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        <title>Frontiers in Built Environment | Bridge Engineering section | New and Recent Articles</title>
        <link>https://www.frontiersin.org/journals/built-environment/sections/bridge-engineering</link>
        <description>RSS Feed for Bridge Engineering section in the Frontiers in Built Environment journal | New and Recent Articles</description>
        <language>en-us</language>
        <generator>Frontiers Feed Generator,version:1</generator>
        <pubDate>2026-04-06T17:52:03.58+00:00</pubDate>
        <ttl>60</ttl>
        <item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2026.1749222</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2026.1749222</link>
        <title><![CDATA[Strain prediction in a large-span arch bridge using the TimeXer model considering temperature and traffic loads]]></title>
        <pubdate>2026-03-20T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Zhengquan Li</author><author>Bin Yan</author><author>Qingzhen Meng</author><author>Chuanchang Xu</author><author>Fansen Zhang</author><author>Yangchun Wang</author><author>Magi Domingo</author>
        <description><![CDATA[Strain is an important monitoring item in bridge structural health monitoring, providing a crucial basis for fatigue and safety assessments of structures. Under operational conditions, temperature and random traffic loads pose challenges for bridge strain prediction. To address this issue, this paper proposes a strain prediction framework over future forecasting horizons that explicitly considers both temperature and traffic loads. Historical traffic loads and temperatures are used as exogenous variables, and the TimeXer network is employed to predict the characteristics of temperature-related and traffic-induced strain in bridges, enabling the prediction of hourly strain characteristics over future horizons of 24, 48, and 96 h. Based on a year-long monitoring dataset from a large-span steel arch bridge, a strain dataset for typical locations was generated to validate the proposed method. The results demonstrate that TimeXer can accurately predict temperature-related strain and also effectively capture the trends of traffic-induced strain. Compared with traditional long short-term memory or other Transformer-based models, TimeXer, by incorporating exogenous variables, significantly improves prediction accuracy, achieving the smallest average error across all datasets. Based on the data from six strain measurement points on the in-service bridge, the proposed prediction method demonstrated the best overall performance. The findings demonstrate that incorporating physically relevant exogenous variables significantly enhances strain prediction accuracy and provides reliable support for bridge condition assessment and early warning applications.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2025.1703330</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2025.1703330</link>
        <title><![CDATA[Numerical investigation of scour behavior around complex piers under flood conditions]]></title>
        <pubdate>2025-11-28T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Qiang Qin</author><author>Liangliang Shi</author><author>Yufei Li</author><author>Yujie Li</author><author>Haozhou Qin</author><author>Gang Ren</author><author>Zhiying Yang</author>
        <description><![CDATA[IntroductionLocal scour at bridge piers is a primary cause resulting bridge failure, a risk that is significantly exacerbated under extreme hydrodynamic events such as floods.MethodsThis study presents a numerical investigation of the scour behavior around a complex bridge pier, consisting of a pier, pile cap, and pile group, focusing on the effect of pile cap embedment depth on the flow field and scour characteristics. A three-dimensional numerical model was developed based on a railway bridge, simulating scour processes under flow velocities of 4.0 m/s and 6.0 m/s.Results and discussionThe results reveals that the relative embedment depth of the pile cap significantly influences the scour characteristics. When the pile cap is above the riverbed, the scour area predominantly develops in the longitudinal direction (along the flow), forming an inverted cone shape. Conversely, when the pile cap is embedded in the riverbed, both the scour extent and depth decrease significantly, with the scour predominantly concentrated on either side of the pile cap in a round end distribution. Furthermore, the maximum scour depth follows a nonlinear trend, initially increasing and then decreasing as the pile cap’s elevation decreases. The maximum scour depth occurs when the pile cap is flush with the riverbed, while a significant reduction in scour depth is observed when the cap is fully embedded. The findings of this study provide practical guidance for the anti-scour design of bridge complex piers.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2025.1696051</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2025.1696051</link>
        <title><![CDATA[Performance assessment of deck link slabs in multi-span bridges: a case study of the Plott Creek Bridge]]></title>
        <pubdate>2025-11-11T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Sandra Villamizar</author><author>Osama Abdelaleim</author><author>Daniel Gomez</author><author>Julio Ramirez</author><author>Ghadir Haikal</author>
        <description><![CDATA[The use of link-slab connections in simply supported multi-span bridge decks is a widely adopted strategy to minimize the number of expansion joints, reducing long-term maintenance issues and improving the roadway surface quality. Current design practice for debonded link slabs primarily focuses on live loads, assuming that the girders behave as simple spans while neglecting the influence of girder support conditions. The link slab is typically considered to be in pure bending and is designed to accommodate girder end rotation. A bond-breaker material is employed between the top of the girders and the bottom of the link slab to reduce the induced stresses and control cracking at the connection region. Within the debonded length, typically set at 5% of each span length, the existing stirrups and shear connectors are removed. Additionally, adequate reinforcement is provided to satisfy crack width control requirements at service limit states. Despite these measures, field observations indicate persistent cracking and leakage issues in link slabs early in their service life. Several investigations suggest that temperature gradients and shrinkage effects are primary contributors to these cracks. Additionally, studies have shown that link slabs experience both axial tension and bending, challenging the assumption of pure bending behavior. The novelty of this study lies in quantifying the effects of thermal gradients within the widely used simplified design framework, thereby providing engineers with practical metrics to adapt the method for improved design accuracy. A numerical evaluation of the response of link slabs is performed using finite element analysis to model the combined effects of traffic loads and vertical temperature gradients. The slabs are analyzed under HL-93 loading and temperature gradients following AASHTO LRFD Bridge Design Specifications. A parametric study is conducted to examine the influence of girder support conditions and debonded length on link slab performance. The computational results highlight the significant role of temperature gradients and girder support conditions in inducing elevated stresses and promoting crack formation at the link slab. The findings presented in this paper emphasize the need to account for these parameters in the design of link slabs to enhance their durability and structural performance. Moreover, the applicability of the simplified rotation-based design approach is reaffirmed, with proposed modifications enabling it to capture the combined effects of live load and thermal gradients.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2025.1627643</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2025.1627643</link>
        <title><![CDATA[Fast and intelligent detection of concrete cracks based on sound signals and convolutional neural network]]></title>
        <pubdate>2025-07-14T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Chunlei Ge</author><author>Yue Qin</author><author>Kaizhong Xie</author><author>Zubiao Lu</author>
        <description><![CDATA[IntroductionThe traditional crack detection method usually requires a tedious process of sensor installation and removal, which seriously affects the efficiency of concrete structure management and maintenance.MethodsFor this reason, this paper develops a fast concrete crack detection method based on percussion with an improved convolutional neural network (CNN). By utilizing the percussion method, the sensors do not need to be coupled and installed on the concrete structure, which saves a lot of processes. The sound signals generated by percussion are collected by acoustic pressure sensors, while multiple data enhancement techniques are applied to enrich the data volume and diversity of the collected signals. The Mel-frequency cepstral coefficient (MFCC) of the sound signals are then extracted as inputs to the improved CNN model. The CNN used is mainly applied to initialize the weights by applying the transfer learning technique, and the Squeeze-and-Excitation Networks (SENet) attention mechanism is embedded to improve the model’s focus on important features. Finally, comparative experiments with different frame lengths, different models and different signal-to-noise ratios (SNR) are conducted using the improved CNN.ResultsThe results show that the model validation process has the least loss and highest accuracy when the input frame length is 1024. The improved CNN has good feature learning ability for MFCC of percussion sound signals for effective recognition of concrete cracks. Compared with Resnet18, random forest and long short-term memory networks, the improved CNN has superior recognition accuracy and stability, and shows better noise robustness in high signal-to-noise ratio (SNR: −6 db∼6 db) environments.DiscussionTherefore, the proposed method has a high potential for future crack detection in concrete structures.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2025.1602817</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2025.1602817</link>
        <title><![CDATA[Impact of twin shield tunnel construction on the deformation of bridge pile groups beneath multiple bridges: a case study]]></title>
        <pubdate>2025-05-30T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Lan Deng</author><author>Jizhixian Liu</author><author>Chenze Huang</author><author>Shan Yang</author><author>Junzhou Huang</author><author>Cai Wu</author>
        <description><![CDATA[With the rapid advancement of urbanization, the demand for efficient transportation networks, particularly for shield tunnels, has been rising. However, tunnel excavation significantly affects the surrounding soil and elevated bridge pile foundations, potentially leading to complex mechanical responses and safety risks for structures. Although prior studies have examined the impact of tunnels on pile foundations, systematic research on the deformation patterns of pile groups remains limited. Based on the case of the Zhengzhou Metro Line five crossing beneath the Shijiazhuang-Wuhan High-Speed Railway Bridge, this study uses three-dimensional finite element numerical simulations and field monitoring data to analyze the effects of tunnel excavation on bridge pile groups. The results reveal that: (1) For single-track excavation, the maximum horizontal displacement of the pile group increases to 1.587 mm, while for double-track excavation, it reaches 1.813 mm, with pile settlement increases to a maximum of 5.03 mm; (2) The maximum settlement and horizontal deformation of the bridge piles show a negative correlation with the minimum spacing between piles, with deformation increasing exponentially as the spacing decreases; (3) The excavation process at all stages affects the piers, with initial maximum settlement increasing from 0.787 mm to 3.569 mm, a growth rate of 201.91%, and maximum horizontal displacement reaching 1.576 mm. The final settlement and horizontal displacement are 5.171 mm and 1.770 mm, respectively; (4) Field monitoring and numerical analysis indicate that bridge piles in close proximity (e.g., piles 17#, 18#, 35#) are more significantly impacted by the tunnel, with maximum settlement and inclination reaching 4.5 mm and 0.008, while more distant piles (e.g., piles 16#, 20#, 34#) are less affected. These findings offer important insights for the design and construction of urban infrastructure projects, contributing to the sustainable development of cities by ensuring the safety and stability of built environment within rapidly evolving urban social spaces.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2024.1410798</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2024.1410798</link>
        <title><![CDATA[Life cycle assessment of the sustainability of bridges: methodology, literature review and knowledge gaps]]></title>
        <pubdate>2024-08-13T00:00:00Z</pubdate>
        <category>Review</category>
        <author>Ivana Milić</author><author>Jelena Bleiziffer</author>
        <description><![CDATA[Analysing the entire project life cycle is a new trend in sustainability assessment in the construction sector. Research on sustainability issues in the construction sector started with issues related to buildings, while research for other structures such as infrastructure projects and bridges was not originally an integral part of the research. Therefore, the findings, knowledge and practical applications for buildings are more comprehensive than for infrastructure projects. This paper deals with the assessment of the sustainability of bridges throughout their life cycle and emphasises the importance of life cycle analysis of bridges in the early stages of planning and design. The study provides an overview of existing life cycle sustainability assessment (LCSA) methodologies for environmental (Life Cycle Assessment - LCA), economic (Life Cycle Cost - LCC) and social (Social - Life Cycle Assessment – S-LCA) aspects. This paper provides a critical overview of the current state of the art in the field of LCSA of bridges. To identify knowledge gaps, a review of the literature on LCSA of bridges, which performs a comparative life cycle analysis of different variants or components of the load-bearing structure of bridges is provided. The main objective of the paper is to provide recommendations for conducting LCSA of bridges and to identify research directions for design criteria for sustainable bridges of the future.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2024.1447454</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2024.1447454</link>
        <title><![CDATA[Seismic responses of isolated bridges subjected to near-fault ground motions: simple pulses vs. whole records]]></title>
        <pubdate>2024-07-30T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Ying-Xin Hui</author><author>Jie Wang</author><author>Jia-Le Lv</author><author>Ting-Ting Xu</author>
        <description><![CDATA[Velocity pulse with strong energy input is the significant feature of near-fault ground motions. Bridges close to or passing across seismic faults may suffer from higher failure risk, which is inseparable from the influence of velocity pulse. This study aims to evaluate the nonlinear response characteristics of bridge structures under various near-fault ground motion conditions. A typical isolated continuous girder bridge is adopted, and two corresponding finite element models, i.e., considering and ignoring the heating effect of lead core bearings (LRBs), are established based on the OpenSees platform. Then, a total of 40 near-fault ground motion records are selected, and the pulses are extracted. Both the energy-based and deformation-based seismic responses are captured and compared to reveal the differences for the isolated bridge subjected to the original waves and the extracted pulses. The results highlight that the accuracy of the seismic evaluation based on the extracted pulses strongly depends on the precondition that the pulse period is close to the fundamental period of the isolated bridge. Hence, inputting the extracted pulses for predicting the in-elastic seismic response of isolated bridges locating at near-fault region is not an adequate replacement for those original waves of near-fault ground motions. In addition, the heating effect of LRBs will be magnified for the seismic response of isolated bridges subjected to the extracted pulses, and it will mainly affect the seismic responses of bearings and piers, i.e., the former increases and the latter decreases.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2024.1382210</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2024.1382210</link>
        <title><![CDATA[A simplified method for estimating bridge frequency effects considering train mass]]></title>
        <pubdate>2024-06-26T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Aminur K. Rahman</author><author>Boulent Imam</author><author>Donya Hajializadeh</author>
        <description><![CDATA[The dynamic response of a railway bridge depends on several parameters; the primary parameter is the fundamental natural frequency of vibration of the bridge itself. It is considered a critical parameter of the bridge as the driving or the forcing frequencies arising from moving trains may coincide with the fundamental frequency of the bridge and initiate a resonant response amplifying the bridge load effects. This condition may adversely affect the stresses experienced on bridge members and, consequently, the remaining fatigue life of the structure. Because the train adds additional time-varying mass to the bridge, this introduces a time-varying change in the bridge’s fundamental natural frequency of vibration. As a result, train critical speeds will have a certain range depending on the train configuration. This article presents a simplified method using a power-law relationship to predict the frequency characteristics of a bridge as a function of the train-to-bridge mass ratio. The method is presented in a generalized form, which enables the frequency characteristics to be determined for any given combination of trains and simply supported bridges of short to medium span typically found on the UK rail network. The method is then demonstrated in a case study of a single-span, simply supported plate girder bridge. By considering the BS-5400 train traffic types, the proposed method is used to calculate bridge frequency effects, dynamic amplification, and train critical speed bandwidth for each train type. The simplicity of the proposed method, as it does not require any complex computational modeling, makes it an ideal and effective tool for the practicing engineer to carry out a quick and economical assessment of a bridge for any given train configuration.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2024.1280978</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2024.1280978</link>
        <title><![CDATA[Numerical evaluation of Hybrid Deck Bulb Tee (HDBT) as a solution to improve durability of single-span bridges]]></title>
        <pubdate>2024-05-01T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Pablo Agüero-Barrantes</author><author>Alexandra Hain</author>
        <description><![CDATA[To address the shortcomings of traditional prestressed concrete girders, a new hybrid beam element, the Hybrid Deck Bulb Tee (HDBT) is proposed. The HDBT utilizes staged fabrication. First, the bottom flange is cast with Ultra-high Performance Concrete (UHPC) and prestressed prior to casting the web and top flange with High-Performance Concrete (HPC). The purpose of this study is to analytically evaluate the structural performance of HDBT beams for bridge structures. Multiple HDBT bridges were designed following the state-of-the-art criteria in regard to UHPC bridge design. The performance was evaluated using the following criteria: 1) the deflections under live load and dead load, 2) design checks for temporary stresses before losses, 3) stresses at serviceability limit states after losses, and 4) demand-to-capacity ratios under the American Association of State Highway and Transportation Officials (AASHTO) Strength I load combination. To obtain more refined results for the serviceability limit state, the bridges were modeled using a commercial finite element software. The model captured the time dependent material properties such as strength gain, creep, and shrinkage, as well as the stages of fabrication. The analysis demonstrates that the innovative design and fabrication processes of HDBTs are capable of resolving the current limitations of prestressed concrete elements.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2023.1254269</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2023.1254269</link>
        <title><![CDATA[Machine learning approach for predicting bridge components’ condition ratings]]></title>
        <pubdate>2023-10-09T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Md. Manik Mia</author><author>Sabarethinam Kameshwar</author>
        <description><![CDATA[Information on bridge condition rating is critical to make decisions regarding rehabilitation or replacement of bridges. Currently, bridge components’ condition ratings are evaluated manually using inspection reports. Markov chain and Petri net models are most commonly used for predicting future values of bridge parameters, however, applicability of these models for a regional or statewide portfolio of bridges may be limited. The existing data based models have low prediction accuracy. Hence, a data and machine learning based approach is presented herein for predicting the future condition values of major components—deck, superstructure and substructure—in a portfolio of bridges with an objective to develop a more accurate approach. National Bridge Inventory (NBI) was used to get information on current and past bridge components’ condition from year 1992–2019 along with other parameters such as ownership, maintenance responsibility and age. After selecting important parameters, this data was used to train three RUSBoost based random forest models for predicting future values of deck, superstructure, and substructure conditions, respectively. The prediction accuracy of the developed models were found above 93%, thereby addressing the limitation of poor prediction accuracy of the existing studies. Additionally, the uncertainties associated with the random forest based predictions were quantified at the regional level and for individual bridges. On-system concrete pre-cast slab units and steel I-beam bridges in Louisiana were selected to demonstrate the proposed approach and predict bridge components condition ratings for years 2020 and 2021.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2023.1264996</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2023.1264996</link>
        <title><![CDATA[Experimental study on the influence of maintenance track position on vortex-induced vibration performance of a box girder suspension bridge]]></title>
        <pubdate>2023-10-03T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Chunguang Li</author><author>Hubin Yan</author><author>Minhao Zou</author><author>Yan Han</author><author>C. S. Cai</author><author>Long Wang</author>
        <description><![CDATA[To study the influence of maintenance track on the vortex-induced vibration (VIV) performance of main girder, the VIV response and time history of surface pressure data of a section model were obtained by wind tunnel vibration and pressure measurements for a large-span steel box girder suspension bridge. The VIV performance of the main girder was tested at ±5° attack angles of various maintenance track positions, including 1, 2.5, and 5 m away from the outer edge of the girder bottom plate. The mean values, root variances and amplitude spectra of vortex-induced force and the correlation and contribution coefficients of local aerodynamic force to overall aerodynamic force were analyzed. The results show that when the maintenance track is 1 m away from the outer edge of the bottom plate, the main girder exhibits the worst VIV performance with a maximum amplitude of 0.457 m, far beyond the allowable value of the specification. The VIV performance of the main girder was greatly improved by moving the maintenance track inward. The pressure analysis indicates that the large pressure fluctuation at the front and rear parts of the upper surface is attributed to the strong VIV of the main girder. In this sense, the improved VIV performance is mainly contributed by the weakening of pressure fluctuation in these two areas and the reduced local aerodynamic force. When the distance between the maintenance track and bottom plate is adjusted to 2.5 m, a 3.5 m wind barrier with a ventilation rate of 30% effectively inhibits the VIV of the box girder. The main reason for the suppression is that the elimination of pressure fluctuation on the upper surface of the girder disturbs the correlation between local aerodynamic force and overall aerodynamic force, consequently diminishing the contribution of local aerodynamic force to the vortex-induced force.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2023.1268304</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2023.1268304</link>
        <title><![CDATA[Assessment of the impact of climate change and flooding on bridges and surrounding area]]></title>
        <pubdate>2023-09-29T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Bassel Habeeb</author><author>Emilio Bastidas-Arteaga</author>
        <description><![CDATA[Climate change has the potential to significantly impact transportation infrastructure performance. Bridges crossing rivers are designed to withstand a maximum flood level (design flood) considering the expected frequencies and magnitudes of floods in the area. The design flood level ensures the safety of the bridge without being damaged against historical flooding levels. However, flood magnitude and/or frequency are expected to increase in some regions due to climate change, and therefore, bridges may not be able to maintain their serviceability and safety, resulting in significant risk to users and economic losses. This problem is approached in this paper by investigating the effects of flooding and climate change on bridges crossing rivers and surrounding areas. The input of the proposed methodology is the river flow for various climate change scenarios as well as the topography and bridge characteristics. Flood frequency analysis is used to provide information about the magnitude and frequency of annual maximum river discharges under a changing climate. Afterwards, several risk assessment indicators are computed for the bridge and its surrounding area. In addition, stochastic Poisson process is integrated to account for the randomness of floods arrivals and to investigate stochastically the probability of exceeding the design flood level. The proposed methodology is illustrated with a case study in the United Kingdom. The results indicate that the risk of flooding, and associated consequences, would increase for the case study when considering more pessimistic climate change scenarios. Findings from this study can be used to inform decision making for improving bridges’ resilience.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2022.1080455</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2022.1080455</link>
        <title><![CDATA[Identifying the key roles of a multicriteria framework for designing sustainable urban bridges in Ethiopia]]></title>
        <pubdate>2022-12-07T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Leule M. Hailemariam</author><author>Denamo A. Nuramo</author>
        <description><![CDATA[This research investigates the role of using a multicriteria framework during the process of designing a sustainable urban bridge. A framework is a basic structure underlying a system, concept, or method. It is a hypothetical depiction of a complex entity or process. On the other hand, a multicriteria framework comprises several criteria or attributes that relate to the widespread usage of difficult-to-understand ideas, concepts, and approaches. The general purpose of such a framework is to make it easier to apply sustainable urban bridge design for infrastructure improvement. A literature review and a questionnaire survey are used in the study to identify the most important roles. The survey study, using a structured questionnaire, was applied to samples (n = 204) of practicing professionals in an urban bridge infrastructure design. A principal component analysis was carried out to pinpoint the key components. As a result, the multicriteria framework predominantly addresses sustainability principles in design practice and also guides and facilitates all bridge design processes, from conceptual analysis to final design outputs.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2022.956066</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2022.956066</link>
        <title><![CDATA[New trends in assessing the prestress loss in post-tensioned concrete bridges]]></title>
        <pubdate>2022-11-08T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Mariano Angelo Zanini</author><author>Flora Faleschini</author><author>Carlo Pellegrino</author>
        <description><![CDATA[The evaluation of the current prestress force represents often a challenging issue during the assessment of existing post-tensioned concrete (PTC) members. In this contribution, two case studies are presented to show the efficiency of some experimental methods applied both to laboratory beams and to an in-service PTC bridge. First, the outcomes of an experimental campaign carried out on three PTC beams with a straight post-tensioned, non-grouted tendon are discussed. For each beam, three-point bending tests (3PBTs) were carried out applying increasing load steps until failure and varying the prestress force; at each load step, non-destructive tests (NDTs) were performed, namely, dynamic free vibration and ultrasonic tests. The variation of non-destructive parameters was evaluated as a function of the prestress force and of the structural damage. The second case study deals with a 50-year-old PTC bridge with grouted ducts. In this case, other than evaluating the existing geometry, structural details, and material properties, the following NDTs were performed: endoscopies, tests based on stress release, i.e., both saw-cut and wire-cut tests, and lastly, X-ray diffractometries (XRDs). The results indicate the high potential of this latter technique, which resulted more reliable and less invasive than the previous ones.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2022.972796</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2022.972796</link>
        <title><![CDATA[Evaluation of crack propagation in concrete bridges from vehicle-mounted camera images using deep learning and image processing]]></title>
        <pubdate>2022-09-29T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Yasutoshi Nomura</author><author>Masaya Inoue</author><author>Hitoshi Furuta</author>
        <description><![CDATA[In Japan, all bridges should be inspected every 5 years. Usually, the inspection has been performed through the visual evaluation of experienced engineers. However, it requires a lot of load and expense. In order to reduce the inspection work, an attempt is made in this paper to develop a new inspection method using deep learning and image processing technologies. While using the photos obtained by vehicle-mounted camera, the damage states of bridges can be evaluated manually, it still requires a lot of time and load. To save the time and load, deep learning, which is a method of artificial intelligence is introduced. For image processing, it is necessary to utilize such pre-processing techniques as binarization of pictures and morphology treatment. To illustrate the applicability of the method developed here, some experiments are conducted by using the photos of running surface of concrete bridges of a monorail took by vehicle-mounted camera.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2021.769686</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2021.769686</link>
        <title><![CDATA[A Review of the Use of UHPFRC in Bridge Rehabilitation and New Construction in Switzerland]]></title>
        <pubdate>2021-11-16T00:00:00Z</pubdate>
        <category>Review</category>
        <author>Numa Bertola</author><author>Philippe Schiltz</author><author>Emmanuel Denarié</author><author>Eugen Brühwiler</author>
        <description><![CDATA[Ultra-High-Performance Fibre Reinforced Cementitious Composite (UHPFRC) provides solutions to enhance existing structures and design innovative new structures. Structural UHPFRC offers 3–5 times higher compressive and tensile strengths than ordinary concrete. Due to its strain-hardening behavior and dense matrix, structures made of UHPFRC remain crack-free and waterproof, guaranteeing durability. UHPFRC has been used particularly in Switzerland with more than 280 applications since 2003. A review of UHPFRC applications in the country is proposed in this paper. Ten bridge case studies are presented, including five strengthening of existing structures and five new designs. These structures were chosen to assess the multiple benefits that UHPFRC provides compared to traditional reinforced-concrete structures. Besides structural efficiency, several construction criteria are considered, such as construction costs, material durability, environmental impacts, and construction time. Structural rehabilitation made with UHPFRC leads to cost-effective interventions, and this material also helps to preserve heritage structures. Due to its specific mechanical properties, UHPFRC enables new structures with distinctive aesthetic designs with reduced construction time. The crucial contribution of research to the first case studies is also highlighted. This link between Swiss universities and the construction industry has quickly transitioned UHPFRC Technology from academic studies to real-world applications. Nowadays, the UHPFRC Technology is maturing and applications are common in the country.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2021.603857</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2021.603857</link>
        <title><![CDATA[Tension Estimation Method for Cable With Damper Using Natural Frequencies]]></title>
        <pubdate>2021-04-08T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Aiko Furukawa</author><author>Katsuya Hirose</author><author>Ryosuke Kobayashi</author>
        <description><![CDATA[In the maintenance of cable structures, such as cable-stayed bridges and extra-dosed bridges, it is necessary to estimate the tension acting on the cables. The safety of a cable is confirmed by checking whether the tension acting on the cable is within the allowable value. In current Japanese practice, the tension of a cable is estimated using the vibration method or the higher-order vibration method, which considers the natural frequencies of the cable. However, in recent years, the aerodynamic vibration of cables caused by wind has become a problem owing to the recent increase in the cable length and low damping performance of the cable itself. To suppress the aerodynamic vibration of cables, dampers are installed onto the cables. Because the damper changes the cable’s natural frequencies, the vibration method and higher-order vibration method are inappropriate for measuring the tension of a cable with a damper. In this paper, a new tension estimation method for a cable with a damper is proposed. To model a cable with a tensioned Bernoulli-Euler beam, theoretical equations for estimating the natural frequencies were derived. The proposed method inversely estimates the tension and bending stiffness of the cable and damper parameters, simultaneously, from the natural frequencies. The validity of the proposed method was confirmed by conducting numerical simulations and experiments. In the numerical verification, the performance of the proposed method was investigated using 80 numerical models. In the experimental verification, the estimation accuracy of the proposed method was investigated by considering 16 test cases. Thus, it was confirmed that the tension estimation accuracy was high, whereas the bending stiffness and damper parameter estimation accuracy was unsatisfactory. The tension estimation error was within 10% in all experimental cases, and within 5% if two test cases are excluded. The results obtained by the numerical and experimental verifications confirmed the effectiveness of the proposed method in tension estimation.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2021.625754</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2021.625754</link>
        <title><![CDATA[Monitoring Neutral Axis Position Using Monthly Sample Residuals as Estimated From a Data Mining Model]]></title>
        <pubdate>2021-02-18T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Christos Aloupis</author><author>Harry W. Shenton</author><author>Michael J. Chajes</author>
        <description><![CDATA[Structural Health Monitoring (SHM) has enabled the condition of large structures, like bridges, to be evaluated in real time. In order to monitor behavioral changes, it is essential to identify parameters of the structure that are sensitive enough to capture damage as it develops while being stable enough during ambient behavior of the structure. Research has shown that monitoring the neutral axis (N.A.) position satisfies the first criterion of sensitivity; however, monitoring N.A. location is challenging because its position is affected by the loads applied to the structure. The motivation behind this research comes from the greater than expected impact of various load characteristics on observed N.A. location. This paper develops an indirect way to estimate the characteristics of vehicular loads (magnitude and lateral position of the load) and uses a data mining approach to predict the expected location of the N.A. Instead of monitoring the behavior of the N.A., in the proposed method the residuals between the monitored and predicted N.A. location are monitored. Using actual SHM data collected from a cable-stayed bridge, over a 2-year period, the paper presents the steps to be followed for creating a data mining model to predict N.A. location, the use of monthly sample residuals of N.A. to capture behavioral changes, the ability of the method to distinguish between changes in the load characteristics from behavioral changes of the structure (e.g. change in response due to cracking, bearings becoming frozen, cables losing tension, etc.), and the high sensitivity of the method that allows capturing of minor changes.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2020.00100</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2020.00100</link>
        <title><![CDATA[Reliability Based Life Cycle Management of Bridge Subjected to Fatigue Damage]]></title>
        <pubdate>2020-12-04T00:00:00Z</pubdate>
        <category>Original Research</category>
        <author>Irina Stipanovic</author><author>Lorcan Connolly</author><author>Sandra Skaric Palic</author><author>Marko Duranovic</author><author>Róisín Donnelly</author><author>Ilaria Bernardini</author><author>Jaap Bakker</author>
        <description><![CDATA[In recent times, there has been an increase in transport infrastructure failure. This increase is due to aging infrastructure, increased number of extreme weather events caused by climate change, and increased traffic loading. Accordingly, the need for planned and unplanned maintenance interventions is rising. Associated costs do not only involve direct maintenance or reconstruction costs, but also secondary effects experienced by users of the transport network as well as the environment and society in general. Infrastructure managers require tools for accurate quantification of infrastructure resilience that will enable rational adaptation investment strategies, so as to maintain high level of safety of transport networks. Through the development of a Global Safety Framework, at the core of which is a Multi-modal Network Decision Support Tool, the SAFE-10-T project (Safety of Transport Infrastructure on the TEN-T Network) is providing integrated solutions to issues related to infrastructure safety and planning. The paper presents a reliability-based whole life cycle model developed within this project enabling strategic investment decisions that maximize safety, minimize disruption, and environmental impacts and allow for the best use of limited resources. The model is applied on a case study of a bridge in the Port of Rotterdam in the Netherlands.]]></description>
      </item><item>
        <guid isPermaLink="true">https://www.frontiersin.org/articles/10.3389/fbuil.2020.563857</guid>
        <link>https://www.frontiersin.org/articles/10.3389/fbuil.2020.563857</link>
        <title><![CDATA[Portable Measurement Systems Based on Microcontrollers to Test Durability of Structures: Mini-Review]]></title>
        <pubdate>2020-12-04T00:00:00Z</pubdate>
        <category>Mini Review</category>
        <author>Crhistian C. Segura</author><author>Johann F. Osma</author>
        <description><![CDATA[Corrosion presence is a recurrent concern in buildings and structures that use steel as their core or as reinforcement, due to the change of steel's properties caused by this phenomena. Therefore, methods to detect and quantify corrosion had been developed; some are based on electrical and electrochemical measurements. On reinforced concrete structures, sometimes there are exposed steel bars which are visible, but on those, a visual inspection could determine corrosion presence. There exist different options to measure the steel bars' corrosion and its level. The more straight forward consists of cutting through the concrete until the bar is exposed and connecting a measurement device there. A disadvantage of this technique is that steel has to be exposed to the environment during the measurement; as an alternative, novel contact-less electrochemical techniques are getting more popular. Recent advances in low-cost and portable electrochemical devices and embedded sensors can change how the structures are tested. Moreover, there is a discussion about how those devices, if developed for other fields as biosensors, can assist in other areas. This mini-review also gives some hints of what the future trends could be due to the combination of those areas.]]></description>
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