Estimation of peak relative velocity and peak absolute acceleration of linear SDOF systems

In the seismic analysis and design of structures, the true velocity and absolute acceleration are usually approximated by their corresponding pseudo-values. This approach is simple and works well for structures with small damping (say, less than 15%). When the damping of a structure is enhanced for the purpose of response reduction, it may result in large analysis and design errors. Based on theory of random vibration and the established mechanism of seismic response spectra analysis, a method is developed (1) to predict the relative velocity spectra with any damping ratio level directly from the 5% standard pseudo-acceleration spectrum; and (2) to estimate the peak absolute acceleration. The accuracy of both is validated by using two selected ensembles of ground motion records.     

Fast robust large-scale mapping from video and internet photo collections

This paper presents a system approaching fully automatic 3D modeling of large-scale environments. Our system takes as input either a video stream or collection of photographs obtained from Internet photo sharing web-sites such as Flickr. The system achieves high computational performance through algorithmic optimizations for efficient robust estimation, the use of image-based recognition for efficient grouping of similar images, and two-stage stereo estimation for video streams that reduces the computational cost while maintaining competitive modeling results. In addition to algorithmic advances, we achieve a major improvement in computational speed through parallelization and execution on commodity graphics hardware. These improvements lead to real-time video processing and to reconstruction from tens of thousands of images within the span of a day on a single commodity computer. We demonstrate modeling results on a variety of real-world video sequences and photo collections.     

Towards multiple hazard resilient bridges: a methodology for modeling frequent and infrequent time-varying loads Part I, Comprehensive reliability and partial failure probabilities

The current AASHTO load and resistance factor design (LRFD) guidelines are formulated based on bridge reliability,which interprets traditional design safety factors into more rigorously deduced factors based on the theory of probability.This is a major advancement in bridge design specifications.However,LRFD is only calibrated for dead and live loads.In cases when extreme loads are significant,they need to be individually assessed.Combining regular loads with extreme loads has been a major challenge,mainly because the extreme loads are time variables and cannot be directly combined with time invariant loads to formulate the probability of structural failure.To overcome these difficulties,this paper suggests a methodology of comprehensive reliability,by introducing the concept of partial failure probability to separate the loads so that each individual load combination under a certain condition can be approximated as time invariant.Based on these conditions,the extreme loads (also referred to as multiple hazard or MH loads) can be broken down into single effects.In Part Ⅱ of this paper,a further breakdown of these conditional occurrence probabilities into pure conditions is discussed by using a live truck and earthquake loads on a bridge as an example.There are three major steps in establishing load factors from MH load distributions:(1) formulate the failure probabilities;(2) normalize various load distributions;and (3) establish design limit state equations.This paper describes the formulation of the failure probabilities of single and combined loads.     

The 'outside-in' outburst of HT Cassiopeiae

We present results from photometric observations of the dwarf nova system HT Cas during the eruption of 1995 November. The data include the first two-colour observations of an eclipse on the rise to outburst. They show that during the rise to outburst the disc deviates significantly from steady-state models, but the inclusion of an inner-disc truncation radius of about 4 R _wd and a 'flared' disc of semi-opening angle of 10° produces acceptable fits. The disc is found to have expanded at the start of the outburst to about 0.41 R _L1, as compared with quiescent measurements. The accretion disc then gradually decreases in radius reaching <  0.32 R _L1  during the last stages of the eruption. Quiescent eclipses were also observed prior to and after the eruption and a revised ephemeris is calculated.     

Bridge pier failure probabilities under combined hazard effects of scour, truck and earthquake. Part II: failure probabilities

In many regions of the world, a bridge will experience multiple extreme hazards during its expected service life. The current American Association of State Highway and Transportation Officials (AASHTO) load and resistance factor design (LRFD) specifications are formulated based on failure probabilities, which are fully calibrated for dead load and non-extreme live loads. Design against earthquake load effect is established separately. Design against scour effect is also formulated separately by using the concept of capacity reduction (or increased scour depth). Furthermore, scour effect cannot be linked directly to an LRFD limit state equation because the latter is formulated using force-based analysis. This paper (in two parts) presents a probability-based procedure to estimate the combined hazard effects on bridges due to truck, earthquake and scour, by treating the effect of scour as an equivalent load effect so that it can be included in reliability-based failure calculations. In Part I of this series, the general principle for treating the scour depth as an equivalent load effect is presented. In Part II, the corresponding bridge failure probability, the occurrence of scour as well as simultaneously having both truck load and equivalent scour load effect are quantitatively discussed. The key formulae of the conditional partial failure probabilities and the necessary conditions are established. In order to illustrate the methodology, an example of dead, truck, earthquake and scour effects on a simple bridge pile foundation is represented.     

Towards multiple hazard resilient bridges: a methodology for modeling frequent and infrequent time-varying loads Part II, Examples for live and earthquake load effects

The current AASHTO load and resistance factor design (LRFD) guidelines are formulated based on bridge reliability,which interprets traditional design safety factors into more rigorously deduced factors based on the theory of probability.This is a major advancement in bridge design specifications.However,LRFD is only calibrated for dead and live loads.In cases when extreme loads are significant,they need to be individually assessed.Combining regular loads with extreme loads has been a major challenge,mainly because the extreme loads are time variable and cannot be directly combined with time invariant loads to formulate the probability of structural failure.To overcome these difficulties,this paper suggests a methodology of comprehensive reliability,by introducing the concept of partial failure probability to separate the loads so that each individual load combination under a certain condition can be approximated as time invariant.Based on these conditions,the extreme loads (also referred to as multiple hazard or MH loads) can be broken down into single effects.In this paper,a further breakdown of these conditional occurrence probabilities into pure conditions is discussed by using a live truck and earthquake loads on a bridge as an example.     

Principal axes of M-DOF structures Part Ⅱ: Dynamic loading

This paper is the second in a two-part series that discusses the principal axes of M-DOF structures subjected to static and dynamic loads. The primary purpose of this series is to understand the magnitude of the dynamic response of structures to enable better design of structures and response modification devices/systems. Under idealized design conditions, the structural responses are obtained by using single direction input ground motions in the direction of the intended response modification devices/systems, and by assuming that the responses of the structure is decoupleable in three mutually perpendicular directions. This standard practice has been applied to both new and retrofitted structures using various seismic protective systems. Very limited information is available on the effects of neglecting the impact of directional couplings (cross effects of which torsion is a component) of the dynamic response of structures. In order to quantify such effects, it is necessary to examine the principal axes of structures under both static and dynamic loading. In this two-part series, the first paper is concerned with static loading, which provides definitions and fundamental formulations, with the conclusion that cross effects of a statically loaded M-DOF structure resulting from the lack of principal axes are of insignificant magnitude. However, under dynamic or earthquake loading, a relatively small amount of energy transferred across perpendicular directions is accumulated, which may result in significant enlargement of the structural response. This paper deals with a formulation to define the principal axes of M-DOF structures under dynamic loading and develops quantitative measures to identify cross effects resulting from the non-existence of principal axes.     

A possible 5 km wide impact structure with associated 22 km wide exterior collapse terrain in the Alhabia–Tabernas Basin,southeastern Spain

The Tabernas–Alhabia Basin is a structural depression situated in the province of Almería, southeastern Spain. The basin is filled with Neogene, Pliocene, and Pleistocene sediments resting discordantly on a Paleozoic metamorphic basement. During the marine Tortonian sedimentation, a bed of breccia (Gordo megabed) was formed. It consists of rotated sedimentary megablocks commonly capped and/or surrounded by a polymict breccia composed mainly of up to dm-sized clasts of the crystalline (schist) basement. Previous work has suggested the bed to be a seismite corresponding to events induced by earthquakes. Here, we link the formation of the Gordo megabed with an ∼5 km wide, rimmed depression with exposed breccias on the northern flank of the Sierra de Gádor mountain. This semicircular structure, developed in mainly schists and dolostone of the basement, is delimited to the W, S, and E by an up to 350 m high escarpment with overturned stratigraphy. Toward the north, this crater-like structure opens toward the Gordo megabed of the Tabernas Basin. In the southern sector, the overturned strata transform outward for into a blocky allochthonous breccia with decreasing thickness and clast size. In the interior of the structure, there are occurrences of graded breccia and arenite superposed on a blocky, autochthonous breccia. Based on the presence of mineralogical shock metamorphic evidence, potential shatter cones, and a high Ir anomaly (∼500 ppb) as well as the position of the structure near the town of Alhama de Almería, we propose to call it the Alhama de Almería impact structure.     

Towards establishing practical multi-hazard bridge design limit states

In the U.S.,the current Load and Resistance Factor Design(LRFD) Specifications for highway bridges is a reliability-based formulation that considers failure probabilities of bridge components due to the actions of typical dead load and frequent vehicular loads.Various extreme load effects,such as earthquake and vessel collision,are not considered on the same reliability-based platform.Since these extreme loads are time variables,combining them with frequent,nonextreme loads is a significant challenge.The number of design limit state equations based on these failure probabilities can be unrealistically large and unnecessary from the view point of practical applications.Based on the opinion of AASHTO State Bridge Engineers,many load combinations are insignificant in their states.This paper describes the formulation of a criterion to include only the necessary load combinations to establish the design limit states.This criterion is established by examining the total failure probabilities for all possible time-invariant and time varying load combinations and breaking them down into partial terms.Then,important load combinations can be readily determined quantitatively.