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Aeroelastic instability and buffeting are two wind-induced phenomena for long-span bridges. In the traditional method, aeroelastic instability and buffeting are analyzed separately. If geometric and aerodynamic nonlinearity are required, aeroelastic instability is normally calculated based on finite-element methods, and buffeting is carried out based on linearization of structural and aerodynamic nonlinearity. Then, the standard frequency-domain methods are utilized on the eigenvalue decomposition. However, for ultralong-span bridges, aerostatic deformation, aeroelasticity, and buffeting are strongly coupled. During buffeting, the bridge deck pitching will change both structural stiffness and aerodynamic loads; therefore, the nonlinearity should be included in the long-span bridge buffeting analysis. This paper establishes a reduced-order modeling procedure to simulate the wind-induced buffeting vibration for long-span bridges including the nonlinear aeroelasticity and buffeting force. First, the mode-based vibration formulas are derived to consider both structural and aerodynamic nonlinearity through polynomial expansion. Next, the numerically simulated turbulence is imported into the vibration governing equation, and the structural response can be calculated using the time-domain integration method. [ABSTRACT FROM AUTHOR]

The dynamic performance and safety of both the train and the bridge are great concerns for long-span bridges subjected to crosswinds. For railway bridges, there is track laid on the bridge deck. The wind, train, track, and bridge subsystems form a complicated coupling system. This paper presents the dynamic responses of both the train and the bridge under crosswinds based on a wind-train-track-bridge coupled model, in which the vibration effect of the track structure involved in the coupling system is especially considered. For studying the dynamic responses of both the train and the bridge, models of railway vehicle dynamics are used for the train and a three-dimensional finite element model is used for the bridge. The train-track interaction and the track-bridge interaction are respectively considered. The wind action on the train and the bridge consists of a steady-state force and an unsteady-state force. Based on an in-situ test, the proposed numerical wind-train-track-bridge model involving the vibration effect of the track is validated. Then, the application of this proposed model on a long-span cable-stayed bridge on the Shanghai-Suzhou-Nantong HSR (high-speed railway) is presented as a case study. The typical running train and track currently serving in the Chinese railway transportation system are modeled in this study. Excitations from track irregularities are also taken into account. Finally, with the proposed wind-train-track-bridge coupled model, the dynamic performance of both the train and the bridge subjected to crosswinds are investigated. [ABSTRACT FROM AUTHOR]

Structural health monitoring (SHM) systems have been widely applied in long-span bridges and a large amount of SHM data is continually collected. The harsh environment of sensors installed at structures causes multiple types of anomalies such as outlier, minor, missing, trend, drift, and break in the SHM data, which seriously hinders the further analysis of SHM data. In order to achieve anomaly detection from a large amount of SHM data, this paper proposes a long-short term memory (LSTM) network-based anomaly detection method. Firstly, the proposed method reduces the workload for preparing training sets. Secondly, the purpose of real-time anomaly detection can be met. Thirdly, the problem of high alarm rate can be avoided by utilizing double thresholds. To validate the effectiveness of the proposed method, a case study of finite element model simulation is firstly introduced, which illustrates the detailed implementation process. Finally, acceleration data from the SHM system of a long-span suspension bridge located in Jiangyin, China is employed. The results show that the proposed method can detect anomaly with high accuracy and identify abnormal accidents such as a ship collision quickly. [ABSTRACT FROM AUTHOR]

This work aims to develop a reasonable pre-camber design method for long-span cable-stayed bridges by investigating the high-speed train-bridge interaction under complex environmental loads, including ambient temperature, concrete creep, and concrete shrinkage (CCCS). First, an integrated dynamic model of the train-track-cable stayed bridge system (TTCSBS) is established using multibody dynamics and finite element theory and validated through field test. Then, the temperature change features at several key positions on the long-span bridge are investigated using long-term monitoring data. Temperature-induced bridge deformation is calculated by applying the established bridge finite element model (FEM) and compared with test results. CCCS-induced bridge deformation is determined through numerical calculations that consider the bridge's structural and material properties. On this basis, the effects of bridge deformation caused by environmental loads on vehicle-bridge dynamic interaction are investigated in detail, and a new bridge pre-camber design method is proposed to counteract the effects of both environmental and train dynamic loads. Results indicate that the proposed model's simulations align well with field test data. The long-span bridge deformation induced by the environmental loads intensifies the dynamic responses of a running vehicle, particularly the wheel-rail vertical force and car-body vertical vibration. However, it has slight influence on train-induced bridge vibration. The proposed pre-camber design method for long-span bridges, which accounts for long-term environmental load action, effectively ensures good vehicle service performance. The research results could provide useful guidance for the design of long-span bridge systems. • An integrated dynamic model of the train-track-cable stayed bridge system is established and validated by the field test. • An effective methodology for reconstructing long-span bridge temperature is developed and validated by long-term monitoring data. • Effects of the ambient temperature load and CCCS load on the vehicle-long span bridge interaction are revealed. • A new pre-camber design method is proposed considering both dynamic train loads and long-term environmental effects. [ABSTRACT FROM AUTHOR]

In the wind tunnel test of a long-span bridge model, to ensure that the dynamic characteristics of the model can satisfy the test design requirements, it is particularly important to accurately identify the modal parameters of the model. First, the stochastic subspace identification algorithm was used to analyze the modal parameters of the model in the wind tunnel test; then, Grubbs criterion was introduced to effectively eliminate outliers in the damping ratio matrix. Stochastic subspace identification algorithm with Grubbs criterion improved the accuracy of the modal parameter identification and the ability to determine system matrix order and prevented the modal omissions caused by determining the stable condition of the damping ratio in the stability diagram. Finally, Oujiang Bridge was used as an example to verify the stochastic subspace identification algorithm with Grubbs criterion and compare with the results of the finite element method. The example shows that the improved method can be effectively applied to the modal parameter identification of bridges. [ABSTRACT FROM AUTHOR]

Ship collision is rare, yet it leads to serious consequences once it occurs, in particular for long-span bridges. This study investigates dynamic responses of a long-span, rail-cum-road cable-stayed bridge under ship collision through finite element analysis. Three ship tonnages were investigated, which are 3000, 5000, and 8000 t, respectively. The displacement, velocity, and acceleration of the bridge under ship collision are analyzed. The collision process is simulated in two explicit steps to improve the computational efficiency. First, the collision force is determined through a collision simulation of the ship to a rigid body that simulates the massive bridge pier. The collision force is then applied to the bridge to analyze the dynamic responses of the bridge. The simulation results of the collision force are compared with four different design codes. Analysis results from different codes show significant discrepancies, demonstrating lack of reliability of the formula recommended by the codes. The results indicate that the maximum displacement and acceleration occur at the top of the bridge pylon. The bridge's responses under ship collision decrease as the collision angle increases from 0° to 20°. [ABSTRACT FROM AUTHOR]

• The numerical analysis method of tornado-induced vibration of the stay cable is developed. • The dynamic performance of the stay cable in the downburst and the tornado are compared. • The frequency characteristics of the cable vibration induced by small-scale extreme winds are investigated. The wind-induced vibration and its mitigation of ultra-long stay cables are critical to the safety of long-span bridges. Remarkable progress has been made in understanding and mitigating the vibration of stay cables in normal wind, while the cable response in small-scale extreme winds such as downbursts and tornadoes remains unclear. This study compares the dynamic performance of an ultra-long stay cable in a downburst and a tornado. Firstly, a downburst and its induced vibration of an ultra-long stay cable of a kilometer-level cable-stayed bridge are introduced based on the data recorded by the structural health monitoring system (SHMS). A tornado with the same intensity as the measured downburst is then simulated analytically at the bridge site. The tornado-induced vibration of the stay cable is obtained based on the finite element method. The dynamic performance of the cable under the downburst and the tornado, including the acceleration characteristics, displacement characteristics, and frequency characteristics, are investigated and compared. The result shows that large-amplitude cable vibration is found during the two extreme winds and the out-of-plane acceleration is larger than the in-plane acceleration. For the same wind intensity in this study, the acceleration of the cable caused by the downburst is much larger than that caused by the tornado. During the tornado, the in-plane displacement of the cable is much larger than the out-of-plane displacement, which is the opposite during the downburst. The frequency range of the cable vibration induced by the small-scale extreme winds is similar and it is about 2.5 ∼ 6 Hz, and the mode order is from the 10th to the 25th. [ABSTRACT FROM AUTHOR]

Determining ground motions is essential for seismic analysis of long-span bridges located at complex sites. However, there is a lack of earthquake records for local site conditions. Thus, this study focused on the effect of local site conditions on the stochastic response of long-span high-pier rigid frame bridges crossing a valley with an overlying water layer. For this purpose, a hybrid boundary element and finite element method (BEM-FEM) is proposed to investigate the stochastic seismic response of long-span bridges at such a complex site. First, a simulation method for 3-D spatially varying ground motions ascribed to wave scattering from irregular surface topography, sedimentary soil, and water layers was established based on the BEM combined with the spectral representation method. Furthermore, the statistical properties of the bridge response were explored based on the FEM and Monte Carlo simulations. The advantage of this work is that it reveals how the seismic wave propagation in this particular valley topography and water layer affects the stochastic response of the bridge considered. Moreover, the results indicate that seismic wave scattering leads to a significant energy redistribution of the input waves in the tri-directions related to the surface location, and a decrease in the coherency loss functions at all frequencies. Owing to this change, the peak ground accelerations (PGAs), bridge response means, and response variability are doubled. The beneficial effect of the water layer on the PGAs is weakened, while the adverse effect of hydrodynamic pressure dominates. The parameter analysis results demonstrate that a 10-m-deep sedimentary soil layer produces a 47% increase in the internal force of the pier bottom. The solid-liquid dynamic coupling effect should be accurately quantified for bridges located at saturated sites. Considering the local site conditions, the coefficient of variation (COV) of the response of the pier top exceeded 0.3, indicating strong randomness. • Lack of earthquake records of valley site with irregular topography, sedimentary soil, and water layer. • Seismic scattering effect by valleys produces 3-D spatially varying ground motions. • Dynamic response of long-span bridges evidently varies owing to local site condition. • Valley effect leads to more significant randomness of bridge response. [ABSTRACT FROM AUTHOR]

Cable breakage (loss) events can be disastrous to cable-stayed bridges because of potential risks of progressive collapse following the initial failure of stay cables. To avoid turning a cable-breakage hazard into a disaster, it is important to rationally assess the risk through accurately predicting the nonlinear dynamic behavior of the bridge subjected to various types of cable-loss events. With a recently developed advanced finite element (FE)-based nonlinear dynamic simulation platform, a comprehensive numerical investigation of cable-loss incidents on a long-span cable-stayed bridge is conducted by focusing on post-breakage performance. Parametric studies are carried out to evaluate the impacts from various important parameters related to cable-breakage process and service loads from stochastic traffic and wind. Several parameters associated with cable-breakage processes, such as the breakage duration, time-transient curve and initial state, are found to influence the dynamic performance of the bridge notably. The results also indicate that service traffic and wind loads as well as complex coupling effects with the bridge are important to the bridge response following cable-loss events. In the final part of the study, response envelope analysis is made and a comparative investigation is also conducted between the results from the advanced FE-based nonlinear dynamic approach and those from the equivalent static approach as suggested by the Post-Tensioning Institute (PTI). [ABSTRACT FROM AUTHOR]