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González Arturo - One of the best experts on this subject based on the ideXlab platform.
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Damage detection in bridges based on patterns of Dynamic Amplification
'Wiley', 2019Co-Authors: González Arturo, Mohammed OmarAbstract:The pattern of Dynamic Amplification Factor (DAF) of the bridge strain response to a moving vehicle versus vehicle velocity is used to develop a level I damage technique. The challenge is to detect damage that causes only a small and difficult to detect frequency change with respect to the healthy condition. For this purpose, a damage index is defined based on subtracting the DAF-velocity pattern for the bridge in a prior healthy state from the DAF-velocity pattern corresponding to the damaged bridge. Simulations from a 3D vehicle-bridge interaction model are employed to show how the index increases with damage. The influence of the location of the strain sensors, the location, and severity of the damage, the road roughness, the corruption of measurements by noise, and the velocity range on the robustness of the technique are analysed. The relative changes in the proposed index as a result of damage are shown to clearly outperform the associated relative changes in frequencies, even for measurement locations far apart from the damage.Al-Anbar UniversityIraqi Ministry of Higher Education12 month embargo - ACUpdate citation details during checkdate report - A
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EU FP6 - ARCHES Deliverable D10: Recommendations on Dynamic Amplification allowance
FEHRL, 2019Co-Authors: González Arturo, Znidaric Ales, Casas, Juan Ramon, O\u27brien, Eugene J.Abstract:The ARCHES (Assessment and Rehabilitation of Central European Highway Structures) project (2006-09) involved partners from Belgium, Croatia, Czech Republic, Ireland, Italy, Poland, Slovenia, Spain, Switzerland and The Netherlands. The overall goal of the project is to reduce any gaps in the standard of highway infrastructure between Central and Eastern European Countries, particularly New Member States and the rest of the EU. Deliverable D10 is within WP2: optimise the use of existing infrastructure through better safety assessment and monitoring procedures which will avoid interventions, i.e., avoid unnecessary replacing or improving structures that are in fact perfectly safe. In particular, D10 provides a more realistic site-specific Dynamic allowance for traffic loading than those genral values recommended in bridge codes.Correct evaluation of the behaviour of highway bridges under heavy traffic loading is extremely important both for the enhancement of design techniques, and also for the assessment of existing infrastructure. It is widely accepted that shortfalls exist in the determination of the traffic load which the bridge may be required to support during its expected lifetime due to inadequate consideration of amongst other Factors, the Dynamic interaction between the bridge structure and the heavy vehicles crossing it. Since it is the overall objective of this deliverable to combine lifetime static load effect values, with realistic Dynamic Amplification Factors (to obtain an overall total lifetime load effect) there are two distinct parts:1) The calculation of bridge static load effect due to site-specific traffic flow, which is discussed in subtask 2.1.1 (Deliverable D08) along with the resultant assessment of bridge lifetime static load effect, and the selection of those loading events that are deemed critical (statically).Examples on how to determine these bridge traffic load models using Weigh-In-Motion (WIM) data and their configuration when using data from Central European countries are provided in subtask 2.1.1 on bridge traffic load monitoring. This subtask has also compared results between data from Western and Central European countries.2) Deliverable D10 focuses on the assessment of the levels of Dynamic interaction occurring between a bridge and its associated vehicular traffic. This analysis incorporates a review of those recommendations given in current design/assessment codes for Dynamic allowance.Then, the procedure to obtain a site-specific Dynamic Amplification Factor using theoretical simulations and available experimental data is described. Some specific issues concerning the Dynamic allowance associated to: (a) deteriorated bridges; (b) pre-existing bridge vibrations; (c) maximum total effects developing in sections different from midspan, (d) the existence of a bump prior to the bridge, or (e) critical loading cases such as cranes, are also discussed. Finally,general recommendations on Dynamic allowance are provided.European Commission FP6European Commissio
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Dynamic Amplification Factor of continuous versus simply supported bridges due to the action of a moving vehicle
MDPI, 2018Co-Authors: González Arturo, Mohammed OmarAbstract:Research to date on Dynamic Amplification Factors (DAFs) caused by traffic loading, mostly focused on simply supported bridges, is extended here to multiple-span continuous bridges. Emphasis is placed upon assessing the DAF of hogging bending moments, which has not been sufficiently addressed in the literature. Vehicle-bridge interaction simulations are employed to analyze the response of a finite element discretized beam subjected to the crossing of two vehicle types: a 2-axle-truck and a 5-axle truck-trailer. Road irregularities are randomly generated for two ISO roughness classes. Noticeable differences appear between DAF of mid-span moment in a simply supported beam, and DAFs of the mid-span sagging moment and of the hogging moment over the internal support in a continuous multiple-span beam. Although the critical location of the maximum static moment over the internal support may indicate that DAF of hogging moment would have to be relatively small, this paper provides evidence that this is not always the case, and that DAFs of hogging moments can be as significant as DAF of sagging moments.University of AnbarThe Iraqi Ministry of Higher Educatio
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Static and Dynamic moments for any plane within a straight solid slab bridge caused by the crossing of a truck
Elsevier, 2017Co-Authors: Mohammed Omar, González ArturoAbstract:A lot of research has been carried out to explain the manner in which longitudinal moments of a bridge respond to traffic. The total longitudinal bending moment is made of \u27static\u27 and \u27Dynamic\u27 components, which vary with time as a result of the inertial forces of the bridge and changes in value and point of application of the forces of the vehicle. However, there is limited evidence about how bending moments at planes other than longitudinal, or twisting moments, act in response to a moving vehicle. For the first time in the literature, this paper analyses the total resultant moments (\u27static\u27 + \u27Dynamic\u27) for any plane orientation (from 0 to 360°) at any location of a solid slab deck due to the crossing of a vehicle. The bridge is modelled as a simply supported straight orthotropic plate and the vehicle is modelled as a three-dimensional 5-axle articulated system composed of interconnected sprung and unsprung masses. Simulations are performed for three vehicle transverse paths and three speeds. Using Wood and Armer equations, the resultant moment at any plane orientation can be obtained from equilibrium of bending and twisting moments acting on longitudinal and transverse planes. Maximum twisting moments develop in planes at 45° with longitudinal and transverse planes. Bending moments reach maximum and minimum values at longitudinal and transverse planes. Nevertheless, the moments acting on other plane orientations cannot be ignored in order to accurately assess whether the moment capacity of the bridge provides adequate safety. Therefore, the amount of slab reinforcement will be sufficient provided that the moment capacity exceeds the applied moment for any location and plane. Critical locations with highest values of sagging, hogging and twisting are identified in the bridge, and the Dynamic Amplification associated to the applied moments is evaluated. Bridge codes such as the Eurocode employ a unique built-in Dynamic Amplification Factor for moment that depends only on the bridge length and the number of lanes. This paper shows how to perform an improved assessment allowing for changes in Dynamic behaviour with location and plane orientation, which may prevent needless expense in bridge rehabilitation.Al-Anbar UniversityIraqi Ministry of Higher Educatio
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Dynamic Amplification Factor of Continuous versus Simply Supported Bridges Due to the Action of a Moving Load
2015Co-Authors: Mohammed Omar, González Arturo, Cantero Daniel, Al-sabah SalamAbstract:Civil Engineering Research in Ireland (CERI 2014) , Queen's University, Belfast, 28-29 August, 2014This paper extends the research on Dynamic Amplification Factors (DAFs) caused by traffic loading from simply supported to continuous (highway and railway) bridges. DAF is defined here as the ratio of maximum total load effect to maximum static load effect at a given section (mid-span). Another Dynamic Amplification Factor FDAF can be defined as the ratio of the maximum total load effect throughout the entire bridge length to the maximum static load effect at a given section (mid-span). For continuous beam DAF/FDAF can be determined for both sagging and hogging bending moments. Noticeable differences appear among DAF/FDAF of mid-span bending moment in a simply supported beam, DAF/FDAF of the mid-span bending moment in a continuous beam and the DAF/FDAF of the bending moment over the internal support in a continuous beam. Three span lengths are tested in the simply supported beam models as well as three continuous beams made of two equal spans. Each model is subjected to a moving constant point load that travels at different velocities. The location of the maximum total moment varies depending on the speed. FDAF and DAF are plotted versus frequency ratio. The results showed that FDAF is often greater than DAF in simply supported and continuous beams. Also, FDAF of sagging bending moment in continuous beam is about 12 % greater than that the simply supported case. Moreover, the results showed that FDAF of hogging bending moments is about 3 % greater than those of sagging bending moments in continuous beam. Consequently, all values were larger than those of simply supported case.Iraqi Ministry of Higher Education and Scientific Research (MoHESR
Arturo Gonzalez - One of the best experts on this subject based on the ideXlab platform.
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Dynamic Amplification Factor of Continuous versus Simply Supported Bridges Due to the Action of a Moving Vehicle
Infrastructures, 2018Co-Authors: Arturo Gonzalez, Omar MohammedAbstract:Research to date on Dynamic Amplification Factors (DAFs) caused by traffic loading, mostly focused on simply supported bridges, is extended here to multiple-span continuous bridges. Emphasis is placed upon assessing the DAF of hogging bending moments, which has not been sufficiently addressed in the literature. Vehicle-bridge interaction simulations are employed to analyze the response of a finite element discretized beam subjected to the crossing of two vehicle types: a 2-axle-truck and a 5-axle truck-trailer. Road irregularities are randomly generated for two ISO roughness classes. Noticeable differences appear between DAF of mid-span moment in a simply supported beam, and DAFs of the mid-span sagging moment and of the hogging moment over the internal support in a continuous multiple-span beam. Although the critical location of the maximum static moment over the internal support may indicate that DAF of hogging moment would have to be relatively small, this paper provides evidence that this is not always the case, and that DAFs of hogging moments can be as significant as DAF of sagging moments.
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static and Dynamic moments for any plane within a straight solid slab bridge caused by the crossing of a truck
Engineering Structures, 2017Co-Authors: Omar Mohammed, Arturo GonzalezAbstract:Abstract A lot of research has been carried out to explain the manner in which longitudinal moments of a bridge respond to traffic. The total longitudinal bending moment is made of ‘static’ and ‘Dynamic’ components, which vary with time as a result of the inertial forces of the bridge and changes in value and point of application of the forces of the vehicle. However, there is limited evidence about how bending moments at planes other than longitudinal, or twisting moments, act in response to a moving vehicle. For the first time in the literature, this paper analyses the total resultant moments (‘static’ + ‘Dynamic’) for any plane orientation (from 0 to 360°) at any location of a solid slab deck due to the crossing of a vehicle. The bridge is modelled as a simply supported straight orthotropic plate and the vehicle is modelled as a three-dimensional 5-axle articulated system composed of interconnected sprung and unsprung masses. Simulations are performed for three vehicle transverse paths and three speeds. Using Wood and Armer equations, the resultant moment at any plane orientation can be obtained from equilibrium of bending and twisting moments acting on longitudinal and transverse planes. Maximum twisting moments develop in planes at 45° with longitudinal and transverse planes. Bending moments reach maximum and minimum values at longitudinal and transverse planes. Nevertheless, the moments acting on other plane orientations cannot be ignored in order to accurately assess whether the moment capacity of the bridge provides adequate safety. Therefore, the amount of slab reinforcement will be sufficient provided that the moment capacity exceeds the applied moment for any location and plane. Critical locations with highest values of sagging, hogging and twisting are identified in the bridge, and the Dynamic Amplification associated to the applied moments is evaluated. Bridge codes such as the Eurocode employ a unique built-in Dynamic Amplification Factor for moment that depends only on the bridge length and the number of lanes. This paper shows how to perform an improved assessment allowing for changes in Dynamic behaviour with location and plane orientation, which may prevent needless expense in bridge rehabilitation.
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Effects on bridges of the various vehicle configurations
2017Co-Authors: Arturo Gonzalez, Franziska SchmidtAbstract:This deliverable D5.2 assesses the impact of the TRANSFORMERS solutions on bridges, as far as the static and Dynamic vertical effects are concerned. The static effect has been assessed in terms of extreme effects and fatigue, and the Dynamic effects have been evaluated in terms of interaction with the bridge. As far as these two impacts are concerned, the sensitive parts of the infrastructure have been chosen, independently for the static and the Dynamic behaviour of bridges. For the static effect on bridges, simply supported, single span and continuous 2-span bridges with spans of length 10 meters, 20 meters, 30 meters and 50 meters have been chosen, while the considered effects are the bending moment at mid-span and the shear force at the supports. Literature has shown that these are the sensitive infrastructure elements as far as the static effect of traffic on bridges is concerned. For the Dynamic effect on bridges, a simply supported bridge with span lengths 10m, 15m and 20m is used for simplified assessment. For the detailed assessment, a solid slab plate deck model is used to represent a bridge with a cross section of inverted T-beams and several span lengths (9, 11, 13, 15, 17, 19, 21 meters). Here again, these are the infrastructure elements that have been highlighted as sensitive and to be assessed. The second step has been to define the truck configurations to assess: until details of the TRANSFORMERS solution were available, standard truck models were chosen, namely the conventional 40t-semi-trailer, a 41t-semi-trailer, a 44t semi-trailer and a 38t- truck-trailer with 2 axles. Then, with the finalizing of the TRANSFORMERS solution, the truck models have been refined in order to compare the effects of the truck + Hybrid on Demand (HoD) trailer combination and the effects of the truck + load optimization trailer. For all these truck configurations, the effect on bridges has been assessed and compared. When considering the 40t semi-trailer as reference (impact on bridge normalized to 1.0), the extreme static effect of the chosen truck configurations varies between 0.93 (38T vehicle) and 1.33 (44T vehicle). Similarly, when considering the 40t semi-trailer as reference (lifetime of bridge normalized to 100 years), the lifetime of bridges in good shape and under the sole assumption of static effect of the fully loaded TRANSFORMERS configurations varies between 89 and 136 years. For the Dynamic effect on bridge, one can notice that for the bridge scenarios with stochastic road profiles being investigated, changes in values of Dynamic Amplification Factor (usually called 'DAF' in the literature, but called 'DAmF' hereafter to avoid confusing with the TRANSFORMERS partner and OEM DAF) associated to the node location holding the largest static bending moment has hardly been altered with the truck configurations under investigation. Only when the truck has increased (44t) or decreased (38t) in GVW noticeably, DAmF of the bridge response has shown to be affected.
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determination of bridge lifetime Dynamic Amplification Factor using finite element analysis of critical loading scenarios
Engineering Structures, 2008Co-Authors: Arturo Gonzalez, Paraic Rattigan, Eugene J Obrien, Colin Christopher CapraniAbstract:The development of accurate codes for the design of bridges and the evaluation of existing structures requires adequate assessment of heavy traffic loading and also the Dynamic interaction that may occur as this traffic traverses the structure. Current approaches generally first calculate the characteristic static load effect and then apply an Amplification Factor to allow for Dynamics. This neglects the significantly reduced probability of both high static loading and high Dynamic Amplification occurring simultaneously. This paper presents an assessment procedure whereby only critical loading events are considered to allow for an efficient and accurate determination of independent values for characteristic (lifetime-maximum) static and total (including Dynamic interaction) load effects. Initially the critical static loading scenarios for a chosen bridge are determined from Monte Carlo simulation using weigh-in-motion data. The development of a database of 3-dimensional finite element bridge and truck models allows for the analysis of these various combinations of vehicular loading patterns. The identified critical loading scenarios are modelled and analysed individually to obtain the critical total load effect. It is then possible to obtain a correlation between critical static load effect and corresponding total load effect and to extrapolate to find a site-specific Dynamic Amplification Factor.
Mohammed Omar - One of the best experts on this subject based on the ideXlab platform.
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Damage detection in bridges based on patterns of Dynamic Amplification
'Wiley', 2019Co-Authors: González Arturo, Mohammed OmarAbstract:The pattern of Dynamic Amplification Factor (DAF) of the bridge strain response to a moving vehicle versus vehicle velocity is used to develop a level I damage technique. The challenge is to detect damage that causes only a small and difficult to detect frequency change with respect to the healthy condition. For this purpose, a damage index is defined based on subtracting the DAF-velocity pattern for the bridge in a prior healthy state from the DAF-velocity pattern corresponding to the damaged bridge. Simulations from a 3D vehicle-bridge interaction model are employed to show how the index increases with damage. The influence of the location of the strain sensors, the location, and severity of the damage, the road roughness, the corruption of measurements by noise, and the velocity range on the robustness of the technique are analysed. The relative changes in the proposed index as a result of damage are shown to clearly outperform the associated relative changes in frequencies, even for measurement locations far apart from the damage.Al-Anbar UniversityIraqi Ministry of Higher Education12 month embargo - ACUpdate citation details during checkdate report - A
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Dynamic Amplification Factor of continuous versus simply supported bridges due to the action of a moving vehicle
MDPI, 2018Co-Authors: González Arturo, Mohammed OmarAbstract:Research to date on Dynamic Amplification Factors (DAFs) caused by traffic loading, mostly focused on simply supported bridges, is extended here to multiple-span continuous bridges. Emphasis is placed upon assessing the DAF of hogging bending moments, which has not been sufficiently addressed in the literature. Vehicle-bridge interaction simulations are employed to analyze the response of a finite element discretized beam subjected to the crossing of two vehicle types: a 2-axle-truck and a 5-axle truck-trailer. Road irregularities are randomly generated for two ISO roughness classes. Noticeable differences appear between DAF of mid-span moment in a simply supported beam, and DAFs of the mid-span sagging moment and of the hogging moment over the internal support in a continuous multiple-span beam. Although the critical location of the maximum static moment over the internal support may indicate that DAF of hogging moment would have to be relatively small, this paper provides evidence that this is not always the case, and that DAFs of hogging moments can be as significant as DAF of sagging moments.University of AnbarThe Iraqi Ministry of Higher Educatio
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Static and Dynamic moments for any plane within a straight solid slab bridge caused by the crossing of a truck
Elsevier, 2017Co-Authors: Mohammed Omar, González ArturoAbstract:A lot of research has been carried out to explain the manner in which longitudinal moments of a bridge respond to traffic. The total longitudinal bending moment is made of \u27static\u27 and \u27Dynamic\u27 components, which vary with time as a result of the inertial forces of the bridge and changes in value and point of application of the forces of the vehicle. However, there is limited evidence about how bending moments at planes other than longitudinal, or twisting moments, act in response to a moving vehicle. For the first time in the literature, this paper analyses the total resultant moments (\u27static\u27 + \u27Dynamic\u27) for any plane orientation (from 0 to 360°) at any location of a solid slab deck due to the crossing of a vehicle. The bridge is modelled as a simply supported straight orthotropic plate and the vehicle is modelled as a three-dimensional 5-axle articulated system composed of interconnected sprung and unsprung masses. Simulations are performed for three vehicle transverse paths and three speeds. Using Wood and Armer equations, the resultant moment at any plane orientation can be obtained from equilibrium of bending and twisting moments acting on longitudinal and transverse planes. Maximum twisting moments develop in planes at 45° with longitudinal and transverse planes. Bending moments reach maximum and minimum values at longitudinal and transverse planes. Nevertheless, the moments acting on other plane orientations cannot be ignored in order to accurately assess whether the moment capacity of the bridge provides adequate safety. Therefore, the amount of slab reinforcement will be sufficient provided that the moment capacity exceeds the applied moment for any location and plane. Critical locations with highest values of sagging, hogging and twisting are identified in the bridge, and the Dynamic Amplification associated to the applied moments is evaluated. Bridge codes such as the Eurocode employ a unique built-in Dynamic Amplification Factor for moment that depends only on the bridge length and the number of lanes. This paper shows how to perform an improved assessment allowing for changes in Dynamic behaviour with location and plane orientation, which may prevent needless expense in bridge rehabilitation.Al-Anbar UniversityIraqi Ministry of Higher Educatio
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Dynamic Amplification Factor of Continuous versus Simply Supported Bridges Due to the Action of a Moving Load
2015Co-Authors: Mohammed Omar, González Arturo, Cantero Daniel, Al-sabah SalamAbstract:Civil Engineering Research in Ireland (CERI 2014) , Queen's University, Belfast, 28-29 August, 2014This paper extends the research on Dynamic Amplification Factors (DAFs) caused by traffic loading from simply supported to continuous (highway and railway) bridges. DAF is defined here as the ratio of maximum total load effect to maximum static load effect at a given section (mid-span). Another Dynamic Amplification Factor FDAF can be defined as the ratio of the maximum total load effect throughout the entire bridge length to the maximum static load effect at a given section (mid-span). For continuous beam DAF/FDAF can be determined for both sagging and hogging bending moments. Noticeable differences appear among DAF/FDAF of mid-span bending moment in a simply supported beam, DAF/FDAF of the mid-span bending moment in a continuous beam and the DAF/FDAF of the bending moment over the internal support in a continuous beam. Three span lengths are tested in the simply supported beam models as well as three continuous beams made of two equal spans. Each model is subjected to a moving constant point load that travels at different velocities. The location of the maximum total moment varies depending on the speed. FDAF and DAF are plotted versus frequency ratio. The results showed that FDAF is often greater than DAF in simply supported and continuous beams. Also, FDAF of sagging bending moment in continuous beam is about 12 % greater than that the simply supported case. Moreover, the results showed that FDAF of hogging bending moments is about 3 % greater than those of sagging bending moments in continuous beam. Consequently, all values were larger than those of simply supported case.Iraqi Ministry of Higher Education and Scientific Research (MoHESR
Amin Miri - One of the best experts on this subject based on the ideXlab platform.
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investigating Dynamic Amplification Factor of railway masonry arch bridges through Dynamic load tests
Construction and Building Materials, 2018Co-Authors: Shervan Ataei, Amin MiriAbstract:Abstract Structural assessment of masonry bridges is of great importance due to long service-life and deterioration of masonry and a growing demand for increasing the axle load. An important Factor in doing so is the Dynamic Amplification Factor (DAF), which accounts for Dynamic impact of moving trains on a bridge. Accurate evaluation of DAF leads to sustainable management of existing bridges. A total of 845 Dynamic load tests are carried out on 11 masonry arch bridges in Iranian railway network and results are used to assess the effect of train formation, train speed, span length, rise/span ratio, first natural frequencies in vertical and lateral directions, and combined modulus of elasticity of masonry and mortar on DAF. The correlation coefficients between first vertical frequency and modulus of elasticity and DAF are 0.53 and 0.56, respectively, which are the highest amongst studied parameters. Moreover, root mean square deviation between experimental DAF values and those determined according to various standards are determined and compared.
Omar Mohammed - One of the best experts on this subject based on the ideXlab platform.
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Dynamic Amplification Factor of Continuous versus Simply Supported Bridges Due to the Action of a Moving Vehicle
Infrastructures, 2018Co-Authors: Arturo Gonzalez, Omar MohammedAbstract:Research to date on Dynamic Amplification Factors (DAFs) caused by traffic loading, mostly focused on simply supported bridges, is extended here to multiple-span continuous bridges. Emphasis is placed upon assessing the DAF of hogging bending moments, which has not been sufficiently addressed in the literature. Vehicle-bridge interaction simulations are employed to analyze the response of a finite element discretized beam subjected to the crossing of two vehicle types: a 2-axle-truck and a 5-axle truck-trailer. Road irregularities are randomly generated for two ISO roughness classes. Noticeable differences appear between DAF of mid-span moment in a simply supported beam, and DAFs of the mid-span sagging moment and of the hogging moment over the internal support in a continuous multiple-span beam. Although the critical location of the maximum static moment over the internal support may indicate that DAF of hogging moment would have to be relatively small, this paper provides evidence that this is not always the case, and that DAFs of hogging moments can be as significant as DAF of sagging moments.
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static and Dynamic moments for any plane within a straight solid slab bridge caused by the crossing of a truck
Engineering Structures, 2017Co-Authors: Omar Mohammed, Arturo GonzalezAbstract:Abstract A lot of research has been carried out to explain the manner in which longitudinal moments of a bridge respond to traffic. The total longitudinal bending moment is made of ‘static’ and ‘Dynamic’ components, which vary with time as a result of the inertial forces of the bridge and changes in value and point of application of the forces of the vehicle. However, there is limited evidence about how bending moments at planes other than longitudinal, or twisting moments, act in response to a moving vehicle. For the first time in the literature, this paper analyses the total resultant moments (‘static’ + ‘Dynamic’) for any plane orientation (from 0 to 360°) at any location of a solid slab deck due to the crossing of a vehicle. The bridge is modelled as a simply supported straight orthotropic plate and the vehicle is modelled as a three-dimensional 5-axle articulated system composed of interconnected sprung and unsprung masses. Simulations are performed for three vehicle transverse paths and three speeds. Using Wood and Armer equations, the resultant moment at any plane orientation can be obtained from equilibrium of bending and twisting moments acting on longitudinal and transverse planes. Maximum twisting moments develop in planes at 45° with longitudinal and transverse planes. Bending moments reach maximum and minimum values at longitudinal and transverse planes. Nevertheless, the moments acting on other plane orientations cannot be ignored in order to accurately assess whether the moment capacity of the bridge provides adequate safety. Therefore, the amount of slab reinforcement will be sufficient provided that the moment capacity exceeds the applied moment for any location and plane. Critical locations with highest values of sagging, hogging and twisting are identified in the bridge, and the Dynamic Amplification associated to the applied moments is evaluated. Bridge codes such as the Eurocode employ a unique built-in Dynamic Amplification Factor for moment that depends only on the bridge length and the number of lanes. This paper shows how to perform an improved assessment allowing for changes in Dynamic behaviour with location and plane orientation, which may prevent needless expense in bridge rehabilitation.
