Abstract
In this study, to reduce the amount of cement consumed in the production of cementitious composites, the effects of partial replacement of cement weight with nano-silica, silica fume, and copper slag on the mechanical properties of polypropylene fiber-reinforced cementitious composites are investigated. For this purpose, the effect of replacing cement weight by each of the aforementioned materials individually and in combination is studied. A total of 34 mix designs were prepared, and their compressive, tensile, and flexural strengths were obtained for each mix. Among the mix designs with one cement replacement material, the highest strength is related to the sample containing 2.5% nano-silica. In this mix design, the compressive, tensile, and flexural strengths improve by about 33%, 13%, and 15%, respectively, compared to the control sample. In the ones with two cement replacement materials, the highest strengths are related to the mix made with 10% silica fume along with 2% nano-silica. In this mix design, compressive, tensile, and flexural strengths increase by about 42%, 18%, and 20% compared to the control sample, respectively. Furthermore, in the mixtures containing three cement substitutes, the final optimal mix design for all three strengths has 15% silica fume, 10% copper slag, and 2% nano-silica. This mix design improves the compressive, tensile, and flexural strengths by about 57%, 23%, and 26%, respectively, compared to the control sample. Finally, two relationships have been presented that can be used to predict the values of tensile and flexural strengths of cementitious composites with very good accuracy only by determining the compressive strength of the composites.
Address
Moosa Mazloom and Mohammad Akbari-Jamkarani: Department of Structural and Earthquake Engineering, Faculty of Civil Engineering, Shahid Rajaee Teacher Training University, I. R. Iran
Hasan Salehi: Department of Mechanical Engineering, Khatam Ol Anbia University, Tehran, Iran
Abstract
Traffic-induced vibrations (TIVs) possess the potential to induce structural damage in both historical and critical edifices. Recent investigations have underscored the adverse impact of TIVs within buildings, manifesting as a deleterious influence on the quality of life and operational efficiency of occupants. Consequently, these studies have dichotomized TIVs into two primary limit categories: the threshold for vibrations capable of causing structural damage and the limit values associated with human comfort. In this current research endeavor, an exhaustive analysis of peak ground acceleration (PGA), peak ground velocity (PGV), peak ground displacement (PGD), and the frequency spectrum of ground motions originating from diverse traffic sources has been conducted. Furthermore, the detrimental repercussions of these vibrations on structures, gauged through the assessment of the peak particle velocity (PPV) parameter, have been systematically evaluated. The findings of this study elucidate that TIVs within the examined structures do not attain magnitudes conducive to structural compromise; however, the levels surpassing human comfort limits are evident, attributable to specific sources and distances. Moreover, this investigation sheds light on the absence of comprehensive criteria and guidelines pertaining to the assessment of TIVs in structures within the Turkish Building Seismic Design Code 2018. It seeks to raise awareness among building constructors about the critical importance of addressing this issue, emphasizing the imperative for guidelines in mitigating the impact of TIVs on both structural integrity and human well-being.
Key Words
fourier spectrum; human comfort limits; peak particle velocity; traffic-induced vibrations
Address
A. Yesilyurt and . Can Zulfikar: 1Disaster Management Institute, Istanbul Technical University, 34469, Istanbul, Turkey
M.R. Akram: Department of Civil Engineering, Gebze Technical University, 41400 Kocaeli, Turkey
H. Alcik: Department of Earthquake Engineering, Bogazici University, 34342, Istanbul, Turkey
Abstract
To avoid irregularities in buildings, design codes worldwide have introduced detailed guidelines for their check and rectification. However, the criteria used to define and identify each of the plan and vertical irregularities are specific and may vary between codes of different countries, thus making their implementation difficult. This short communication paper proposes a novel approach for quantifying different types of structural irregularities using a common parameter named as unified identification factor, which is exclusively defined for the columns based on their axial loads and tributary areas. The calculation of the identification factor is demonstrated through the analysis of rectangular and circular reinforced concrete models using ETABS v18.0.2, which are further modified to generate plan irregular (torsional irregularity, cut-out in floor slab and non-parallel lateral force system) and vertical irregular (mass irregularity, vertical geometric irregularity and floating columns) models. The identification factor is calculated for all the columns of a building and the range within which the value lies is identified. The results indicate that the range will be very wide for an irregular building when compared to that with a regular configuration, thus implying a strong correlation of the identification factor with the structural irregularity. Further, the identification factor is compared for different columns within a floor and between floors for each building model. The findings suggest that the value will be abnormally high or low for a column in the vicinity of an irregularity. The proposed factor could thus be used in the preliminary structural design phase, so as to eliminate the complications that might arise due to the geometry of the structure when subjected to lateral loads. The unified approach could also be incorporated in future revisions of codes, as a replacement for the numerous criteria currently used for classifying different types of irregularities.
Key Words
axial load; plan irregularity; structural irregularity; tributary area; unified identification factor; vertical irregularity
Address
S.P. Akshara,M. Abdul Akbar and T.M. Madhavan Pillai: Department of Civil Engineering, National Institute of Technology Calicut, Kozhikode-673601, India
Renil Sabhadiya: KEC International, RPG centre, 30, Forjet street, near Bhatia hospital, Tardeo, Mumbai, India
Rakesh Pasunuti: L&T Construction, Mount Poonamallee road, Manapakkam, P.B. No. 979, Chennai, India
Abstract
Estimating cable tension is important in the maintenance of cable structures, such as cable-stayed bridges. In practice, the higher-order vibration method based on natural frequencies is used. In recent years, dampers have been installed onto cables to suppress aerodynamic vibration. Because the higher-order vibration method is suitable to cables without a damper, the damper must be removed before using this method. Because damper removal is time-consuming and labor-intensive, a previous study proposed a tension estimation method for a cable with a damper based on the natural frequencies, which does not require the damper' s removal. However, the previous method relies on the modeling accuracy of the damper's complex stiffness. The damper design formula, while intended for design purposes, does not consistently reflect the damper's actual complex stiffness. Therefore, the estimation accuracy deteriorates when the damper's actual complex stiffness deviates from the damper design formula. With this background, this paper introduces a novel tension estimation method based on mode shapes, which circumvents damper modeling errors since mode shapes are independent of the damper's complex stiffness. In the numerical verification using 90 models, the proposed method estimated tension accurately with an estimation error within 0.59%. In the experimental verification, the proposed method estimated tension accurately with an estimation error within 4.17% except for one case, while the previous method had an estimation error of 44% when the damper design formula was used. The proposed method was found to be superior to the previous method in terms of accuracy and practicality by numerical simulation and experiment.
Key Words
cable tension estimation; damper; damper modeling; mode shape
Address
Aiko Furukawa and Yuma Sugimachi: Department of Urban Management, Graduate School of Engineering, Kyoto University,
Kyotodaigaku-katsura, Nishikyo-ku, Kyoto-shi, Kyoto 615-8540, Japan
Tomohiro Takeichi: Kobelco Wire Company, Ltd., 10-1, Nakahama-cho. Amagasaki-shi, Hyogo 660-0091, Japan
Abstract
Drive-by monitoring (also known as indirect monitoring or mobile sensing) of bridges has obvious advantages when compared to other approaches of Structural Health Monitoring. The underlying concept involves leveraging the coupling between the vertical vibrations of the bridge and those generated in the passing vehicle. In this scenario, the vehicle serves as both the initiator and recipient of the vibrations, which can provide information on the structural condition of the bridge. In the literature, a wide range of methods has been proposed, primarily focused on highway bridges. However, limited research has been published to assess the suitability of indirect methods for monitoring railway bridges, bounded to numerical studies based on theoretical simulations and, rarely, on experimental investigations. The aim of this work is to contribute to filling this gap and explore the feasibility of implementing drive-by monitoring for railway bridges using in-service vehicles and discuss its potential applicability, from theoretical and practical point of view, with illustration through real case studies from the Moroccan railway network.
Key Words
drive-by monitoring; railway bridges; sensors, structural damage; structural health monitoring; vibrations
Address
Achraf Zouizza and Malika Azmi: Ecole Hassania des Travaux Publics, Casablanca, Morocco
