Structural Performance Measurement and Design Parameter Validation for Kap Shui Mun Bridge

Lau, C. K.; Mak, W.P.; Wong, K.Y.; Man, King-Leung; Chan, W.Y.; Wong, K.F.

doi:10.1016/b978-008043015-7/50059-2

Cited by 3 publications

(6 citation statements)

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“…The maximum error percentage when comparing the natural frequencies obtained from the IFSM with those from the finite element analysis was 4.8%, whereas when comparing the same results with the field measurement test data, the maximum error percentage was less than 10%, except for the second vertical bending mode of the deck, for which the measurements showed considerable difference between the results. Thus, the registered data are questionable (Lau et al 1999). In general, the field measurements resulted in values for the natural frequencies of the KSM Bridge (Lau et al 1999) that were slightly lower than those obtained with both numerical methods, IFSM and FEM.…”

Section: Verification Of the Integrated Approachmentioning

confidence: 91%

“…Thus, the registered data are questionable (Lau et al 1999). In general, the field measurements resulted in values for the natural frequencies of the KSM Bridge (Lau et al 1999) that were slightly lower than those obtained with both numerical methods, IFSM and FEM. The first two modes reported by the IFSM and the FEM were bending tower modes; therefore, they were not reflected in the field measurement data, which considered only the deck vibration measurements.…”

Section: Verification Of the Integrated Approachmentioning

confidence: 91%

“…The first two vibration modes of the bridge occur in the towers, and the next modes are vertical bending of the deck, lateral bending of the deck, and torsional mode. The finite strip results are compared with those obtained by FEM as well as field measurement tests for vibration of the deck (Lau et al 1999). The finite element analysis was performed by SAP2000 software.…”

Section: Verification Of the Integrated Approachmentioning

confidence: 99%

“…The accuracy of the integrated finite strip solution in dynamic analysis of long-span cable-stayed bridges is evaluated by comparing the natural frequencies of the Kap Shui Mun (KSM) Bridge with those obtained by FEM and with the natural frequencies reported from the field-test measurements (Lau et al 1999). In addition, the effects of uniform, nonuniform, and varying seismic excitations on structural behavior of the KSM Bridge are investigated.…”

Section: Introductionmentioning

confidence: 99%

“…aLau et al (1999).© ASCE04015068-7 J. Bridge Eng.J. Bridge Eng., 2016, 21(3): 04015068 Downloaded from ascelibrary.org by 44.224.250.200 on 10/20/20.…”

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confidence: 99%

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Seismic Analysis of Long-Span Cable-Stayed Bridges by an Integrated Finite Strip Method

et al. 2016

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This paper provides a very efficient, integrated framework for seismic analyses of long-span cable-stayed bridges. The efficiency comes from the dramatic reduction in formation time and the degrees of freedom (DOF) associated with the structure, using the integrated finite strip method (IFSM) along with the application of a very robust and efficient time history method (THM) using the Newmark scheme for dynamic analysis of the bridge structure. The previous versions of the finite strip method are limited to modeling the bridge deck only, whereas other structural components are replaced by assumed boundary conditions. Using the IFSM, all components of the long-span cable-stayed bridge can be modeled in a unified system, and consequently, the real dynamic behavior including the interactions between deck, piers, and cables can be perfectly considered. To verify the solution, the geometric and dynamic properties of the Kap Shui Mun (KSM) Bridge, as a real example of a long-span cable-stayed bridge, are derived by the proposed finite strip method. Then, the seismic response of KSM Bridge under uniform and nonuniform earthquake loadings is investigated by using the THM. The results show that the IFSM can be applied successfully for seismic analysis of long-span cable-stayed bridges, and the analysis can be performed in a minimal amount of time.

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Section: Verification Of the Integrated Approachmentioning

confidence: 91%

Section: Verification Of the Integrated Approachmentioning

confidence: 91%

Section: Verification Of the Integrated Approachmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

“…aLau et al (1999).© ASCE04015068-7 J. Bridge Eng.J. Bridge Eng., 2016, 21(3): 04015068 Downloaded from ascelibrary.org by 44.224.250.200 on 10/20/20.…”

mentioning

confidence: 99%

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Seismic Analysis of Long-Span Cable-Stayed Bridges by an Integrated Finite Strip Method

et al. 2016

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A Three-Stage Scheme for Damage Detection of Kap Shui Mun Cable-Stayed Bridge

Sun

2001

Structural Engineering, Mechanics and Computation

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Influence mechanism of vertical dynamic track irregularity on train operation stability of long-span suspension bridge

Wang

Yang

Ning

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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The track needs to maintain sufficient foundation stiffness to ensure its smoothness and meet the operation stability requirements of high-speed trains. However, the train-induced deformation of flexible suspension railway bridge will inevitably induce the obvious vertical dynamic track irregularity and threaten train operation stability. Combined with a long-span suspension bridge with a main span of 1092 m, this paper provides a new analysis framework for evaluating the track smoothness on the long-span bridge from the perspective of train operation stability. The comprehensive train-track-bridge coupling vibration analysis is conducted to highlight the impact factors on train operation stability and identify the dynamic track irregularity. The simplified evaluation framework of dynamic track irregularity are then proposed to evaluate the track smoothness. The results show that the vertical dynamic track irregularity of long-span bridges is obviously affected by action of train, random track irregularity and overall temperature load. It is quite different from the static track irregularity in terms of alignment and spatial frequency. By separating the dynamic track irregularity according to the wavelength limit of 200 m, two alignment evaluation methods are proposed, namely the mid-chord measurement within 200 m wavelength and curvature method above 200 m wavelength, to reveal the different contributions of dynamic track irregularity component to the vertical car-body acceleration. The influence mechanism of dynamic track irregularity caused by different factors on the stability of train operation is finally identified from the perspectives of vibration acceleration and centrifugal acceleration.

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Structural Performance Measurement and Design Parameter Validation for Kap Shui Mun Bridge

Cited by 3 publications

References 0 publications

Seismic Analysis of Long-Span Cable-Stayed Bridges by an Integrated Finite Strip Method

Seismic Analysis of Long-Span Cable-Stayed Bridges by an Integrated Finite Strip Method

A Three-Stage Scheme for Damage Detection of Kap Shui Mun Cable-Stayed Bridge

Influence mechanism of vertical dynamic track irregularity on train operation stability of long-span suspension bridge

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