This paper reviews structural health monitoring (SHM) techniques of bridge structures based on machine learning (ML) algorithms. Regular inspections or using non-destructive testing are still the common damage detection methods; they are susceptible to subjectivity, human error, and prolonged duration. With emerging technologies such as artificial intelligence (AI) and the development of wireless sensors, SHM has shifted from offline model-driven damage detection to online/real-time data-driven damage detection. In this paper, both supervised and unsupervised ML algorithms are studied to determine which of the latest methods would be the most suitable and effective to be used for the SHM of bridge structures. This review paper investigates recent studies on data acquisition, data imputation, data compression, feature extraction, and pattern recognition using supervised/unsupervised ML algorithms.
{"title":"A review of bridge health monitoring based on machine learning","authors":"Emad Soltani, Ehsan Ahmadi, F. Guéniat, M. Salami","doi":"10.1680/jbren.22.00030","DOIUrl":"https://doi.org/10.1680/jbren.22.00030","url":null,"abstract":"This paper reviews structural health monitoring (SHM) techniques of bridge structures based on machine learning (ML) algorithms. Regular inspections or using non-destructive testing are still the common damage detection methods; they are susceptible to subjectivity, human error, and prolonged duration. With emerging technologies such as artificial intelligence (AI) and the development of wireless sensors, SHM has shifted from offline model-driven damage detection to online/real-time data-driven damage detection. In this paper, both supervised and unsupervised ML algorithms are studied to determine which of the latest methods would be the most suitable and effective to be used for the SHM of bridge structures. This review paper investigates recent studies on data acquisition, data imputation, data compression, feature extraction, and pattern recognition using supervised/unsupervised ML algorithms.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"182 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78034431","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}
Opened to traffic on July 1, 2019, the new Samuel De Champlain Bridge represents one of the largest infrastructure projects in North America. The rapidly deteriorating condition of the original Champlain Bridge in Montreal led the Government of Canada to accelerate its replacement and ultimately awarded a contract to the Signature on the Saint Lawrence Group, in 2015, to deliver a new replacement crossing. The project was fast-tracked with a schedule of only 48-months from design to bridge opening. Due to its geographical location, this lifeline structure faces unique hazards including extreme cold temperature, ice abrasion, de-icing salt attacks, wind, vessel collision, scour, and seismic, while meeting its design life of 125 years. Sustainability and durability are also important project requirements. The 3.4-km bridge is comprised of three independent structures: the 529-meter-long, asymmetric cable-stayed bridge that features a single, 169-meter-high tower, the 762-meter-long East Approach; and the 2,044-meter-long West Approach. The Owner used a public-private partnership (P3) procurement model, and the project was delivered using the Design-Build delivery method. This paper provides an overview of this $2.4 billion CDN mega project. The design and build solutions to overcome the suite of technical and schedule challenges are discussed.
{"title":"The New Samuel De Champlain Bridge","authors":"M. Nader, G. Mailhot","doi":"10.1680/jbren.21.00079","DOIUrl":"https://doi.org/10.1680/jbren.21.00079","url":null,"abstract":"Opened to traffic on July 1, 2019, the new Samuel De Champlain Bridge represents one of the largest infrastructure projects in North America. The rapidly deteriorating condition of the original Champlain Bridge in Montreal led the Government of Canada to accelerate its replacement and ultimately awarded a contract to the Signature on the Saint Lawrence Group, in 2015, to deliver a new replacement crossing. The project was fast-tracked with a schedule of only 48-months from design to bridge opening. Due to its geographical location, this lifeline structure faces unique hazards including extreme cold temperature, ice abrasion, de-icing salt attacks, wind, vessel collision, scour, and seismic, while meeting its design life of 125 years. Sustainability and durability are also important project requirements. The 3.4-km bridge is comprised of three independent structures: the 529-meter-long, asymmetric cable-stayed bridge that features a single, 169-meter-high tower, the 762-meter-long East Approach; and the 2,044-meter-long West Approach. The Owner used a public-private partnership (P3) procurement model, and the project was delivered using the Design-Build delivery method. This paper provides an overview of this $2.4 billion CDN mega project. The design and build solutions to overcome the suite of technical and schedule challenges are discussed.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"14 2","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-11-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"72580282","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}
The Queensferry Crossing opened in 2017 to enhance the resilience for road vehicles crossing the Firth of Forth outside Edinburgh, Scotland. The M90 carriageway consists of two lanes of traffic in each direction and hard shoulders. The three-tower, cable stay structure extends for 2.7km including approach viaducts. Structural health monitoring was specified by the employer in the construction works including 2184 physical sensors, which is believed to be the world's largest bridge monitoring system. This paper describes the monitoring and its uses thus far. A load test was conducted in 2020, comparing the sensor data favourably to the design. The monitoring is now integral to the operation of the bridge for measurement of structural performance and the management of the route. Automated reports give analysis of fixed periods of time and further detail for specific triggered events in high load occurrences, abnormal load movements and extreme weather. The user interface includes a threshold alert system informing of the need for specific inspection and maintenance regimes. Route management in winter and extreme weather response is enhanced with the inclusion of sensor data. Monitoring data is also being used for research at various universities, each of which are described in brief.
{"title":"Monitoring of the Queensferry Crossing","authors":"David Peter Cousins, David McAra, Chris Hill","doi":"10.1680/jbren.22.00018","DOIUrl":"https://doi.org/10.1680/jbren.22.00018","url":null,"abstract":"The Queensferry Crossing opened in 2017 to enhance the resilience for road vehicles crossing the Firth of Forth outside Edinburgh, Scotland. The M90 carriageway consists of two lanes of traffic in each direction and hard shoulders. The three-tower, cable stay structure extends for 2.7km including approach viaducts. Structural health monitoring was specified by the employer in the construction works including 2184 physical sensors, which is believed to be the world's largest bridge monitoring system. This paper describes the monitoring and its uses thus far. A load test was conducted in 2020, comparing the sensor data favourably to the design. The monitoring is now integral to the operation of the bridge for measurement of structural performance and the management of the route. Automated reports give analysis of fixed periods of time and further detail for specific triggered events in high load occurrences, abnormal load movements and extreme weather. The user interface includes a threshold alert system informing of the need for specific inspection and maintenance regimes. Route management in winter and extreme weather response is enhanced with the inclusion of sensor data. Monitoring data is also being used for research at various universities, each of which are described in brief.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"13 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87839228","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}
This paper presents a finite-element (FE) investigation into the effects of the pylon configuration on the general response of cable-stayed bridges (CSBs) to sudden cable loss. An example CSB is proposed and analyzed using a three-dimensional FE model for the H-, and A-shaped pylon configurations; the effects of p-δ (large stress) and geometric nonlinearities are accounted for. The study is conducted for two scenarios of cable loss that are the simultaneous sudden loss of the longest two adjacent cables in both the mid and side spans. The results of analyses showed that the general responses of the main-span deck structural elements due to breakage of the longest two main-span cables are comparable for both the H- and A-shaped pylons, but those due to breakage of the longest two side-span cables differ from each other. Loss of cables in the side span may cause notable rotation of the main span deck for the bridge with H-shaped pylon, but not for the bridge with A-shaped pylon from a practical viewpoint. The results of this study may be useful when the accidental design situation of cable loss is considered.
{"title":"Influence of pylon configuration on the response of cable-stayed bridges to sudden cable loss","authors":"M. Abdel-Fattah, T. Abdel-Fattah","doi":"10.1680/jbren.22.00007","DOIUrl":"https://doi.org/10.1680/jbren.22.00007","url":null,"abstract":"This paper presents a finite-element (FE) investigation into the effects of the pylon configuration on the general response of cable-stayed bridges (CSBs) to sudden cable loss. An example CSB is proposed and analyzed using a three-dimensional FE model for the H-, and A-shaped pylon configurations; the effects of p-δ (large stress) and geometric nonlinearities are accounted for. The study is conducted for two scenarios of cable loss that are the simultaneous sudden loss of the longest two adjacent cables in both the mid and side spans. The results of analyses showed that the general responses of the main-span deck structural elements due to breakage of the longest two main-span cables are comparable for both the H- and A-shaped pylons, but those due to breakage of the longest two side-span cables differ from each other. Loss of cables in the side span may cause notable rotation of the main span deck for the bridge with H-shaped pylon, but not for the bridge with A-shaped pylon from a practical viewpoint. The results of this study may be useful when the accidental design situation of cable loss is considered.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"23 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86632751","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}
Kyriakos Antoniou, J. Bonnett, P. Robinson, R. Percy
This paper examines a case study in which a bridge structure with fatigue critical details was successfully managed and remediated without extensive traffic closures. Severe theoretical fatigue life shortfalls have been identified at the transverse stiffener frames of the box girder due to distortional effects in the steel box. Gade Valley Viaduct was the final link in the M25 London orbital motorway, constructed in 1986 at Kings Langley, UK. It is a composite box girder viaduct 440m long with typical spans of 42m and carries 180,000 vehicles daily. A series of cracks and original sub-standard weld quality issues were discovered in the transverse stiffener frames of the box girder. The fatigue shortfall that was a significant contributor to the identified fatigue cracking, was confirmed by assessment and strain-gauge monitoring. A fatigue enhancement bracing system was deployed at all spans and boxes to provide a full 120-year fatigue life. The use of off-structure testing in a mock-up girder before the application on the live structure was a key feature of this project, where several lessons were learnt from weld trials. This case study illustrates how heavily used structures with theoretical fatigue life shortfalls can be successfully rehabilitated to ensure safety.
{"title":"The fatigue enhancement of Gade Valley Viaduct box girders due to distortional effects","authors":"Kyriakos Antoniou, J. Bonnett, P. Robinson, R. Percy","doi":"10.1680/jbren.22.00014","DOIUrl":"https://doi.org/10.1680/jbren.22.00014","url":null,"abstract":"This paper examines a case study in which a bridge structure with fatigue critical details was successfully managed and remediated without extensive traffic closures. Severe theoretical fatigue life shortfalls have been identified at the transverse stiffener frames of the box girder due to distortional effects in the steel box. Gade Valley Viaduct was the final link in the M25 London orbital motorway, constructed in 1986 at Kings Langley, UK. It is a composite box girder viaduct 440m long with typical spans of 42m and carries 180,000 vehicles daily. A series of cracks and original sub-standard weld quality issues were discovered in the transverse stiffener frames of the box girder. The fatigue shortfall that was a significant contributor to the identified fatigue cracking, was confirmed by assessment and strain-gauge monitoring. A fatigue enhancement bracing system was deployed at all spans and boxes to provide a full 120-year fatigue life. The use of off-structure testing in a mock-up girder before the application on the live structure was a key feature of this project, where several lessons were learnt from weld trials. This case study illustrates how heavily used structures with theoretical fatigue life shortfalls can be successfully rehabilitated to ensure safety.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"40 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88804006","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}
The ability to assess and evaluate the condition of existing bridges adequately and accurately is a critical aspect of bridge maintenance. In order to maintain and manage existing concrete bridges, it is necessary to conduct a condition assessment. When multiple hazards can deteriorate bridges and make them vulnerable or risky, any decision support concerning the management of existing structures requires special attention. The present study presents a rational and systematic framework for making practical decisions about the hazards present in the region and the appropriate level of risk. The study proposes an AHP framework to rank the hazards in hierarchical order based on the region's characteristics and the suitability analysis range, which would further provide the degree of risk that would jeopardize bridges in Assam's Barak valley region. Such an approach is novel to the Indian subcontinent, and it would effectively improve the bridge authority's ability to make bridges safe and comfortable for transporters. The proposed method can assist decision-makers in selecting appropriate strategies for improving existing concrete bridges. As a result, bridge inspection costs can be reduced significantly, maintenance and repair funds can be more effectively allocated, and highway transportation assets’ safety, mobility, longevity, and reliability can be improved.
{"title":"Quantification of Multi-hazard Risk of existing RC bridges in Barak Valley Region (India)","authors":"Joydeep Das, Arjun Sil","doi":"10.1680/jbren.22.00021","DOIUrl":"https://doi.org/10.1680/jbren.22.00021","url":null,"abstract":"The ability to assess and evaluate the condition of existing bridges adequately and accurately is a critical aspect of bridge maintenance. In order to maintain and manage existing concrete bridges, it is necessary to conduct a condition assessment. When multiple hazards can deteriorate bridges and make them vulnerable or risky, any decision support concerning the management of existing structures requires special attention. The present study presents a rational and systematic framework for making practical decisions about the hazards present in the region and the appropriate level of risk. The study proposes an AHP framework to rank the hazards in hierarchical order based on the region's characteristics and the suitability analysis range, which would further provide the degree of risk that would jeopardize bridges in Assam's Barak valley region. Such an approach is novel to the Indian subcontinent, and it would effectively improve the bridge authority's ability to make bridges safe and comfortable for transporters. The proposed method can assist decision-makers in selecting appropriate strategies for improving existing concrete bridges. As a result, bridge inspection costs can be reduced significantly, maintenance and repair funds can be more effectively allocated, and highway transportation assets’ safety, mobility, longevity, and reliability can be improved.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"47 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-10-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77782319","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}
D. Nepomuceno, J. Bennetts, M. Pregnolato, T. Tryfonas, P. J. Vardanega
Visual inspection remains key for assessing the condition of bridges and hence assisting with planning and maintenance activities. There have been many efforts to improve or supplement visual inspection processes using new sensing technologies and data capture methods to usher in an era of ‘smart bridges’ or ‘smart infrastructure’. One method to improve data capture is a ‘remote inspection’ where inspectors use digital photographs of a bridge to identify and grade structural defects to the standard of a ‘General inspection’ (GI). In this paper, survey data is presented to help formulate a preliminary assessment of the potential for engineers to implement this possible evolution of the visual inspection process. A potential Schema for remote visual inspections is developed and presented as a conceptual web application. The focus on the development of the Schema includes the need for ease of use by inspectors and integration of collected digital data into bridge management systems. The suggested platform is seen as a transitional method to aid in the long-term implementation of further automation of the inspection process. The system architecture is provided along with possible technologies that may support or enhance it, as well as a discussion of the potential barriers to implementation.
{"title":"Development of a Schema for the Remote Inspection of Bridges","authors":"D. Nepomuceno, J. Bennetts, M. Pregnolato, T. Tryfonas, P. J. Vardanega","doi":"10.1680/jbren.22.00027","DOIUrl":"https://doi.org/10.1680/jbren.22.00027","url":null,"abstract":"Visual inspection remains key for assessing the condition of bridges and hence assisting with planning and maintenance activities. There have been many efforts to improve or supplement visual inspection processes using new sensing technologies and data capture methods to usher in an era of ‘smart bridges’ or ‘smart infrastructure’. One method to improve data capture is a ‘remote inspection’ where inspectors use digital photographs of a bridge to identify and grade structural defects to the standard of a ‘General inspection’ (GI). In this paper, survey data is presented to help formulate a preliminary assessment of the potential for engineers to implement this possible evolution of the visual inspection process. A potential Schema for remote visual inspections is developed and presented as a conceptual web application. The focus on the development of the Schema includes the need for ease of use by inspectors and integration of collected digital data into bridge management systems. The suggested platform is seen as a transitional method to aid in the long-term implementation of further automation of the inspection process. The system architecture is provided along with possible technologies that may support or enhance it, as well as a discussion of the potential barriers to implementation.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"75 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-10-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89094756","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}
F. Di Carlo, I. Giannetti, A. Romualdi, A. Meda, Z. Rinaldi
The set-up of efficient strategies for the safety assessment and maintenance of modern existing bridges emerges as a crucial research challenge in structural engineering. In Italy, the topic is recently addressed by the "Guidelines for risk management, safety assessment and monitoring of existing bridges", issued in 2020. The Guidelines outline procedures and tools for the safety assessment and maintenance interventions: a mandatory step is represented by the analysis of original documents (concerning the design, the construction process, and the maintenance interventions) to acquire a robust knowledge of the structure. As witnessed by recent literature, non-invasive structural monitoring approaches, among which Multi-Temporal Differential Synthetic Aperture Radar Interferometry (DInSAR) techniques can be included, play a crucial role in the safety assessment of existing bridges. The paper focuses on a cross-disciplinary process for the structural monitoring of modern existing bridges, based on the integration of the DInSAR measurement, exploiting the COSMO-SkyMed measurements collected during the 2011–2019 time interval, and the accurate knowledge of the structures derived by the analysis of the original documents conserved in the historical archives. The procedure is applied to the case study of two reinforced concrete Gerber bridge in Rome, designed in the 1930s.
{"title":"On the DInSAR technique for the structural monitoring of modern existing bridges","authors":"F. Di Carlo, I. Giannetti, A. Romualdi, A. Meda, Z. Rinaldi","doi":"10.1680/jbren.22.00020","DOIUrl":"https://doi.org/10.1680/jbren.22.00020","url":null,"abstract":"The set-up of efficient strategies for the safety assessment and maintenance of modern existing bridges emerges as a crucial research challenge in structural engineering. In Italy, the topic is recently addressed by the \"Guidelines for risk management, safety assessment and monitoring of existing bridges\", issued in 2020. The Guidelines outline procedures and tools for the safety assessment and maintenance interventions: a mandatory step is represented by the analysis of original documents (concerning the design, the construction process, and the maintenance interventions) to acquire a robust knowledge of the structure. As witnessed by recent literature, non-invasive structural monitoring approaches, among which Multi-Temporal Differential Synthetic Aperture Radar Interferometry (DInSAR) techniques can be included, play a crucial role in the safety assessment of existing bridges. The paper focuses on a cross-disciplinary process for the structural monitoring of modern existing bridges, based on the integration of the DInSAR measurement, exploiting the COSMO-SkyMed measurements collected during the 2011–2019 time interval, and the accurate knowledge of the structures derived by the analysis of the original documents conserved in the historical archives. The procedure is applied to the case study of two reinforced concrete Gerber bridge in Rome, designed in the 1930s.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"338 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-10-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77789556","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}
The Port Authority of New York & New Jersey's Bayonne Bridge crosses the entrance to the Ports of Newark and Elizabeth, New Jersey. The longest steel truss arch span in the world when it opened in 1931, the bridge was designed by Othmar Ammann. To maintain the economic vitality of the ports, the original 46 m navigational clearance needed to be raised to 65.5 m to accommodate mega container ships passing through the newly widened Panama Canal. Precast concrete segmental construction was used along with an innovative staged construction approach to avoid long term bridge closures and to expedite the construction schedule. The new navigational clearance was attained in 2017 and project completion occurred in mid-2019.
{"title":"Bayonne Bridge: Raising the Roadway","authors":"Matthew Spoth, Roger Q. Haight","doi":"10.1680/jbren.21.00069","DOIUrl":"https://doi.org/10.1680/jbren.21.00069","url":null,"abstract":"The Port Authority of New York & New Jersey's Bayonne Bridge crosses the entrance to the Ports of Newark and Elizabeth, New Jersey. The longest steel truss arch span in the world when it opened in 1931, the bridge was designed by Othmar Ammann. To maintain the economic vitality of the ports, the original 46 m navigational clearance needed to be raised to 65.5 m to accommodate mega container ships passing through the newly widened Panama Canal. Precast concrete segmental construction was used along with an innovative staged construction approach to avoid long term bridge closures and to expedite the construction schedule. The new navigational clearance was attained in 2017 and project completion occurred in mid-2019.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"71 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74542600","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}
Saleyard Bridge carries the A465 Heads of the Valleys Road over the River Clydach near Gilwern, Monouthshire. It comprises a 67m single span steel-concrete composite multi-girder superstructure made integral with the abutments. A full depth precast deck was chosen to tackle site constraints and improve constructability. The alternative precast panel connection detail developed used straight laps to overcome the problems that can arise from using typical U-bar loop type connections between precast deck panels. The successful use of the precast panels proved that a deck design with straight laps was a practical alternative. The ability to increase the multi-beam centres and avoid cantilever edge formwork created a more economical solution with savings estimated at £500,000. The paper examines the detailed design and construction planning needed to realise the savings and speed up construction as well as improving site safety. The lessons learnt are also applicable to the wider use of precast panels as an alternative to insitu concreting.
Saleyard桥承载着A465 Heads of the Valleys Road，横跨莫诺斯郡Gilwern附近的Clydach河。它包括一个67米的单跨钢-混凝土组合多梁上部结构，与桥台融为一体。选择全深度预制甲板以解决场地限制并提高可施工性。可选择的预制面板连接细节使用直搭接，以克服预制面板之间使用典型u型环型连接可能产生的问题。预制面板的成功使用证明了直圈甲板设计是一种实用的替代方案。增加多梁中心和避免悬臂边缘模板的能力创造了一个更经济的解决方案，估计节省了50万英镑。本文探讨了实现节约和加快施工速度以及提高现场安全所需的详细设计和施工规划。所吸取的经验教训也适用于更广泛地使用预制板作为就地混凝土的替代方案。
{"title":"Saleyard Bridge – an improved approach to precasting steel-concrete composite bridge decks","authors":"Robert N. Wheatley, Joe Niblett, C. Hendy","doi":"10.1680/jbren.21.00038","DOIUrl":"https://doi.org/10.1680/jbren.21.00038","url":null,"abstract":"Saleyard Bridge carries the A465 Heads of the Valleys Road over the River Clydach near Gilwern, Monouthshire. It comprises a 67m single span steel-concrete composite multi-girder superstructure made integral with the abutments. A full depth precast deck was chosen to tackle site constraints and improve constructability. The alternative precast panel connection detail developed used straight laps to overcome the problems that can arise from using typical U-bar loop type connections between precast deck panels. The successful use of the precast panels proved that a deck design with straight laps was a practical alternative. The ability to increase the multi-beam centres and avoid cantilever edge formwork created a more economical solution with savings estimated at £500,000. The paper examines the detailed design and construction planning needed to realise the savings and speed up construction as well as improving site safety. The lessons learnt are also applicable to the wider use of precast panels as an alternative to insitu concreting.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":"42 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85181602","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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