Local scour around bridge piers and abutments is one of the most significant causes of bridge failure.Despite a plethora of studies on scour around individual bridge piers or abutments,few studies have focused on the ...Local scour around bridge piers and abutments is one of the most significant causes of bridge failure.Despite a plethora of studies on scour around individual bridge piers or abutments,few studies have focused on the joint impact of a pier and an abutment in proximity to one another on scour.This study conducted laboratory experiments and flow analyses to examine the interaction of piers and abutments and their effect on clear-water scour.The experiments were conducted in a rectangular laboratory flume.They included 18 main tests(with a combination of different types of piers and abutments)and five control tests(with individual piers or abutments).Three pier types(a rectangular pier with a rounded edge,a group of three cylindrical piers,and a single cylindrical pier)and two abutment types(a wingewall abutment and a semicircular abutment)were used.An acoustic Doppler velocimeter was used to measure the three-dimensional flow velocity for analyses of streamline,velocity magnitude,vertical velocity,and bed shear stress.The results showed that the velocity near the pier and abutment increased by up to 80%.The maximum scour depth around the abutment increased by up to 19%.In contrast,the maximum scour depth around the pier increased significantly by up to l71%.The presence of the pier in the vicinity of the abutment led to an increase in the scour hole volume by up to 87%relative to the case with a solitary abutment.Empirical equations were also derived to accurately estimate the maximum scour depth at the pier adjacent to the abutment.展开更多
Local scour around bridge abutments is a widespread problem that can result in structural failure. Collars can be used as a countermeasure to reduce the scour depth. In this study, the temporal scour development aroun...Local scour around bridge abutments is a widespread problem that can result in structural failure. Collars can be used as a countermeasure to reduce the scour depth. In this study, the temporal scour development around a wing-wall abutment was investigated with and without collars. The tests were carried out under clear-water conditions for different abutment lengths, with collars of different sizes placed at the bed level. When no collar was used in the experiments, 70% of the maximum scour depth occurred in less than 2 h. However, when a collar with a width greater than the length of the abutment was used, no scour was observed for up to 200 min from the beginning of the experiments. The results show that an increase in the collar width not only led to a lag time for the onset of scouring but also reduced the maximum scour depth. Moreover, an increased collar width led to a better performance in mitigating scouring around smaller abutments. Generally, the scour depth decreased by 9%-37% with different collar widths.展开更多
Scour is a natural phenomenon that is created by the rivers streams or the flood which brings about transferring or eroding of bed materials. To have accurate and safe erosion control structures design, maximum scour ...Scour is a natural phenomenon that is created by the rivers streams or the flood which brings about transferring or eroding of bed materials. To have accurate and safe erosion control structures design, maximum scour depth in downstream of the structures gains specific significance. In the current study, M5 model tree as remedy data mining approaches is suggested to estimate the scour depth around the abutments. To do this, Kayaturk laboratory data (2005), with different hydraulic conditions, are used. Then, the results of M5 model were also compared with genetic programming (GP) and pervious empirical results to investigate the applicability, ability, and accuracy of these procedures. To examine the accuracy of the results yielded from the M5 and GP procedures, two performance indicators (determination coefficient (R2) and root mean square error (RMSE)) were used. The comparison test of results clearly shows that the implementation of M5 technique sounds satisfactory regarding the performance indicators (R<sup>2</sup> = 0.944 and RMSE = 0.126) with less deviation from the numerical values. In addition, M5 tree model, by presenting relationships based on liner regression, has good capability to estimate the depth of scour abutment for engineers in practical terms.展开更多
The presence of ice cover in winter can significantly change the flow field around bridge abutments, which can also cause a different local scour pattern. To investigate the impacts of ice cover, results from a recent...The presence of ice cover in winter can significantly change the flow field around bridge abutments, which can also cause a different local scour pattern. To investigate the impacts of ice cover, results from a recent flume experiments were presented. Smooth and rough ice covers were created to investigate the impacts of ice cover roughness on the scour geometry around the semi-circular abutment. Three bed materials were used, with 50D s of 0.58 mm, 0.50 mm, 0.47 mm respectively. Scour volume and scour area were calculated. It was found that the maximum scour depth was located 75o inclined to the flume wall. Under rough ice cover, the scour area and scour depth were the largest. An empirical equation on the maximum scour depth was also developed.展开更多
This paper examines scour and scour countermeasures at bridge piers and abutments. Abutment scour is by far more complex than its counterpart associated with piers because of the possibility of the presence of a flood...This paper examines scour and scour countermeasures at bridge piers and abutments. Abutment scour is by far more complex than its counterpart associated with piers because of the possibility of the presence of a floodplain. Notwithstanding this, the mechanism of scour at both piers and abutments is very similar; moreover, the failure mechanisms associated with both armoring and flow-altering countermeasures are not very different. In rivers with a floodplain, abutment scour becomes much more complex. In cases where the abutment ends at or near to the floodplain, it can initiate bank erosion, which clearly is an important erosion problem that is quite distinct from the customary scour at either an abutment in rivers without a floodplain or a pier. For this reason, abutment scour can be very site-specific while pier-scour is more generic in nature. To this end, the ability to identify the type of abutment scour that may form in a particular channel is closely related to an engineer's ability to propose devices for effective scour countermeasure.By summarizing research efforts on using riprap as a pier or abutment countermeasure over the past few decades, this paper highlights the deficiencies of riprap in arresting pier scour. To this end, different failure mechanisms are identified. They are shear failure, winnowing failure, edge failure, bedform-induced failure and bed-degradation induced failure. Each failure mechanism can singly or, more likely, combine to cause the eventual breakdown of the riprap layer. The study shows that a riprap layer is vulnerable to other failure mechanisms even though it is adequately designed against shear failure, rendering it ineffective in arresting scour.展开更多
In many regions of the world, a bridge will experience multiple extreme hazards during its expected service life. The current American Association of State Highway and Transportation Officials （AASHTO） load and resi...In many regions of the world, a bridge will experience multiple extreme hazards during its expected service life. The current American Association of State Highway and Transportation Officials （AASHTO） load and resistance factor design （LRFD） specifications are formulated based on failure probabilities, which are fully calibrated for dead load and nonextreme live loads. Design against earthquake loads is established separately. Design against scour effect is also formulated separately by using the concept of capacity reduction （or increased scour depth）. Furthermore, scour effect cannot be linked directly to an LRFD limit state equation, because the latter is formulated using force-based analysis. This paper （in two parts） presents a probability-based procedure to estimate the combined hazard effects on bridges due to truck, earthquake and scour, by treating the effect of scour as an equivalent load effect so that it can be included in reliability-based bridge failure calculations. In Part I of this series, the general principle of treating the scour depth as an equivalent load effect is presented. The individual and combined partial failure probabilities due to truck, earthquake and scour effects are described. To explain the method of including non-force-based natural hazards effects, two types of common scour failures are considered. In Part 11, the corresponding bridge failure probability, the occurrence of scour as well as simultaneously having both truck load and equivalent scour load are quantitatively discussed.展开更多
In many regions of the world, a bridge will experience multiple extreme hazards during its expected service life. The current American Association of State Highway and Transportation Officials （AASHTO） load and resi...In many regions of the world, a bridge will experience multiple extreme hazards during its expected service life. The current American Association of State Highway and Transportation Officials （AASHTO） load and resistance factor design （LRFD） specifications are formulated based on failure probabilities, which are fully calibrated for dead load and non-extreme live loads. Design against earthquake load effect is established separately. Design against scour effect is also formulated separately by using the concept of capacity reduction （or increased scour depth）. Furthermore, scour effect cannot be linked directly to an LRFD limit state equation because the latter is formulated using force-based analysis. This paper （in two parts） presents a probability-based procedure to estimate the combined hazard effects on bridges due to truck, earthquake and scour, by treating the effect of scour as an equivalent load effect so that it can be included in reliability-based failure calculations. In Part I of this series, the general principle for treating the scour depth as an equivalent load effect is presented. In Part II, the corresponding bridge failure probability, the occurrence of scour as well as simultaneously having both truck load and equivalent scour load effect are quantitatively discussed. The key formulae of the conditional partial failure probabilities and the necessary conditions are established. In order to illustrate the methodology, an example of dead, truck, earthquake and scour effects on a simple bridge pile foundation is represented.展开更多
Failure of bridges due to local scour in the vicinity of bridge abutments is a common occurrence. In this study, experiments under two different channel conditions were conducted to assess the impacts of vegetation on...Failure of bridges due to local scour in the vicinity of bridge abutments is a common occurrence. In this study, experiments under two different channel conditions were conducted to assess the impacts of vegetation on channel banks on local scour around a wing-wall abutment with circular edges. Some experiments were conducted in channel with vegetation on channel banks, and other experiments in channel without vegetation on channel bank. The flow velocity and Reynolds stress distributions in scour holes around a wing-wall abutment with circular edges were compared under these 2 different channel conditions. Results reveal that the vegetated-banks can reduce the time for achieving the equilibrium condition from 17 h to 9 h. Also, vegetated-bank channels can result in a significant decrease in the maximum scour depth from 0.084 m（for bare channel bank） to 0.00032 m. Additionally, around the abutment, vegetated-banks play a significant role in diminishing the Reynolds stress（RS） near the bed and removing negative values in RS distribution by weakening unfavorable pressure gradient and down-flow in the upstream of abutment.展开更多
Based on the engineering background of double-unit face mining under complicated geological conditions and the lagging fully-mechanized face surpassing the fore mechanized face of double-unit face in Zhou Yuanshan coa...Based on the engineering background of double-unit face mining under complicated geological conditions and the lagging fully-mechanized face surpassing the fore mechanized face of double-unit face in Zhou Yuanshan coal mine, strata-pressure behavior in the process was analyzed based on FLAC3D and on-site measurement. The results show that the stress concentration factor of superposition abutment pressure and the alternate distance of double-unit face are meeting gauss function, the relationship between the depth of stress concentration point and alternate distance also meets gaussian function. When the alternate distance is larger than 24 m, the superimposition of pilot support pressure in the double-unit face is weak. When the alternate distance is more than 12-15 m, the changes of the roof subsidence coefficient and the depth of stress con- centration point are stabilized; when the alternate distance is 3-6 m, the fore working face end is in the greatest impact area of superposition abutment pressure, this area should be avoided in determining the reasonable alternate distance.展开更多
文摘Local scour around bridge piers and abutments is one of the most significant causes of bridge failure.Despite a plethora of studies on scour around individual bridge piers or abutments,few studies have focused on the joint impact of a pier and an abutment in proximity to one another on scour.This study conducted laboratory experiments and flow analyses to examine the interaction of piers and abutments and their effect on clear-water scour.The experiments were conducted in a rectangular laboratory flume.They included 18 main tests(with a combination of different types of piers and abutments)and five control tests(with individual piers or abutments).Three pier types(a rectangular pier with a rounded edge,a group of three cylindrical piers,and a single cylindrical pier)and two abutment types(a wingewall abutment and a semicircular abutment)were used.An acoustic Doppler velocimeter was used to measure the three-dimensional flow velocity for analyses of streamline,velocity magnitude,vertical velocity,and bed shear stress.The results showed that the velocity near the pier and abutment increased by up to 80%.The maximum scour depth around the abutment increased by up to 19%.In contrast,the maximum scour depth around the pier increased significantly by up to l71%.The presence of the pier in the vicinity of the abutment led to an increase in the scour hole volume by up to 87%relative to the case with a solitary abutment.Empirical equations were also derived to accurately estimate the maximum scour depth at the pier adjacent to the abutment.
文摘Local scour around bridge abutments is a widespread problem that can result in structural failure. Collars can be used as a countermeasure to reduce the scour depth. In this study, the temporal scour development around a wing-wall abutment was investigated with and without collars. The tests were carried out under clear-water conditions for different abutment lengths, with collars of different sizes placed at the bed level. When no collar was used in the experiments, 70% of the maximum scour depth occurred in less than 2 h. However, when a collar with a width greater than the length of the abutment was used, no scour was observed for up to 200 min from the beginning of the experiments. The results show that an increase in the collar width not only led to a lag time for the onset of scouring but also reduced the maximum scour depth. Moreover, an increased collar width led to a better performance in mitigating scouring around smaller abutments. Generally, the scour depth decreased by 9%-37% with different collar widths.
文摘Scour is a natural phenomenon that is created by the rivers streams or the flood which brings about transferring or eroding of bed materials. To have accurate and safe erosion control structures design, maximum scour depth in downstream of the structures gains specific significance. In the current study, M5 model tree as remedy data mining approaches is suggested to estimate the scour depth around the abutments. To do this, Kayaturk laboratory data (2005), with different hydraulic conditions, are used. Then, the results of M5 model were also compared with genetic programming (GP) and pervious empirical results to investigate the applicability, ability, and accuracy of these procedures. To examine the accuracy of the results yielded from the M5 and GP procedures, two performance indicators (determination coefficient (R2) and root mean square error (RMSE)) were used. The comparison test of results clearly shows that the implementation of M5 technique sounds satisfactory regarding the performance indicators (R<sup>2</sup> = 0.944 and RMSE = 0.126) with less deviation from the numerical values. In addition, M5 tree model, by presenting relationships based on liner regression, has good capability to estimate the depth of scour abutment for engineers in practical terms.
基金funded partially by the Research Project Awards from UNBCthe Natural Science and Engineering Research Council of Canada(NSERC)
文摘The presence of ice cover in winter can significantly change the flow field around bridge abutments, which can also cause a different local scour pattern. To investigate the impacts of ice cover, results from a recent flume experiments were presented. Smooth and rough ice covers were created to investigate the impacts of ice cover roughness on the scour geometry around the semi-circular abutment. Three bed materials were used, with 50D s of 0.58 mm, 0.50 mm, 0.47 mm respectively. Scour volume and scour area were calculated. It was found that the maximum scour depth was located 75o inclined to the flume wall. Under rough ice cover, the scour area and scour depth were the largest. An empirical equation on the maximum scour depth was also developed.
文摘This paper examines scour and scour countermeasures at bridge piers and abutments. Abutment scour is by far more complex than its counterpart associated with piers because of the possibility of the presence of a floodplain. Notwithstanding this, the mechanism of scour at both piers and abutments is very similar; moreover, the failure mechanisms associated with both armoring and flow-altering countermeasures are not very different. In rivers with a floodplain, abutment scour becomes much more complex. In cases where the abutment ends at or near to the floodplain, it can initiate bank erosion, which clearly is an important erosion problem that is quite distinct from the customary scour at either an abutment in rivers without a floodplain or a pier. For this reason, abutment scour can be very site-specific while pier-scour is more generic in nature. To this end, the ability to identify the type of abutment scour that may form in a particular channel is closely related to an engineer's ability to propose devices for effective scour countermeasure.By summarizing research efforts on using riprap as a pier or abutment countermeasure over the past few decades, this paper highlights the deficiencies of riprap in arresting pier scour. To this end, different failure mechanisms are identified. They are shear failure, winnowing failure, edge failure, bedform-induced failure and bed-degradation induced failure. Each failure mechanism can singly or, more likely, combine to cause the eventual breakdown of the riprap layer. The study shows that a riprap layer is vulnerable to other failure mechanisms even though it is adequately designed against shear failure, rendering it ineffective in arresting scour.
基金Federal Highway Administration at the University at Buffalo under Contract No. DTFH61-08-C-00012
文摘In many regions of the world, a bridge will experience multiple extreme hazards during its expected service life. The current American Association of State Highway and Transportation Officials （AASHTO） load and resistance factor design （LRFD） specifications are formulated based on failure probabilities, which are fully calibrated for dead load and nonextreme live loads. Design against earthquake loads is established separately. Design against scour effect is also formulated separately by using the concept of capacity reduction （or increased scour depth）. Furthermore, scour effect cannot be linked directly to an LRFD limit state equation, because the latter is formulated using force-based analysis. This paper （in two parts） presents a probability-based procedure to estimate the combined hazard effects on bridges due to truck, earthquake and scour, by treating the effect of scour as an equivalent load effect so that it can be included in reliability-based bridge failure calculations. In Part I of this series, the general principle of treating the scour depth as an equivalent load effect is presented. The individual and combined partial failure probabilities due to truck, earthquake and scour effects are described. To explain the method of including non-force-based natural hazards effects, two types of common scour failures are considered. In Part 11, the corresponding bridge failure probability, the occurrence of scour as well as simultaneously having both truck load and equivalent scour load are quantitatively discussed.
基金Federal Highway Administration at the University at Buffalo under Contract Number DTFH61-08-C-00012
文摘In many regions of the world, a bridge will experience multiple extreme hazards during its expected service life. The current American Association of State Highway and Transportation Officials （AASHTO） load and resistance factor design （LRFD） specifications are formulated based on failure probabilities, which are fully calibrated for dead load and non-extreme live loads. Design against earthquake load effect is established separately. Design against scour effect is also formulated separately by using the concept of capacity reduction （or increased scour depth）. Furthermore, scour effect cannot be linked directly to an LRFD limit state equation because the latter is formulated using force-based analysis. This paper （in two parts） presents a probability-based procedure to estimate the combined hazard effects on bridges due to truck, earthquake and scour, by treating the effect of scour as an equivalent load effect so that it can be included in reliability-based failure calculations. In Part I of this series, the general principle for treating the scour depth as an equivalent load effect is presented. In Part II, the corresponding bridge failure probability, the occurrence of scour as well as simultaneously having both truck load and equivalent scour load effect are quantitatively discussed. The key formulae of the conditional partial failure probabilities and the necessary conditions are established. In order to illustrate the methodology, an example of dead, truck, earthquake and scour effects on a simple bridge pile foundation is represented.
文摘Failure of bridges due to local scour in the vicinity of bridge abutments is a common occurrence. In this study, experiments under two different channel conditions were conducted to assess the impacts of vegetation on channel banks on local scour around a wing-wall abutment with circular edges. Some experiments were conducted in channel with vegetation on channel banks, and other experiments in channel without vegetation on channel bank. The flow velocity and Reynolds stress distributions in scour holes around a wing-wall abutment with circular edges were compared under these 2 different channel conditions. Results reveal that the vegetated-banks can reduce the time for achieving the equilibrium condition from 17 h to 9 h. Also, vegetated-bank channels can result in a significant decrease in the maximum scour depth from 0.084 m（for bare channel bank） to 0.00032 m. Additionally, around the abutment, vegetated-banks play a significant role in diminishing the Reynolds stress（RS） near the bed and removing negative values in RS distribution by weakening unfavorable pressure gradient and down-flow in the upstream of abutment.
基金Supported by the National Natural Science Foundation of China （50974059）
文摘Based on the engineering background of double-unit face mining under complicated geological conditions and the lagging fully-mechanized face surpassing the fore mechanized face of double-unit face in Zhou Yuanshan coal mine, strata-pressure behavior in the process was analyzed based on FLAC3D and on-site measurement. The results show that the stress concentration factor of superposition abutment pressure and the alternate distance of double-unit face are meeting gauss function, the relationship between the depth of stress concentration point and alternate distance also meets gaussian function. When the alternate distance is larger than 24 m, the superimposition of pilot support pressure in the double-unit face is weak. When the alternate distance is more than 12-15 m, the changes of the roof subsidence coefficient and the depth of stress con- centration point are stabilized; when the alternate distance is 3-6 m, the fore working face end is in the greatest impact area of superposition abutment pressure, this area should be avoided in determining the reasonable alternate distance.
