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- Angewandte Mathematik (11)
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- Auxiliary lane; Conflict Indexes; Road safety; Traffic Conflict Technique; U-turn (1)
- Beam-to-column connection; semi-rigid; flush end-plate connection; moment-rotation curve (1)
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Year of publication
- 2016 (19) (remove)
Broadband electromagnetic frequency or time domain sensor techniques present high potential for quantitative water content monitoring in porous media. Prior to in situ application, the impact of the relationship between the broadband electromagnetic properties of the porous material (clay-rock) and the water content on the frequency or time domain sensor response is required. For this purpose, dielectric properties of intact clay rock samples experimental determined in the frequency range from 1 MHz to 10 GHz were used as input data in 3-D numerical frequency domain finite element field calculations to model the one port broadband frequency or time domain transfer function for a three rods based sensor embedded in the clay-rock. The sensor response in terms of the reflection factor was analyzed in time domain with classical travel time analysis in combination with an empirical model according to Topp equation, as well as the theoretical Lichtenecker and Rother model (LRM) to estimate the volumetric water content. The mixture equation considering the appropriate porosity of the investigated material provide a practical and efficient approach for water content estimation based on classical travel time analysis with the onset-method. The inflection method is not recommended for water content estimation in electrical dispersive and absorptive material. Moreover, the results clearly indicate that effects due to coupling of the sensor to the material cannot be neglected. Coupling problems caused by an air gap lead to dramatic effects on water content estimation, even for submillimeter gaps. Thus, the quantitative determination of the in situ water content requires careful sensor installation in order to reach a perfect probe clay rock coupling.
In this work different fibre optic sensors for the structural health monitoring of civil engineering structures are reported. A fibre optic crack sensor and two different fibre optic moisture sensors have been designed to detect the moisture ingress in concrete based building structures. Moreover, the degeneration of the mechanical properties of optical glass fibre sensors and hence their long-term stability and reliability due to the mechanical and chemical impact of the concrete environment is discussed as well as the advantage of applying a fibre optic sensor system for the structural health monitoring of sewerage tunnels is demonstrated.
The current study attempts to recognise an adequate classification for a semi-rigid beam-to-column connection by investigating strength, stiffness and ductility. For this purpose, an experimental test was carried out to investigate the moment-rotation (M-theta) features of flush end-plate (FEP) connections including variable parameters like size and number of bolts, thickness of end-plate, and finally, size of beams and columns. The initial elastic stiffness and ultimate moment capacity of connections were determined by an extensive analytical procedure from the proposed method prescribed by ANSI/AISC 360-10, and Eurocode 3 Part 1-8 specifications. The behaviour of beams with partially restrained or semi-rigid connections were also studied by incorporating classical analysis methods. The results confirmed that thickness of the column flange and end-plate substantially govern over the initial rotational stiffness of of flush end-plate connections. The results also clearly showed that EC3 provided a more reliable classification index for flush end-plate (FEP) connections. The findings from this study make significant contributions to the current literature as the actual response characteristics of such connections are non-linear. Therefore, such semirigid behaviour should be used to for an analysis and design method.
To assess the safety impact of auxiliary lanes at downstream locations of U-turns, the Traffic Conflict Technique was used. On the basis of the installed components at those locations, four types of U-turns were identified: those without any auxiliary lane, those with an acceleration lane, those with outer widening, and those with both an acceleration lane and outer widening. The available crash data is unreliable, therefore to assess the level of road safety, Conflict Indexes were formulated to put more emphasis on severe crashes than on slight ones by using two types of weighting coefficients. The first coefficient was based on the subjective assessment of the seriousness of the conflict situation and the second was based on the relative speed and angle between conflicting streams. A comparatively higher Conflict Index value represents a lower level of road safety. According to the results, a lower level of road safety occurs if two components apply or if a location is without any auxiliary lane. The highest level of road safety occurs if the layout includes only a single component, either an acceleration lane or outer widening.
Purpose of this study is to evaluate safety impact of the deceleration lane at the Upstream Zone of at-grade U-turns on 4-lane divided Thai highways. A substantial speed reduction is required by vehicles for diverging and making U-turn, and the deceleration lanes are provided for this purpose. These lanes are also providing a storage space for the U-turning vehicles to avoid unnecessary blockage of through lanes and reduce the potential of rear-end collisions. The safety at the U-turn is greatly influenced by the proper or improper use of the deceleration lanes. Subject to their length, full or partial speed adjustment can occur within the deceleration lane also the road users’ behavior is influenced. To assess the safety impact, the four groups of U-turns with the varying length of deceleration lanes were identified. Owing to limitation of availability and reliability of road crash data in Thailand, widely accepted Traffic Conflict Technique (TCT) was used as an alternative and proactive methodology. The U-turns’ geometric data, traffic conflicts and volume data were recorded in the field at 8 locations, 8 hours per location. Severity Conflict Rate (SCR) was assessed by applying a weighing factor (based on the severity grades according to the Czech TCT) to the observed conflicts related to the conflicting traffic volumes. A comparative higher value of SCR represents a lower level of safety. According to the results, increase in the functional length of the deceleration lane yields a lower value of SCR and a higher level of the road safety.