Structures and methods for controlling road temperature over an underpass space are disclosed, including a structure comprising: footings underlying the road supporting a support assembly comprising: an inner shell; a plurality of beams surmounting the inner shell; an insulating material for thermally isolating the road and the remainder of the support assembly from the underpass space; an outer shell; a temperature control assembly; temperature sensors disposed in the road and the support assembly; and a computer processor configured to receive temperature and weather forecast data; predict changes to the temperature of the support assembly and the road based on the temperature and forecast data; and control the application or removal of heat to the support assembly, based on the predicted changes to the temperature of the support assembly and the road, resulting in the road maintaining a temperature within a predetermined range.

A measurement method includes: a step of acquiring first observation point information including a time point when each part of an m-th moving object passes a first observation point and a physical quantity which is a response to an action; a step of acquiring second observation point information including a time point when the each part passes a second observation point and a physical quantity which is a response to an action; a step of calculating a deflection waveform of a structure generated by the each part; a step of adding the deflection waveforms to calculate an m-th moving object deflection waveform; a step of calculating a displacement waveform at the third observation point; and a step of calculating first to M-th amplitude coefficients by assuming that a waveform obtained by multiplying an m-th amplitude coefficient by the m-th moving object deflection waveform is an m-th amplitude adjusted deflection waveform, and that a sum of first to M-th amplitude adjusted deflection waveforms is approximated to the displacement waveform.

A measurement method includes: a step of acquiring first observation point information including a time point when each part of an m-th moving object passes a first observation point and a physical quantity which is a response to an action; a step of acquiring second observation point information including a time point when the each part passes a second observation point and a physical quantity which is a response to an action; a step of calculating a deflection waveform of a structure generated by the each part; a step of adding the deflection waveforms to calculate an m-th moving object deflection waveform; a step of calculating a displacement waveform at the third observation point; and a step of calculating first to M-th amplitude coefficients by assuming that a waveform obtained by multiplying an m-th amplitude coefficient by the m-th moving object deflection waveform is an m-th amplitude adjusted deflection waveform, and that a sum of first to M-th amplitude adjusted deflection waveforms is approximated to the displacement waveform.

The invention discloses a method and a system for predicting the corrosion fatigue life of prestressed concrete bridges. A corrosion level of the strand is predicted to obtain the residual tension force of a structure. A stress concentration factor is integrated to consider the stress concentration effect caused by pitting corrosion, and a growth model of the elastic stress of the strand under the coupled effect of corrosion and fatigue is proposed. A growth model of the plastic stress of the strand is established using a cross-section loss of the strand as a fatigue damage parameter based on a degenerated elastic modulus of the concrete after fatigue. Failure criteria for the concrete, the strand, and a longitudinal tension bar are defined, so that a set of methods for analyzing the life of a prestressed concrete bridge subjected to corrosive environment and fatigue load are formed.

The invention discloses a method and a system for predicting the corrosion fatigue life of prestressed concrete bridges. A corrosion level of the strand is predicted to obtain the residual tension force of a structure. A stress concentration factor is integrated to consider the stress concentration effect caused by pitting corrosion, and a growth model of the elastic stress of the strand under the coupled effect of corrosion and fatigue is proposed. A growth model of the plastic stress of the strand is established using a cross-section loss of the strand as a fatigue damage parameter based on a degenerated elastic modulus of the concrete after fatigue. Failure criteria for the concrete, the strand, and a longitudinal tension bar are defined, so that a set of methods for analyzing the life of a prestressed concrete bridge subjected to corrosive environment and fatigue load are formed.

A system configured to determine a property of a paving-related material is provided. The system includes a measuring device configured for measuring a property of a paving-related material and a cellular computer device configured for being in communication with and receiving data from the measuring device.

A passenger boarding bridge for docking a cab with an aircraft. The passenger boarding bridge includes: a tunnel unit; a cab; a drive wheel provided on the tunnel unit or the cab; a rotational mechanism configured to rotate the cab; a controller configured to control the drive wheel and the rotational mechanism; a camera configured to capture an image of an entrance of an aircraft; and an entrance position calculator configured to detect the entrance of the aircraft based on the image and calculate horizontal positional information of the entrance. The controller is, when the cab is at a predetermined standby position from which the cab starts moving at a time of performing docking of the cab with the entrance, configured to: calculate a target position based on the horizontal positional information; and move the cab from the standby position to the target position.

Improved tub girders and related manufacturing methods are provided, such as for example for use in road construction in connection with concrete bridges. Disclosed improved tub girders may include upper flanges that extending inwardly or outwardly. Disclosed improved tub girders may be provided with camber along the length of the girders. Ends of the disclosed improved tub girders may be provided with diaphragms. Disclosed improved tub girders may include a base section including one more access ports for enabling inspection of the interior of the girders after installation. Disclosed improved tub girders may include a plurality of stud members extending upwardly from upper flanges for engaging with a concrete bridge deck. Disclosed tub girders may be providing with a coating, such as galvanized, aluminized or metalized, to fight corrosion and extend life and limit need for inspection.

Improved tub girders and related manufacturing methods are provided, such as for example for use in road construction in connection with concrete bridges. Disclosed improved tub girders may include upper flanges that extending inwardly or outwardly. Disclosed improved tub girders may be provided with camber along the length of the girders. Ends of the disclosed improved tub girders may be provided with diaphragms. Disclosed improved tub girders may include a base section including one more access ports for enabling inspection of the interior of the girders after installation. Disclosed improved tub girders may include a plurality of stud members extending upwardly from upper flanges for engaging with a concrete bridge deck. Disclosed tub girders may be providing with a coating, such as galvanized, aluminized or metalized, to fight corrosion and extend life and limit need for inspection.

A method for improving the seismic performance of bridges by utilizing the beam body and an energy dissipation and seismic mitigation bridge bearing, which can effectively eliminate the harmful vibration of the bridge pier in the inherent frequency band, thus reducing the stress of the pier body and improving the seismic performance of the bridge pier without introducing external additional mass and looking for an installation space on the pier. The method includes the following steps: obtain the natural frequency fi, the equivalent modal mass Mi and the modal stiffness Ki of the pier in the longitudinal or transverse direction by numerical modal analysis or experimental modal test; determine the mass mi of the beam body; calculate the connection stiffness ki and the connection damping ci between the beam body and the pier; select the bearing system with above connection stiffness ki and the connection damping ci.