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Prefabrication has been widely used in bridge construction, for which precast beams are produced from a beam yard and constructed with a cast‐in‐suit bridge deck. The developments recently are focusing on large dimensions or large quantities of beam units, which leads to the inevitable challenge of beam quality control. Among them, beam surface flatness as one of the important indicators for manufacturing quality needs to be strictly controlled to ensure structural performance. However, the commonly used methods still rely heavily on manually contact‐based inspection, which is not only time‐consuming but also error‐prone. This paper presents an automated flatness assessment for large quantities of full‐scale precast beams by using terrestrial laser scanning techniques. Through axis calibration, target surface segmentation, and flatness deviation calculation, flatness deviations of the segmented surfaces from the point cloud of the entire beam are calculated, and colored maps are generated to visually assess the flatness quality. The proposed approach was applied to numerical simulated models as well as laboratory‐scale specimens for accuracy validation. Besides, its processing time was also compared to conventional contact‐based inspection during a field test. Moreover, efforts are devoted to applying the proposed method on nearly a thousand precast beams in an in‐field bridge construction project. Results can demonstrate its outperformance not only on accuracy but also the efficiency and practicality when applied to large quantities of full‐scale precast beams. [ABSTRACT FROM AUTHOR]

On the shear load‐bearing capacity of thin‐walled box girders with unreinforced joints in the webs As part of the LT bridge construction method (L: Longitudinal, T: Transversal), which is being developed at TU Wien, thin‐walled hollow concrete box girders are used longitudinally and are combined with deck slab elements and in‐situ concrete. Due to the construction process, unreinforced joints remain in the webs of these box girders, while the bottom and deck slabs can be continuously reinforced due to the in‐situ concrete layers. The question arose as to how this joint configuration affects the shear load‐bearing capacity of the box girders. In order to gain a fundamental understanding, two large‐format test specimens, one with joints in the webs and one without, were investigated experimentally. The shear force capacity of the girder with joints corresponded approximately to the one of the girder without joints, showing that it was possible to transfer significant shear forces despite the joints. The joint opening proved to be characteristic for the shear load‐bearing behaviour, as the stirrups adjacent to the joint act like a suspension reinforcement. A local increase in the stirrup reinforcement in this area is therefore recommended. Non‐linear finite element analyses were carried out to analyze the effects of post‐tensioning, as used in the LT method, on the load‐bearing behavior. It was shown that the load‐bearing behavior of the post‐tensioned girder with joints largely corresponds to the one without joints. [ABSTRACT FROM AUTHOR]

The LT‐bridge construction method for the material‐saving and fast construction of post‐tensioned concrete bridges Owners of infrastructure buildings will face enormous challenges in the coming years. Many engineering structures, especially bridges, need to be renovated or rebuilt. They are either no longer able to withstand the current loads or have developed durability problems. Discussions with owners have shown that rapid construction progress is crucial for bridge replacements. The construction sites should disrupt the normal flow of traffic as little as possible. As a result, a new, resource‐saving, and fast construction method for bridges has been developed. Innovative prefabricated elements for the longitudinal girders and the deck slab were developed to fulfill these requirements. The prefabricated elements are connected by reinforcement and an in‐situ concrete layer at the construction site. A comparison of the environmental impact based on the construction materials (life cycle phases A1–A3) between a construction section of an LT‐bridge and a typical German motorway bridge shows a lower global warming potential for the new bridge construction method due to the savings in construction materials. The feasibility of this new construction method was demonstrated by a pilot project in Austria. [ABSTRACT FROM AUTHOR]

Accelerated bridge construction, with innovative connection details and construction technologies, has been extensively investigated and put into practical application for years. Nowadays, there are three commonly used connection methods of accelerated bridge construction technology, namely, lap‐spliced connection, sleeve connection, and socket connection. Due to the convenience of construction and lower requirements of construction accuracy, the socket connection is more suitable for reconstruction and expansion projects of traffic infrastructure, which could minimize the impact on traffic and accelerate construction progress. According to the structural characteristics of the socket connection, there are some design parameters that may significantly affect the seismic resistance of the structure, such as socket embedment length, fabrication of the shear key, and grouting material strength. To fully study the influence of different design parameters on structural performance, an experiment was carried out to investigate the seismic behavior of the precast pier‐footing socket connections with different design parameters. Five 1:2 scale reinforced concrete precast pier‐footing socket connection specimens with different design parameters were designed and tested under cyclically reversed horizontal loads. The development of hysteresis features, failure mode, load‐bearing capacity, stiffness degradation, structural ductility, energy dissipation capacity, and residual drift are analyzed to reveal the influence of the different design parameters on the seismic behavior of the precast pier‐footing socket connection. The seismic behavior of the precast pier‐footing socket connection was significantly influenced by the embedment length especially when the embedment length was less than 1.0bc. When the embedment length was 0.5bc, the failure mode changed from bending damage at the bottom of the precast pier to the anchorage failure of the precast pier‐footing socket connection. When the embedment length was 1.5bc, the fabrication of the shear key had limited improvement on the seismic performance of the specimen, while reducing the ductility of the specimen. When the embedment length was 1.0bc, the grouting material with a strength grade of C60 could be used in the socket connection between the precast pier and footing. The research presented in this paper provides some design suggestions and a technical basis for evaluating the seismic behavior of precast pier‐footing structures with socket connection. [ABSTRACT FROM AUTHOR]

The given text discusses the design and construction of the Cody Dock Bridge in London, which uses classical geometry and a unique wheel shape to allow boats to pass beneath it. The bridge is able to be smoothly rolled to an upside-down position, relying on a geometric result discovered by James Clerk Maxwell and a preindustrial ethic that emphasizes balance and the ability to be moved by hand. The design process involved addressing various challenges, such as maintaining smooth motion, dealing with wear and tear, and ensuring stability in both normal and inverted positions. The bridge's behavior during the roll was predicted through structural analysis, and its weight and center of gravity were optimized to minimize frictional forces. The bridge design is tied to its functionality and environment, using weathering steel and oak strips for the rolling mechanism. The text also discusses the use of catenary curves in bridge construction and explores the suitability of other shapes for bridge design. [Extracted from the article]

The safety and serviceability of long-span bridges can be significantly impacted by wind effects and therefore it is crucial to estimate them accurately during bridge design. This study develops full-scale three-dimensional computational fluid dynamics (CFD) simulation models to replicate wind conditions at the Rose Fitzgerald Kennedy Bridge in Ireland. The neglect of bridge geometries and the use of small scales in previous studies are significant limitations, and both the bridge geometry and surrounding terrain are included here at full scale. Input values for wind conditions are mapped from weather simulations that apply the weather research and forecasting model. Wind velocities at four different points calculated by CFD simulations are compared with corresponding data collected from structural health monitoring field measurements. The calculated time-averaged wind velocities at four different locations on the bridge are shown to have relative differences of less than 10% from the wind velocities measured by anemometers 90% of the time. The maximum relative difference among all comparisons was only 15%, shown to be partially due to the inclusion of the full bridge and terrain geometry. [ABSTRACT FROM AUTHOR]

Concrete composite slab system, comprised of two half-slabs connected integrally through shear connectors, has gained popularity due to fast-track construction of bridges and buildings. Flexural performance and level of composite action of composite slab system depend on its interface shear connection. In the present study, the behaviour of composite slab system with different levels of interface shear design is assessed through experimental and numerical investigations. From the investigations carried out on concrete composite slabs, it is clearly identified that the interface cohesion is an important parameter which contributes to the stiffness of the system. It is also observed that the concrete composite slabs showed load-displacement response similar to that of control full slab, irrespective of the number shear connectors provided, when the cohesion mobilised is sufficient to cater to the shear demand. It is also observed that in the absence of contribution from interface cohesion, full composite action cannot be achieved even when full shear connection design is provided based on shear friction alone. Furthermore, in the absence of the interface shear reinforcement, the displacement sustained by the composite slab is much lower and failed at lower ultimate displacement compared to that of the control full slab. [ABSTRACT FROM AUTHOR]

Diurnal and seasonal temperature variations cause uniform temperature changes, vertical temperature gradients, and horizontal temperature gradients. Vertical temperature gradients occur when the bridge deck absorbs heat due to solar radiation more than the bottom parts of bridge girders. Consequently, the vertical temperature gradient causes redistribution of bearing reactions, and induces additional flexural stresses in continuous spans. Estimating the vertical temperature gradient effect on continuous concrete bridges requires knowledge of thermal analysis of statically indeterminate structures or advanced three-dimensional (3 D) finite element (FE) analysis. Therefore, this article focuses on developing a simplified analysis method for estimating vertical temperature variations effects on continuous prestressed concrete bridge girders, which is required for bridge design. Restraint moments induced by vertical temperature gradients are investigated using 3 D FE analysis. A total of 115 bridges with different configurations (number of spans, girder spacing, and girder type) were analyzed to estimate the positive thermal moments at support locations. Results from these analyses were then used to develop simplified equations for estimating the positive restraint moments due to vertical temperature gradients from AASHTO LRFD Bridge Design Specifications (BDS). The developed equations are validated using John James Audubon Bridge #2 field data, and for other AASHTO LRFD temperature zones. [ABSTRACT FROM AUTHOR]

Bridges situated on small-radius reverse curves play a pivotal role within some railway networks, exerting influence over project-wide design progress. Typically, assessing the safety of bridge design parameters necessitates laborious vehicle-bridge dynamic coupling vibration numerical analysis or model experiments. To streamline the design process and enhance efficiency during the preliminary design phase, we propose an efficient method to assess the dynamic performance of bridges on small-radius reverse curves. This approach enables direct prediction of bridge dynamic performance based on design parameters, eliminating the need for numerical simulations and model experiments. We first develop a vehicle-bridge coupling vibration program grounded in train-curve bridge coupling vibration theory, validated using on-site measured data. Subsequently, through numerical simulation experiments, we evaluate 80 simply supported beam bridges on small-radius reverse curves under various operating conditions, generating ample dynamic response data for bridge pier tops and girders. These data are then compared with regulatory thresholds to assign dynamic performance labels. After identifying essential design parameters as data features using Fisher scores, we proceed to input these features into a support vector machine (SVM). Through supervised training with dynamic performance labels, this process empowers the SVM model to predict the dynamic performance of the bridge. Our results demonstrate that this method circumvents the need for detailed vehicle-bridge interaction analysis, yielding an impressive 86.9% accuracy in predicting dynamic performance and significantly boosting computational efficiency. Besides, the top five design parameters that significantly influence the prediction of bridge dynamic performance are obtained. This novel approach has the potential to expedite design assessments and enhance safety in railway bridge construction. [ABSTRACT FROM AUTHOR]

To comprehensively and objectively evaluate the actual safety condition in road and bridge engineering construction, the road and bridge engineering construction safety risk evaluation index system is constructed combined with the factors induced by emergencies in the road and bridge engineering construction process. Aiming at the dynamic uncertainty of road and bridge construction safety risk, using Fuzzy Set Theory and an improved similar aggregation method to determine the prior probabilities and conditional probabilities of network nodes, and then selecting the transition probabilities of nodes through expert opinions and incident reports, leading to the development of a dynamic evaluation model for safety risks in road and bridge engineering construction based on Fuzzy Dynamic Bayesian Network, this model can make the construction safety risk prediction result accurately. Taking the Hebi City Provincial Highway 304 reconstruction project as an example for analysis, the results indicate that the model can accurately predict the probability of changes in safety risks in road and bridge engineering construction. Additionally, it can identify critical risk factors and provide crucial supporting information for decision-makers to optimize risk management strategies. [ABSTRACT FROM AUTHOR]

Staged construction is often used for bridges, in which a portion of a bridge remains open to traffic while another portion is closed for construction. Although staged construction reduces delays and the need for detours, subjecting the partially constructed bridge to dead and vehicular live loading can lead to damage and subsequent deterioration, including compromised longitudinal construction joints and transverse deck cracking. Despite past studies and best practices, transverse cracking persists and is often observed more on one side of the deck during construction, and no definitive explanation has been provided. As such, the objective of this study is to present a mechanics-based method for assessing transverse deck cracking in bridges during staged construction. Demonstrated on two bridges that underwent staged construction, the assessment method provides insights into the persistence of the issue and provides a mechanics-based explanation for observations of transverse cracking sometimes being observed only on one side of the bridge. The method, based on the superposition of strains, considers the sequence of steps in the construction process and estimates strain demands in the concrete decks at each stage, considering variations of the structural configuration, applied loads, and time-dependent behaviors. The results of the assessment agree with finite-element analysis results while requiring less model development and computational effort. The estimated strain history is then used to assess whether transverse cracking occurs by comparing the demand to the concrete's tensile strength in time. The method is demonstrated on a new bridge constructed in stages and an existing bridge that underwent rehabilitation via staged construction. The results of the demonstrations suggest the importance of evaluating both the open and closed portions of bridge decks at each stage, as each portion has different structural and mechanical properties and loading demands. The assessment results are qualitatively validated based upon information from postconstruction bridge inspections. Furthermore, the method can be used to gain insight into mitigating transverse deck cracking and support decision-making for bridge construction practices. [ABSTRACT FROM AUTHOR]

Model‐based development and implementation of the digital building file – BIM from construction to operation The use of BIM in bridge construction is currently limited to the design and construction phases, but BIM can be particularly useful for the operation of structures. The basis for the use of BIM in the operation life cycle phase is the transfer of relevant information from the planning and construction life cycle phases to operation. The creation of a model‐based digital building file enables the transfer of relevant information for operation. The article classifies the creation and use of model‐based digital construction files both in the scientific context and in the current working methodology with analog construction files and construction files. It also includes the practical implementation of a specific project. Furthermore, the reference to the standardized use cases 190 "Project and building documentation" and 200 "Use for operation and maintenance" is presented. The implementation of the model‐based digital construction file is demonstrated using the example of the Cologne Heumar highway interchange. The objectives and principles associated with the use of BIM, the project development and the background are discussed. The implementation and handover of the model‐based digital construction file is described in detail for the practical example. [ABSTRACT FROM AUTHOR]

Concept of a digital twin for bridges in the operational phase The concept of the digital twin is also finding its way into bridge construction. In future, the aggregated data collected during the operating phase from inspection, structural health monitoring and diagnostics will form the basis for transforming the current reactive maintenance into predictive maintenance. This article presents a concept for an object twin with the degree of connectivity of a digital shadow at maturity level 2. It lists criteria for a precise definition of the term digital twin, defines BIM use cases for the operational phase of bridges and derives the necessary models. With regard to the IDA‐KI research project, requirements for the digital twin are established and a software concept is developed to fulfill them. Particular focus is put on the provision of the IFC models in a CDE as well as on the refinement process of monitoring data. [ABSTRACT FROM AUTHOR]

Parametric modeling and generative deep learning for bridge design Given the significant environmental impact of the construction industry, the analysis and, above all, optimization of the sustainability of structures while maintaining established levels of reliability are becoming increasingly important. While there are initial tools for life cycle analysis in the building sector, these are not directly transferable to bridge structures. This paper introduces a deep learning‐based approach to explore and model the design space of parametric bridge models and their performance evaluations, illustrating its application for multi‐objective optimization of reinforced concrete frame bridges. Initially, data is synthetically generated using a parametric bridge model and coupling analysis software, followed by training a conditional variational autoencoder (CVAE) as a metamodel. In the context of conceptual bridge design, the CVAE serves as an efficient co‐pilot for both forward and inverse analysis. The sensitivity analysis performed with the CVAE reveals relationships between design parameters and/or performance metrics, highlighting optimization potentials. The integrated framework presented here has the potential to realize efficient bridge design, particularly focusing on sustainability and structural safety criteria, and can be easily extended to other parametric inquiries. [ABSTRACT FROM AUTHOR]

Wind loads play an important role in the design and construction of long-span bridges, especially for that built in mountain valley, and wind characteristics in mountain terrain are still unclear. To further understand the wind characteristics at a bridge site in a mountain valley, large eddy simulations were employed to comprehensively study the wind characteristics at the bridge site in an L-shaped canyon. Different wind directions consisting of 0°, 45°, 90°, 135°, 180°, 225°, 270°, and 315° were considered, and the wind characteristics on the main girder and towers, as well as the flow field, were comprehensively investigated. The results indicate that the mean and fluctuating wind characteristics are significantly different from those specified in the relevant specifications, and it is inappropriate to apply the specifications directly to mountainous terrain. When wind flows along a channel, it leads to a large wind speed amplification factor, strong non-Gaussianity, and large kurtosis and skewness. The steeper the slope of the mountain, the stronger the non-Gaussianity of the fluctuating wind. The coherence function remains nearly unchanged when the distance between the two points is constant, regardless of the location. The wind characteristics at the main girder and towers are so different that they should be considered separately and taken into account in engineering practice. This study provides a reference for the wind-resistant design of bridges and structures built on mountainous terrains. [ABSTRACT FROM AUTHOR]

Bridge design specifications include design provisions for ductile diaphragms to resist seismic excitations perpendicular to a bridge's axis. Buckling restrained braces (BRBs) can conveniently be used for this purpose. Bidirectional ductile diaphragms expand the concept to resist all-direction seismic forces, and nonlinear inelastic response history analyses (NL-RHAs) can be used to show that satisfactory seismic performance objectives can be obtained using this concept. However, a simple design procedure is needed to address the design of the BRBs in the bridge longitudinal direction. As a first step, to fill that need for common multispan simply-supported bridges, a relatively simple-to-use equivalent lateral force (ELF) procedure has been developed on the basis of results from "optimal designs" obtained using NL-RHAs. Findings indicate that the proposed ELF design procedure leads to design that meet the target design objectives. [ABSTRACT FROM AUTHOR]

openLAB – A research bridge for developing a digital twin of bridges Within the IDA‐KI project, a research bridge (openLAB) is being built and loaded up to the level of severe damage. This will be accompanied by extensive measurements and investigations, thus creating a unique database for the validation of damage detection and evaluation methods under real environmental conditions using a large‐scale model. This article presents the project idea, the research bridge currently under construction, and the monitoring system installed at the bridge. The methods implemented for automated data analysis and fault detection in the monitoring data are presented and validated through load tests in the openLAB. First measurements recorded during the production process of the precast girders of the research bridge underline the potential of distributed fiber optic sensors for a monitoring from day one. The information gained from the construction and operation of the bridge is provided in a digital model. The conceptualization of the so‐called "as maintained" model and the data management will be presented. [ABSTRACT FROM AUTHOR]

The eastern oyster (Crassostrea virginica), has experienced dramatic declines throughout its range, and most U.S. states along the Atlantic and Gulf of Mexico coasts have restoration programs. Oyster restoration in the Hudson River Estuary has been a focus of management agencies for over two decades. The present project was initiated in 2013 after sampling for replacement of the Tappan Zee bridge determined live oysters would be lost during bridge construction, thus requiring mitigation measures. Preliminary studies identified three areas for pilot studies to inform the design of full‐scale efforts. A pilot study involving deployment of oyster shell‐filled gabions and two styles of Reef Balls, found all substrates supported oyster recruitment and growth but there were higher oyster densities on gabions. Some of the gabions, however, failed structurally necessitating a need for new design. For full‐scale restoration, a total of 422 modified gabions and 881 Mini‐Bay style Reef Balls were deployed across three sites which totaled approximately 2.4 ha (6 ac) in seafloor area. Both substrate types were heavily colonized by oysters and several other species at all three sites, essentially duplicating the findings of the pilot study. The final monitoring event in 2020 indicated a total of approximately 5.8 million live oysters were on the substrates deployed in 2018. This mitigation effort was the largest oyster habitat restoration project in, or north of, the New York Harbor region in recent decades based on restoration area and several oyster metrics of early success. [ABSTRACT FROM AUTHOR]

River-crossing bridges in seismically active regions are typically susceptible to two natural hazards – earthquakes and floods. For such bridges, design parameters related to piers may play major roles in bridge multi-hazard performance. In this study, the same was explored for key bridge design parameters – the aspect ratio and longitudinal reinforcement ratio of piers and the differential ground elevation between multiple bents. The multi-hazard condition in the southeast of Nepal was considered as the test-bed hazard condition. The regional seismic hazard was represented using a suite of earthquakes generated based on regional seismic design spectra. Due to the flood hazard in the region, expected pier scour of investigated bridges was estimated from 100-year flood discharge (including climate change projection) in the Koshi River, Nepal. Three-dimensional finite-element models of the chosen bridges, with and without scour and with ±10% variations in the stated design parameters, were developed. Fragility and risk curves of the bridges were developed and compared in order to assess the relative influence of the design parameters on bridge performance. It was found that the aspect ratio and longitudinal reinforcement ratio of piers can significantly influence the multi-hazard performance of riverine bridges. The findings also demonstrate how design parameters may be revised to perform risk-targeted multi-hazard design of bridges. [ABSTRACT FROM AUTHOR]

Based on the approach of prefabricated and assembled bridge piers in the accelerated bridge construction (ABC), this study proposes a new precast bridge pier-footing connection using ultra-high performance concrete (UHPC) cupped socket. Compared to conventional socket connection, the UHPC cupped socket connection can eliminate the adverse effects of reserved slots on the cap beams or footings. Three UHPC cupped socket pier specimens and one cast-in-place (CIP) pier specimen are designed and cast for quasi-static tests, and the damaging pattern and hysteretic characteristics of these specimens are investigated. After verifying the accuracy of the finite element model, the numerical parametric study was conducted to investigate two design parameters. The results show that the reasonable design of the cupped socket ensures that the piers connected by the UHPC cupped socket have the same seismic performance as the CIP pier. Generally, increasing the socket height enhances the strength while also increases the residual deformation of the specimens. When the axial compression is greater, it improves the structural strength, but it is not advantageous to structural ductility. Based on the experimental and simulative results, this study analyzes the force transmission and deformation mechanism of UHPC cupped socket piers. The ultimate displacement calculation equations of UHPC cupped socket piers are compared with those of different national standards and scholars' researches to identify applicable equations for the calculation of UHPC cupped socket piers. Highlights: This study proposes a new post-cast UHPC cupped socket connection to connect precast piers and footings, which would not pose adverse influences on the performance of footings without the need for setting concaves on footings, or cutting off footing reinforcement. Four large-scale specimens are designed and fabricated for the quasi-static test, and the seismic performance of the prefabricated assembled piers with the new connection is evaluated. Combined with numerical simulations to investigate the effects of socket heights and axial compression on the seismic performance of piers using this new connection. The force transmission mechanism and deformation mechanism of piers using the new connection are investigated based on test phenomenon. The ultimate displacement calculation equations given by standards from different countries and scholars are compared, and the reasonable ultimate displacement calculation equation for UHPC piers is determined. [ABSTRACT FROM AUTHOR]

Faster construction in existing buildings – challanges and opportunities The Federal Ministry's assessment from 2022 shows that around 11,000 sections of the federal trunk road network need to be modernised. The aim of the modernisation measure replacement construction is to carry out the reconstruction and new construction with a minimum of traffic restrictions. It is therefore necessary to utilise all possibilities for faster construction in existing structures. 81 % of the substructures in the motorway modernisation network are between 2 m and 30 m in length. This clearly demonstrates the standardisation potential for new replacement structures. The aspects of standardised structures and demolition of existing bridges are highlighted. Research projects are presented that show ways to innovative, modular and thus also sustainable new replacement construction. In addition, results from the research project "Prefabricated components made of high‐strength concrete" will be presented, which will significantly expand the range of applications for prefabricated components in bridge construction. Finally, the topics of digitalisation and contract design, which also offer potential for faster construction, will be discussed. Great efforts are required from all stakeholders in order to fulfil this immense task. [ABSTRACT FROM AUTHOR]

CO2 balancing of bridges with structure lengths up to 40 m As part of a research project, funded by the Gesellschaft für Energie und Klimaschutz Schleswig‐Holstein GmbH (EKSH), CO2 balancing was carried out on a total of 34 real and several hundred generated bridge constructions. The objectives were to develop empirical data, how much CO2 bridge constructions emit and to develop suggestions on how CO2 emissions can be reduced. [ABSTRACT FROM AUTHOR]

In bridge engineering, the use of precast post‐tensioned segmental (PPS) piers is increasingly expanding due to the Accelerated Bridge Construction viewpoint. Recent experimental and numerical researches have studied general seismic performance and nonlinear behavior of PPS piers without much attention to segment arrangements or joint openings. The aim of this paper is to utilize innovative segment arrangements to reduce the residual deformation, without reducing the energy dissipation capacity of PPS piers with internal energy dissipation (ED) bars. For this purpose, nonlinear rocking dynamics of a multiple‐block assembly of tied rigid rocking blocks equipped with ED bars at joints are firstly developed so that uplift moment for each joint is derived to obtain the threshold joint opening height (height above which no joint opens). Then, nonlinear static, quasi‐static, and dynamic analyses are conducted on different segment arrangements of finite element models of PPS piers. It is proposed to place more segments within the threshold joint opening height by using unequal segments so that the total rotation is shared among critical joints (joints that open), and the nonlinear extent of ED bars at the bottom joint is reduced, resulting in the reduced residual deformation. It is also proposed to place a lower ratio of ED bars at the critical intermediate joints or place ED bars of a lower yield stress there so that the intermediate joints can be more effective even with small rotations. Results indicate that using the proposed segment arrangement, enhances both seismic and post‐earthquake performance of PPS piers. [ABSTRACT FROM AUTHOR]

With the advancement in the concrete technology, the application of precast concrete elements in the buildings and road infrastructures is increasing very rapidly. One of such applications is the use of precast hollow concrete elements in the bridge construction. As the conventional steel reinforcement is highly susceptible to corrosion, the use of non‐corrosive reinforcement in precast hollow concrete piers and piles of bridges could be a good option for the durability of bridge structures., In this regard, hollow concrete columns reinforced with fiber‐reinforced polymer (FRP) have been considered as a potential solution to overcome the structural deterioration due to corrosion. In the past, limited studies have been carried out on hollow concrete columns reinforced with FRP, consequently, the behavior of such columns is not fully understood. Therefore, to comprehensively evaluate the behavior of hollow concrete columns for various design parameters, a finite element model (FEM) was developed in this study using the commercial tool "Abaqus". The model was developed and verified based on the experimental results of studies conducted by two independent research groups on circular concrete columns. The proposed model well predicted the peak loads with an error less than 10% and the failure modes of the tested columns. The verified constitutive relation and establishing method were further employed to conduct parametric evaluations to observe the influence of different parameters, such as inner‐to‐outer diameter ratio, longitudinal reinforcement ratio, lateral reinforcement ratio, and concrete strength, on the behavior of hollow concrete columns. Parametric analyses show that reduced inner‐to‐outer diameter ratio and larger longitudinal or lateral reinforcement may lead to higher peak load and confined concrete strength. Finally, based on the experimental and FEM evaluations, the strength prediction equations were developed for the analysis and design of hollow concrete columns reinforced with GFRP bars. [ABSTRACT FROM AUTHOR]

Basic and detail design of the Ruhr‐ und Harborcanal bridge in Duisburg The Oberbürgermeister Karl Lehr bridgesection in Duisburg is one of the four Ruhr crossings and has an overarching function for urban traffic and in particular for the industrial location around the port of Duisburg. As a result of the increased load from general traffic and freight traffic from the port, the bridge turned into a bottleneck. In order to cope with the increasing traffic load and increase its capacity, the existing traffic areas of the bridges needed to be expanded. A basic overhaul and extension of the existing, partly very old bridge structures, was ruled out due to their design and structural condition. Therefore, all structures along the bridge section will be replaced by new structures in the same position. This article explains the key aspects of the design and execution planning of the Ruhr and Harborcanal bridges, provides insights into the structural implementation and provides compact information about the overall project. [ABSTRACT FROM AUTHOR]

Integral truss arch bridge over the A3 at the Fürth/Erlangen motorway junction – sustainability and efficiency achieved by combining traditional structural systems The widening of the A3 between the Fürth/Erlangen and Biebelried motorway junctions to six lanes prompted the construction of a 70 m flyover structure without any intermediate supports. From the submissions to a design competition, an integral truss arch bridge design was chosen for the structure. The innovative combination of arch and truss resulted in a highly efficient and robust structure and an extremely flat bridge spanning the motorway. All sustainability aspects were considered in the design – economic efficiency, durability, environmental friendliness and aesthetics. Innovative details such as linear drainage and an exceptional soffit with a special design of haunched precast elements resulted in maximum functionality and durability in addition to the beautiful design of the bridge. Due to its novel shape, which contributes to the variety in today's bridge construction, the structure was awarded the Deutscher Ingenieurpreis Straße und Verkehr in the category Baukultur. [ABSTRACT FROM AUTHOR]

This technical note qualitatively and quantitatively describes the ice run that took place in Sokna river, Trøndelag, Norway on 23 January 2020. Metrological and hydrological data are described. Stranded ice floe size distribution data are presented and analysed. It is shown that the maximal ice floe dimension is well described by generalized exponential (shape parameter = 2.77, scale parameter = 1.42) or log-logistic distributions (alpha = 3.57, lambda = 1.15). A custom-built steel load panel had been mounted on Sokna bridge preceding the ice run; however, due to technical difficulties no forces were recorded. Hindcast calculations using Solidworks based on the permanent deflections experienced by this load panel have been carried out to estimate ice forces experienced by Sokna bridge. These hindcast calculations conclude that the real peak ice force experienced by the 0.8 m diameter cylindrical bridge piers must have been within the range 1.1 to 5.5 MN. This range is compared to predictions made by standards for predicting ice forces on bridge piers. This comparison reveals that the Norwegian standard, the lower bound of the SNiP standard, and the upper bound of the CSA S6:19 standard are consistent with this range, while the Swedish and Finnish standards predict too low forces. [ABSTRACT FROM AUTHOR]

Bridge infrastructure assets should be planned, designed, constructed, and operated to account for the physical processes that may occur over their service lives. In ice-affected rivers, this includes the interaction of bridge infrastructure with river ice. Advancements in river-ice science and modelling of ice processes in ice-covered rivers have enhanced the abilities of civil/hydrotechnical engineers to plan, design, and construct bridges in and along rivers with seasonal ice covers. In this paper, an overview is presented of ice-related considerations with respect to bridges. The bottom-chord elevation of the bridge superstructure with respect to water and ice levels, pier design to withstand ice forces, the waterway opening for ice passage, ice-induced scour, and research needs are discussed. However, as outlined in the paper, research on ice loads and passage at bridge sites and on hydroclimatic and ice conditions that led to bridge damage and failure remains needed. [ABSTRACT FROM AUTHOR]

Hot-dip galvanized steel structures are well-established and state of the art for public and industrial buildings. They can achieve a corrosion protection period in the magnitude of the lifetime of the structures (≥100 years). The application of this corrosion protection system would also have great potential in bridge construction. Economic efficiency and sustainability in bridge construction are, in addition to the cost of new building, determined by the incurred maintenance costs. A prior research project had demonstrated hardly any losses on the fatigue strength compared with the nongalvanized steel components. Large bridge structures must be designed with assembly joints. Welded field joints of hot-dip galvanized components require a complex pretreatment and posttreatment of the corrosion protection. Nevertheless, onsite applied corrosion protection cannot reach the protection durability of a hot-dip galvanizing. This technological restriction can be avoided by the use of hot-dip galvanized bolted connections. Slip-resistant pretensioned connections with pretensioned bolts have been proven successful in steel bridge construction. Major scientific investigations are not yet available for the use of slip-resistant connections for hot-dip galvanized joints. Technical and scientific foundations for the application of hot-dip galvanized bolted connections in cyclically loaded steel and composite bridge constructions, based on the European standard for steel constructions are investigated within the scope of this research project. Construction and design recommendations are provided. [ABSTRACT FROM AUTHOR]

The recent development of aero‐structural optimization methods provides a powerful tool to achieve cost‐effective and safe designs for wind‐sensitive structures. However, pursuing holistic formulations involves adopting many design variables and constraints, which increases the computational burden preventing the application of nonlinear methods for accurately assessing aeroelastic responses. This paper proposes a sequential aero‐structural optimization (SASO) method to improve the efficiency of holistic wind‐resistant design optimization of wind‐sensitive structures. The original problem is uncoupled into two standalone optimization problems: a structural size optimization and an aeroelastic shape optimization, linked by an adaptive mapping surrogate and an outer loop. This strategy permits the design‐space dimensionality reduction and avoids the computation of multiple sensitivities with low influence on the design decisions. A long‐span bridge is successfully optimized. The convergence is drastically accelerated by minimizing the number of aeroelastic evaluations, opening the way to implement nonlinear aeroelastic performance‐based design optimization frameworks. [ABSTRACT FROM AUTHOR]

This study numerically and analytically investigates flexural behaviour of precast ultrahigh performance concrete (UHPC) segments connected by post-tensioned prestressing strands with or without epoxy on keyed joint surfaces. The analytical formulas are proposed for calculation of joint opening load and ultimate flexural capacity, and a numerical model is established to investigate flexural behaviour of the jointed beam. The joint surfaces without epoxy are simulated by a pair of contact elements with a friction coefficient of 0.6. For the joint surfaces with epoxy, besides the contact elements, a spring element is defined for consideration of the epoxy and an optimized force–displacement relationship is first proposed and input for the spring property. The previous test data and data from one intact beam with low reinforcement ratio tested in the present study are used for validation of the analytical and numerical calculations. The numerical results agree well with the test results in terms of load-midspan deflection, load-joint opening displacement as well as failure modes. Based on the validated numerical model, the effect of number of prestressing strands and beam depth on the flexural behaviour of the prestressed jointed beam is investigated. This study will promote prestressed UHPC joints' application in practical engineering. [ABSTRACT FROM AUTHOR]

Study on variation of concrete compression strength in the construction of new bridges In the design of new structures and the assessment of existing buildings or bridges, factors with variation such as material properties and component dimensions are represented by representative calculation values. It has long been known that concrete compressive strength is not a constant value but a variable factor. Smaller variations allow for the use of more favorable material properties due to reduced uncertainties. About 50 years ago, the variability characteristics were extensively researched and the results were subsequently incorporated into national and international standards. Many involved in construction have reported about a personal feeling of significant increases in actual concrete strength and more consistent properties in recent decades. Because of improved production conditions and the urgent need for resource conservation, this article examines, based on several recent bridge construction projects in southern Germany, to what extent the variability of concrete compressive strength has changed compared to previous assumptions. To do this, the results of compressive strength tests on nearly 600 specimens are statistically analyzed. The analysis reveals a much smaller variability than previously assumed for current bridge construction projects. Finally, this result is placed in historical context and potential reasons for this results are explained. [ABSTRACT FROM AUTHOR]

Experimental investigation on the fatigue behavior of spot‐welded reinforcement – Applications of semi‐precast elements in bridge construction In recent years, various applications for semi‐precast elements in bridge construction have been developed at the Institute for Structural Engineering at TU Wien. As in most cases spot‐welded reinforcement is used within the elements and special attention must be paid to material fatigue in bridge construction, an investigation thereof is of highest importance. After a brief overview of the possible implementations of the elements as well as standards regarding material fatigue, the experimental investigations on the fatigue behavior are presented. The experimental program consists of the testing of 18 axial‐loaded reinforcement bars with spot‐welded transverse elements as well as 12 large‐scale cycling bending tests. The findings confirm the existence of a residual phase in the realistic large‐scale system, resulting in a time period between the first rupture of a reinforcement bar and the total collapse of the system. This behavior is seen as advantageous for the application in practice, as it results in an additional reaction time for possible construction measures. [ABSTRACT FROM AUTHOR]

Early tied-arch bridges cannot satisfy the current traffic load demand due to their load grades and maintenance levels. Also, these tied-arch bridges have accumulated structural damage with increasingly prominent safety risks. In order to accurately evaluate the characteristics of tied-arch bridges' structural-influenced lines and identify damage of their arch ribs and suspenders, two analytical solutions are derived and established in this paper for the thrust-influenced lines of parabola and catenary two-hinged arches with a tie beam. A new method and an index for identifying damage of arch ribs and suspenders of tied-arch bridges are proposed. The results of numerical simulation in this paper verified that the proposed analytical solution has good analytical accuracy in practice on those two-hinged nonflat arches. With the use of equivalent thrust-influenced line difference curvature, the effectiveness of damage identification and the verification method were verified on the tie beam, suspender, and arch rib of plane tie arch structure as well as the suspender and arch rib of tied-arch bridges in this research. Furthermore, combining with grey relation analysis, the noise immunity of the proposed index method can be verified. Also, thrust-influenced line recognition based on VMD (variational mode decomposition) is introduced, and a practical process of bridge health assessment based on the quasistatic-influenced line loading of three-axle heavy vehicles is established. Theoretical analysis and numerical verification show that the calculated error of the analytic solution of two-hinged arches with a rise-span ratio greater than 1/8 is less than 9.57%, and the error decreases with the increase of the rise-span ratio. Therefore, it can be applied to the calculation and analysis of tied-arch bridges with a rise-span ratio range between 1/4 and 1/5. With the equivalent thrust-influenced line index proposed in this paper, the damage of suspenders and arch ribs of tied-arch bridges can be accurately located. It has been found that the proposed method is more effective to identify the damage of suspenders than the damage of arch ribs does, showing good noise immunity. In summary, this research has provided theoretical support for arch bridge design and evaluation. Combining with existing bridge-monitoring methods, the new bridge damage identification method proposed in this paper has the prospect of realizing the normal health status assessment of existing tied-arch bridges. [ABSTRACT FROM AUTHOR]

The probability distributions of the derailment factor and the condition for obeying these distributions are obtained using the identical probability distribution evolution method (IPDEM). A method based on IPDEM for calculating the mean and standard deviation of the derailment factor from the characteristic parameters of wheel-rail forces is proposed and its efficiency and accuracy verified by Monte Carlo method (MCM). Then, using the IPDEM, the extreme value distribution is derived, which considers different numbers of train operation per day. The threshold for the derailment factor is obtained at a 99.87% confidence level. Based on the proposed calculation method, the approximate probability distribution, mean, standard deviation and extreme value tests are carried out using the example. The calculation results show that the derailment factor approximately follows a Gaussian distribution and the approximate Cauchy distribution proposed is recommended for studying its statistics. The characteristic parameters of the derailment factors for different operational conditions can be obtained efficiently and accurately by the proposed method. The further analysis illustrates that the trains crossing the bridge with different departure frequencies account for significant difference in relevant operation safety indicators, which provides probabilistic support for the rational improvements of bridge design in subsequent research. [ABSTRACT FROM AUTHOR]

The increase in freight productivity in Australia is pressuring Australian bridge infrastructure. Bridge assessment is crucial to ensure the safety of bridges to accommodate heavier vehicles. Load distribution factor (LDF) has been widely used for bridge design and evaluation in the preliminary stage, but it is not specified in the Australian standard code. This study aims to develop the LDFs for typical Australian bridges with the most adverse load effects of single- and two-lane loads. Later, the LDFs were compared with the LDF equations in the different standards, including National Association of Australian State Road Authorities (National Association of Australian State Road Authorities, 1976), American Association of Highway and Transportation Officials: Load and Resistance Factor Design (AASHTO (2017), Henry's and modified Henry's methods. It can be concluded that the AASHTO (2017) LDF equations provide very good correlations with typical Australian bridges. It is possible to use the AASHTO LRFD LDF equations for assessing and designing in Australian concrete I-girder and Super-T girder bridges. However, most AASHTO LFRD provides conservative results of LDFs compared with LDFs of Australian bridges. It is recommended that LDFs of Australian bridges should be developed for bridge design and assessment. [ABSTRACT FROM AUTHOR]

As an essential sector of the construction industry, bridge construction produces a large amount of carbon dioxide and other greenhouse gases, greatly intensifying the global greenhouse effect. Prefabricated reinforced concrete (RC) T-beams are a vital type of structural element widely used in bridge construction projects such as river-spanning bridges, high-speed railways, and urban expressways. This study proposes a bridge structural optimization framework using building information modeling (BIM) and two-stage metaheuristic searching (MS) in order to minimize the carbon emission of prefabricated RC T-beams. Under the constraints of corresponding design specifications, the first stage of the proposed MS is utilized to optimize the longitudinal steel section size and area of the T-beam, with carbon emission as the optimization objective. The optimal combination of rebar diameters is then obtained in the second stage of the proposed MS. An illustrative example is also provided to demonstrate the performance of the proposed framework. Moreover, the proposed framework is compared with conventional approaches as well as other metaheuristic algorithms to validate the developed optimization approach. [ABSTRACT FROM AUTHOR]

The editorial discusses a themed issue on "Multi-Hazard Effects on Engineering Structures" in the Proceedings of the Institution of Civil Engineers journal. The issue aims to showcase recent research developments in understanding the behavior of structures subjected to multiple hazards, the performance of structural response modification devices, developments in codes and standards, probabilistic multi-hazard structural engineering, and measurement and tracking of condition and performance over the lifespan of structures. The editorial emphasizes the importance of studying and addressing the physical and socioeconomic losses caused by multiple hazards and their impact on society. It also highlights the need for scenario-based and site-specific designs and performance assessment for built infrastructure. [Extracted from the article]

Flood-induced scour is one of the leading causes of bridge failures in the United States, accounting for 53 % of recorded failures between 1989 and 2000. With many existing bridges considered "scour critical", it is essential to closely monitor its development for effective mitigation. However, despite advances in scour hole measurement techniques, continuous monitoring of scour remains underused and little guidance is available to maintenance engineers to assess structural stability from scour depth measurements. This research presents a proof-of-concept, model-free bridge pier structural assessment framework. This framework is built on a library of bridge pier failure surfaces – curves that define failure limits for combinations of scour, wind, and flood loading for a range of structural configurations and site conditions. User input is limited to basic structural and site information, from which a corresponding failure surface is automatically selected, either directly or through interpolation between surfaces in the library. In this study, the creation of a failure surface library and framework is focused on pile bent pier designs, due to their widespread use. A broad scope of parameters was modeled such that common configurations of pier bent bridge designs and site conditions in Florida were considered. Sensitivity studies were performed to identify parameters for which modeling simplifications could be made to build the failure surface library with reduced computational burden. Results from three case study bridges are presented to verify that the resulting assessment framework maintained reasonable representation of structural response. • This research developed a new, model-free assessment framework which uses a library of failure surfaces. • Failure surfaces provide information on the combination of demands which results in failure. • Baseline failure surfaces are generated using simplified finite-element models representative of bridge design practices. • Site-specific failure surface generated from adapting baseline failure surfaces using in-situ soil data. • Results from three case studies demonstrate good agreement between framework-generated and real-bridge failure surfaces. [ABSTRACT FROM AUTHOR]

This study proposes a simplified analysis method that couples the bridge and train-track subsystem in a weak form to facilitate the dynamic analysis of the train-track-bridge coupled system (TTBS) under earthquakes. The method includes three main steps: (i) performing dynamic analysis of the bridge under seismic conditions to obtain the response of the bridge deck; (ii) interpolating the bridge displacement beneath each wheelset based on the train's velocity, departure time, and the initial positions of the wheelsets; and (iii) assessing the running safety of the train by incorporating the interpolated bridge response as track irregularity into the train-track coupled system. Steps (i) and (iii) can be analyzed separately using finite element and multibody dynamics software, eliminating the need to create a complex TTBS model that is challenging to achieve within a single software platform. Additionally, based on the method's assumptions, the earthquake excitation on the train can be separated into the seismic inertial effect and seismic-induced bridge deformation, enabling a quantitative analysis of the impact of these two types of excitations on train safety. Taking a 10-span simply supported bridge and a long-span cable-stayed bridge as examples, the proposed method's assumptions are verified by comparing its results with those obtained from a complex TTBS model. Furthermore, the impact characteristics of inertial effects and seismic-induced bridge deformation on train safety for these two types of bridges are analyzed. The proposed method offers robust support for seismic design of bridges and facilitates a comprehensive analysis of the mechanisms through which seismic excitations affect train safety. • Proposal and validation of a simplified method for running safety evaluation of train on bridges under earthquake excitation. • Separation of seismic excitation on the train into seismic inertial effect and seismic-induced bridge deformation. • Analysis of impact characteristics of inertial effects and seismic-induced bridge deformation on train running safety. [ABSTRACT FROM AUTHOR]

The safety of pier foundations is an important issue in bridge construction, where local bridge scour is a major cause of bridge damage worldwide, exacerbated by ice sheets. This paper offers a live bed scour experimental investigation that assesses the impacts of the new anti-scour device guide pillar of different sizes on geometric properties of scour, downflow velocity distribution, and turbulence intensity around the pier under different flow velocities and roughnesses, and to select the optimum installation position and size of the guide pillar. The results demonstrate that the guide pillar has a considerable effect on the scour hole and downflow around the pier, and the maximum reduction rate of scour depth is 59.3% in the optimal installation position (2 d). By arranging distributed thin-film pressure sensors on the pier and measuring the pressure distribution on the facing water surface of the pier and the position of the center of gravity, this paper analyzes the distribution characteristics of the water flow force on the pier and the impact resistance of the guide pillar to the pier scour. The study found that the guide pillar reduces the water flow force by 61.3% without considering the effect of hydrostatic pressure. • Designed an anti-scouring device with a good anti-punching effect and high stability - guide pillar. • The first attempt to apply thin-film pressure sensors to bridge piers to monitor water flow force. • Thin film pressure sensor has good applicability, and it can be tried to continue to be applied in this field. • The effect of anti-scouring devices on local bridge scour at different flow velocities and different roughness rates was investigated. • The guide pillar has a strong anti-impact ability, and the water flow force can be reduced by 61.3%. [ABSTRACT FROM AUTHOR]

• Local splitting of bridge girders due to prestressing needs to be always addressed. • Strategy of comprehensive analysis of bridge global and local response is proposed. • Efficiency of the Concrete Damage Plasticity law is confirmed. • Importance of local analyzes of post-tensioned bridges is strongly emphasized. The cracking of a post-tensioned T-beam superstructure, which was built using the incremental launching method, is analyzed in the paper. The problem is studied in detail, as specific damage was observed in the form of longitudinal cracks, especially in the mid-height zone of the girder at the interface of two assembly sections. The paper is a case study. A detailed inspection is done and non-destructive testing results of the girders are briefly discussed. The attention is especially focused on advanced and comprehensive numerical simulations of the bridge mechanical behavior. Linear and nonlinear static calculations are performed employing the Finite Element Method at global and local levels of precision, enabling deep insight into the bridge response during all the stages of bridge construction and after it is opened to traffic. The crack propagation process in local analyses is described by the application of the Concrete Damage Plasticity law, the parameters of which were carefully chosen. The predicted damage patterns closely resemble those observed at the site. The results reveal, that the girder damage process was initiated when centric prestressing was applied, because vertical reinforcement of the assembly section front-end surface was not designed. However, the damage did not compromise the safety of the bridge. Finally, the repair methods employed are described and also a discussion is presented on how to prevent the occurrence of such cracking. [ABSTRACT FROM AUTHOR]

This study utilizes the concept complex linear Diophantine fuzzy set (CLDFS) which is an advanced framework for handling ambiguity in the presence of periodicity for decision-making. Unlike existing techniques, CLDFS offers a larger solution space, incorporating reference parameters α and β. Two real-life scenarios – bridge design selection and AI system choice – are examined to showcase CLDFS's impact on practical applications. The study presents multi-attribute decision-making (MADM) and multi-attribute group decision-making (MAGDM) algorithms with visualizations, applied to warehouse distributor selection and faculty candidate evaluation. The comparative analysis highlights CLDFS's advantages over other methods [ABSTRACT FROM AUTHOR]

This paper conducts a comparative study into the hydrodynamic loads and bearing reaction forces between T-deck and box-deck bridges under freak waves. Initially, a high-fidelity numerical flume is established and validated to accurately simulate the freak wave-bridge interaction. Subsequently, a comprehensive analysis distinguishes the hydrodynamic characteristics associated with equivalent-sized freak waves, Stokes fifth-order waves, and solitary waves. Utilizing the developed numerical flume, the detailed comparisons of hydrodynamic loads on T-deck and box-deck bridges under freak waves are conducted, considering various focus locations, wave height to significant wave height ratios (α 2), and wave crest to wave height ratios (α 3). The study then delves into the seaward and landward bearing reactions for both bridge types. Additionally, the ultimate resistance envelope for a tension-compression bearing is explored through a finite element model, and the safety evaluation of the bearings under freak waves is carried out. Key findings reveal that (a) freak waves pose a more significant threat to structures than the other two wave types; (b) strengthening the seaward bearing for the box-deck and the landward bearing for the T-deck is recommended in the bridge design under the impact of freak waves; and (c) the ultimate resistance capacity envelope efficiently evaluates the bearing capacity when encountering freak waves with the working conditions used in this paper. • The force induced by freak wave, Stokes-5th order wave, and solitary wave is compared. • Hydrodynamic distinctions between T-deck and box-deck under freak waves is examined. • The bearing reaction force under varying parameters of freak waves is analyzed. • An ultimate resistance envelope is obtained for a tension-compression bearing. [ABSTRACT FROM AUTHOR]

Hybrid reinforcement is explored for column-to-footing connections in seismic regions constructed with grouted duct connections as an accelerated bridge construction method. Two 38% scale precast concrete column-to-footing specimens were built; the first column was reinforced with hybrid reinforcement using a combination of mild steel and glass fiber reinforced polymer (GFRP) longitudinal bars, and the second with all-steel longitudinal bars. Double layers of GFRP spirals were used to provide improved concrete confinement for both columns; GFRP spirals exert higher levels of confining pressure on the column concrete core as deformation increases due to their elastic nature compared to steel spirals that yield. An equation was developed for the cross sectional area and pitch of a GFRP spiral to provide the same confining pressure as a steel spiral. The purpose of the cyclic load tests was to show that the column reinforced with hybrid reinforcement could reduce residual displacements using the elastic nature of GFRP bars. Pull-out tests of GFRP bars inside grouted ducts were carried out to determine the minimum embedment depth to achieve GFRP bar tensile strength. The seismic performance of both specimens was examined under quasi-static cyclic loads. The hybrid column reached a drift ratio of 9.0% drift ratio when a GFRP longitudinal bar fractured in compression; the all-steel column reached a drift ratio of 11.0% when two longitudinal steel bars fractured in tension. The elastic nature of the GFRP longitudinal bars provided substantial self-centering ability and reduced the residual displacement of the hybrid column compared to the all-steel column, thus enhancing its seismic resilience. • Pull-out performance of glass fiber reinforced polymer (GFRP) bars inside grouted ducts. • Seismic behavior of columns with hybrid reinforcement using a combination of mild steel and GFRP longitudinal bars. • Comparison of hybrid column with an all-steel longitudinal column. • Use of grouted ducts to enable accelerated bridge construction. [ABSTRACT FROM AUTHOR]