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This paper extends the methodology presented in the companion paper to study the effects of non-structural components’ (NSCs) damping ratio and their location in the building on the pseudo-acceleration floor response spectra (PA-FRS) of reinforced concrete buildings, and propose equations to derive floor acceleration design spectra (FDS) directly from the uniform hazard design spectra (UHS) for Montréal, Canada. The buildings used in the study are 27 existing reinforced concrete structures with braced frames and shear walls as their lateral load resisting systems: 12 are low-rise (up to 3 stories above ground), 10 are medium-rise (4 to 7 stories), and 5 are high-rise (10 to 18 stories). Based on statistical and regression analysis of floor acceleration spectra generated from linear dynamic analysis of coupled building–NSC systems, two sets of modification factors are proposed to account for floor elevation and NSC damping, applicable to the experimentally-derived FDS for roof level and 5% NSC damping. Modification factor equations could be derived only for the low-rise and medium-rise building categories, as insufficient correlation in trends could be obtained for high-rises given their low number. The approach is illustrated in detail for two typical buildings of the database, one low-rise (Building #4) and one medium-rise (Building #18), where the proposed FDS/UHS results show agreement with those obtained from detailed dynamic analysis. The work is presented in the context of a more general methodology to show its potential general applicability to other building types and locations.

This paper describes the seismic (shake table) tests conducted on bookcase – partition wall systems. These nonstructural building components can be considered acceleration sensitive (or motion sensitive) rather than drift sensitive. The shake table floor motions used for the seismic testing are described in a companion paper. One bookcase fully loaded with books and two different cantilevered partition wall systems were considered in the shake table tests. Nine different configurations of these free-standing nonstructural building components were tested. For each configuration, three different seismic hazard levels were considered for the motions at the second floor level of a six-storey building designed for two different densely populated Canadian cities (Montréal and Vancouver). A total of 485 shake table tests were conducted in this experimental investigation. The experimental results indicated that pounding between unanchored bookcases and partition walls is very beneficial to the dynamic response of the bookcases, as it prevents resonance from occurring. Also, the seismic performance of bookcases improved dramatically by the proper installation of seismic restraint systems. Experimental fragility curves for overturning of tall bookcases are presented.Key words: bookcases, earthquakes, fragility, interior partition walls, nonstructural, operational and functional components, pounding, seismic restraints, shake table.

Freeway merge maneuvers are complex and may involve a lane change, continuous acceleration, possible deceleration, and finally a gap acceptance. This paper presents a methodology to model ramp vehicle acceleration-deceleration behavior at freeway entrance ramps. Primary data capturing a wide range of information were collected using video tape methods and manually reduced through image processing techniques. Ramp vehicle merging position in conjunction with freeway and ramp flow levels was analyzed for both parallel and taper type entrance ramps. Where vehicle trajectory data were available, merging positions with respect to ramp vehicle speed as well as relative speed and time gap between a ramp vehicle and freeway vehicles were examined. Results show that the merge position has a statistically insignificant effect upon individual traffic parameters. Methodology presented in this paper used the stimulus-response equation as a fundamental rule to model ramp vehicle acceleration=deceleration behavior. The timebase car-following model was modified to a nonlinear distance-base stimulus-response equation to capture the characteristics of the collected traffic data. Calibration of the proposed nonlinear model from a pilot study demonstrated satisfactory results and indicated that a time lag before ramp drivers respond to stimuli does exist. Effects of surrounding freeway vehicles on ramp vehicle acceleration-deceleration behavior were found to be significant. (A)

This paper presents an overview of strong motion records obtained from instrumented structures during the 1994 Northridge earthquake. It describes the behaviour of buildings, bridges, and dams that have been instrumented by the major strong motion instrumentation networks operating in California and highlights important features of the most significant structural motions recorded during the earthquake. The structural damage observed during a reconnaissance visit to the affected areas by the earthquake is correlated with preliminary analyses of the recorded motions. Detailed discussions of the dynamic behaviour of two instrumented reinforced concrete buildings that suffered damage during the earthquake are presented. The behaviour of these buildings during previous earthquakes is also examined. This paper and the companion paper on ground motions provide comprehensive information about instrumental records obtained in the region affected by the earthquake. Key words: earthquake engineering, structural response, strong motion instrumentation, damage evaluation, buildings, bridges, dams, structural dynamics, acceleration, amplification.

Recent studies show that rotational components of earthquakes can amplify the floor acceleration in a base-isolated structure. As a result, the seismic force of nonstructural components could be significantly increased. In this paper, a simple rectangular deck with various geometrical properties mounted on triple concave friction pendulum (TCFP) bearings is examined. At first a set of three translational components from 25 near-fault ground motion records are considered. Then, three rotational components, i.e., torsional and two rocking motions are computed for each earthquake. The results of nonlinear dynamic analysis in a rectangular structure with an aspect ratio in plan equal to 3, demonstrate that the acceleration approximately intensifies 3.4 times in presence of all six ground motion components compared to three translational ones. Finally, a new formula is proposed to determine the maximum acceleration of base-isolated structure without performing the dynamic analysis due to rotational components of ground motions.

Critical static bridge loading scenarios are often expressed in terms of the number of vehicles that are present on the bridge at the time of occurrence of maximum lifetime load effect. For example, 1-truck, 2-truck, 3-truck or 4-truck events usually govern the critical static loading cases in short and medium span bridges. However, the dynamic increment of load effect associated with these maximum static events may be assessed inaccurately if it is calculated in isolation of the rest of the traffic flow. In other words, a heavy vehicle preceding a critical loading case causes the bridge initial conditions of displacement and acceleration to be non zero when the critical combination of traffic arrives on the bridge. Failure to consider these pre-existing vibrations will result in inaccurate estimation of dynamic amplification. This paper explores these dynamic effects and, using statistical analyses outlines the relative importance of pre-existing vibrations in the assessment of total traffic load effects. Irish Research Council for Science, Engineering and Technology Other funder IRCSET The European 6th Framework Project ARCHES (Assessment and Rehabilitation of Central European Highway Structures) ti, ke - AS 04/11/2010

The main objective of this paper is to establish floor accelerations to be used for shake table testing of operational and functional components that are sensitive mainly to horizontal accelerations. For this purpose, two different ensembles of floor accelerations were generated from nonlinear time–history dynamic analyses of three- and six-storey building models incorporating ductile reinforced concrete cantilevered walls. The first ensemble was generated based on synthetic ground motions representative of the intraplate regions of eastern Canada, and the second ensemble was generated from synthetic ground motions representative of the crustal and subcrustal earthquakes of western Canada. The ground motions were selected based on the deaggregations of the seismic hazard for each region in terms of most likely magnitude – epicentral distance scenarios. The building models were designed in accordance with the current seismic provisions of the National Building Code of Canada applicable for each region. Application of the resulting floor accelerations in shake table testing of free-standing bookcases and interior partition walls is reported in a companion paper.Key words: floor accelerations, ground motions, nonlinear dynamic analyses, nonstructural, operational and functional components.

The paper compares the MOBILE5a, MOBILE6, Virginia Tech microscopic energy and emission model (VT-Micro), and comprehensive modal emissions model (CMEM) models for estimating hot-stabilized, light-duty vehicle emissions. Specifically, Oak Ridge National Laboratory (ORNL) and Environmental Protection Agency (EPA) laboratory fuel consumption and emission databases are used for model comparisons. The comparisons demonstrate that CMEM exhibits some abnormal behaviors when compared with the ORNL data, EPA data, and the VT-Micro model estimates. Specifically, carbon monoxide (CO) emissions exhibit abrupt changes at low speeds and high acceleration levels and constant emissions at negative acceleration levels. Furthermore, oxides of nitrogen (NOx) emissions exhibit abrupt drops at high engine loads. In addition, the study demonstrates that MOBILE5a emission estimates compare poorly with EPA field data, while MOBILE6 model estimates show consistency with EPA field data and VT-Micro model estimates over various driving cycles. The VT-Micro model appears to be accurate in estimating hot-stabilized, light-duty, normal vehicle tailpipe emissions. Specifically, the emission estimates of the VT-Micro and MOBILE6 models are consistent in trends with laboratory measurements. Furthermore, the VT-Micro and MOBILE6 models accurately capture emission increases for aggressive acceleration drive cycles in comparison with other drive cycles.Key words: transportation energy, transportation environmental impacts, VT-Micro Model, CMEM, MOBILE5, MOBILE6, fuel consumption models, emission models.

In this paper, a general and efficient procedure for the dynamic analysis of road bridges is presented, that takes into account bridge-vehicle interaction and the road profile in a realistic way. With this approach, the bridge structure can be modeled with a tridimensional finite element method using shell and beam elements. The vehicle model is represented using a discrete method based on Lagrange equations. This method uses the modal superposition technique for the bridge components, with a correction for the displacement based on the method of modal acceleration. The Newmark- beta method is used to solve the movement equations of each bridge and vehicles system and the solution is obtained through an iterative process of the interactive forces between the bridge and the vehicles. A simple academic example is presented to show the validity of the proposed algorithm.Key words: shell, dynamics, finite elements, interaction, bridge, roughness, vehicle.[Journal translation]

The seismic loading provisions included in the 1985 edition of the National Building Code of Canada simulate the dynamic response of structures using a seismic response factor, which has three branches depending upon the relationship between the velocity-related seismic zone Zv and the acceleration-related zone Za. This paper utilizes three ensembles of actual seismic strong motion records to evaluate the seismic response factor; each ensemble has acceleration/velocity ratios corresponding to one of the three branches of the seismic response factor. These strong motion time histories are used as input to relatively simple elastic models of frame and wall structures in order to obtain dynamic seismic response factors. The comparison of these dynamic factors with those specified in the NBCC 1985 indicates that the code factors are generally quite satisfactory, with the exception of the case of frame structures with low fundamental periods located such that Za is two zones higher than Zv. The paper reference...

The paper presents a microcomputer program designed for the evaluation of wind-induced forces, displacements, and accelerations of rectangular buildings in accordance with the stipulations and the methodology of the National Building Code of Canada. Meteorological data for Canadian cities have been included in a database file, so it is sufficient to provide information about the geometric, dynamic, and exposure characteristics of the building along with the name of the city of its location for a complete analysis by using either the detailed procedure or both the simple and detailed procedures. The program has been used in a parametric study to provide data of maximum displacements and accelerations of buildings. These data have been organized in charts useful to the professional engineer for preliminary design purposes. Key words: acceleration, building, code, design, displacement, pressure, wind, vibration.