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Gomez, Hugo C.; Fanning, Paul; Feng, Maria Q.; Lee, Sungchil. Engineering Structures, 33 (10):
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1 Provided by the author(s) and University College Dublin Library in accordance with publisher policies. Please cite the published version when available. Title Testing and long-term monitoring of a curved concrete box girder bridge Author(s) Gomez, Hugo C.; Fanning, Paul; Feng, Maria Q.; Lee, Sungchil Publication Date Publication information Engineering Structures, 33 (10): Publisher Elsevier This item's record/more information Rights This is the author s version of a work that was accepted for publication in Engineering Structures. Changes resulting from the publishing process, such as peer review, editing, corrections, structural formatting, and other quality control mechanisms may not be reflected in this document. Changes may have been made to this work since it was submitted for publication. A definitive version was subsequently published in Engineering Structures (VOL 33, ISSUE 10 October 2011)) DOI: /j.engstruct , Elsevier Ltd. DOI Downloaded T23:44:49Z Some rights reserved. For more information, please see the item record link above.
2 Testing and long-term monitoring of a curved concrete box girder bridge Hugo C Gomez; Paul J Fanning, PhD; Maria Q Feng, PhD; Sungchil Lee, PhD Abstract: Capital investment in national infrastructure is significant. The need to maintain and protect critical infrastructure links has led in recent years to significant developments in the area of structural health monitoring. The objective is to track a structure's long-term performance, typically using sensors, and to successively compare most recently measured responses with prior response history. During construction of the West Street On-Ramp, a curved concrete box girder bridge, located in the city of Anaheim (California), eleven accelerometers were permanently installed on its bridge deck. The associated data acquisition system was configured to record once a specified threshold acceleration response was exceeded; during the period a total of 1350 datasets including six earthquakes, for each of the eleven sensors, were acquired. This automatically acquired data was supplemented, during the summer of 2009, with responses measured during controlled vehicle tests. Six accelerometers were additionally installed on the frame of the weighed test vehicle. This paper presents the findings of the analyses of these measured data sets and serves to inform owners and managers as to the potential feedback from their instrumentation investment. All response histories were analyzed using frequency domain techniques for system identification. Extraction of the modal characteristics revealed a continuous reduction, of approximately 5%, in the first three natural frequencies over the period of the study. The measured responses from the vehicle sensors are discussed in the context of identifying the potential for bridge frequency measurement using instrumented vehicles.
3 1. Introduction Long-term continuous monitoring programs are increasingly used to track structural integrity and to identify at what time, if any, structural intervention might be required. The timely undertaking of combined preventative and essential maintenance strategies results in reduced total life cycle costs [1]. Additionally, Orcesi et al. [2] argue that coupling traditional life-cycle management techniques with structural health monitoring will enable even more accurate identification of optimum maintenance strategies for a range of limit states. Long-term continuous or intermittent monitoring provides the best method for understanding and quantifying the actual loading environment and corresponding bridge responses [3]. Long-term monitoring programs serve different objectives and take different forms. References [4-6] are review papers which define the ultimate goal of structural health monitoring as damage detection. A significant body of literature discusses shifts in natural frequencies and attempts to link these to various structural deterioration mechanisms. Specifically in the area of bridges Choi et al. [7] and Guan et al. [8] discuss the variation in natural frequencies detected from vibration data measured during a 2-year period. Soyoz and Feng [9] reported a 5% decrease in the frequency of the first mode of vibration for a bridge over a 5-year monitoring period. Salawu [10] and Farrar et al. [11] discuss the variability of modal parameters due to environmental effects such as changes in temperature, humidity, amount of traffic, etc. and other researchers have studied the deterioration of bridge decks with special emphasis on the contribution of reinforcement corrosion [12-16]. In long-term monitoring practice, bridge vibration response time-histories are extensively used to extract modal parameters, i.e. natural frequencies, modal shapes and damping ratios. The advent of output only system identification algorithms has enabled modal parameters to be extracted from ambient responses without knowledge of the excitation force [17]. Both time domain and frequency domain output-only system identification algorithms are available; frequency domain algorithms are more popular due to their
4 simplicity [18]. The frequency domain decomposition (FDD) technique [19] has since been widely used for system identification of bridges [9, 20-23]. Researchers have also attempted the identification of bridge frequencies from instrumented vehicles. Yang et al. [24] showed that bridge frequencies can be extracted from the vehicle acceleration spectrum. Lin and Yang [25] identified bridge frequencies using an accelerometer mounted on a trailer that was pulled by a light truck although they found that the possibility of identifying bridge frequencies is lost as the crossing speed increases due to instability of the lightweight trailer. In this paper 8 years of monitored data from the West Street On Ramp (WSOR), a curved post-tensioned reinforced concrete box girder bridge in California, are analyzed using the FDD technique for system identification. The responses due to controlled vehicle tests, from summer 2009, are also discussed. There were three motivating factors for the vehicle tests; firstly to explain the preferential excitation of certain modes of vibration during the long-term monitoring, secondly to examine the potential for determining the modal properties of the bridge using sensors mounted on the test vehicle and thirdly to look at the effect of speed and travelling lane on the dynamic response of the bridge. There are two primary objectives of the paper; (i) to demonstrate the practical use of monitored data for long-term structural condition assessment and (ii) to examine the potential of vehicle mounted sensors in determining bridge frequencies in the absence of sensors mounted on a bridge. To accomplish the first objective the proposed approach is based on the tracking of both frequency and mode shape variation so as to distinguish between system changes due to gradual aging or due to a significant occurrence of damage. To achieve the second objective system identification is applied to data acquired from sensors mounted on the vehicle chassis. 2. West Street On-Ramp (WSOR) Bridge The West Street On-Ramp (WSOR), Fig. 1, is a three span continuous curved concrete box girder bridge spanning 151.3m (496.5ft) over the Santa Ana Freeway (I-5) in the city of Anaheim, California.
5 Summary plan and section details are provided in Fig. 2. The box girder is a single-cell cast-in-place prestressed and post-tensioned concrete box girder aligned at 12% to horizontal. Concrete traffic barriers, integral with the deck, 0.8m high, are provided on outer edges of both traffic lanes with an additional 1.6m high sound wall on the south side. In plan the radius of curvature is 167.6m and the three spans, running south to north, are 45.8m, 60.1m and 45.4m long respectively. At opposite abutments the box girder is supported on two reinforced elastomeric bearing pads in abutment seats and is nominally simply supported. The bents, 2.7m diameter, are continuous with the box girder due to the main bent reinforcement being anchored in solid concrete diaphragms filling the girder void at these locations. Each bent is founded on a reinforced concrete pad footing supported in turn on sixty nine 0.4m diameter, approximately 10m long tubular steel piles. The WSOR Bridge was designed in accordance with the American Association of State Highway and Transportation Officials (AASHTO) 1983 Standard Specifications for Highway Bridges with interims and revisions by Caltrans [26]. Once construction was completed in 2001 the WSOR became the first permanently instrumented curved short-span bridge in Orange County, California. 3. Long-Term Monitoring and Vehicle Crossing Tests Data monitoring commenced in The various accelerometer locations on the bridges are indicated in Fig. 2. Accelerometer orientations facilitated capture of 6 transverse (#'s 1,2,5,7,9,11), 3 vertical (#'s 3,8,10), and 2 longitudinal (#'s 4,6) measurement data sets simultaneously. The monitoring system was configured to record automatically at acceleration levels exceeding 0.002g in either channels 6, 7 or 8 at the base of Bent 1. Once triggered data is sampled at 100Hz for 60s corresponding to a Nyquist frequency of 50Hz, which has previously been shown to be sufficient to accurately capture the lower modes of vibration of bridges of this category [22]. In the period to April 2010, 1350 datasets were recorded. A manual triggering option was used during vehicle crossing tests in order to continuously record the bridge response to the multiple crossings of the test vehicle.
6 The test vehicle used was a Caltrans water truck, weighed at a local weigh-station prior to tests, with a gross vehicle weight of 225kN (mass of 22980kg) made up from 57kN at the front axle and 84kN on each rear axle Acceleration Responses Automatically Triggered Records By correlating recording dates with seismic activity in the state of California it was possible to separate the data into responses due to seismic excitation and responses due to other excitation sources. These other excitation sources are predominantly crossing traffic or adjacent traffic. Peak accelerations recorded on each channel, for seismic and non-seismic excitation, are plotted in Fig. 3 and Fig. 4 respectively. During the monitoring period the maximum peak accelerations were due to seismic activity with the magnitudes of response being a function of the earthquake magnitude and proximity of the earthquake epicenter to the bridge site. For the Chino Hills earthquake, with a magnitude of 5.4 and an epicenter approximately 21km (13mi) from the bridge, peak acceleration responses of the order of g were recorded (Fig. 3). The peak levels of excitation due to traffic excitation (Fig. 4) are almost an order of magnitude smaller (up to 0.045g). While the Chino Hills earthquake is characterized by large global transverse excitation consistent with a land mass movement comprising the whole bridge the relative vertical acceleration between the base (channel 8) and the centre of the first span (channel 3) is of the order of 0.25g. This compares to relative vertical accelerations (Fig. 4) of up to 0.045g, between the same two channels, for traffic induced excitation. The extent of transverse response for the other more remote and smaller magnitude earthquakes is not so pronounced and the peak accelerations, vertical responses at the centres of spans (channels 3 and 10), are at least of similar magnitude to the maximum responses due to traffic excitation. Comparing the various acceleration levels induced by traffic activity the predominant trigger is the transverse acceleration at the bent base (recorded on channel 7). The peak accelerations along the span
7 direction are more moderate (channel 6) while there is little or no excitation in the vertical direction (channel 8). Relative to all other channels these are the locations where least excitation occurs this is consistent with the abutments being soundly anchored on pile foundations at the bent footings. The dominant response at bridge deck level occurs at the centers of the first (channel 3) and second (channel 10) spans in the vertical directions with maximum peak accelerations (up to 0.045g) occurring in the first span. Transverse accelerations of up to 0.02g are also recorded. The variation in acceleration levels recorded on all channels is attributed to varying vehicle (traffic) mass, vehicle velocity and whether or not triggering is due to traffic events on the bridge itself or traffic events on Route 5 passing under the bridge. For example, a larger acceleration response at the centre of span 1 would be expected if triggering of the monitoring system was due to a vehicle crossing the bridge than would be observed if the monitoring system was triggered due to traffic effects arising out of activity on Route 5 when the bridge itself might be free of all traffic Vehicle Crossing Tests The sequence and descriptors for the various vehicle crossing tests are listed in Table 1. All vehicle crossing tests were undertaken in a single day of closure of the bridge to all other traffic. Relative to the beginning of the bridge (BB), see Fig. 2, both forward (BB-EB) and return (EB-BB) crossings were undertaken with the vehicle using either traffic lane, L1 (northside) or L2, and also travelling along the centre line of the bridge (CL). The range of tests studied the effects of a normal moving load (ML), the presence of a timber 'bump' obstruction (BPL) and a sudden 'braking' load (BRL). For the 'bump' tests a timber joist (approximately 0.05m x 0.05m in cross section) was laid on the road surface, for the test vehicle to travel over, close to the centers of spans 1-3 (locations S1, S2 and S3). For 'braking' tests the driver was instructed to brake suddenly (at locations S1, S2 or S3) until a complete stop was reached and then re-start. In each test the driver was instructed to maintain a steady vehicle speed. Unfortunately, high speeds were not attainable due to available run-off distances at either end of the bridge. Therefore, vehicle speeds ranged between 'very slow' (approximately 16km/h), 'slow' (24 27km/h), 'medium' (32km/h) to
8 moderate (up to 40km/h). The quoted speeds are those reported by the driver at the end of each test, however, it should be noted that these predetermined and constant crossing speeds were difficult to specify and control accurately. The peak acceleration readings recorded during each of the tests are plotted in Fig. 5. For the range of tests, and vehicle speeds considered, there is no discernible relationship between crossing speed and magnitude of response. In tests 5 & 6 the vehicle traversed the bridge from EB to BB at a 'slow' speed while the speed was increased to moderate for tests 7 & 8 without any significant difference in recorded response. In the absence of bumps on the roadway the maximum vertical acceleration recorded in the middle of the first span and second spans were approximately 0.015g and 0.010g respectively. Compared to the responses in these spans during the long-term monitoring program this suggests that the bulk of the vehicles, or combinations of vehicles, triggering the monitoring system, and for which data is retained, are of at least similar weight to the test vehicle with peak masses (based on peak responses on these channels of 0.045g and 0.025g respectively) in the order of three times the test vehicle weight. During the vehicle crossing tests the maximum responses occurred when there are bumps on the road surface. In test 12 the test vehicle travelled along the bridge from the end of the bridge (EB-BB) at 11.2m/s (40km/h, 25mph) resulting in an acceleration response of less than 0.01g at the centre of span 2 (channel 10). On repeating this test with a bump in span 3 (the first span traversed as the test vehicle travels from the end of the bridge back to the beginning) the acceleration response increases to 0.035g (tests 17 & 18) more than a threefold increase in response attributable to the bump. This is due to increased dynamic loaded imparted by the vehicle having been excited by the bump. The single bump tests (tests 13 to 18), during which speeds were approximately 6.7m/s (24km/h, 15mph) on lane L1 and 11.2m/s (40km/h, 25mph) on lane L2 and on the center CL, indicate that the induced excitation of the vehicle by the bump is more significant than any speed effect. The L1 test responses are
9 consistently higher than the CL tests despite the lower test speeds. For these tests the critical parameter was the lane in which the vehicle travelled with the highest responses recorded for L2 tests followed by L1 and then CL tests. This is attributed to lanes L1 and L2 being offset from the centroidal axis of the bridge deck and hence the mobilization of a torsional response in the deck system. At the middle of span 2 (channel 10) the bridge response is amplified by up to 300% when the test vehicle travels in L2 compared to along the centreline. The same effect is not apparent in the tests without bumps indicating that it is induced external excitation of a crossing vehicle rather than its crossing speed that is most important parameter for bridge vehicle interaction studies. 3.2 Identification of Modal Parameters The dynamic properties of the WSOR were determined using the frequency domain decomposition (FDD) technique [19] for all datasets. In order to reduce background noise a butterworth infinite impulse response filter of order 8 was applied to the data with a passband defined by a lower frequency of 1Hz and a higher frequency of 10Hz Ambient Vibration Records The first singular values extracted from two datasets measured on 01/06/2010 are plotted in Fig. 6. The third natural frequency is consistently identified at 2.64 Hz, while the first and second are identified as being between Hz and Hz respectively. The respective amplitudes for the different modes vary between the two datasets. For the data recorded at 10:57am the three modes are equally prominent whereas in the later dataset (11:43am) the contributions of the first and third modes are not as prominent. The vehicle crossing tests, discussed later, explain the cause of this variation in the identified modal parameters. Partial mode shapes (as only two spans of the three were instrumented), associated with these frequencies, are plotted in Fig. 7, along with full 3D numerical modes determined separately [27]. These numerical modes are needed to complete the missed information at the third span. Although the first three modes
10 exhibit some vertical and horizontal coupling it is clear that the first mode is a lateral rocking mode about the longitudinal axis of the bridge with both bents in phase. The second mode of vibration is the first vertical bending mode of the bridge deck while the third identified mode of vibration is a mode combining rocking, with the bents out of phase with each other, and transverse bending of the bridge deck. The first three frequencies identified from singular value plots, constructed for all ambient vibration records are plotted in Fig. 8. Over the course of the monitoring period from the frequencies were found to occur within three different bands. For the data recorded during Winter 2002 the frequencies are clustered around 2.0Hz, 2.4Hz and 2.84Hz. The slight variation in individual frequencies during Winter 2002, and other identified timeframes, can be attributed to the specific conditions that pertained during each triggered event for example different traversing vehicle masses, or indeed no vehicle mass on the bridge if triggering was caused due to traffic passing on Route 5 beneath the bridge. For all datasets subsequent to Winter 2002 the banded distribution of frequencies is similar although there is a small, but consistently gradual, reduction in frequency of vibration for all modes. The average annual frequencies, along with percentage incremental changes, are listed in Table 2. During the 8 year monitoring period the reduction in frequency for the first and third modes is of the order of 8% and 7% respectively compared to a more modest 5% for the second mode. Using the modal assurance criterion (MAC) [28] identical mode shapes yield a MAC value of unity while truly orthogonal mode shapes result in a MAC value of zero. The variation in the resulting MAC matrix terms over the duration of the monitoring period are plotted in Fig. 9. The modes are substantially consistent (MAC values of unity for diagonal terms) and orthogonal (MAC values of zero for offdiagonal terms).
11 Vehicle Crossing Tests First singular values from the data recorded during vehicle crossing Test 1 and Test 21, are plotted in Fig. 10(a). The first and second frequencies, identified at 1.86Hz and 2.25Hz, are consistent with those obtained due to automatic triggering of the monitoring system indicating that the mass of this particular vehicle on the bridge does not significantly affect its frequencies. However, the first dominant mode excited is the first bending mode of the bridge (the second mode of vibration) at approximately 2.25Hz. The higher modes excited close to 3Hz and above are higher bending modes. The aforementioned predominant excitation of the bending mode of the bridge (Fig. 7), the second mode of vibration, is consistent with the passage of a vehicle over the bridge which would be expectedly to preferentially excite the first bending mode (the second mode of vibration of the bridge in this case). Time histories recorded using sensors mounted on the vehicle chassis were also post-processed to obtain frequency domain data. The first singular value for vehicle crossing Test 5 (see Table 1) is plotted in Fig. 11. While there are multiple frequency peaks identified, which include the previously identified bridge frequencies, the dominant frequencies of response are 2.93Hz and 6.055Hz. Test vehicle axle loads and sensor locations on the vehicle chassis are shown in Fig. 11(a) and (b) respectively. Vibration modes of the water truck, generated using the six transducers (T1-T6) mounted on the chassis, are shown in Figs. 11(c-g). Mode shapes at the vehicle dominant frequencies of response, 2.93Hz and 6.055Hz, identify these two prominent peaks as being associated with the dynamics of the test vehicle, see Fig. 11(c) and (d). The mode at 2.93Hz is a rocking mode of the vehicle on its suspension system while the mode at 6.035Hz is the first chassis bending mode. Mode shapes constructed, from the vehicle sensor set, at the bridge frequencies of 1.90Hz, 2.34Hz and 2.637Hz are plotted in Figs. 11(e-g). If the motion of the first corner sensor (T1) with the maximum amplitude of vibration is discounted, as it was discovered after testing that this sensor was not adequately bonded to the vehicle chassis, the three modes extracted, from the vehicle data, at the bridge frequencies,
12 are essentially rigid body modes of vibration of the vehicle indicating that at these frequencies the vehicle mass follows the bridge response. 4. Discussion of Results The most significant finding in this paper has been the reduction in the frequencies for the three lower modes of vibration of the WSOR. The magnitude of change amounts to 7-8% for modes one and three and 5% for mode two over the course of the eight year monitoring period. The decrease is consistent and gradual and there are no step changes which indicate that the reduction is due to damage attributable to any one of the six earthquakes which registered bridge responses. Bridge management records list no structural interventions or additions and the reducing, rather than varying, frequencies discount seasonal environmental conditions which in any event are relatively uniform in Southern California. The MAC values calculated over the period are consistent indicating no changes in the nature of the various modes. The peak acceleration recorded due to regular traffic activity is approximately 0.045g at the centre of the first span (Fig. 4). The distributions of peak accelerations occurrences for channels 3 and 10, measuring vertical midspan accelerations, Fig. 12, shows that this magnitude of acceleration is attained on a few occasions and that the predominant response is of the order of 0.007g-0.015g. The control vehicle used for the vehicle crossing tests had a total weight of 225kN (mass of 22980kg) and resulted in a peak first span acceleration of approximately 0.015g. It could thus be sensibly argued that the site specific traffic loading, on this bridge to date, consisted of relatively light vehicles (<225kN) with occasional, up to 250 over an eight year period, heavier vehicles, or combinations of vehicles, up to a maximum of approximately 675kN (on very limited occasions) based on the assumption of a direct correlation between vehicle mass and bridge induced acceleration. While this determination is reasonably simplistic it indicates a consistent bridge response due to an expected distribution of vehicle weights. It is also interesting to note the apparent step change in the acceleration responses at the start of 2005, Fig. 4. A thesis for this change, supported by the vehicle crossing tests discussed above, is that that datasets
13 recorded prior to 2005 are due to excitation by light traffic or passing traffic on Route 5, over which the WSOR spans, while from 2005 onwards it is due to an increased number of heavy vehicles using the bridge. In Fig. 8 the most prominent frequency identified by frequency domain decomposition from any given dataset is identified by a solid marker. Prior to 2005 the first mode of vibration is consistently the most prominent mode; this would naturally be the mode of vibration in the event of excitation from adjacent traffic. From 2005 onwards the second mode dominates in the recorded responses. The singular value frequency domain decomposition plot shown in Fig. 10(a) shows that it is heavy vehicles crossing the bridge that cause the second mode of vibration, the vertical bending mode in Fig. 7, to be prominent. This implies that those datasets where the second mode is more prominent, over the monitoring period, are due to heavy vehicles crossing the bridge. These occurrences are rare prior to 2005 but more frequent subsequently. Furthermore the monitoring system is biased towards maximum acceleration responses as existing data, if not downloaded, is overwritten when the average acceleration is greater than the smallest average acceleration for currently stored datasets and thus when the frequency of heavy vehicles increases datasets associated with these events dominate the system memory. The bridge carries traffic in one direction only and it is interesting to note that the response recorded at the centre of the first span was consistently higher than that recorded at the centre of the second span, channels 3 and 10 in Fig. 4. This is attributed to the positive slope of the bridge over its first span (approximately 5%) and hence two components of force being applied (vertical and longitudinal) to the bridge causing the vehicle to decelerate as it travels along the first span and also the probability that drivers would have a natural disposition to accelerating as they approach an incline. Once the relatively level second span is reached any vehicle would be travelling at a lower speed and also only one (vertical) component of load would be applied to the bridge deck. The relationship between vehicle speed and amplitude of bridge response was not possible to discern from the controlled vehicle crossing tests undertaken. The limited amount of run-on space at the beginning of the bridge limited the attainable velocity from a standing start up the first span incline. In
14 terms of vehicle-bridge interaction the most important contributing effect was not vehicle speed but rather whether or not the test vehicle itself was oscillating. In the 'bump' tests the amplification of bridge response was significant, as much as 300% on some channels. This has clear implications for bridge management strategies. Features that will contribute to vehicle oscillations include the quality of the road profile, discrete damage on the road surface, expansion joints at opposite ends of the bridge and obstructions (or debris) in the traffic lanes. Proper maintenance and timely repair of these features will minimize vehicle oscillation and hence structural demand on the bridge. The instrumentation mounted on the test vehicle shows some potential, but also some challenges, for the identification of bridge frequencies from vehicle response data alone. In singular value plots derived from vehicle data, Fig. 11, the dominant modes identified are, as anticipated, those associated with the test vehicle. While the bridge frequencies are also identifiable they are not prominent and it is arguable whether they could, in the absence of prior knowledge, be confidently identified as frequencies associated with the bridge as opposed to other contributing factors, such as undulations in the road profile, which would also appear in the frequency domain plots as peaks. 5. Conclusions Acceleration time-histories measured at eleven channels and gathered over an eight year period, immediately after construction was completed, for the West Street On-Ramp Bridge in Southern California have been analyzed. The findings presented are based on the analysis of 1350 ambient vibration datasets, six earthquake responses and twenty two vehicle crossing tests. Sensors mounted on the test vehicle were also used to assess the potential for measuring bridge frequencies. Conclusions, specific to the WSOR, derived from this work are: (1) the second mode of vibration, the first vertical bending mode, is the most dominant mode shape due to vehicle activity on the bridge,
15 (2) the reduction in frequencies of the WSOR (in the order of 7-8% for the first and third modes and 5% for the second mode) has been essentially linear during the 8 years of monitoring, (3) the gradual and continuous nature of the reduction indicates that it is not due to any of the six earthquake events which registered responses at the bridge site, (4) the shapes of the modes of vibration are consistent over the monitoring period indicating that the change in frequencies is due to gradual aging processes rather than any discrete damage event(s), (5) amplification of bridge response due to an obstacle, such as a bump, exceeds any velocity effect, (6) the response of the WSOR is significantly amplified when a vehicle travels in the lane next to the outer face of the curvature, up to 300% compared to along the centerline, (7) bridge frequencies, known a priori, are identifiable from truck sensor data, while more generally the following conclusions are drawn; (1) for long-term monitoring of bridge structures tracking of both frequency and mode shape changes is required so as to distinguish between system changes due to gradual aging or due to a significant occurrence of damage, (2) maintaining a good quality even road surface is a significant measure bridge owners and managers can take to reduce amplification of demand on their bridges due to bridge-vehicle interaction as the amplification of response due to an obstacle is likely to exceed any velocity effect, (3) the response of highly curved bridges is amplified when a vehicle travels in the lane next to the outer face of the curvature, due to the mobilization of a torsional response in the deck system.
16 (4) bridge frequencies are captured in vehicle response data but it remains debatable as to whether they could be confidently identified as bridge frequencies without prior knowledge. It is the authors' opinion that the proposal to use vehicle data for bridge frequency identification deserves further attention. Cleary there is an economic benefit in having a mobile bridge monitoring unit and the potential return for a network of bridges is significant. The more general conclusions provide important advice, and information, to bridge constructors, owners and managers, in respect of the use of monitored data for distinguishing between gradual aging processes and discrete damage events, and also the importance of maintaining a good road surface to alleviate impact forces due to heavy vehicles. In the future, long-term monitoring data recorded at curved bridges will provide further valuable information about whether more of the specific conclusions in this paper can be generalized or they apply only to the WSOR Bridge. Acknowledgements The authors would like to acknowledge with appreciation to the California Department of Transportation, in particular to Mr. Li-Hong Sheng for the support that made this research possible. The authors are also grateful to Dr Yoshio Fukuda from the University of California, Irvine who was responsible for the installation of the equipment on the truck utilized for this research. References [1] Neves LC, Frangopol DM. Condition, safety and cost profiles for deteriorating structures with emphasis on bridges. Reliab Eng Syst Saf 2005;89(2): [2] Orcesi AD, Frangopol DM, Kim S. Optimization of bridge maintenance strategies based on multiple limit states and monitoring. Eng Struct 2010;32(3):
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19 [22] Feng MQ, Kim DK, Yi J-H, Chen Y. Baseline models for bridge performance monitoring. J Eng Mech 2004;130(5): [23] Feng MQ, Kim D-K, Sheng L-H, Fiji LM, Kim YJ. Instrumentation of bridges for long-term performance monitoring. In: Chase SB, Aktan AE, editors. Proceedings of SPIE, vol (1). Newport Beach, CA, U.S.A. 2001, p [24] Yang YB, Lin CW, Yau JD. Extracting bridge frequencies from the dynamic response of a passing vehicle. J Sound Vib 2004;272(3-5): [25] Lin CW, Yang YB. Use of a passing vehicle to scan the fundamental bridge frequencies: An experimental verification. Eng Struct 2005;27(13): [26] California Department of Transportation, "Bridge Design Specifications, 1983 AASHTO with Interims and Revisions by Caltrans," Sacramento, California [27] Fanning P, Feng MQ, Gomez HC. Complementing long-term health monitoring of bridges using numerical models. In: Frangapol D, Sause R, Kusko C, Proceedings of the 5th international association for bridge maintenance and safety conference. Philadelphia, PA, U.S.A. 2010, p [28] Allemang R, Brown D. A correlation coefficient for modal vector analysis. In: Juhl PB, editor. Proceedings of the 1st international modal analysis conference, vol. 1 (1). Orlando, FL, U.S.A. 1982, p Figure captions Fig. 1. The West street on-ramp (WSOR) bridge. Fig. 2. The West street on-ramp structural details and instrumentation layout. The arrows indicate the orientation of the 11 channels. Dimensions in m. Fig. 3. Peak accelerations due to seismic excitation.
20 Fig. 4. Peak accelerations due to excitation other than seismic excitation. Fig. 5. Peak accelerations for vehicle crossing tests. Fig. 6. Frequency domain decomposition applied to two data sets measured on 01/06/2010 at 10:57am and 11:43am respectively. Fig. 7. Measured and numerical modes of vibration. Fig. 8. WSOR identified frequencies from 2002 to Fig. 9. Variation in MAC values from 2002 to Fig. 10. Frequency domain decomposition applied to data recorded: (a) during vehicles crossing test 1 and test 21; (b) on vehicle sensors during test 5. Fig. 11. Test vehicle vibration modes identified from test 5: (a) axle loads of vehicle; (b) sensor layout on vehicle chassis; (c) and (d) chassis vibration modes; (e-g) rigid body vehicle modes. Fig. 12. Occurrence of peak acceleration magnitudes at midspan locations during the monitoring period : (a) CH 3; (b) CH 10.
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|Retrieving Messages Out of Sequence
|Mon, 17 Sep 2007 21:47:07 GMT
Howdy We are currently experiencing a bit of a problem with one of our applications which relates to messages being retrieved from the queue not in order / sequence. The basic idea is as follows We create 3 sets of messages Each message is tagged to a unique group Each message is tagged with a sequence number of 1 - 3 Each message is sent to the queue separately Now when we view the queue the messages are lined up in order ( ie Group A = 1 , 2 , 3 ) When we retrieve the messages though there is a very high chance that the messages dont come off the queue in the order they were put on there. If we have to sets of 3 messages ( from group A / B ) they tend to come across along the lines of A1 , B1 , A3 , B3 , A2 , B2. Now sometimes they shuffle around sometimes they come of the queue properly ( mostly only when 1 set of messages is active any more then that and the order breaks ) The way we retrieve the messages is also very simple, we simply poll the queue and grab each message one by one. I did some reading and there were a few bugs reported back in version 4.0.x that mentioned these problems. I tried this exercise with versions 4.0.1 and 4.1.1 and neither seem to work correctly. Is there a work around to this problem or maybe I am just doing something very silly that is causing this. Anyway if someone could let me know that would be most beneficial. Thanks ! -- View this message in context: http://www.nabble.com/Retrieving-Messages-Out-of-Sequence-tf4470245s2354.html#a12745847 Sent from the ActiveMQ - User mailing list archive at Nabble.com.
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Short Circuit - She Wasnt Ready (Original Mix) MP3
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Short Circuit - She Wasnt Ready (Original Mix) MP3
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Name:Shawn Shernoff
- Mathematics Manipulation
- Numerical Precision
- Biological, Chemistry, Physics, Quantity, Variable, Time, Shape , Logic, and Reality Manipulation (Possibly others not listed here)
- Mathematical Projection
- Mathematical Teleportation
Personality:A hedonist by nature (mostly due to his ungodly power) He is always looking for something fun to do, whether it be murder an entire town with the bones dug from the local cemetery, or starting a circus, using only octopi. Random Stuff About Shawn:It is unknown where exactly Shawn came from, though some speculations arise when speaking of him. Some say he gets his abilities from technology unimaginable to any mortal, others guess that he sold his soul to the devil in order to get his insane abilities, but all agree that he is a force that shouldn't be underestimated. Able to control any and all forms of numbers, whether calculatable or not, he can make the smallest pebble into a supernova or vice versa, and isn't really limited to what numbers he can manipulate (except infinity, of course)
(Side note: This probably isn't the final version of his story, WRITING IS HARD)


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It is a set reality that any a man can create by mental act mentally, he can bring down into natural action. Meeting and picking up individual women for whatsoever love, sex, and romance must track if the proper psychosomatic pictures are created and maintained, for this sets in motion the law of do and event.
To backing you originate the mental pictures of school assembly and output up spinster women, I will draw a extremely impressive approach to change your unconscious consciousness next to psychological pictures.
You asymptomatic status in the order of four cards. The spinal column of firm will do a moment ago severe. Just keep in touch the word, "LOVE CONNECTION," or any otherwise speech or voice communication you friend beside debate and yield up lone women near on these card game. Carry one in your wallet, set one on your bath mirror, locate one by your bed, later different one wherever you practise. Whenever you facial expression at these cards, spiritually reflection yourself assignation and picking up unique women. By introduction these card game in many areas, this will enable you to see mentally, the pictures at all hours of the day.
I Know What You're Thinking: Using the Four Codes of Reading People to Improve Your Life
Strength of Materials
Crimes Against Logic: Exposing the Bogus Arguments of Politicians, Priests, Journalists, and Other Serial Offenders
Progress in Optics, Vol. 25
The Marsh Arabs (Penguin Classics)
Cry of the Eagle (Toltec Teachings)
Navigating Perilous Waters: An Israeli Strategy for Peace and Security (Israeli History, Politics and Society)
An Unmentionable Murder (A Manor House Mystery)
Skeleton Justice (Vintage Crime/Black Lizard)
A History of Philosophy, Volume 3: Late Medieval and Renaissance Philosophy: Ockham, Francis Bacon, and the Beginning of the Modern World
Asian Politics in Development: Essays in Honour of Gordon White
Diseases of the Gallbladder and Bile Ducts: Diagnosis and Treatment
Modern irregular warfare: In defense policy and as a military phenomenon
What Can Live in the Ocean?
In adding together to victimisation the card game during the day, it is good to gawp at them up to that time you go to snooze at dark and upon awaking in the antemeridian and emotionally print yourself engagement and pick up many libidinous lone women. These two periods of the day are significantly key moments to distillation upon thoughts near further drive and feeling. It is stabilising to sort these pictures for the duration of the day because the much normally you outline your psychical pictures hardbacked with desire, the speedier the activity.
In conclusion, you should make clear to nonentity what the libretto on the cards be determined or bestow anyone any plan as to what you are annoying to fulfill. Just preserve it to yourself. Any open-air disdain or advice can be difficult to your natural event next to these methods.
P.S. This piece is an extract from our best-seller, "The Complete Guide to Meeting Women."
Fretboard Roadmaps: The Essential Guitar Patterns That All the Pros Know and Use (Guitar Techniques)
Ciencia para la television. El documental cientifico y sus claves
War and the Works of J.R.R. Tolkien (Contributions to the Study of Science Fiction and Fantasy)
The Life You Were Born to Live: A Guide to Finding Your Life Purpose
The Soviet reach for the moon: The L-1 and L-3 manned lunar programs and the story of the N-1 "Moon Rocket"
Spintronics: Materials, Applications, and Devices
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The Pursuit of Justice: Law and Economics of Legal Institutions
The Cambridge History of Latin America 12 Volume Hardback Set: The Cambridge History of Latin America, Volume 2: Colonial Latin America
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Sams Teach Yourself Visual Basic 2010 in 24 Hours Complete Starter Kit (Sams Teach Yourself -- Hours)
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The Ask: A Novel


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Internal Audit, Corporate Risk, New York, Vice President
The Goldman Sachs Group, Inc. is a leading global financial services firm providing investment banking, securities and investment management services to a substantial and diversified client base that includes corporations, financial institutions, governments and high-net-worth individuals. Founded in 1869, the firm is headquartered in New York and maintains offices in London, Frankfurt, Tokyo, Hong Kong and other major financial centers around the world
Internal Audit (IA) supports the Board of Directors' Audit Committee and senior firm leadership in fulfilling their oversight roles by independently assessing the firm's internal control structure, raising awareness of control risk, providing advice to management in developing control solutions, and monitoring the implementation of management's control measures.
IA is comprised of the following global functional audit teams covering the various business areas of the firm: Capital Markets, Investment Management, Corporate, Enterprise, GS Bank USA, and Technology.
Basic Qualifications- Team-oriented with a strong sense of ownership and accountability
- Strong leadership, interpersonal, and relationship management skills
- Strong verbal and written communication skills, including verbal presentation skills
- Strong project management skills and experience
- Solid quantitative or qualitative risk assessment skills
- Control mind set
- Highly motivated with the ability to multi-task and remain organized in a fast-paced environment
- 10-15 years of experience in the financial services industry or a related control function
- B.Sc. or M.Sc. degree in engineering, finance or risk management, or M.B.A. with concentration in finance
- Preferred: prior work experience in internal audit or independent validation function for quantitative or operational risks, investment banking financial or operational risk management or Big 4 risk advisory or similar
Preferred QualificationsProduct Specific Skills and Experience:
- Solid understanding of financial concepts, pricing and/or operations related to credit, interest rate, FX, equity and commodity products
- Any combination of risk management disciplines: credit risk (commercial lending or trading counterparty credit), market risk, operational risk, funding / liquidity risk
Knowledge in any of the following areas is preferred:
- Risk measurement theory (e.g., Value-at-Risk (VaR), stress testing)
- Capital adequacy related topics, including Basel Capital Accord regulatory requirements (advanced model-based and/or standardized frameworks), Comprehensive Capital Analysis and Review (CCAR), Dodd Frank Act Stress Test (DFAST)
- Controls surrounding risk governance, risk assessments, risk measurement, risk limits and monitoring, management, Board and regulatory risk reporting
Goldman Sachs is an equal employment/affirmative action employer Female/Minority/Disability/Vet. © The Goldman Sachs Group, Inc., 2015. All rights reserved.
Meet Some of Goldman Sachs's Employees
Sabrina H.
Private Wealth Advisor
Sabrina is an entrepreneur within Goldman Sachs' team-driven culture—mobilizing an elite team of wealth management professionals that help high net-worth individuals identify investment solutions including trusts, endowments, and real estate.
Back to top


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Criminal Law
Criminal Law Questions? Ask a Criminal Lawyer.
no just discharged
what do you think i should do if i go to court
could i request drug court and could that help and do you think the judge would look at what the treatment center recommend that i go to to na meetings and outpatient treatment
thank you how do i


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"We need to draw business and industry that will consume what we grow. I want your commodities consigned here. If I have enough to consume what you grow, then prices are going to stay up."
Related quotes
"Knowledge is not simply another commodity. On the contrary. Knowledge is never used up. It increases by diffusion and grows by dispersion."
"The Canadian currency is considered a commodity currency. When commodities prices are up, investors tend to have exposure to the currency."
"It is clear that China is in the middle of a global commodity chain, feeding consumption by consumers in the U.S. and EU who are demanding low priced forest products. There are key roles for consumer countries to play in transforming this trade into one that benefits forests and people."
"It's more like the specialty vegetable crops than it's like growing a big commodity like corn or soybeans."
"It isn't like you are replacing something (industrial and office properties) that is a precious commodity at this point. Vacancy rates are still pretty high."
"The key factor in the first half of 1999 will be sluggish demand for industrial commodities. That will keep markets under wraps and make rallies short-lived."


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Tawam Hospital Launches 3rd Annual Blood Donation Campaign
Tawam Hospital, in affiliation with Johns Hopkins Medicine, launched its third annual blood donation campaign. The month long initiative that began on May 15th, 2010 continues as a run up to International World Blood Donor Day on June 14th, 2010 under the theme New Blood for the World.
Would-be donors are encouraged to visit Tawam Hospital's Regional Blood Bank - one of the largest free standing blood donation centers in the UAE - where they can help save the lives of people undergoing critical operations at the hospital and across the UAE. Tawam Hospital hopes to welcome more than 50 donors each day at the Regional Blood Bank in the run up to World Blood Donor Day. The Blood Bank is open for donations from 8:00 am to 8:00 pm from Sunday to Thursday, and Saturday from 10:00 am to 6:00 pm.
"Tawam Hospital is holding its campaign again this year to raise awareness of the need for blood in all hospitals in Al Ain and the Eastern Region of the UAE," said Dr. Steve Matarelli, Chief Operating Officer of Tawam Hospital.
"Statistics show that one in four of us will require a blood transfusion at least once in our lifetimes – that's someone in every family. The need for blood supplies can vary depending on the region and time of year, but as donor qualifications continue to become stricter and as the donor population ages, our nation runs the risk of running out of critical blood supplies. With this campaign we want to convey the importance of regular volunteer blood donation, and encourage the younger generation of the UAE to save lives by donating blood. As many as three people's lives can be saved as a result of just one donation," he added.
Donating blood is a fast and simple procedure. Blood donors can donate up to half a liter of blood (one unit) ) every two and half to three months; this amount is small, given that the body contains five to six liters (10 to 12 units) of blood. The full blood donation procedure, takes no more than 15 to 20 minutes.
"The need for blood increases during holidays and summer months, where people are more likely to be traveling and are active during these times, and are at an increased risk of accidents. This campaign is essential because blood cannot be manufactured; it can only come as a gift from people. Although only five per cent of eligible donors across the nation actually donate blood, the number of donations nationwide is increasing by 20% every year, which is a great sign of the generosity of people across the UAE. However the need for blood is also increasing, so we need more people to donate, and donate regularly," said Hamad Al Mulla, Technical and Administrative Director, Regional Blood Bank, Tawam Hospital
The Al Ain Police Department, Military, Al Ain Municipality, Ministry of Education, Universities, Colleges and companies from across the private sectors as well as some local societies, are all regular donors. The Al Ain Sport Club signed an agreement to become part of the Tawam Hospital blood donation campaign in 2007.
There are a number of different blood types - O positive and negative, A positive and negative, B positive and negative, AB positive and negative. Distribution may be different for specific racial and ethnic groups, but in an emergency, anyone can receive type O Neg red blood cells, therefore people with type O blood are known as 'universal donors', and those with type AB blood are known as 'universal recipients'.
Tawam Hospital is part of the SEHA HealthSystem and is owned and operated by Abu Dhabi Health Services Company PJSC (SEHA) which is responsible for the curative activities of all the public hospitals and clinics in the Emirate of Abu Dhabi. The hospital is managed by Johns Hopkins Medicine International.
Top Headlines
- Tawam Hospital Saved the Life of a 13 year old Road Accident Victim Using a Rare Nonsurgical Technique
- Tawam Hospital in affiliation with Johns Hopkins Medicine organizes a blood donation campaign under the theme " A Drop of Blood = Life"
- Georgetown University hosts families at its 3rd Annual Family Day
- Beirut River Flows Blood Red
- NBAD runs blood donation campaigns at 6 locations


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That little blur in the screenshot above is a kitten who is dealing with its fear of a slightly moving rug by repeatedly bouncing on it like a furry jumping bean. Who knows what it thinks it will accomplish, but it's fun to watch.
Check it out after the jump.
(via LS)


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Kate Hansen
2014 Winter Olympian
Currently: Olympian at United States Olympics Committee
Location: la canada CAShare profile
I have a passion for Public Relations and Marketing and love helping companies achieve their highest goals. I graduated from La Canada High School with a 4.0 GPA and I am currently attending Brigham Young University. I am studying Public Relations and Business and plan to graduate in 2016. I have been a member of the US Luge team for 7 years and had the opportunity to compete in the 2014 Sochi Olympics. I finished in the top 10 and was deemed "Sochi's Sweetheart" by Yahoo! Sports. I am currently a game host for the Dodgers and Brigham Young University. Both positions entail marketing, social media, planning and executing promotions during all athletic games. I have a passion for music, sports, and people and I thrive off of learning new things and meeting people from around the world.
Work ExperienceEdit
Interests & GroupsEdit
- Skiing
- surfing
- music
- dancing
- meeting new people
- all of them besides ballet
- no groups
Education HistoryEdit
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Hampton Inn Concord/Kannapolis2
612 Dickens Place NE, Concord, 28025
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About the hotel
shift your vacation into high gear…welcome to the Hampton Inn Concord/Kannapolis. If you love NASCAR or any other gasoline-fueled entertainment, you're going to love our Hampton Inn Concord Kannapolis hotel. Just minutes from Charlotte Motor Speedway, Concord Motorsports Park, and the zMAX Dragway, our Concord, NC hotel is a racing fan's dream.
We're especially close to the Dale Trail and the Dale Earnhardt Tribute Center. Whether you're a racing fan or not, you'll find lots to do at our Concord hotel. Shape the future at the NC Research Campus. Take in a show at the Cabarrus Arena & Event Center. Race go-karts at the NASCAR Speedpark. Spend an afternoon golfing or fishing. Or go bargain hunting - when you stay at our Concord, NC hotel, you'll be minutes from Concord Mills Mall, the number-one shopping destination in North Carolina. No matter the reason for your visit, few Concord, North Carolina hotels will make you feel more at home, so why not book a room today? Bring your family to our Hampton Inn, and get ready to shift your vacation into high gear. services & amenitiesNot many Concord, NC hotels can match our passion for taking good care of you. That's why we offer a full range of services and amenities to make your stay exceptional. And we're a pet-friendly hotel, so your pet can stay with us, too. Whether you're planning a meeting or need accommodations for a reunion or sports team, our Concord, North Carolina hotel is delighted to offer tools to make the process quick and organized.
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