Slawomir Karas

**The Structural Performance of Stone Masonry Bridges**

spans.

VIII Preface

**Concrete Viaducts**

accelerometers.

mensely in the publication of this book.

This chapter covers the performance of structural stone masonry bridges, which is examined by studying such structures located at the North-West area of Greece which have been de‐ clared as cultural heritage structures. The dynamic characteristics of four stone bridges, ob‐ tained by temporary in situ instrumentation, are presented together with the mechanical properties of their masonry constituents. The basic assumptions of relatively simple 3D nu‐ merical simulations of the dynamic response of such old stone bridges are discussed based on all selected information. The results of these numerical simulations are presented and compared with the measured response obtained from the in situ experimental campaigns.

This chapter deals with the application of various methods for the dissipation of seismic en‐ ergy in order to adjust the response to seismic forces of an existing bridge with multiple

**Fluid Viscous Dampers and Shock Transmitters in the Realisation of Multi-Span Steel-**

The chapter discusses the methodology for the dissipation of seismic energy, designed for the construction of a steel-concrete viaduct in a variable orography land. The viaduct has a total length of 1,102 m and a typical span of 75 m, with piers of a maximum height of 65 m. The viaduct is subjected to a redesign step in order to adapt it to the requirements of Italian standard "D.M. 14/01/2008". The new design has reformulated the sequence of spans and consequently redefined the structures constituting the foundations, piles, steel girders, infe‐

This final chapter presents the determination of bridge responses during their service life, which has gained great importance using non-destructive test methods with the change of aims, usage, environmental conditions, material deterioration by time and damages during certain dramatic events. In this chapter, non-destructive experimental measurement test re‐ sults of bridges are presented for structural identification. The measurements are conducted under environmental excitations of pedestrian movement, traffic and wind-induced vibra‐ tion, while the response signals are collected using uniaxial and triaxial sensitive seismic

To sum up, I would like to thank all authors for their dedication and willingness to contrib‐ ute to each chapter found in this book. I am also grateful to my coeditors, Associate Profes‐ sor Dr. Mohd Haziman Wan Ibrahim, Dr. Shahrul Niza Mokhatar, Dr. Norwati Jamaluddin, Dr. Noorwirdawati Ali and Dr. Zainorizuan Mohd Jaini, for their kind assistance in review‐ ing this book. All constructive criticisms and suggestions received have contributed im‐

**Dr. Shahiron Shahidan**

Jahor, Malaysia

Universiti Tun Hussein Onn Malaysia,

**Different Solutions for Dissipation of Seismic Energy on Multi-Span Bridges**

rior bracings and especially the typology of bearings and seismic devices.

**Nondestructive Testing Structural Bridge Identification**

Additional information is available at the end of the chapter

Additional information is available at the end of the chapter

http://dx.doi.org/10.5772/63461

#### **Abstract**

The chapter is a voice in the discussion concerning sustainable bridge development. Nowadays, the term has rather been abused, and therefore the presented approach refers to these elements of design, construction and maintenance of bridges—with regard to their role in transport and social life—which have been present in bridge construction for a long time and can be easily incorporated into the concept of sustainable bridge construction. Sustainable development, sustainable construction and so on are multidimensional. In the considered bridge construction area, looking at construction processes as interfering with the environment and which could and should be restricted is a new element. Nevertheless, other proven constructional solutions and technologies are characterised by their reliability. Assuming that the constructed bridges are to serve the next two or three generations of users, we can try to extrapolate current technical conditions on the next 30 or 60 years, i.e., up to three generations. We can do it if we know and are able to critically assess the history of bridge construction. Following this reasoning, the history in question is referred to in this paper, although rather subjectively and with the omission of numerous important personalities and technologies as well as instructive failures due to the publishing limitations.

**Keywords:** Bridges, History of Bridges, Aesthetics, Sustainability, Architecture
