Investigating the Effects of Various Crowd Characteristics on the Dynamic Properties of an Occupied Structure

One of the challenges for structural engineers during design is considering how the structure will respond to crowd-induced dynamic loading. It has been shown that human occupants of a structure do not simply add mass to the system when considering the overall dynamic response of the system, but interact with it and may induce changes of the dynamic properties from those of the empty structure. This study presents an investigation into the human-structure interaction based on several crowd characteristics and their effect on the dynamic properties of an empty structure. The dynamic properties including frequency, damping, and mode shapes were estimated for a single test structure by means of experimental modal analysis techniques. The same techniques were utilized to estimate the dynamic properties when the test structure was occupied by a crowd with different combinations of size, posture, and distribution. The goal of this study is to isolate the occupant characteristics in order to determine the significance of each to be considered when designing new structures to avoid crowd serviceability issues. The results are presented and summarized based on the level of influence of each characteristic. The posture that produces the most significant effects based on the scope of this research is standing with bent knees with a maximum decrease in frequency of the first mode of the empty structure by 32 percent atthe highest mass ratio. The associated damping also increased 36 times the damping of the empty structure. In addition to the analysis of the experimental data, finite element models and a two degree-of-freedom model were created. These models were used to gain an understanding of the test structure, model a crowd as an equivalent mass, and also to develop a single degree-of-freedom (SDOF) model to best represent a crowd of occupants based on the experimental results. The SDOF models created had an averagefrequency of 5.0 Hz, within the range presented in existing biomechanics research, and combined SDOF systems of the test structure and crowd were able to reproduce the frequency and damping ratios associated with experimental tests. Results of this study confirmed the existence of human-structure interaction andthe inability to simply model a crowd as only additional mass. The two degree-offreedom model determined was able to predict the change in natural frequency and damping ratio for a structure occupied by multiple group sizes in a single posture. These results and model are the preliminary steps in the development of an appropriate methodfor modeling a crowd in combination with a more complex FE model of the empty structure.

Using the Natural Period of a Structure as an Indicator of the Significance of Second-Order Effects

This study investigates the feasibility of predicting the momentamplification in beam-column elements of steel moment-resisting frames using the structure's natural period. Unlike previous methods, which perform moment-amplification on a story-by-story basis, this study develops and tests two models that aim to predict a global amplification factor indicative of the largest relevant instance of local moment amplification in the structure. To thisend, a variety of two-dimensional frames is investigated using first and secondorder finite element analysis. The observed moment amplification is then compared with the predicted amplification based on the structure's natural period, which is calculated by first-order finite element analysis. As a benchmark, design moment amplification factors are calculated for each story using the story stiffness approach, and serve to demonstrate the relativeconservatism and accuracy of the proposed models with respect to current practice in design. The study finds that the observed moment amplification factors may vastly exceed expectations when internal member stresses are initially very small. Where the internal stresses are small relative to the member capacities, thesecases are inconsequential for design. To qualify the significance of the observed amplification factors, two parameters are used: the second-order moment normalized to the plastic moment capacity, and the combined flexural and axial stress interaction equations developed by AISC

Study of the Compressive Strength of Aluminum Curved Elements

Currently, the Specification for Aluminum Structures (Aluminum Association, 2010) shows thin-walled aluminum plate sections with radii greater than eight inches have a lower compressive strength capacity than a flat plate with the same width and thickness. This inconsistency with intuition, which suggests any degree of folding a plate should increase its elastic buckling strength, inspired this study. A wide range of curvatures are studied—from a nearly flat plate to semi-circular. To quantify the curvature, a single non-dimensional parameter is used to represent all combinations of width, thickness and radius. Using the finite strip method (CU-FSM), elastic local buckling stresses are investigated. Using the ratio of stress values of curved plates compared to flat plates of the same size, equivalent plate-buckling coefficients are calculated. Using this data, nonlinear regression analyses are performed to develop closed form equations for five different edge support conditions. These equations can be used to calculate the elastic critical buckling stress for any curved aluminum section when the geometric properties (width, thickness, and radius) and the material properties (elastic modulus and Poisson’s ratio) are known. This procedure is illustrated in examples, each showing the applicability of the derived equations to geometries other than those investigated in this study and also providing comparisons with theoretically exact numerical analysis results.

Chemical compatibility of soil-bentonite cutoff wall backfills containing modified bentonites

This study examined the chemical compatibility of several model soil-bentonite(SB) backfills with an inorganic salt solution (CaCl2). First, bentonite-water slurry was created using a natural sodium-bentonite, as well as two modified bentonites –multiswellable bentonite (MSB) and a “salt-resistant” bentonite (SW101). Once slurries that met typical construction specifications had been created using the various bentonites,the model SB backfills were prepared for each type of bentonite. These backfills werealso designed to meet conventional construction and design requirements. The SB backfills were then subjected to permeation with tap water and/or CaCl2 solutions of various concentrations in order to evaluate the compatibility of the SB backfills with inorganic chemicals. The results indicate that SB backfill experiences only minor compatibility issues (i.e., no large differences between the hydraulic conductivity of the SB backfill to tap water and CaCl2) compared to many other types of clay barriers. In addition, SB backfills show no major change in final hydraulic conductivity to CaCl2 when permeated with tap water before CaCl2 versus being permeated with CaCl2 directly. These results may be due to the ability of the bentonite in the SB backfills to undergo osmotic swelling before permeation begins, and the inability of the CaCl2 solutions to undo the osmotic swelling. Similar results were obtained for all three clays tested, and while MSB did show less compatibility issues than the natural bentonite and SW101, it appears that the differences in performance may generally be negligible. Overall, thisstudy makes a significant addition to the understanding of SB cutoff wall compatibility.

Hydraulic sustainability of soil-bentonite cutoff walls subjected to cyclic wetting and drying

This study investigated the effect of cyclic wetting and drying on the backfill used in soil-bentonite (SB) cutoff walls. For this purpose, model SB vertical cutoff wall backfills were prepared comprising of a fine grained mortar sand and 2% bentonite (by total weight) and 4% bentonite (by total weight). Results of the study indicate that the volume change is influenced by the bentonite content, that is, the increase in volume change increased with increasing bentonite content.

Monitoring and Modeling of the Hydraulic and Sediment Processes at In-Stream Restoration Structures in the Vicinity of a Bridge Crossing

The long-term performance of infrastructure depends on reliable and sustainable designs. Many of Pennsylvania’s streams experience sediment transport problems that increase maintenance costs and lower structural integrity of bridge crossings. A stream restoration project is one common mitigation measure used to correct such problems at bridge crossings. Specifically, in an attempt to alleviate aggradation problems with the Old Route 15 Bridge crossing on White Deer Creek, in White Deer, PA, two in-stream structures (rock cross vanes) and several bank stabilization features were installed along with a complete channel redevelopment. The objectives of this research were to characterize the hydraulic and sediment transport processes occurring at the White Deer Creek site, and to investigate, through physical and mathematical modeling, the use of instream restoration structures. The goal is to be able to use the results of this study to prevent aggradation or other sediment related problems in the vicinity of bridges through improved design considerations. Monitoring and modeling indicate that the study site on White Deer Creek is currently unstable, experiencing general channel down-cutting, bank erosion, and several local areas of increased aggradation and degradation of the channel bed. An in-stream structure installed upstream of the Old Route 15 Bridge failed by sediment burial caused by the high sediment load that White Deer Creek is transporting as well as the backwater effects caused by the bridge crossing. The in-stream structure installed downstream of the Old Route 15 Bridge is beginning to fail because of the alignment of the structure with the approach direction of flow from upstream of the restoration structure.

Secondary Collisions Revisited: Real-World Crash Characteristics and Relationship to Crash Test Criteria

Previous research conducted in the late 1980’s suggested that vehicle impacts following an initial barrier collision increase severe occupant injury risk. Now over twenty-five years old, the data used in the previous research is no longer representative of the currently installed barriers or US vehicle fleet. The purpose of this study is to provide a present-day assessment of secondary collisions and to determine if full-scale barrier crash testing criteria provide an indication of secondary collision risk for real-world barrier crashes. The analysis included 1,383 (596,331 weighted) real-world barrier midsection impacts selected from thirteen years (1997-2009) of in-depth crash data available through the National Automotive Sampling System (NASS) / Crashworthiness Data System (CDS). For each suitable case, the scene diagram and available scene photographs were used to determine roadside and barrier specific variables not available in NASS/CDS. Binary logistic regression models were developed for second event occurrence and resulting driver injury. Barrier lateral stiffness, post-impact vehicle trajectory, vehicle type, and pre-impact tracking conditions were found to be statistically significant contributors toward secondary event occurrence. The presence of a second event was found to increase the likelihood of a serious driver injury by a factor of seven compared to cases with no second event present. Twenty-four full-scale crash test reports were obtained for common non-proprietary US barriers, and the risk of secondary collisions was determined using recommended evaluation criteria from NCHRP Report 350. It was found that the NCHRP Report 350 exit angle criterion alone was not sufficient to predict second collision occurrence for real-world barrier crashes.

Investigation of Human-Structure Interaction Through Experimental and Analytical Studies

Vibration serviceability is a widely recognized design criterion for assembly-type structures, such as stadiums, that are likely subjected to rhythmic human-induced excitation. Human-induced excitation of a structure occurs from the movement of the occupants such as walking, running, jumping, or dancing. Vibration serviceability is based on the level of comfort that people have with the vibrations of a structure. Current design guidance uses the natural frequency of the structure to assess vibration serviceability. However, a phenomenon known as human-structure interaction suggests that there is a dynamic interaction between the structure and passive occupants, altering the natural frequency of the system. Human-structure interaction is dependent on many factors, including the dynamic properties of the structure, posture of the occupants, and relative size of the crowd. It is unknown if the shift in natural frequency due to humanstructure interaction is significant enough to warrant consideration in the design process. This study explores the interface of both structural and crowd characteristics through experimental testing to determine if human-structure interaction should be considered because of its potential impact on serviceability assessment. An experimental test structure that represents the dynamic properties of a cantilevered stadium structure was designed and constructed. Experimental modal analysis was implemented to determine the dynamic properties of the empty test structure and when occupied with up to seven people arranged in different locations and postures. Comparisons of the dynamic properties were made between the empty and occupied testing configurations and analytical results from the use of a dynamic crowd model recommended from the Joint Working Group of Europe. Data trends lead to the development of a refined dynamic crowd model. This dynamic model can be used in conjunction with a finite element model of the test structure to estimate the dynamic influence due to human-structure interaction due to occupants standing with straight knees. In the future, the crowd model will be refined and can aid in assessing the dynamic properties of in-service stadium structures.

Use of Land Surface Temperature to Estimate Surface Energy Fluxes: Contributions of Wilfried Brutsaert and Collaborators

Land surface temperature (LST) plays a key role in governing the land surface energy budget, and measurements or estimates of LST are an integral part of many land surface models and methods to estimate land surface sensible heat (H) and latent heat fluxes. In particular, the LST anchors the potential temperature profile in Monin-Obukhov similarity theory, from which H can be derived. Brutsaert has made important contributions to our understanding the nature of surface temperature measurements as well as the practical but theoretically sound use of LST in this framework. His work has coincided with the wide-spread availability of remotely sensed LST measurements. Use of remotely sensed LST estimates inevitably involves complicating factors, such as: varying spatial and temporal scales in measurements, theory, and models; spatial variability of LST and H; the relationship between measurements of LST and the temperature felt by the atmosphere; and the need to correct satellite-based radiometric LST measurements for the radiative effects of the atmosphere. This paper reviews the progress made in research in these areas by tracing and commenting on Brutsaert's contributions.

Experimental Evaluation of the Influence of Human-Structure Interaction for Vibration Serviceability

The effects of human-structure interaction on the dynamic performance of occupied structures have long been observed. The inclusion of the effects of human-structure interaction is important to ensure that the dynamic response of a structure is not overestimated. Previous observations, both in service and in the laboratory, have yielded results indicating that the effects are dependent on the natural frequency of the structure, the posture of the occupants, and the mass ratio of the occupants to the structure. These results are noteworthy, but are limited in their application,because the data are sparse and are only pertinent to a specific set of characteristics identified in a given study. To examine these characteristics simultaneously and consistently, an experimental test structure was designed with variable properties to replicate a variety of configurations within a controlled setting focusing on the effects of passive occupants. Experimental modal analysis techniques were employed to both the empty and occupied conditions of the structure and the dynamic properties associated with each condition were compared. Results similar to previous investigations were observed, including both an increase and a decrease in natural frequency of the occupied structure with respect to the empty structure, as well as the identification of a second mode of vibration. The damping of the combined system was higher for all configurations. Overall, this study provides a broad data set representing a wide array of configurations. The experimental results of this study were used to assess current recommendations for the dynamic properties of a crowd to analytically predict the effects of human-structure interaction. The experimental results were used to select a set of properties for passive, standing occupants and develop a new model that can more accurately represent the behavior of the human-structure system as experimentally measured in this study.

Discrete element methods for asphalt concrete : development and application of user-defined microstructural models and a viscoelastic micromechanical model

As an important Civil Engineering material, asphalt concrete (AC) is commonly used to build road surfaces, airports, and parking lots. With traditional laboratory tests and theoretical equations, it is a challenge to fully understand such a random composite material. Based on the discrete element method (DEM), this research seeks to develop and implement computer models as research approaches for improving understandings of AC microstructure-based mechanics. In this research, three categories of approaches were developed or employed to simulate microstructures of AC materials, namely the randomly-generated models, the idealized models, and image-based models. The image-based models were recommended for accurately predicting AC performance, while the other models were recommended as research tools to obtain deep insight into the AC microstructure-based mechanics. A viscoelastic micromechanical model was developed to capture viscoelastic interactions within the AC microstructure. Four types of constitutive models were built to address the four categories of interactions within an AC specimen. Each of the constitutive models consists of three parts which represent three different interaction behaviors: a stiffness model (force-displace relation), a bonding model (shear and tensile strengths), and a slip model (frictional property). Three techniques were developed to reduce the computational time for AC viscoelastic simulations. It was found that the computational time was significantly reduced to days or hours from years or months for typical three-dimensional models. Dynamic modulus and creep stiffness tests were simulated and methodologies were developed to determine the viscoelastic parameters. It was found that the DE models could successfully predict dynamic modulus, phase angles, and creep stiffness in a wide range of frequencies, temperatures, and time spans. Mineral aggregate morphology characteristics (sphericity, orientation, and angularity) were studied to investigate their impacts on AC creep stiffness. It was found that aggregate characteristics significantly impact creep stiffness. Pavement responses and pavement-vehicle interactions were investigated by simulating pavement sections under a rolling wheel. It was found that wheel acceleration, steadily moving, and deceleration significantly impact contact forces. Additionally, summary and recommendations were provided in the last chapter and part of computer programming codes wree provided in the appendixes.

Estimating greenhouse gas emissions of highway construction and rehabilitation to support pavement life cycle assessment

Highway infrastructure plays a significant role in society. The building and upkeep of America’s highways provide society the necessary means of transportation for goods and services needed to develop as a nation. However, as a result of economic and social development, vast amounts of greenhouse gas emissions (GHG) are emitted into the atmosphere contributing to global climate change. In recognizing this, future policies may mandate the monitoring of GHG emissions from public agencies and private industries in order to reduce the effects of global climate change. To effectively reduce these emissions, there must be methods that agencies can use to quantify the GHG emissions associated with constructing and maintaining the nation’s highway infrastructure. Current methods for assessing the impacts of highway infrastructure include methodologies that look at the economic impacts (costs) of constructing and maintaining highway infrastructure over its life cycle. This is known as Life Cycle Cost Analysis (LCCA). With the recognition of global climate change, transportation agencies and contractors are also investigating the environmental impacts that are associated with highway infrastructure construction and rehabilitation. A common tool in doing so is the use of Life Cycle Assessment (LCA). Traditionally, LCA is used to assess the environmental impacts of products or processes. LCA is an emerging concept in highway infrastructure assessment and is now being implemented and applied to transportation systems. This research focuses on life cycle GHG emissions associated with the construction and rehabilitation of highway infrastructure using a LCA approach. Life cycle phases of the highway section include; the material acquisition and extraction, construction and rehabilitation, and service phases. Departing from traditional approaches that tend to use LCA as a way to compare alternative pavement materials or designs based on estimated inventories, this research proposes a shift to a context sensitive process-based approach that uses actual observed construction and performance data to calculate greenhouse gas emissions associated with highway construction and rehabilitation. The goal is to support strategies that reduce long-term environmental impacts. Ultimately, this thesis outlines techniques that can be used to assess GHG emissions associated with construction and rehabilitation operations to support the overall pavement LCA.

Infrared Thermography Enhancements for Concrete Bridge Evaluation

Infrared thermography is a well-recognized non-destructive testing technique for evaluating concrete bridge elements such as bridge decks and piers. However, overcoming some obstacles and limitations are necessary to be able to add this invaluable technique to the bridge inspector's tool box. Infrared thermography is based on collecting radiant temperature and presenting the results as a thermal infrared image. Two methods considered in conducting an infrared thermography test include passive and active. The source of heat is the main difference between these two approaches of infrared thermography testing. Solar energy and ambient temperature change are the main heat sources in conducting a passive infrared thermography test, while active infrared thermography involves generating a temperature gradient using an external source of heat other than sun. Passive infrared thermography testing was conducted on three concrete bridge decks in Michigan. Ground truth information was gathered through coring several locations on each bridge deck to validate the results obtained from the passive infrared thermography test. Challenges associated with data collection and processing using passive infrared thermography are discussed and provide additional evidence to confirm that passive infrared thermography is a promising remote sensing tool for bridge inspections. To improve the capabilities of the infrared thermography technique for evaluation of the underside of bridge decks and bridge girders, an active infrared thermography technique using the surface heating method was developed in the laboratory on five concrete slabs with simulated delaminations. Results from this study demonstrated that active infrared thermography not only eliminates some limitations associated with passive infrared thermography, but also provides information regarding the depth of the delaminations. Active infrared thermography was conducted on a segment of an out-of-service prestressed box beam and cores were extracted from several locations on the beam to validate the results. This study confirms the feasibility of the application of active infrared thermography on concrete bridges and of estimating the size and depth of delaminations. From the results gathered in this dissertation, it was established that applying both passive and active thermography can provide transportation agencies with qualitative and quantitative measures for efficient maintenance and repair decision-making.

CHARACTERIZATION OF ASPHALT MATERIALS CONTAINING BIO OIL FROM MICHIGAN WOOD

The objective of this research is to develop sustainable wood-blend bioasphalt and characterize the atomic, molecular and bulk-scale behavior necessary to produce advanced asphalt paving mixtures. Bioasphalt was manufactured from Aspen, Basswood, Red Maple, Balsam, Maple, Pine, Beech and Magnolia wood via a 25 KWt fast-pyrolysis plant at 500 °C and refined into two distinct end forms - non-treated (5.54% moisture) and treated bioasphalt (1% moisture). Michigan petroleum-based asphalt, Performance Grade (PG) 58-28 was modified with 2, 5 and 10% of the bioasphalt by weight of base asphalt and characterized with the gas chromatography-mass spectroscopy (GC-MS), Fourier Transform Infra-red (FTIR) spectroscopy and the automated flocculation titrimetry techniques. The GC-MS method was used to characterize the Carbon-Hydrogen-Nitrogen (CHN) elemental ratio whiles the FTIR and the AFT were used to characterize the oxidative aging performance and the solubility parameters, respectively. For rheological characterization, the rotational viscosity, dynamic shear modulus and flexural bending methods are used in evaluating the low, intermediate and high temperature performance of the bio-modified asphalt materials. 54 5E3 (maximum of 3 million expected equivalent standard axle traffic loads) asphalt paving mixes were then prepared and characterized to investigate their laboratory permanent deformation, dynamic mix stiffness, moisture susceptibility, workability and constructability performance. From the research investigations, it was concluded that: 1) levo, 2, 6 dimethoxyphenol, 2 methoxy 4 vinylphenol, 2 methyl 1-2 cyclopentandione and 4-allyl-2, 6 dimetoxyphenol are the dominant chemical functional groups; 2) bioasphalt increases the viscosity and dynamic shear modulus of traditional asphalt binders; 3) Bio-modified petroleum asphalt can provide low-temperature cracking resistance benefits at -18 °C but is susceptible to cracking at -24 °C; 3) Carbonyl and sulphoxide oxidation in petroleum-based asphalt increases with increasing bioasphalt modifiers; 4) bioasphalt causes the asphaltene fractions in petroleum-based asphalt to precipitate out of the solvent maltene fractions; 5) there is no definite improvement or decline in the dynamic mix behavior of bio-modified mixes at low temperatures; 6) bio-modified asphalt mixes exhibit better rutting performance than traditional asphalt mixes; 7) bio-modified asphalt mixes have lower susceptibility to moisture damage; 8) more field compaction energy is needed to compact bio-modified mixes.

MATURE FINE TAILINGS (MFTs): A STUDY OF COMPRESSIVE STRENGTH AND RHEOLOGICAL PROPERTIES OF ATHABASCA OIL SANDS PETROLEUM MINING WASTE APPLIED IN CONCRETE MIXTURES

This study investigates the compressive properties of concrete incorporating Mature Fine Tailings (MFTs) waste stream from a tar sands mining operation. The objectives of this study are to investigate material properties of the MFT material itself, as well as establish general feasibility of the utilization of MFT material in concrete mixtures through empirical data and visual observations. Investigations undertaken in this study consist of moisture content, materials finer than No. 200 sieve, Atterburg Limits as well as visual observations performed on MFT material as obtained. Control concrete mixtures as well as MFT replacement mixture designs (% by wt. of water) were guided by properties of the MFT material that were experimentally established. The experimental design consists of compression testing of 4”-diameter concrete cylinders of a control mixture, 30% MFT, 50% MFT and 70% MFT replacement mixtures with air-entrainer additive, as well as a control mixture and 30% MFT replacement mixture with no air-entrainer. A total of 6 mixtures (2 control mixtures, 4 replacement mixtures) moist-cured in lime water after 24 hours initial curing were tested for ultimate compressive strength at 7 days and 28 days in accordance to ASTM C39. The test results of fresh concrete material show that the addition of air-entrainer to the control mixture increases slump from 4” to 5.5”. However, the use of MFT material in concrete mixtures significantly decreases slump as compared to controls. All MFT replacement mixtures (30%, 50%, and 70%) with air-entrainer present slumps of 1”. 30% MFT with no air-entrainer presents a slump of 1.5”. It was found that 7-day ultimate compressive stress was not a good predictor of 28-day ultimate compressive stress. 28-day results indicate that the use of MFT material in concrete with air-entrainer decreases ultimate compressive stress for 30%, 50% and 70% MFT replacement amounts by 14.2%, 17.3% and 25.1% respectively.