S. emergency medicine (EM) knowledge and technology in the Polish EMS system. RESULTS: The Polish physicians identified three major factors that had the greatest impact on the implementation of U.S. EM knowledge in Poland. These factors were the substantive differences between Polish and U.S. EM knowledge and technology, staffing differences in Polish and U.S. ambulances, and the differing role the EMS system plays in the delivery of primary care in the two countries. CONCLUSIONS: The Polish physicians succeeded in training EM providers in the three cities, thus strengthening clinical skills of EMS providers. They also were able to adapt the principles of U.S. EM that they had learned to fit the specific circumstances that characterize Polish emergency care. As in the United States, the health care system in Poland is inseparable from the social, political, and economic realities of the nation.     

Effect of Multilanes on Wheel Load Distribution in Steel Girder Bridges

This paper presents the results of a parametric study that investigated the effect of multilanes and continuity on wheel load distribution in steel girder bridges. Typical one- and two-span, two-, three-, and four-lane, straight, composite steel girder bridges were selected for this study. The major bridge parameters chosen for this study were the span length, girder spacing, one- versus two-spans, and the number of lanes. These parameters were varied within practical ranges to study their influence on the wheel load distribution factors. A total of 144 bridges were analyzed using the finite-element method. The computer program, SAP90, was used to model the concrete slab as quadrilateral shell elements and the steel girders as space frame members. Simple supports were used to model the boundary conditions. AASHTO HS20 design trucks were positioned in all lanes of the one- and two-span bridges to produce the maximum bending moments. The calculated finite-element wheel load distribution factors were compared with the AASHTO and the National Cooperative Highway Research Program (NCHRP) 12-26 formulas. The results of this parametric study agree with the newly developed NCHRP 12-26 formula and both were, in general, less than the empirical AASHTO formula (S∕5.5) for longer span lengths [>15.25 m (50 ft)] and girder spacing >1.8 m (6 ft). This paper demonstrates that the multiple lane reduction factors are built into the newly developed distribution factors for steel girder bridges that were presented in the NCHRP 12-26 final report. It should be noted that AASHTO LRFD contains a similar expression that results in a value that is 50% of the value in the equations developed as a part of NCHRP 12-26. This is due to the fact that AASHTO LRFD consider the entire design truck instead of half-truck (wheel loads) as the case in the NCHRP 12-26 report and the AASHTO Standard Specifications for Highway Bridges. Therefore, this paper supports the use of the new distribution factors for steel girder bridges developed as a part of NCHRP 12-26 and consequently the distribution factors presented in the AASHTO LRFD Bridge Design Specifications.     

Wind-Induced Response Characteristics of Monolayer Cable Net

Monolayer cable net system supporting glass facades is structurally sensitive to wind excitations. At present, there are limited researches on its wind-induced vibration performance, therefore it appears imperative to understand the wind-resistant behavior of this type of cable net. The wind-induced response of the monolayer cable net subjected to fluctuating wind loads is investigated with frequency-domain method in this paper, when the cable net deforms to the balance position under the mean wind loads. Some critical factors to wind-induced response are highlighted, including participation property of the modes in the dynamic vibration, and coupling effect among modes. The response spectrum of the cable net is also intensively investigated. It is shown that the first mode dominates wind-induced response significantly in all the modes, and the modes contributing to the wind-induced responses prominently are distributed in a narrow band of low order modes. When some lower modes and coupling effects among these modes are considered, the results in frequency domain agree well with the corresponding results obtained from time domain method, which are adequate for engineering practice. The characteristics of response spectrum of the nodal displacements are similar to those of the cable forces. When the wind loads and structural parameters vary in practical ranges in engineering, the resonant component in the total response sometimes occupies larger part in the total fluctuating wind response of the cable net, while the background component dominates in the wind response more commonly. Nevertheless, the first mode makes the largest contributions, no matter the background or the resonant component dominates.