Journal of Bridge Engineering

The Bolu viaduct is a 2.3-km-long seismically isolated structure that was nearly complete when it was struck by the 1999 Duzce earthquake in Turkey. It suffered complete failure of the seismic isolation system and narrowly avoided total collapse due to excessive superstructure movement. This paper presents an evaluation of the design of the viaduct’s seismic isolation system and an assessment of its performance in the Duzce earthquake. Evaluation of the seismic isolation system’s design has revealed that it did not meet the requirements of the AASHTO Guide Specifications for Seismic Isolation Design. Analysis of the viaduct with motions scaled in accordance with the AASHTO Guide Specifications resulted in a displacement demand of 820 mm, which is far more than the 210 mm displacement capacity of the existing isolation system. Analysis of the viaduct for a simulated near-fault motion with characteristics consistent with the site conditions resulted in an isolation system displacement demand of 1,400 mm. This indicates that, even if the isolation system had been designed in compliance with the AASHTO, it would have still suffered damage in the earthquake.

Many parts of the central and southeastern United States have recently begun initiating seismic retrofit programs for bridges on major interstate highways. One of the most common retrofit strategies is to provide cable restrainers at the intermediate hinges and abutments in order to reduce the likelihood of collapse due to unseating. To evaluate the force-displacement behavior of the cable restrainer retrofits, a full-scale bridge setup was constructed based on an existing multispan, simply supported steel girder bridge in Tennessee, that has been considered for seismic retrofit using cable restrainers. Seismic cable restrainers were connected to the bridge pier using steel bent plates, angles, and undercut anchors embedded in the concrete as specified by typical bridge retrofit plans. The full-scale bridge model was subjected to monotonic loading to test the capacity of the cable restrainer system and to determine the modes of failure. The results showed that the primary modes of failure are in the connection elements of the pier and girders, and they occur at force levels much lower than the strength of the cable. Modifications to the connection elements were designed and tested. The new connections resulted in a higher strength and deformation capacity of the cable restrainer assembly.

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.

To simulate a trunnion-hub-girder (THG) assembly for bascule bridges, two full-scale laboratory tests were conducted for quantifying stresses at previously observed failure locations and for identifying a favorable assembly procedure. One assembly procedure, AP#1, cools the trunnion for a shrink fit into the hub, followed by cooling of the trunnion-hub assembly to shrink fit it into the girder. Using AP#1, development of cracks on the hub was observed in one THG assembly, and, in yet another assembly, the trunnion got stuck in the hub before full insertion could take place. Large hoop stresses and low temperatures were observed at the trunnion-hub interface when the trunnion-hub assembly was cooled for insertion into the girder. Since fracture toughness of THG parts decreases with temperature, allowable crack lengths were small. In an alternative assembly procedure, AP#2, where the hub is shrink fitted into the girder first, followed by cooling the trunnion and shrink fitting it into the hub-girder assembly, the allowable crack length was determined to be double the allowable crack length of AP#1. Hence, for the given full-scale geometry and interference values, assembly procedure AP#2 was found to be better than AP#1.

This paper reports on the results from a study of vertical deflection measurement of bridges using digital close-range terrestrial photogrammetry (DCRTP). The study consisted of a laboratory and two field exercises. In the laboratory exercise, photogrammetric measurements of a 11.6 m (38 ft) steel beam loaded at midspan were made and compared with dial gauge readings and elastic beam theory. In the first field exercise, the initial camber and dead load deflection of 31.1 m (102 ft) prestressed concrete bridge girders were measured photogrammetrically and compared with level rod and total station readings. A comparison of the photogrammetric measurements with the dead load deflection diagram is also made. In the second field exercise, the vertical deflection of a 14.9 m (49 ft) noncomposite steel girder bridge loaded with two dump trucks was measured. Photogrammetric results are compared with deflections estimated using elastic finite-element analysis, level rod readings, and curvature-based deflection measurements. The paper is concluded with a discussion of work in progress to further improve the accuracy of DCRTP in the field.

In 1997 and 1999, inspection works were carried out in the 384 cable stays of the six central piers of General Rafael Urdaneta Bridge, located in Maracaibo, Venezuela. Inspection indicated the presence of water and significant settlings in the sockets of the cables and corrosion along each cable and socket. The tension of the cables was also measured, and differences of up to 30% in the tension of the cables of some of the 24 groups corresponding to the six central piers (four groups of 16 for each pier) were found. The results suggested the need to retension the cables. This paper shows the outcome of the inspection and indicates the procedure and results of the process of retension, finished in July 2000.

The system identification and vibration control of a cable-stayed bridge are considered difficult to achieve due to the bridge’s structural complexity and system uncertainties. In this paper, based on the concept of decentralized information structures, a decentralized, nonparametric identification and control algorithm with neural networks is proposed for the purpose of suppressing the vibration of a documented six-cable-stayed bridge model induced by earthquake excitations. The control strategy proposed here uses the stay cables as active tendons to provide control forces through appropriate actuators. Each individual actuator is controlled by a decentralized neurocontroller that only uses local information. The feature of decentralized control simplifies the implementation of the control algorithms and makes decentralized control easy to practice and cost effective. The effectiveness of the decentralized identification and control algorithm based on neural networks is evaluated through numerical simulations. And the adaptability of the decentralized neurocontrollers for different kinds of earthquake excitations and for a damaged cable-stayed bridge model is demonstrated via numerical simulations.

The objective of this paper is to present the idea of control of the dual-mode buffeting response in suspension bridges under service conditions using two tuned mass dampers (TMDs). The bridge is assumed to vibrate in two vertical modes, which are to be controlled using two TMDs. The TMDs’ properties are determined by minimizing the maximum buffeting response of the bridge. By neglecting modal coupling terms, some approximate formulas are derived. A numerical example is used to understand the requirements for the TMDs. The results show that, as compared to using only one TMD, the dual TMDs offer a more pronounced response reduction. The results also reveal some disadvantages of using the TMD system for buffeting vibration control. The major one is that the efficiency of the TMD system declines and the strokes increase significantly as the wind speed increases.

Simply supported bridges consisting of five I-section concrete girders are analyzed using the finite-element method. The main parameters of this study are: girder spacing (1.8–2.7 m), span length (25–35 m), skew angle (0–60°), and different arrangements of internal transverse diaphragms. Results of reliable analysis based on the finite-element method show that, in right bridges, American Association of State Highway and Transportation Officials distribution factors are conservative and in skew bridges, these factors are very conservative.

Local effects on the shear connection of composite girders induced by longitudinal actions such as the anchorages of prestressing cables, concrete shrinkage, or a uniform thermal action on the slab are analyzed. Closed-form solutions are obtained by using the simple model of a composite beam with a linearly elastic shear connection. Successively, by considering the limit scheme of an infinitely long beam, very simple formulas are derived permitting evaluation of the peak value and extension of the interface shear force distribution induced by the longitudinal actions. Numerical applications are carried out to show the effectiveness of the proposed formulas for a wide range of the shear connection stiffness and for longitudinal forces applied both along the beam axis and at the beam end.