The Real Service Life and Repair Costs for Bridge Edge Beams
|
|
- Brent Barber
- 8 years ago
- Views:
Transcription
1 The Real Service Life and Repair Costs for Bridge Edge Beams Hans-Åke MATTSSON*, Håkan SUNDQUIST ** *) MSc, PhD Student, Department of Civil and Architectural Engineering, Division of Structural Design and Bridges (KTH), SE-1 44, Stockholm, Sweden. **) Professor, Department of Civil and Architectural Engineering, Division of Structural Design and Bridges, The Royal Institute of Technology (KTH), SE-1 44, Stockholm, Sweden. ABSTRACT: Bridges rarely just break down. It is the different structural members of the bridge that slowly degrade the whole structure. One of the most damaged structural members of a bridge is the edge beam. This paper is based on a survey of 26 repaired or replaced edge beams located in a region in Sweden during a 15-year period, It describes the real life span for edge beams and associated costs to repair them. Survival analysis of replaced edge beams is presented. Keywords: edge beams, real life span, repair costs 1 INTRODUCTION 1.1 General Bridges are an important part of a nation s road system. It is necessary that the bridges are in good condition to ensure a safe passage of the traffic and therefore bridges are inspected regularly. The inspection intervals used in Sweden, see Table 1, do not differ much from similar systems in other countries, even if the denominations of the different steps are different. Routine inspections (regular) are performed with short intervals and more in-depth inspections (general and major) are performed with longer intervals. Table 1. Inspection intervals for bridges in some Western countries. After Silfwerbrand [1] and Sommer et al [2]. Country Regular inspection General inspection Major inspection Belgium 1 year 3 years When needed Denmark 1-6 years France 1 year 5 year Germany 3 months 3 years 6 years Italy 3 months 1 year Sweden 1 year 3 years 6 years Switzerland 15 months 5 years When needed USA 2 years The results of the bridge inspections in Sweden are reported in two ways, a functional classification (condition classes) and an economical classification. The condition classes, see Table 2, can be an integer number, 1, 2 or 3, dependant on how serious the damage at the time of inspection is and its impact on traffic safety.
2 CC CC 1 CC 2 CC 3 Table 2. Condition Classes (CC) for Swedish bridges Expected loss of designed function beyond 1 years Loss of designed function expected within 1 years Loss of designed function expected within 3 years Total loss of designed function at the time of inspection A bridge owner who has many thousands of bridges to manage knows that it is a complex task to handle all the different information about the bridges. Therefore a bridge management system (BMS) is a must for the effective planning of the maintenance of the existing bridge stock and for procurement of new bridges. The Swedish Road Administration (SRA) has since the mid 197s used a computerized BMS. The latest update of SRA s BMS is called Bridge and Tunnel Management System (BaTMan) and it supports the management of a bridge structure during its whole lifecycle, from the design phase to the demolishing stage and after. BaTMan [3] was introduced in 24 as an Internet based system, which means that users all the time have updated information online about the actual bridges. The methods used in Sweden with both a physical and economical classification makes it possible to consider many of the important factors such as the initial cost and the residual life cost including planned maintenance, preventive maintenance and replacement. 1.1 Previous research and investigations Racutanu [4] collected and evaluated inspection reports and other significant information from 353 bridges built between 193 and These bridges were systematically inspected and are located in different parts of Sweden. A total of bridge inspection remarks were gathered from the performed inspections where the damaged bridge structural parts, types and causes of damage were stated. In that study, four bridge structural members were found to contain almost half of the deterioration reported: the edge beams, supports, slope and embankment end and deck slabs, see Fig. 1. Waterprofing 5% Primary loadbearing elements 6% Wing & retaining walls 6% Surfacing 7% Deck slab 8% Slope & embankment end 1% Other 9% a) Edge beam 21% Parapet 13% Support 15% Fig. 1. Percentage distribution of the 3747 damage remarks on structural members from 353 bridges in different parts of Sweden (Racutanu [4]). The edge beam is the most damaged part of a bridge. Eriksson and Swanlund [5] collected and evaluated data and information about bridges in three counties in Sweden. The study showed that the edge beam was the most damaged part of a bridge.
3 1.2 Typical edge beam The main purpose of the edge beam is to hold the railing in place and stiffening the bridge deck. Edge beams are normally composed of concrete. In contrast to the bridge deck slab, which normally is protected with waterproofing and surfacing, the edge beam is directly exposed to environmentally induced degradation, see Fig Fig. 2. A typical edge beam that is exposed to airborne pollutions (1) and water with chloride content (2). There are three major kinds of environmental actions, where salt is present that are considered to be of importance for the determination of the technical service life of an edge beam: frost attack, corrosion of reinforcement and carbonation. De-icing salts is used to keep the roads skid-free during the winter season and thus save lives. The salt is spread on relatively large areas around the road with the help of precipitation, wind and traffic. The salt will remain on the road during the winter until the spring when the edge beams will be washed free from salt. The edge beams are being affected negatively by the spread salt, especially elder bridges with high water-cement ratio concrete. More detailed descriptions about degradation processes can be found in e g the LIFECON-project [6]. 1.3 Purpose Since edged beam is one of the most damaged structural members of a bridge it is of interest for a bridge manager to know how long it normally will last. The purpose of this study is to try to find an answer to the following three questions; What is the real service life of an edge beam? Which factors are decisive for the real service life of an edge beam? What costs are associated to repairing a damaged edge beam?
4 2 METHOD 2.1 Choice of area in the investigation The total bridge stock owned by the Swedish Road Administration (SRA) consisted, in the autumn 26, of 15 3 bridges of which about 1 85 were located in SRA s Mälardalen Region (VMN). SRA has divided Sweden in seven regions. The reason to choose VMN for the study was that the first author is involved in an ongoing Ph.D. project on bridge maintenance in Uppsala County, Sundquist et al [7] and Mattsson [8]. Uppsala County which is situated some 2 km to 2 km north of Stockholm is a part of VMN. The region (VMN) contains some large and smaller cities but not the largest ones (Stockholm, Göteborg) and not vast wilderness, why it could be considered as a typical representative both for Sweden and Europe. 2.2 The information gathering process Information has been gathered from BaTMan during the spring 27. For every repaired or replaced edge beam it has been recorded year of construction and year of corrective action. The material of the primary load bearing structure has also been recorded. SRA has four responsible bridge engineers in VMN, one for each county (Uppsala, Västmanland, Södermanland and Örebro). Interviews of these SRA s bridge engineers have also been performed when there was some need for clarification. The gathered data about the edge beams have been used as input in a database. 3 SURVEY RESULTS 3.1 Material of the primary load bearing structure The material of the primary load bearing structure for bridges, where edge beams have been repaired or been replaced, have been concrete (95 %) and steel (5 %). 3.2 Replacement and minor repairs of edge beams In this survey 135 replacements and 125 minor repairs of edge beams have been included, see Fig. 3. Replacement is to demolish the old edge beam and construct a new edge beam. The average age for 135 replacements of the edge beam was 45 years with a standard deviation of 11 years. When an edge beam is replaced normally the waterproofing, the surfacing and the railing are also replaced. Minor repair is, for example, to patch repair the old edge beam with concrete and repair the parapet post fixing. The average age for 125 minor repairs of the edge beam was 28 years with a standard deviation of 15 years.
5 Number of bridges Minor repair Replacement Age of edge beam (years) Fig replaced and 125 minor repaired edge beams in VMN during sorted by age of edge beam. 3.3 Location of replaced edge beams Of 135 replaced edge beams 3 have been located on major European roads in Sweden (E roads): E4, E18 and E2, and 15 have been located on other roads, see Fig. 4. The average age for 3 replacements of the edge beams on E roads was 37 years with a standard deviation of 11 years. The average age for 13 replacements of the edge beams on other roads was 48 years with a standard deviation of 1 years. The major reasons for the shorter life span of edge beams located on E roads could be due to more wear caused by heavy traffic and use of more de-icing salt. Number of bridges E roads Other roads Age of edge-beam (years) Fig replaced edge beams in VMN during sorted by road type and age of edge beam. Data about the average annual daily traffic (AADT) for the bridges with replaced edge beams have been gathered from BaTMan, see Fig. 5. Regression analysis indicates that the life span for the edge beam gets longer when the AADT-value decreases.
6 8 Age of edge beam (years) E roads Other roads R 2 =, Average Annual Daily Traffic (AADT) Fig replaced edge beams in VMN during sorted by AADT and age of edge beam. 3.4 Year of construction and replacement of edge beams Year of construction for replaced edge beams located on E roads have mainly been and for other roads , see Fig. 6. Number of bridges R Other roads R E roads C Other roads C E roads Year of construction / replacement Fig replaced edge beams in VMN during sorted by road type and age of edge beam. C denotes year of construction and R denotes year of replacement The life span of replaced edge beams have been plotted against year of construction, see Fig. 7. Regression analysis indicates that edge beams constructed during the s have a longer life span compared to edge beams constructed during the s.
7 8 Age of edge beam (years) E roads Other roads R 2 =, Year of construction Fig replaced edge beams in VMN during sorted by age of edge beam and year of construction 3.5 Bridges located on E roads and other roads in VMN Since the survey indicates that edge beams located on E roads have a shorter service life compared to other roads a more detailed study of bridges located on E roads and other roads was performed. The four most common types of bridges located on E roads and other roads in VMN are concrete beam and slab bridge, concrete slab bridge, concrete slab frame bridge and steel beam and slab bridge, see Table 3. Culverts have not been recorded since they don t have any edge beams. Bridges that have been constructed before 193 have also not been included in this study. Table 3. Type of bridges located on E roads and other roads in VMN. E roads Other roads TOTAL Type of bridge Material (No) (%) (No) (%) (No) (%) Beam and slab bridge concrete 67 16,8 81 9, ,5 Slab bridge concrete 42 1, , ,6 Slab frame bridge concrete , , ,2 Other concrete 12 3, 72 8,1 84 6,5 Beam and slab bridge steel 8 2, 41 4,6 49 3,8 Other steel 2,5 3,3 5, , 887 1, , Fig. 8 shows an example of a slab frame bridge constructed of concrete. This type of bridge is the most common of all small sized bridges in Sweden and has been built with an increase in numbers and areas since the 193s.
8 Fig. 8. Bridge C293-1 and C293-2 located on E4 in Uppsala County. These slab frame bridges were built in 1972 and have a bridge area of 181 m 2 and 179 m 2, respectively. For 398 bridges located on E roads there have been noted 3 performed replacements (8 %), 32 minor repairs (8 %) and 336 without repairs (84 %) of edge beams, see Fig. 9. Most replacements and minor repairs have been noted for bridges constructed The figure shows also actual Condition Classes for the edge beams. About 34 % of the edge beams have a Condition Class of 1-3. Number of bridges Replaced Minor repaired CC 1-3 CC Year of construction Fig performed replacements and 32 minor repairs of edge beams in VMN during sorted by year of construction, with a total number of 398 bridges located on E roads For 887 bridges located on other roads there have been noted 15 performed replacements (12 %), 93 minor repairs (1 %) and 689 without repairs (78 %) of edge beams, see Fig. 1. Most replacements and minor repairs have been noted for bridges constructed The figure shows also actual Condition Classes for the edge beams. About 31 % of the edge beams have a Condition Class of 1-3.
9 Number of bridges Replaced Minor repaired CC 1-3 CC Year of construction Fig performed replacements and 93 minor repairs of edge beams in VMN during sorted by year of construction, with a total number of 887 bridges located on other roads. 4 SURVIVAL ANALYSIS 4.1 General Survival analysis has been used for a long time in areas like medical research, Altman [9], and health sciences, Daniel [1]. In clinical studies, an investigator may wish to monitor the health change of patients from some fixed starting point in time, such as surgery, until the occurrence of some well defined event, ultimately death. The time elapsing between enrolment in the study and the event (death) is referred to as the patient s survival time. The statistical treatment of survival times is known as survival analysis. Although the patients will be followed up for several years there will be many who are still alive at the end of the study. Their survival time from surgery will be longer than their time in the study. Such survival times are called censored. From a set of observed survival times and censored times from a sample of individuals one can estimate the proportion of the population of such people who would survive a given length in time. One common method to use is the Kaplan-Meier procedure. The procedure involves the successive multiplication of individual estimated probabilities and it is sometimes referred to as the product-limit method of estimating survival properties. If p k is the probability of surviving k years, r k is the number of objects still at risk immediately before the kth year, and f k is the number of observed failures on year k, then rk f k pk = pk 1 (1) rk The equation above can be used for a population of edge beams. Edge beams can be monitored from a fixed starting point (construction year) until some well defined event (replacement). For example a population of 5 edge beams of which one edge beam was replaced after 3 years. We have p = 29 1, and r 5 because all subjects are still at risk at 3 years. There was one failure at 3 years, so 3 = f = 1 3 and we can calculate the proportion surviving 3 years as (5 1) p 3 = p29 =,98 5
10 The estimated proportion surviving stays the same until the next failure time. The probability of surviving to time t, S (t), is estimated by multiplying the survival probabilities across the time periods r 1 f1 r2 f 2 rt f t S( t) = (2) r1 r2 rt It is usual to present survival properties as a graph. The median survival time can be read from the plotted curve, being the time corresponding to a cumulative survival proportion of,5. The tail of the survival curve is often unstable due to the small numbers at risk. 4.2 Survival analysis of replaced edge beams located on E roads and other roads in VMN The survival analysis of the replaced edge beams located on E roads in VMN is based on 368 bridges with no recorded replacements and 3 bridges with recorded replacements during the period In the survival analysis the edge beam is defined as dead when it is replaced. Minor repair is not calculated since the old edge beam is still alive. The survival analysis of the replaced edge beams located on other roads is based on 782 bridges with no recorded replacements and 15 bridges with recorded replacements during the period , see Fig Cumulative Survival Proportion,75,5,25 E roads Other roads Age of edge beams located on E roads and other roads (years) Fig. 11. Survival curve for edge beams located on E roads and other roads in VMN. The survival curves have been curtailed when there were only five objects still at risk. From the above figure one can read median survival time, the time when the curve crosses the probability of,5. The median survival time for edge beams located on E roads is 58 years. The median survival time for edge beams located on other roads cannot be calculated since the survival curve doesn t drop below,5, see Table 4. The table also shows the different ages of bridges at the cumulative survival proportion of,95 and at the end of the curve.
11 Table 4. Real service life of edge beams located on E roads and other roads. Road Min (,95) Median (,5) At the end of the curve European 3 years 58 years 6 years (,48) Other 4 years N/A 75 years (,64) For young edge beams (about 25 years) no difference could be noted for edge beams located on European roads compared to edge beams located on other roads. As the edge beams gets older the difference increases between edge beams located on European roads (shorter service life) compared to other roads (longer service life). 5 COSTS FOR REPAIR AND REPLACEMENT OF EDGE BEAMS In BaTMAn there is a list of costs for different kind of bridge work, excluding the contractors establishing costs. In this list the cost to replace 1 m of edge beam is about 5 ksek (1 ksek is about 11 ). Costs for minor repairs like patch repair of the old edge beam and repair of the parapet post fixing can also be found in this list. If one converts the costs for the minor repairs to replacement costs, the minor repair will be about 1 % of the replace cost of the edge beam. If we use the findings, in section 3.2, that the average age for replacement of the edge beam was 45 years with a standard deviation of 11 years and that average age for minor repair of the edge beam was 28 years with a standard deviation of 15 years, and assuming that minor repair cost is 1 % of replacement cost we can construct a relative cost diagram for the edge beam, see Fig. 12. From the figure one can see that the relative cost for the edge beam is low at early age and increases as the edge beam gets older. One can also see that there is some 2-3 years difference between an early need and a later need for repair. This means that the knowledge and judgement of the responsible bridge engineer is important. It also indicates that it is cost effective to keep the edge beam in good condition by means of preventive bridge maintenance before the deterioration process starts to accelerate. To compare the results from VMN general data for edge beams in the Stockholm area have been gathered from Stockholm Konsult. Edge beams with an age of about 5 years need to be replaced if they have not been repaired during the last 2 years. The replacement cost of 1 m edge beam is about 5 ksek (Replacement). For an edge beam with an age of about 3-4 years it could be enough to dismantle the railings, remove only the damage part with water jet and cast replacing concrete. If the edge beam is about 4 years one can assume that the damaged part is bigger and the cost can be estimated to be about 5 % of the replacement cost (Repair). If the edge beam is about 3 years one can assume that the damaged part is smaller and the cost can be estimated to be about 3 % of the replacement cost (Minor Repair). For young edge beams it could be enough with normal maintenance (Maintenance), see Fig. 12. Both the data from VMN and Stockholm area show similar relative cost development for the edge beams. The relative cost for the edge beam is low at early age and increases at an accelerating rate as the edge beam gets older.
12 1,2 1, Replacement MR&R relative costs,8,6,4,2, Early cost Maintenance Minor repair Avg cost Age of edge beam (years) Repair Late cost Fig. 12. Relative costs for maintenance, repair and replacement of edge beams in VMN (exponential curves) and Stockholm area (step curve), respectively. 6 CONCLUSIONS This study has found following answers to the three questions in the purpose section; 1) What is the real service life of an edge beam? The average age for replacement of the edge beam was 45 years with a standard deviation of 11 years. For E roads the average age was 37 years with a standard deviation of 11 years and for other roads the average age was 48 years with a standard deviation of 1 years. Survival analysis shows that the real minimum life span for edge beams located on E roads was 3 years and for other roads 4 years. Survival analysis shows also that the real median life span for edge beams located on E roads was 58 years and for other roads at least 75 years. There is two ways to describe the real service life for an edge beam population. The first way is to analyse only the replaced edge beams and estimate a service life. This estimated service life will probably be too low for the whole edge beam population since only bad edge beams counts. The second way is to analyse both replaced edge beams and edge beams that have not yet been replaced, survival analysis. This seems to be a better approach since all available data about the edge beam population is used. 2) Which factors are decisive for the real service life of an edge beam? For young edge beams (about 25 years) no difference could be noted for edge beams located on E roads compared to edge beams located on other roads. As the edge beams gets older the difference increases between edge beams located on E roads (shorter service life) compared to other roads (longer service life). The major reasons for the shorter life span of edge beams
13 located on E roads is probably due to more wear caused by heavy traffic and use of more deicing salt. 3) What costs are associated to repair a damaged edge beam? The cost for minor repairs is about 1 % of the cost for replacement of the edge beam. It indicates that it is cost effective to keep the edge beam in good condition by means of preventive bridge maintenance before the deterioration process starts to accelerate. 7 FURTHER RESEARCH An area for further research could be to predict long term behaviour (e g the next 2-5 years) of the studied population using survival analysis. This could be done by estimating the remaining service life of the existing edge beam population and estimate the number of new bridges that will be constructed and added to the edge beam population in the future. This will result in some different scenarios depending on the estimates. Maybe the end result will be a worst case scenario, a very optimistic scenario and a realistic scenario. 8 REFERENCES 1. J. Silfwerbrand. Aktivt brounderhåll en förstudie. (Active bridge maintenance a pilot study). TRITA-BKN Rapport 65, Dept. of Structural Engineering, Royal Institute of Technology (KTH), Stockholm (22). 2. A. M. Sommer, A.S Novak and P. Thoft-Christenssen. Probability-Based Inspection Strategy. ASCE Journal of Structural Engineering, Vol. 119, No. 12, pp (1993) G. Racutanu. The Real Service Life of Swedish Road Bridges A Case Study. TRITA-BKN Bulletin 59, Dept. of Structural Engineering, Royal Institute of Technology (KTH), Stockholm, PhD thesis (2). 5. D. Eriksson and S. Swanlund. Förebyggande underhåll. (Preventive bridge maintenance). Examensarbete 1993:9, Dept. of Geotechnical Engineering, Chalmers University of Technology, Gothenburg, Sweden (1993) H. Sundquist., H-Å. Mattsson and G. James. Procurement of bridge management based on functional requirements. Second International Conference on Bridge Maintenance, Safety and Management, IABMAS, Kyoto, Japan (24). 8. H-Å. Mattsson. Funktionsentreprenad brounderhåll. En pilotstudie i Uppsala län. (Bridge Maintenance based on Functional Requirements. A Case Study in Uppsala County). TRITA- BKN Bulletin 82, Dept. of Structural Engineering, Royal Institute of Technology (KTH), Stockholm, Lic thesis (26). 9. D. G. Altman. Practical Statistics for Medical Research. Chapman & Hall, London, ch. 13, (1991)
14 1. W. W. Daniel. Biostatics. A foundation for analysis in the health sciences. John Wiley & Sons, Hoboken NJ, 8 th edn., ch. 12, (25).
REHABILITATION OF CONCRETE BEAM BRIDGES IN CROATIAN STATE ROAD NETWORK
REHABILITATION OF CONCRETE BEAM BRIDGES IN CROATIAN STATE Danijel Tenžera, Krešimir Futivić, Boris Ukrainczyk Summary Bridge structures deteriorate with years of use and exposure to adverse environmental
More informationReview of Recent Bridge Asset Management Systems
Review of Recent Bridge Asset Management Systems Takeshi Hanji 1 and Kazuo Tateishi 1 1. EcoTopia Science Institute, Nagoya University, Nagoya, Japan Abstract: A number of transportation agencies throughout
More informationINCREASE OF DURABILITY AND LIFETIME OF EXISTING BRIDGES. PIARC TC 4.4 EXPERIENCE.
INCREASE OF DURABILITY AND LIFETIME OF EXISTING BRIDGES. PIARC TC 4.4 EXPERIENCE. M.Sc. Gediminas Viršilas Head of Bridge Division, Lithuanian Road Administration Working group 2 of PIARC Technical Committee
More informationDesign and Construction of Cantilevered Reinforced Concrete Structures
Buildings Department Practice Note for Authorized Persons, Registered Structural Engineers and Registered Geotechnical Engineers APP-68 Design and Construction of Cantilevered Reinforced Concrete Structures
More information27 Ageing Behaviour of Structural Components for Integrated Lifetime Assessment & Asset Management
27 Ageing Behaviour of Structural Components for Integrated Lifetime Assessment & Asset Management Chapter 27-x Authors: Robert Veit-Egerer Helmut Wenzel Rui Lima Motivation Degradation of structural components
More informationDesign of Bridges. Introduction. 3 rd to 4 th July 2012. Lecture for SPIN Training at the University of Dar es Salaam
Design of Bridges Introduction 3 rd to 4 th July 2012 1 FUNCTION OF A BRIDGE To connect two communities which are separated by streams, river, valley, or gorge, etc. 2 EVOLUTION OF BRIDGES 1. Log Bridge
More informationRisk - Based Inspection Frequencies
Risk - Based Inspection Frequencies Glenn A. Washer, PhD University of Missouri Columbia, MO April 23, 2013 Northwest Bridge Inspector s Conference 1 NCHRP 12-82 Developing Reliability Based Bridge Inspection
More informationStructural Performance of Highway Bridges under Given Foundation Settlements
ASEE 2014 Zone I Conference, April 3-5, 2014, University of Bridgeport, Bridgeport, CT, USA. Structural Performance of Highway Bridges under Given Foundation Settlements Zhan Su*; Qian Wang, PhD, PE, Assistant
More informationOVERVIEW OF TMH19: DRAFT STANDARD FOR THE VISUAL ASSESSMENT OF ROAD STRUCTURES
ROAD PAVEMENTS FORUM TWENTY-FIFTH MEETING 7 May 2013 OVERVIEW OF TMH19: DRAFT STANDARD FOR THE VISUAL ASSESSMENT OF ROAD STRUCTURES Michael Roux (CSIR Built Environment) Acknowledgements SANRAL Team Members:
More informationSafe & Sound Bridge Terminology
Safe & Sound Bridge Terminology Abutment A retaining wall supporting the ends of a bridge, and, in general, retaining or supporting the approach embankment. Approach The part of the bridge that carries
More informationStructural Audit of Buildings
International Journal of Civil Engineering Research. ISSN 2278-3652 Volume 5, Number 4 (2014), pp. 411-416 Research India Publications http://www.ripublication.com/ijcer.htm Structural Audit of Buildings
More informationThe Development of Practical Asset Management System for an Urban Expressway Network
The Development of Practical Asset Management System for an Urban Expressway Network Motohiko Nishibayashi, Hanshin Expressway Company Limited 1. Introduction Hanshin Expressway is an urban expressway
More informationIH-635 MANAGED LANES PROJECT, SEG. 3.2
IH-635 MANAGED LANES PROJECT, SEG. 3.2 Location: Dallas, Texas Owner: Texas Department of Transportation Client: Ferrovial Agroman Construction Cost: $1 Billion Construction Completion Date: December,
More informationSIMULATING THE DYNAMIC RESPONSE OF DIVINE BRIDGES
Pages 172-185 SIMULATING THE DYNAMIC RESPONSE OF DIVINE BRIDGES Mark F. Green and Haiyin Xie ABSTRACT This paper presents dynamic models of three bridges tested as part of the recently completed Dynamic
More informationFifteen years experience of design, production and assembling of prestressed Bridge decks in Timber
Fifteen years experience of design, production and assembling of pre-stressed Bridge decks in Timber P. Jacobsson 1 Fifteen years experience of design, production and assembling of prestressed Bridge decks
More informationThe Impact of In-Service Aircraft Mission Variation on Fleet Management and Logistic Support Analysis
The Impact of In-Service Aircraft Mission Variation on Fleet Management and Logistic Support Analysis Han-Hua Chen 1 A. Frank Taylor 2 John Snow 3 Abstract. Fleet management is the core of fleet logistic
More informationRehabilitation of the Red Bank Road Bridge over Hoover Reservoir. Presented By: Doug Stachler, P.E.
Rehabilitation of the Red Bank Road Bridge over Hoover Reservoir Presented By: Doug Stachler, P.E. Project Organization Owner Delaware County Engineers Office Design Consultant CH2M HILL Contractor Double
More informationSEISMIC CAPACITY OF EXISTING RC SCHOOL BUILDINGS IN OTA CITY, TOKYO, JAPAN
SEISMIC CAPACITY OF EXISTING RC SCHOOL BUILDINGS IN OTA CITY, TOKYO, JAPAN Toshio OHBA, Shigeru TAKADA, Yoshiaki NAKANO, Hideo KIMURA 4, Yoshimasa OWADA 5 And Tsuneo OKADA 6 SUMMARY The 995 Hyogoken-nambu
More informationImpacts of large-scale solar and wind power production on the balance of the Swedish power system
Impacts of large-scale solar and wind power production on the balance of the Swedish power system Joakim Widén 1,*, Magnus Åberg 1, Dag Henning 2 1 Department of Engineering Sciences, Uppsala University,
More informationREHABILITATION OF NOVOARBATSKY BRIDGE IN MOSCOW
2005 New York City Bridge Conference September 12-13, 2005 REHABILITATION OF NOVOARBATSKY BRIDGE IN MOSCOW The Novoarbatsky Bridge across the Moskva River had been built in 1957 Plan of the bridge Steel
More informationModelling Cost of Maintenance Contract for Rail Infrastructure
Proceedings of the 21 International Conference on Industrial Engineering and Operations Management Dhaka, Bangladesh, January 9 1, 21 Modelling Cost of Maintenance Contract for Rail Infrastructure Anisur
More informationHow To Determine The Effect Of Frost Deterioration On Chloride Penetration And Carbonation
This document is downloaded from the Digital Open Access Repository of VTT Title Effect of concrete frost deterioration on chloride penetration and carbonation Author(s) Kuosa, Hannele; Leivo, Markku;
More informationCondition and Reliability Prediction Models using the Weibull Probability Distribution
Condition and Reliability Prediction Models using the Weibull Probability Distribution M.N. Grussing 1, D.R. Uzarski 2 and L.R. Marrano 3 1 Engineer Research and Development Center - Construction Engineering
More informationPredictive Modeling of Bridges
Predictive Modeling of Bridges transport community industrial & mining carbon & energy Prepared for: Small Bridge Conference 2015 Date: 23 November 2015 Rev00 Table of Contents Synopsis... i Authors Biography...
More informationREHABILITATION OF THE FIGUEIRA DA FOZ BRIDGE
REHABILITATION OF THE FIGUEIRA DA FOZ BRIDGE A.Rito Proponte, Lda, Lisbon, Portugal J. Appleton A2P Consult, Lda, Lisbon, Portugal ABSTRACT: The Figueira da Foz Bridge includes a 405 m long cable stayed
More informationLife-365 Service Life Prediction Model Version 2.0
Originally printed in Concrete International and posted with permission from the American Concrete Institute (www.concrete.org). Life-365 Service Life Prediction Model Version 2.0 Widely used software
More informationBridge Type Selection
Bridge Type Selection The major consideration for bridge type selection for bridges on the State Aid system is initial cost. Future maintenance costs, construction time, and location are considered when
More informationField Damage Inspection and Static Load Test Analysis of Jiamusi Highway Prestressed Concrete Bridge in China
Advanced Materials Research Vols. 163-167 (2011) pp 1147-1156 Online available since 2010/Dec/06 at www.scientific.net (2011) Trans Tech Publications, Switzerland doi:10.4028/www.scientific.net/amr.163-167.1147
More informationPart G OPTIMIZATION AND DECISION SUPPORT
Part G OPTIMIZATION AND DECISION SUPPORT Integration of Maintenance, Repair, and Replacement Decisions in Bridge Management Based on Reliability, Optimization, and Life-Cycle Cost DAN M. FRANGOPOL MICHAEL
More informationNondestructive Testing and Evaluation of Steel Bridges
Abstract Nondestructive Testing and Evaluation of Steel Bridges James Bader ENCE 710 Spring 2008 Nondestructive evaluation (NDE) is a means of evaluating structural components without damaging them. It
More informationDESIGN OF SLABS. 3) Based on support or boundary condition: Simply supported, Cantilever slab,
DESIGN OF SLABS Dr. G. P. Chandradhara Professor of Civil Engineering S. J. College of Engineering Mysore 1. GENERAL A slab is a flat two dimensional planar structural element having thickness small compared
More informationConfidence Intervals for Exponential Reliability
Chapter 408 Confidence Intervals for Exponential Reliability Introduction This routine calculates the number of events needed to obtain a specified width of a confidence interval for the reliability (proportion
More information~iffiui ~ Bridge Condition Survey. Inspection Date: 21 May 2003 District: San Angelo County: Tom Green Highway:
Texas Depadment of Transpo,tation Bridge Condition Survey Inspection Date: 21 May 2003 District: San Angelo County: Tom Green Highway: Irving Street Facility Name: Lone Wolf Bridge Structure Number: B00315-031
More informationAPPENDIX H DESIGN CRITERIA FOR NCHRP 12-79 PROJECT NEW BRIDGE DESIGNS
APPENDIX H DESIGN CRITERIA FOR NCHRP 12-79 PROJECT NEW BRIDGE DESIGNS This appendix summarizes the criteria applied for the design of new hypothetical bridges considered in NCHRP 12-79 s Task 7 parametric
More informationSuccessful Approach to the Repair of Reinforced Concrete Support Structures in Delayed Coking Units
Successful Approach to the Repair of Reinforced Concrete Support Structures in Delayed Coking Units Thomas Kline Director- Concrete Repair Solutions STRUCTURAL TECHNOLOGIES, LLC Houston, Texas USA November
More informationMEMORANDUM. 1509 West Swann Avenue, Suite 225 Tampa, Florida 33606 Phone (813) 258-8818 Fax (813) 258-8525
1509 West Swann Avenue, Suite 225 Tampa, Florida 33606 Phone (813) 258-8818 Fax (813) 258-8525 To: From: Date: Subject: Mr. Thomas Gibson, City of St. Petersburg Jeffrey D. Malyszek, PE and Deborah C.
More informationThe unit costs are based on the trend line of the 3 low bids for the average quantity.
Page 1 of 8 COST ESTIMATE GENERAL INSTRUCTIONS The unit costs are based on the trend line of the 3 low bids for the average quantity. Apply the Unit Costs to ordinary structures. Unit Costs should generally
More informationBuilding Foundation and Structure
Building Foundation and Structure Overview The construction of the Hall of Waters building began in 1936, and was constructed over the original site of the Siloam and Sulpho-Saline Springs. The original
More informationTownship of Amaranth. Asset Management Plan Report
Township of Amaranth Prepared By: R.J. Burnside & Associates Limited 15 Townline Orangeville ON L9W 3R4 Prepared for: Township of Amaranth File No: 300033404 The material in this report reflects best judgement
More informationRoss River Suspension Bridge Ross River, Yukon. Life Cycle Cost Analysis
DNA project managers planners architects engineers David Nairne + Associates Ltd Suite 250 171 W Esplanade North Vancouver British Columbia Canada V7M 3J9 T 604 984 3503 F 604 984 0627 E dna@ davidnairne.com
More informationDynamic Change Management for Fast-tracking Construction Projects
Dynamic Change Management for Fast-tracking Construction Projects by Moonseo Park 1 ABSTRACT: Uncertainties make construction dynamic and unstable, mostly by creating non value-adding change iterations
More informationSession 5D: Benefits of Live Load Testing and Finite Element Modeling in Rating Bridges
Session 5D: Benefits of Live Load Testing and Finite Element Modeling in Rating Bridges Douglas R. Heath P.E., Structural Engineer Corey Richard P.E., Project Manager AECOM Overview Bridge Testing/Rating
More informationNon Destructive Testing of Existing Bridges
DETAILS OF AGENDA ITEMS 1. 1.1 Review of Pilot Projects Proposed by Railway Board (a) Underwater Inspection NCR in collaboration with M/s Collins Engineers, USA, SR in collaboration with M/s Wilbur Smith
More information1. Introduction. 1.1 Objective
Second International Comparative Study of Mortality Tables for Pension Fund Retirees T.Z.Sithole (Kingston University London), S.Haberman (Cass Business School, City University London) and R.J.Verrall
More informationAnalysis of the Response Under Live Loads of Two New Cable Stayed Bridges Built in Mexico
Analysis of the Response Under Live Loads of Two New Cable Stayed Bridges Built in Mexico Roberto Gómez, Raul Sánchez-García, J.A. Escobar and Luis M. Arenas-García Abstract In this paper we study the
More informationCONCEPTUAL REHABILITATION ALTERNATIVE
Appendix D While federal law requires preservation/rehabilitation of historic bridges be considered, there is no standard procedure to determine when rehabilitation is appropriate and when replacement
More informationSection A. Index. Section A. Planning, Budgeting and Forecasting Section A.2 Forecasting techniques... 1. Page 1 of 11. EduPristine CMA - Part I
Index Section A. Planning, Budgeting and Forecasting Section A.2 Forecasting techniques... 1 EduPristine CMA - Part I Page 1 of 11 Section A. Planning, Budgeting and Forecasting Section A.2 Forecasting
More informationChapter 2 Basis of design and materials
Chapter 2 Basis of design and materials 2.1 Structural action It is necessary to start a design by deciding on the type and layout of structure to be used. Tentative sizes must be allocated to each structural
More informationIn-situ Load Testing to Evaluate New Repair Techniques
In-situ Load Testing to Evaluate New Repair Techniques W.J. Gold 1 and A. Nanni 2 1 Assistant Research Engineer, Univ. of Missouri Rolla, Dept. of Civil Engineering 2 V&M Jones Professor, Univ. of Missouri
More informationRoad Asset Management Research Program In Finland
Langfassung / long version Road Asset Management Research Program In Finland Abstract Mr. Vesa Männistö, M.Sc. (Statistics) Inframan Ltd Länsituulentie 10, 02100 Espoo, Finland Tel +358-9-8567 7715, fax
More informationWhite rust on galvanized and galvanized pre-painted steel. Technical Information
Technical Information White rust on galvanised steel Prevention It is easier to prevent white rust than to cure it! Reasonable precautions to protect steel during both transport and storage can considerably
More informationStatistics in Retail Finance. Chapter 6: Behavioural models
Statistics in Retail Finance 1 Overview > So far we have focussed mainly on application scorecards. In this chapter we shall look at behavioural models. We shall cover the following topics:- Behavioural
More informationESI Consultants, Ltd. PROJECT EXPERIENCE
CRAWFORD COUNTY, ILLINOIS NBIS Program Manager and Bridge Inspection services provided for 123 structures throughout Crawford County. Routine Maintenance/Safety Inspection of existing bridges was performed
More informationEmergency repair of Bridge B421
Emergency repair of Bridge B421 over the Olifants River after fl ood damage INTRODUCTION AND BACKGROUND Bridge B421 is located on the R555 at km 5.03 on Section 01E between Witbank (now known as emalahleni)
More informationTips for surviving the analysis of survival data. Philip Twumasi-Ankrah, PhD
Tips for surviving the analysis of survival data Philip Twumasi-Ankrah, PhD Big picture In medical research and many other areas of research, we often confront continuous, ordinal or dichotomous outcomes
More informationService Life of Chloride-Contaminated Concrete Structures
Service Life of Chloride-Contaminated Concrete Structures Conor Evans, Mark G. Richardson Abstract Corrosion of reinforcement is the most significant cause of premature deterioration of reinforced concrete
More informationCULVERT AND STORM SEWER PIPE MATERIAL POLICY ON FEDERALLY FUNDED LOCAL AGENCY PROJECTS UPDATED March 2013
CULVERT AND STORM SEWER PIPE MATERIAL POLICY ON FEDERALLY FUNDED LOCAL AGENCY PROJECTS UPDATED March 2013 Background Section 5514, a final rule for SAFETEA-LU was issued on November 15, 2006 and became
More informationExterior Elevated Elements Inspection Guidelines
Exterior Elevated Elements Inspection Guidelines Planning and Development 1. Guideline Purpose These guidelines are intended to assist practicing professionals in complying with Berkeley Municipal Code
More informationSettlement of Precast Culverts Under High Fills; The Influence of Construction Sequence and Structural Effects of Longitudinal Strains
Settlement of Precast Culverts Under High Fills; The Influence of Construction Sequence and Structural Effects of Longitudinal Strains Doug Jenkins 1, Chris Lawson 2 1 Interactive Design Services, 2 Reinforced
More informationPhoto 2. View showing flour mill, machine shed, veranda and saw mill + storage shed.
May 7,2015 KSANDER & ASSOCIATES CONSULTING PROFESSIONAL ENGINEERS 130 HUINTER STREET, UNIT 103, PETERBOROUGH, ONTARIO K9H2K8 TELEPHONE (705) 743-9221 FAX 743-0904 Ontario Region Conservation Authority
More informationWinterizing Your Building
Winterizing Your Building DEC Author: Steven J. Susca This article was originally published in the Hoffmann Architects Journal in Issue 3, 2009. As spring thaws uncover the ravages winter weather has wreaked
More informationSection Description Page
Foreword This Transport Asset Management Plans (TAMP) sets out the County Council's proposed 15 year strategy to maintain and improve the transport asset network in Lancashire between now and 2029. Lancashire
More informationCITY OF TRAIL MEMORANDUM
0 C CITY OF TRAIL MEMORANDUM DATE: TO: FROM: SUBJECT: March 24, 2011 FILE NO. 5400-02 DAVID PEREHJJDOFF, CHIEF ADM1NTSTRATIVE OFFICER WARREN PROULX, ENGINEERING TECHMCIAN OLD TRAIL BRIDGE With the interest
More informationDEVELOPING A CONSTRUCTION INTEGRATED MANAGEMENT SYSTEM Yan-Chyuan Shiau, Ming-Teh Wang, Tsung-Pin Tsai, Wen-Chian Wang
DEVELOPING A CONSTRUCTION INTEGRATED MANAGEMENT SYSTEM Yan-Chyuan Shiau, Ming-Teh Wang, Tsung-Pin Tsai, Wen-Chian Wang Associate Professor Department of Construction Engineering Chung Hua University Email:
More informationSEISMIC RETROFITTING OF STRUCTURES
SEISMIC RETROFITTING OF STRUCTURES RANJITH DISSANAYAKE DEPT. OF CIVIL ENGINEERING, FACULTY OF ENGINEERING, UNIVERSITY OF PERADENIYA, SRI LANKA ABSTRACT Many existing reinforced concrete structures in present
More informationPreliminary steel concrete composite bridge design charts for Eurocodes
Preliminary steel concrete composite bridge 90 Rachel Jones Senior Engineer Highways & Transportation Atkins David A Smith Regional Head of Bridge Engineering Highways & Transportation Atkins Abstract
More informationAsset Management Policy for Major PFI Projects
Asset Management Policy for Major PFI Projects Agenda Asset Management Drivers Typical AM positioning in Motorway PFI Asset management Strategy Works Planning and Scheduling Innovation & Risk Mitigation
More informationCAPPELEN MEMORIAL BRIDGE REHABILITATION
CAPPELEN MEMORIAL BRIDGE REHABILITATION Owner: Hennepin County Engineering: HNTB with Olson-Nesvold Engineering (ONE) and others Section 106 Historical Committee: Hennepin County, MnDOT Cultural Resources
More informationSPECIFICATIONS, LOADS, AND METHODS OF DESIGN
CHAPTER Structural Steel Design LRFD Method Third Edition SPECIFICATIONS, LOADS, AND METHODS OF DESIGN A. J. Clark School of Engineering Department of Civil and Environmental Engineering Part II Structural
More informationCurrent Standard: Mathematical Concepts and Applications Shape, Space, and Measurement- Primary
Shape, Space, and Measurement- Primary A student shall apply concepts of shape, space, and measurement to solve problems involving two- and three-dimensional shapes by demonstrating an understanding of:
More informationOTTAWA CIVIC CENTRE & NORTH SIDE STANDS LANSDOWNE PARK FRANK CLAIR STADIUM STRUCTURAL ADEQUACY REPORT 2007
OTTAWA CIVIC CENTRE & NORTH SIDE STANDS at LANSDOWNE PARK FRANK CLAIR STADIUM STRUCTURAL ADEQUACY REPORT 2007 for CITY OF OTTAWA REAL PROPERTY ASSET MANAGEMENT prepared by ADJELEIAN ALLEN RUBELI LIMITED
More informationREFOR-tec REPAIR AND STRENGTHENING OF STRUCTURES WITH U.H.P.F.R.C.C. Ultra High Performance Fiber Reinforced Cementitious Composites
REFOR-tec REPAIR AND STRENGTHENING OF STRUCTURES WITH U.H.P.F.R.C.C. Ultra High Performance Fiber Reinforced Cementitious Composites Lisbon, 25 th of October 2013 TECNOCHEM ITALIANA SpA Dr. D. Rosignoli
More informationKaplan-Meier Survival Analysis 1
Version 4.0 Step-by-Step Examples Kaplan-Meier Survival Analysis 1 With some experiments, the outcome is a survival time, and you want to compare the survival of two or more groups. Survival curves show,
More informationBRIDGES ARE relatively expensive but often are
Chapter 10 Bridges Chapter 10 Bridges Bridg Bridges -- usually the best, but most expensive drainage crossing structure. Protect bridges against scour. BRIDGES ARE relatively expensive but often are the
More informationFinnish Meteorological Institute, P.O. Box 503, FI-00101 Helsinki 2. University of Joensuu, Faculty of Forest Sciences, P.O. Box 111, FI-80101 Joensuu
Storm risks on forestry in Finland - occurrence and risk management Ari Venäläinen 1, Hilppa Gregow 1, Heli Peltola 2, Veli-Pekka Ikonen 2 and Seppo Kellomäki 2 1 Finnish Meteorological Institute, P.O.
More informationMarch 19, 2014. Ms. Jean McDonald CAP Management 910 16th Street, Suite 1010 Denver, Colorado 80202
Ms. Jean McDonald CAP Management 910 16th Street, Suite 1010 Denver, Colorado 80202 Re: Prospector s Point Walkway/Façade Repairs Martin/Martin, Inc Project No.: 13.0358.S.02 Ms. McDonald: Per your request
More information326 H. I. JIMOH. Aims and Objectives of the Study
Kamla-Raj 2008 J. Hum. Ecol., 23(4): 325-329 (2008) Drainage Problems in a Tropical Environment: Perspectives on Urban Quality Management H. I. Jimoh Department of Geography, University of Ilorin, Ilorin,
More informationUltrasonic Detection Algorithm Research on the Damage Depth of Concrete after Fire Jiangtao Yu 1,a, Yuan Liu 1,b, Zhoudao Lu 1,c, Peng Zhao 2,d
Advanced Materials Research Vols. 368-373 (2012) pp 2229-2234 Online available since 2011/Oct/24 at www.scientific.net (2012) Trans Tech Publications, Switzerland doi:10.4028/www.scientific.net/amr.368-373.2229
More informationHSE Information Sheet. Advice on acceptance criteria for damaged Passive Fire Protection (PFP) Coatings. Offshore Information Sheet No.
HSE Information Sheet Advice on acceptance criteria for damaged Passive Fire Protection (PFP) Coatings Offshore Information Sheet No. 12/2007 Introduction...2 Background...2 Additional information...3
More informationMaintenance and Management of JR East Civil Engineering Structures
Maintenance and Management of JR East Civil Engineering Structures Tadayoshi Niitsu Introduction Japan s problem of aging population and declining birth-rate has been known for years and the labour force,
More informationPERIODIC STRUCTURAL INSPECTION OF EXISTING BUILDINGS GUIDELINES FOR STRUCTURAL ENGINEERS
PERIODIC STRUCTURAL INSPECTION OF EXISTING BUILDINGS GUIDELINES FOR STRUCTURAL ENGINEERS Jan 2012 CONTENTS GENERAL... 1 1 Background... 1 2 Qualifications and Expectations of Structural Engineers... 1
More informationPlastics Converting in Europe
Understanding the plastics industry Plastics Converting in Europe The European Plastics Converters (EuPC) is the leading EU-level Trade Association, based in Brussels, representing European Plastics Converters.
More informationHow To Manage The County Of Simcoe'S Infrastructure
Asset Management Plan Asset Management Plan Table of Contents 1.0 Executive Summary... 2 2.0 Introduction... 4 3.0 State of County of Simcoe s Infrastructure... 7 4.0 Levels of Service... 14 5.0 Asset
More informationQuality of Map-Matching Procedures Based on DGPS and Stand-Alone GPS Positioning in an Urban Area
Quality of Map-Matching Procedures Based on DGPS and Stand-Alone GPS Positioning in an Urban Area Konstantinos LAKAKIS, Paraskevas SAVVAIDIS, Ioannis M. IFADIS and Ioannis D. DOUKAS, Greece Key words:
More information802.11ac Power Measurement and Timing Analysis
802.11ac Power Measurement and Timing Analysis Using the 8990B Peak Power Analyzer Application Note Introduction There are a number of challenges to anticipate when testing WLAN 802.11ac [1] power amplifier
More informationPrestressed Concrete I-Beam and TxGirder Haunch Design Guide
Prestressed Concrete I-Beam and TxGirder Haunch Design Guide Components of the Haunch Camber: Camber is the upward deflection in the beam after release of the prestressing strands due to the eccentricity
More informationIntegrated Asset Management Tool for Highway Infrastructure
Integrated Asset Management Tool for Highway Infrastructure Robert VEITEGERER Head of Department Vienna Consulting Engineers Vienna, Austria veitegerer@vce.at Rui LIMA Civil Engineer Vienna Consulting
More informationPage & Turnbull imagining change in historic environments through design, research, and technology
DCI+SDE STRUCTURAL EVALUATIONS OFFICE BUILDING, TOOL SHED & WATER TANK, AND BLACKSMITH & MACHINE SHOP BUILDINGS SAN FRANCISCO, CALIFORNIA [14290] PRIMARY PROJECT CONTACT: H. Ruth Todd, FAIA, AICP, LEED
More informationDETERMINATION OF TIME-TEMPERATURE SHIFT FACTOR FOR LONG-TERM LIFE PREDICTION OF POLYMER COMPOSITES
DETERMINATION OF TIME-TEMPERATURE SHIFT FACTOR FOR LONG-TERM LIFE PREDICTION OF POLYMER COMPOSITES K. Fukushima*, H. Cai**, M. Nakada*** and Y. Miyano*** * Graduate School, Kanazawa Institute of Technology
More informationCURRENT PRACTICE SHEET
CURRENT PRACTICE SHEET INTRODUCTION An expansion joint can be defined as a device to support the surfacing, or to provide a running surface, across the expansion gap, ie the area between adjacent spans
More informationBrandangersundet Bridge A slender and light network arch
Brandangersundet Bridge A slender and light network arch Rolf Magne Larssen Dr. ing./ Ph.D. Dr. ing A. Aas-Jakobsen AS Oslo, Norway rml@aaj.no Rolf Magne Larssen, born 1958, received his Ph.D. in structural
More informationREPAIR AND STRENGTHENING OF HISTORICAL CONCRETE BRIDGE OVER VENTA RIVER IN LATVIA
1 REPAIR AND STRENGTHENING OF HISTORICAL CONCRETE BRIDGE OVER VENTA RIVER IN LATVIA Verners Straupe, M.sc.eng., Rudolfs Gruberts, dipl. eng. JS Celuprojekts, Murjanu St. 7a, Riga, LV 1024, Latvia e-mail:
More informationMeasurement with Ratios
Grade 6 Mathematics, Quarter 2, Unit 2.1 Measurement with Ratios Overview Number of instructional days: 15 (1 day = 45 minutes) Content to be learned Use ratio reasoning to solve real-world and mathematical
More informationReinforced Concrete Design
FALL 2013 C C Reinforced Concrete Design CIVL 4135 ii 1 Chapter 1. Introduction 1.1. Reading Assignment Chapter 1 Sections 1.1 through 1.8 of text. 1.2. Introduction In the design and analysis of reinforced
More informationHow To Understand The World Trade Center'S Structural Design
Emerging Technologies in Structural Engineering Proc. of the 9 th Arab Structural Engineering Conf., Nov. 29 Dec. 1, 2003, Abu Dhabi, UAE WORLD TRADE CENTER COLLAPSE, FIELD INVESTIGATIONS AND ANALYSES
More informationCHAPTER 13 SIMPLE LINEAR REGRESSION. Opening Example. Simple Regression. Linear Regression
Opening Example CHAPTER 13 SIMPLE LINEAR REGREION SIMPLE LINEAR REGREION! Simple Regression! Linear Regression Simple Regression Definition A regression model is a mathematical equation that descries the
More informationDo Swedish property management companies have necessary conditions for environmental management?
Do Swedish property management companies have necessary conditions for environmental management? An interview study on environmental data availability Birgit Brunklaus Environmental Systems Analysis Chalmers
More informationWho am I? PhD s and Industry a personal view. Outline of talk. The Railway Research Centre at the University of Birmingham
Who am I? PhD s and Industry a personal view Head of Civil Engineering at the University of Birmingham Director of Birmingham Railway Research Centre, Director of Rail Research UK Council member of EURNEX
More informationUniversity of Missouri Hospitals and Clinics. Structural Repair and Protection of Post-tensioned Parking Garage
University of Missouri Hospitals and Clinics Structural Repair and Protection of Post-tensioned Parking Garage 1 University of Missouri Project The University of Missouri Health Care Patient and Visitor
More informationprovided for improvements for each structure during these timeframes. Rehabilitation and Investment Strategies:
ASSET MANAGEMENT STRATEGY BRIDGES AND LARGE CULVERTS (>3m Span) Inventory Anticipated Asset Life Cycle Fifteen (15) bridges and eleven (11) large culverts with a span greater than 3m (refer to PSAB 3150
More information