Analysis and Solution to Human-Induced Lateral Vibrations on a Historic Footbridge

Recently, it has come to light that footbridges may have problems with human induced vibrations if their lateral period of vibration is of the order of 1 s. This has been highlighted by the much-publicized case of the Millennium Footbridge in London. This paper describes a similar problem associated with the historic Cragside Bridge built circa 1875. This bridge is a wonderful historic bridge built in the grounds of Cragside Manor in Northumberland, United Kingdom by the famous Industrialist Lord Armstrong. An investigation of the bridge revealed that it suffered vibration problems resulting from insufficient lateral stiffness. When lightly loaded (approximately six people) the fundamental lateral natural frequency of vibration was 2.6 Hz. This mode was predominantly a lateral mode of vibration. A computer model of the bridge was developed and various loading scenarios were investigated. As the bridge is very lightweight, the computer model showed that the natural frequency could reduce to 1.12 Hz if the bridge was loaded to 4 kPa. Extra stiffening elements were added to the computer and, depending on the superimposed load, the frequency could be increased from 1.12 to 1.57 Hz (for a 4 kPa uniform live load) and increased to 3.67 Hz for an imposed load equivalent to approximately nine people. It is believed that this will help to remedy the problem, but further research is being conducted to reduce the problem further.     

Nondestructive and Laboratory Evaluation of Damage Gradients in Concrete Structure Exposed to Cryogenic Temperatures

This paper discusses the use of pulse velocity, dynamic Young’s modulus of elasticity, and air permeability of concrete to evaluate the extent of damage and damage gradients to a concrete structure exposed to thermal shock and subsequent cryogenic temperatures. Liquefied natural gas (LNG) is maintained in liquid form at cryogenic temperatures typically below ?160°C (?260°F). The elevated concrete pedestal and precast concrete piles supporting a LNG storage tank were exposed to cryogenic temperatures following a leak of the LNG. The engineering assessment of the concrete structure consisted of a nondestructive evaluation phase using ultrasonic pulse velocity and a subsequent laboratory phase based on concrete cores. Dynamic Young’s modulus of elasticity and air permeability index of 25?mm (1?in.) thick disks sawed from the cores were determined. Analyzing concrete disks at 25?mm (1?in.) increments permitted assessment of changes in these properties with depth and enabled evaluation of depth of damage and damage gradients. The laboratory study confirmed that the distressed zone was limited to a near-surface area of concrete as suggested by the results of pulse velocity testing.     

Role of Learning Algorithm in Neural Network-Based Backcalculation of Flexible Pavements

Nondestructive testing (NDT) methods are widely used for the performance evaluation of flexible pavements. Falling weight deflectometer (FWD), which measures time-domain deflections resulting from applied impulse loads, is the most popular technique among all NDT methods. The evaluation of the FWD data requires the inversion of mechanical pavement properties using a backcalculation tool that includes both a forward pavement response model and an optimization algorithm. Neural networks (NNs) have also emerged as alternative tools that can be employed for pavement backcalculation problems relative to their real-time processing abilities. However, there have been no comprehensive analyses in previous studies that focus on the learning algorithm and the architecture of a NN model, which considerably affect backcalculation results. In this study, 284 different NN models were developed using synthetic training and testing databases obtained by layered elastic theory. Results indicated that both the learning algorithm and network architecture play important roles in the performance of the NN based backcalculation process.     

Degradation of Sands due to Combined Sinusoidal Loading

Dynamic loading due to earthquakes is made up of very complicated combinations of different types of waves including compressive waves, shear waves, etc. If a soil specimen is subjected to a combined longitudinal and torsional excitation, significant degradation of the specimen occurs, wherein the modulus is reduced and the damping increased more than for single excitation. This paper presents equations based on test results on clean sands for the determination of the shear modulus and damping of sandy soils for single and combined sinusoidal loadings. From the equations, the degree of specimen degradation can be determined, as well as the threshold strain ratio needed for the degradation to occur. The dynamic properties obtained from combined loadings will be more representative of actual field conditions than those from single-loading conditions.     

Experimental Evaluation of Engineering Behavior of Soft Bangkok Clay under Elevated Temperature

This paper presents the results of a systematic well designed experimental investigation carried out to study the engineering properties of the soft Bangkok clay heated up to 90°C from room temperature (25°C). Details of modified oedometer and triaxial test apparatus that can handle temperatures up to 100°C are also presented. In the range of temperatures investigated, soft Bangkok clay exhibited temperature induced volume changes that depend mainly on the stress history, reduction in the conventional elastic zone, stiffening, and increased hydraulic permeability with increasing temperature as well as apparent overconsolidation state after subjecting the normally consolidated specimen to heating/cooling cycle. The results of this study provide additional data that can enhance the understanding of the thermohydromechanical behavior concepts of saturated clays.     

Cyclic Lateral Load Behavior of a Pile Cap and Backfill

A series of static cyclic lateral load tests were performed on a full-scale 4×3 pile group driven into a cohesive soil profile. Twelve 324-mm steel pipe piles were attached to a concrete pile cap 5.18×3.05?m in plan and 1.12?m in height. Pile–soil–pile interaction and passive earth pressure provided lateral resistance. Seven lateral load tests were conducted in total; four tests with backfill compacted in front of the pile cap; two tests without backfill; and one test with a narrow trench between the pile cap and backfill soil. The formation of gaps around the piles at larger deflections reduced the pile–soil–pile interaction resulting in a degraded linear load versus deflection response that was very similar for the two tests without backfill and the trenched test. A typical nonlinear backbone curve was observed for the backfill tests. However, for deflections greater than 5 mm, the load-deflection behavior significantly changed from a concave down shape for the first cycle to a concave up shape for the second and subsequent cycles. The concave up shape continued to degrade with additional cycles past the second and typically became relatively constant after five to seven cycles. A gap formed between the backfill soil and the pile cap, which contributed to the load-deflection degradation. Crack patterns and sliding surfaces were consistent with that predicted by the log spiral theory. The results from this study indicate that passive resistance contributes considerably to the lateral resistance. However, with cyclic loading the passive force degrades significantly for deflections greater than 0.5% of the pile cap height.     

Assessment of Load Transfer and Load Distribution in Bridges Utilizing FRP Panels

A primary means of demonstrating the feasibility and effectiveness of fiber-reinforced polymer (FRP) composite bridge materials is via in situ bridge load testing. For this study, the prescribed or assumed design factors for each of the study bridges were compared to those exhibited by the performance of the bridge. Specifically, the wheel load distribution factors and impact factors as defined by AASHTO were considered in order to assess the load transfer and distribution in structures utilizing FRP panels. The in situ testing configurations for the study bridges are outlined, including the truck and instrumentation placement to obtain the desired information. Furthermore, comparisons were drawn between the design values for deflection and those experienced by the structures during testing. It was found that although the deflections exhibited by the bridges were well within the design limits, further research is needed to be able to prescribe bridge design factors for FRP panels.     

Structural Engineering with NiTi. II: Mechanical Behavior and Scaling

This paper continues to address the overarching goal to provide a more unified understanding of NiTi shape memory alloys intended for use in structural applications by attempting to link standard processing practice and basic materials characterization to the deformation behavior of large diameter bars. Results from cyclic tensile tests performed on large diameter Ni-rich polycrystalline NiTi bars are presented. Coupon specimens taken from deformation processed bars with diameters of 12.7, 19.1, and 31.8?mm are tested along with their respective full-scale specimens. The coupon tests results reveal small and highly variable differences between specimens taken from the different size bars. The full-scale specimen tests continue to show the presence of the R phase, but lack a Lüders-like transformation. A comparison of the results suggests that coupon specimens provide only limited information in terms of the full-scale behavior. Full-scale tests using an earthquake-type loading then show similar behavior to the tensile cyclic tests suggesting the ability to use NiTi in structural applications. Overall, this paper and Tyber et al. 2007 provide a multiscale analysis of NiTi shape memory alloys to be used by both material scientist and civil engineers in the development of applications for NiTi.     

Saturation and Preloading Effects on the Cyclic Behavior of Sand

In order to study pore water pressure response and liquefaction characteristics of sand, which has previously experienced liquefaction, two series of cyclic triaxial tests were run on medium dense sand specimens. In the first test series the influence of the soil saturation under undrained cyclic loading has been studied. It summarizes results of cyclic triaxial tests performed on Hostun-RF sand at various values of the Skempton’s pore-pressure coefficient. Analysis of experimental results gives valuable insights on the effect of soil saturation on sand response to undrained cyclic paths. In the second series of tests, the preloading influence on the resistance to the sands liquefaction has been realized on samples at various histories of loading. It was found that a large preloading induces a reduction of the resistance of sands to liquefaction.     

Evaluation of Mean Velocity and Turbulence Measurements with ADCPs

To test the ability of acoustic Doppler current profilers (ADCPs) to measure turbulence, profiles measured with two pulse-to-pulse coherent ADCPs in a laboratory flume were compared to profiles measured with an acoustic Doppler velocimeter, and time series measured in the acoustic beam of the ADCPs were examined. A four-beam ADCP was used at a downstream station, while a three-beam ADCP was used at a downstream station and an upstream station. At the downstream station, where the turbulence intensity was low, both ADCPs reproduced the mean velocity profile well away from the flume boundaries; errors near the boundaries were due to transducer ringing, flow disturbance, and sidelobe interference. At the upstream station, where the turbulence intensity was higher, errors in the mean velocity were large. The four-beam ADCP measured the Reynolds stress profile accurately away from the bottom boundary, and these measurements can be used to estimate shear velocity. Estimates of Reynolds stress with a three-beam ADCP and turbulent kinetic energy with both ADCPs cannot be computed without further assumptions, and they are affected by flow inhomogeneity. Neither ADCP measured integral time scales to within 60%.