Hoang Ha, Le Van Manh, D. D. Nguyen, M. Amiri, Indra Prakash, B. Pham
In the present study, we have developed a novel hybrid Machine Learning (ML) based model namely B-IBk which is a combination of Bagging (B) ensemble and Instance-based K-nearest neighbors (IBk) predictor, for quick and accurate prediction of vertical deflection of steel-concrete composite bridges. In the models’ study, we have used five easily determined input parameters: cross-sectional shape, length of concrete beam (m), number of exploitation years, height of main girder (m), and distance between the main girders (m) to obtain output parameter: maximum vertical deflection (mm). For the development of models, direct measurement data of 80 steel-concrete composite bridges located at different places in Vietnam was collected and used as input and output parameters. Standard statistical evaluation indicators namely Mean Absolute Error (MAE), Correlation Coefficient (R), Root Mean Square Error (RMSE) were used to validate and compare the models’ performance. Results indicated that performance of the novel hybrid model B-IBk is very good (R = 0.908) for the prediction of Y of steel-concrete composite Bridge and better than single IBk model (R = 0.875) on testing dataset. Therefore, the developed novel model B-IBk is a promising tool for the accurate prediction of Y of Steel-Concrete Composite Bridges.
{"title":"Hybrid machine learning model for prediction of vertical deflection of composite bridges","authors":"Hoang Ha, Le Van Manh, D. D. Nguyen, M. Amiri, Indra Prakash, B. Pham","doi":"10.1680/jbren.23.00007","DOIUrl":"https://doi.org/10.1680/jbren.23.00007","url":null,"abstract":"In the present study, we have developed a novel hybrid Machine Learning (ML) based model namely B-IBk which is a combination of Bagging (B) ensemble and Instance-based K-nearest neighbors (IBk) predictor, for quick and accurate prediction of vertical deflection of steel-concrete composite bridges. In the models’ study, we have used five easily determined input parameters: cross-sectional shape, length of concrete beam (m), number of exploitation years, height of main girder (m), and distance between the main girders (m) to obtain output parameter: maximum vertical deflection (mm). For the development of models, direct measurement data of 80 steel-concrete composite bridges located at different places in Vietnam was collected and used as input and output parameters. Standard statistical evaluation indicators namely Mean Absolute Error (MAE), Correlation Coefficient (R), Root Mean Square Error (RMSE) were used to validate and compare the models’ performance. Results indicated that performance of the novel hybrid model B-IBk is very good (R = 0.908) for the prediction of Y of steel-concrete composite Bridge and better than single IBk model (R = 0.875) on testing dataset. Therefore, the developed novel model B-IBk is a promising tool for the accurate prediction of Y of Steel-Concrete Composite Bridges.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"37 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2023-07-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81129713","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
To reinforce and improve the function of disaster relief light bridge, the developed Neutral Equilibrium Mechanism (NEM) was applied for controlling the internal force and reducing the vertical deformation of a bridge to form as virtual piers. The control force of NEM was generated by the Proportional–Integral–Derivative controller with a combination of the displacement GP, speed GD and adjusted GI gain coefficients to neutralize the vertical deformation of a bridge created by a moving live load and the dead weight of a bridge. To effectively evaluate the control efficiency of bridge deformation under this mechanism, a multi-dimensional quality evaluation method is proposed to assess the control benefits of bridge deformation under different combinations of control coefficients. The test and analysis results in control performance analysis chart show that it can be clearly observed the control performance index MTIi is around 2-3, 3 and 5 for the combination of GP = 0.5, GD = 0.0, GI = 0.02, GP = 1.0, GD = 0.0, GI = 0.02, and GP = 2.0, GD = 0.0, GI = 0.02 respectively. The analysis results present a clear demonstration of control performance, which can serve as a reference for future practical control safety.
为了加强和提高救灾轻型桥梁的功能，应用已开发的中性平衡机制(NEM)来控制桥梁的内力和减小垂直变形，形成虚拟桥墩。NEM的控制力由比例-积分-导数控制器结合位移GP、速度GD和调整GI增益系数产生，以抵消移动活荷载和桥梁自重造成的桥梁垂直变形。为有效评价该机制下桥梁变形控制效果，提出了一种多维质量评价方法，对不同控制系数组合下的桥梁变形控制效果进行评价。对照性能分析图的测试分析结果表明，可以清楚地看到，GP = 0.5, GD = 0.0, GI = 0.02, GP = 1.0, GD = 0.0, GI = 0.02, GP = 2.0, GD = 0.0, GI = 0.02组合时，对照性能指标MTIi分别在2- 3,3,5左右。分析结果清晰地展示了控制性能，可为今后的实际控制安全提供参考。
{"title":"A control chart to evaluate the control effect of a bridge under active control","authors":"W. Sung, M. Shih","doi":"10.1680/jbren.23.00014","DOIUrl":"https://doi.org/10.1680/jbren.23.00014","url":null,"abstract":"To reinforce and improve the function of disaster relief light bridge, the developed Neutral Equilibrium Mechanism (NEM) was applied for controlling the internal force and reducing the vertical deformation of a bridge to form as virtual piers. The control force of NEM was generated by the Proportional–Integral–Derivative controller with a combination of the displacement GP, speed GD and adjusted GI gain coefficients to neutralize the vertical deformation of a bridge created by a moving live load and the dead weight of a bridge. To effectively evaluate the control efficiency of bridge deformation under this mechanism, a multi-dimensional quality evaluation method is proposed to assess the control benefits of bridge deformation under different combinations of control coefficients. The test and analysis results in control performance analysis chart show that it can be clearly observed the control performance index MTIi is around 2-3, 3 and 5 for the combination of GP = 0.5, GD = 0.0, GI = 0.02, GP = 1.0, GD = 0.0, GI = 0.02, and GP = 2.0, GD = 0.0, GI = 0.02 respectively. The analysis results present a clear demonstration of control performance, which can serve as a reference for future practical control safety.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"51 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2023-06-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"75147604","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Stone and brick masonry bridges represent a significant portion of existing in-service bridges in Europe. A thorough understanding of their design and construction is essential to appropriately assessing, maintaining, rehabilitating and preserving these valuable structures. Unfortunately, relevant literature is fragmented and incomplete, leaving masonry bridges orphaned of doctrine and of treatment in modern codes. Based on a comprehensive review of some European treatises, especially Spanish and French ones, published in the 16th through the 19th centuries, this paper begins to mend the knowledge gap by summarizing the geometrical bridge configuration and the materials employed in their construction. Moreover, the initial steps of the design are illustrated, as an introduction for the second part of this two-part publication, relating to the construction process of masonry bridges.
{"title":"Design of stone masonry bridges in European treatises: Part 1 – The geometrical configuration","authors":"J. León, Benedetta Orfeo, L. Todisco, P. Miner","doi":"10.1680/jbren.22.00038","DOIUrl":"https://doi.org/10.1680/jbren.22.00038","url":null,"abstract":"Stone and brick masonry bridges represent a significant portion of existing in-service bridges in Europe. A thorough understanding of their design and construction is essential to appropriately assessing, maintaining, rehabilitating and preserving these valuable structures. Unfortunately, relevant literature is fragmented and incomplete, leaving masonry bridges orphaned of doctrine and of treatment in modern codes. Based on a comprehensive review of some European treatises, especially Spanish and French ones, published in the 16th through the 19th centuries, this paper begins to mend the knowledge gap by summarizing the geometrical bridge configuration and the materials employed in their construction. Moreover, the initial steps of the design are illustrated, as an introduction for the second part of this two-part publication, relating to the construction process of masonry bridges.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"114 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2023-05-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76676467","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In this article an overview of the fjord-crossing bridge technologies development under the Norwegian Coastal Highway Route E39 Project is provided. Due to the extensive development and research scope, only a brief introduction of the concepts’ development is provided. This includes the different novel marine bridges developed by NPRA in the recent years, in addition to analysis and model test activities accompanying the design process.
{"title":"Extreme fjord-crossings development in the E39 coastal highway route project – a review","authors":"X. Xiang","doi":"10.1680/jbren.22.00012","DOIUrl":"https://doi.org/10.1680/jbren.22.00012","url":null,"abstract":"In this article an overview of the fjord-crossing bridge technologies development under the Norwegian Coastal Highway Route E39 Project is provided. Due to the extensive development and research scope, only a brief introduction of the concepts’ development is provided. This includes the different novel marine bridges developed by NPRA in the recent years, in addition to analysis and model test activities accompanying the design process.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"68 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2023-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76725154","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Carol J. Wynperle, Kwok-Leung Tam, L. Bellevue, Benjamin Szymanski
The Kosciuszko Bridge carries a 1.8-km-long segment of the Brooklyn-Queens Expressway over Newtown Creek between Brooklyn and Queens in New York City. The roadway is a vital link in the region's transportation network, carrying over 170,000 vehicles per day. Due to structural and operational deficiencies, the existing structure was replaced. The new bridge consists of two parallel structures, one eastbound and one westbound, with main spans mirroring one another. Each structure consists of a single tower cable-stayed main span over Newtown Creek with unbalanced main and back spans. This was the first cable-stayed bridge to be constructed in New York City, joining the ranks of the City's most iconic bridges. The paper will discuss the two main span structures and will focus primarily on the design and construction of the Westbound, Phase 2 bridge. Some of key design aspects will be outlined, including outboard cable anchorages, a concrete-filled counterweight and other details intended to facilitate construction, maintenance and inspection. The Eastbound, Phase 1 bridge was constructed under a design-build contract, and the Westbound, Phase 2 bridge as a design-bid-build. The paper will also touch on some of the design aspects that were refined during the second phase.
{"title":"The replacement of the Kosciuszko Bridge","authors":"Carol J. Wynperle, Kwok-Leung Tam, L. Bellevue, Benjamin Szymanski","doi":"10.1680/jbren.21.00083","DOIUrl":"https://doi.org/10.1680/jbren.21.00083","url":null,"abstract":"The Kosciuszko Bridge carries a 1.8-km-long segment of the Brooklyn-Queens Expressway over Newtown Creek between Brooklyn and Queens in New York City. The roadway is a vital link in the region's transportation network, carrying over 170,000 vehicles per day. Due to structural and operational deficiencies, the existing structure was replaced. The new bridge consists of two parallel structures, one eastbound and one westbound, with main spans mirroring one another. Each structure consists of a single tower cable-stayed main span over Newtown Creek with unbalanced main and back spans. This was the first cable-stayed bridge to be constructed in New York City, joining the ranks of the City's most iconic bridges. The paper will discuss the two main span structures and will focus primarily on the design and construction of the Westbound, Phase 2 bridge. Some of key design aspects will be outlined, including outboard cable anchorages, a concrete-filled counterweight and other details intended to facilitate construction, maintenance and inspection. The Eastbound, Phase 1 bridge was constructed under a design-build contract, and the Westbound, Phase 2 bridge as a design-bid-build. The paper will also touch on some of the design aspects that were refined during the second phase.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"47 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2023-04-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90957097","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Yuxiang Zhang, Conor Sweeney, P. Cardiff, Fergal Cahill, J. Keenahan
The safety and serviceability of long-span bridges can be significantly impacted by wind effects and therefore it is crucial to accurately estimate them during bridge design. This study develops full-scale 3-Dimensional CFD (computational fluid dynamics) simulation models to replicate wind conditions at the Rose Fitzgerald Kennedy Bridge in Ireland. The neglection of bridge geometries and the use of small scales in previous studies are significant limitations, and both the bridge geometry and surrounding terrain are included here at full-scale. Input values for wind conditions are mapped from weather simulations that apply the Weather Research and Forecasting (WRF) model. Wind velocities at four different points calculated by CFD simulations are compared with corresponding data collected from SHM field measurements. The calculated time-averaged wind velocities at four different locations on the bridge are shown to have relative differences of less than 10% to the measured wind velocities by anemometers 90% of the time. The maximum relative difference among all comparisons was only 15%, shown to be partially due to the inclusion of the full bridge and terrain geometry.
{"title":"Quantifying the impact of bridge geometry and surrounding terrain: wind effects on bridges","authors":"Yuxiang Zhang, Conor Sweeney, P. Cardiff, Fergal Cahill, J. Keenahan","doi":"10.1680/jbren.23.00005","DOIUrl":"https://doi.org/10.1680/jbren.23.00005","url":null,"abstract":"The safety and serviceability of long-span bridges can be significantly impacted by wind effects and therefore it is crucial to accurately estimate them during bridge design. This study develops full-scale 3-Dimensional CFD (computational fluid dynamics) simulation models to replicate wind conditions at the Rose Fitzgerald Kennedy Bridge in Ireland. The neglection of bridge geometries and the use of small scales in previous studies are significant limitations, and both the bridge geometry and surrounding terrain are included here at full-scale. Input values for wind conditions are mapped from weather simulations that apply the Weather Research and Forecasting (WRF) model. Wind velocities at four different points calculated by CFD simulations are compared with corresponding data collected from SHM field measurements. The calculated time-averaged wind velocities at four different locations on the bridge are shown to have relative differences of less than 10% to the measured wind velocities by anemometers 90% of the time. The maximum relative difference among all comparisons was only 15%, shown to be partially due to the inclusion of the full bridge and terrain geometry.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"16 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2023-04-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80337649","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In Europe, stone masonry bridges made up a significant part of heritage infrastructures. Their design and construction were the subject of several European treatises published in the 16th through the 19th centuries. However, the current literature is fragmented and incomplete. This publication consists of two parts: (1) the geometrical configuration and (2) the stone masonry bridges construction process. In the first part, a detailed description of their geometrical features and the materials used are provided. Moreover, a brief introduction of this second part is made by explaining the initial steps of the design. In the present second part, the construction phases are described, starting from the foundations up to the pavement. The investigation recovers valuable lost knowledge and serves as a basis for further research, with the ultimate aim of equipping modern engineers to intervene appropriately towards preserving the functional and architectural value of heritage bridges.
{"title":"Design of stone masonry bridges according to European treatises: Part 2 – Construction process","authors":"J. León, Benedetta Orfeo, L. Todisco, P. Miner","doi":"10.1680/jbren.22.00039","DOIUrl":"https://doi.org/10.1680/jbren.22.00039","url":null,"abstract":"In Europe, stone masonry bridges made up a significant part of heritage infrastructures. Their design and construction were the subject of several European treatises published in the 16th through the 19th centuries. However, the current literature is fragmented and incomplete. This publication consists of two parts: (1) the geometrical configuration and (2) the stone masonry bridges construction process. In the first part, a detailed description of their geometrical features and the materials used are provided. Moreover, a brief introduction of this second part is made by explaining the initial steps of the design. In the present second part, the construction phases are described, starting from the foundations up to the pavement. The investigation recovers valuable lost knowledge and serves as a basis for further research, with the ultimate aim of equipping modern engineers to intervene appropriately towards preserving the functional and architectural value of heritage bridges.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"5 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2023-03-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74294931","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
With the progress of engineering technology, the natural frequency of structures can be easily obtained by dynamic testing. If the relationship between the fundamental frequency and the constraint stiffness is analyzed, the constraint stiffness of the foundation can be identified. To this end, the vertical vibration of piers is first carried out, and a dynamic identification method for constraint stiffness is proposed. Relying on a project example of a bare pier, the vertical fundamental frequency of the test pier is measured by the pulsation method. Then the finite element software is used to establish a test pier model. The stiffness identification is simulated in the completion stage by adding elastic support and concentrated mass on the top of the model pier. The results show that the difference between the identification results of the bare pier and the calculated value of empirical formula is only 2.97%. The error of the identification results obtained by simulating the completion stage is less than 2.34%, and decreases with the increase of the constraint stiffness of the pier top. This method has a high accuracy and is suitable for identifying the vertical restraint stiffness of the foundation of constant section piers of continuous beam bridges.
{"title":"Identification of vertical restraint stiffness of pier foundation for continuous-beam bridges","authors":"Wuji Tang, Dejian Li, Yuwei Lian, Junyi Zhang","doi":"10.1680/jbren.22.00047","DOIUrl":"https://doi.org/10.1680/jbren.22.00047","url":null,"abstract":"With the progress of engineering technology, the natural frequency of structures can be easily obtained by dynamic testing. If the relationship between the fundamental frequency and the constraint stiffness is analyzed, the constraint stiffness of the foundation can be identified. To this end, the vertical vibration of piers is first carried out, and a dynamic identification method for constraint stiffness is proposed. Relying on a project example of a bare pier, the vertical fundamental frequency of the test pier is measured by the pulsation method. Then the finite element software is used to establish a test pier model. The stiffness identification is simulated in the completion stage by adding elastic support and concentrated mass on the top of the model pier. The results show that the difference between the identification results of the bare pier and the calculated value of empirical formula is only 2.97%. The error of the identification results obtained by simulating the completion stage is less than 2.34%, and decreases with the increase of the constraint stiffness of the pier top. This method has a high accuracy and is suitable for identifying the vertical restraint stiffness of the foundation of constant section piers of continuous beam bridges.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"42 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2023-03-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87724096","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-01DOI: 10.1680/jbren.2023.176.1.69
{"title":"Retraction notice","authors":"","doi":"10.1680/jbren.2023.176.1.69","DOIUrl":"https://doi.org/10.1680/jbren.2023.176.1.69","url":null,"abstract":"","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"240 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136180978","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-01DOI: 10.1680/jbren.2023.176.1.67
{"title":"Award-winning paper in 2021","authors":"","doi":"10.1680/jbren.2023.176.1.67","DOIUrl":"https://doi.org/10.1680/jbren.2023.176.1.67","url":null,"abstract":"","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"39 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136180977","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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