Search Results (3)

Field surveys in recent tsunami events document the catastrophic effects of large waterborne debris on coastal infrastructure. Despite the availability of experimental studies, numerical studies investigating these effects are very limited due to the need to simulate different domains (fluid, solid), complex turbulent flows and multi-physics interactions. This study presents a coupled SPH–FEM modeling approach that simulates the fluid with particles, and the flume, the debris and the structure with mesh-based finite elements. The interaction between the fluid and solid bodies is captured via node-to-solid contacts, while the interaction of the debris with the flume and the structure is defined via a two-way segment-based contact. The modeling approach is validated using available large-scale experiments in the literature, in which a restrained shipping container is transported by a tsunami bore inland until it impacts a vertical column. Comparison of the experimental data with the two-dimensional numerical simulations reveals that the SPH–FEM models can predict (i) the non-linear transformation of the tsunami wave as it propagates towards the coast, (ii) the debris–fluid interaction and (iii) the impact on a coastal structure, with reasonable accuracy. Following the validation of the models, a limited investigation was conducted, which demonstrated the generation of significant debris pitching that led to a non-normal impact on the column with a reduced contact area and impact force. While the exact level of debris pitching is highly dependent on the tsunami characteristics and the initial water depth, it could potentially result in a non-linear force–velocity trend that has not been considered to date, highlighting the need for further investigation preferably with three-dimensional models. Full article

In response to the extensive damage of coastal bridges sustained in recent tsunamis, this paper describes an investigation into tsunami-induced effects on two common bridge types, an open-girder deck with cross-frames and one with solid diaphragms. To this end, large-scale (1:5) physical models with realistic structural members and elastomeric bearings were constructed and tested under a range of unbroken solitary waves and more realistic tsunami-like transient bores. The flexible bearings allowed the superstructure to rotate and translate vertically, thus simulating the wave–structure interaction during the tsunami inundation. Detailed analysis of the experimental data revealed that for both bridge types the resistance mechanism and transient structural response is characterized by a short-duration phase that introduces the maximum overturning moment, upward movement, and rotation of the deck, and a longer-duration phase that introduces significant uplift forces but small moment and rotation due to the fact that the wave is approaching the point of rotation. In the former phase the uplift is resisted mainly by the elastomeric bearings and columns offshore of the center of gravity of the superstructure (C.G.), maximizing their uplift demand. In the latter phase the total uplift is distributed more equally to all the bearings, which tends to maximize the uplift demand in the structural members close to the C.G. The air-entrapment in the chambers of the bridge with diaphragms modifies the wave–structure interaction, introducing (a) a different pattern and magnitude of wave pressures on the superstructure due to the cushioning effect; (b) a 39% average and 148% maximum increase in the total uplift forces; and (c) a 32% average increase of the overturning moment, which has not been discussed in previous studies. Deciphering the exact effect of the trapped air on the total uplift forces is challenging because, although the air consistently increases the quasi-static component of the force, it has an inconsistent and complex effect on the slamming component, which can either increase or decrease. Interestingly, the air also has a complex effect on the uplift demand in the offshore bearings and columns, which can decrease or increase even more than the total deck uplift, and an inconsistent effect on the uplift force of different structural components introduced by the same wave. These are major findings because they demonstrate that the current approach of investigating the effect of trapped air only on the total uplift is insufficient. Last but not least, the study reveals the existence of significant differences in the effects introduced by solitary waves and transient bores, especially when air is trapped beneath the deck; it also provides practical guidance to engineers, who are advised to design the elastomeric bearings offshore of the C.G. for at least 60% and 50% of the total induced uplift force, respectively, for a bridge with cross-frames and one with diaphragms, instead of distributing the total uplift equally to all bearings. Full article

In view of the widespread damage to coastal bridges during recent tsunamis (2004 Indian Ocean and 2011 in Japan) large-scale hydrodynamic experiments of tsunami wave impact on a bridge with open girders were conducted in the Large Wave Flume at Oregon State University. The main objective was to decipher the tsunami overtopping process and associated demand on the bridge and its structural components. As described in this paper, a comprehensive analysis of the experimental data revealed that: (a) tsunami bores introduce significant slamming forces, both horizontal (Fh) and uplift (Fv), during impact on the offshore girder and overhang; these can govern the uplift demand in connections; (b) maxFh and maxFv do not always occur at the same time and contrary to recommended practice the simultaneous application of maxFh and maxFv at the center of gravity of the deck does not yield conservative estimates of the uplift demand in individual connections; (c) the offshore connections have to withstand the largest percentage of the total induced deck uplift among all connections; this can reach 91% and 124% of maxFv for bearings and columns respectively, a finding that could explain the damage sustained by these connections and one that has not been recognized to date; (e) the generation of a significant overturning moment (OTM) at the initial impact when the slamming forces are maximized, which is the main reason for the increased uplift in the offshore connections; and (f) neither maxFv nor maxOTM coincide always with the maximum demand in each connection, suggesting the need to consider multiple combinations of forces with corresponding moments or with corresponding locations of application in order to identify the governing scenario for each structural component. In addition the paper presents “tsunami demand diagrams”, which are 2D envelopes of (Fh, Fv) and (OTM, Fv) and 3D envelopes of (Fh, Fv, OTM), as visual representations of the complex variation of the tsunami loading. Furthermore, the paper reveals the existence of a complex bridge inundation mechanism that consists of three uplift phases and one downward phase, with each phase maximizing the demand in different structural components. It then develops a new physics-based methodology consisting of three load cases, which can be used by practicing engineers for the tsunami design of bridge connections, steel bearings and columns. The findings in this paper suggest the need for a paradigm shift in the assessment of tsunami risk to coastal bridges to include not just the estimation of total tsunami load on a bridge but also the distribution of this load to individual structural components that are necessary for the survival of the bridge. Full article