The response of a structure subjected to a moving load can be obtained using coupled or uncoupled methods. The uncoupled method is often preferred since modal superposition is applicable, which implies computational efficiency and ease of implementation. However, the uncoupled method ignores the changes in the dynamic features of the combined structural system due to the time-varying location of the load. This paper analyses the extent to which the accuracy of the uncoupled method is affected by these changes. First, a parametric study is conducted on two discretized beam models traversed by a sprung mass at a constant speed. The error associated with the uncoupled method is calculated using the coupled solution as a reference. The influence of the load to structure mass and frequency ratios and the speed of the vehicle on the error is quantified. Heavier loads travelling at higher speeds are found to increase the inaccuracy of the uncoupled method. Then, the analysis is extended to a half-car travelling on a rough profile. Although errors from the uncoupled simulation remain low for the range of parameters under investigation, they may not be acceptable in some applications, i.e., the training of an algorithm for early damage detection.

The influence of traffic loads on the dynamic features of a bridge is an external factor that can hinder the true condition of the structure. This paper aims to effectuate a shift in the way this factor is viewed. If the interaction between vehicle and bridge is modeled using the finite element method, the response is based on mass, stiffness, and damping matrices of a coupled vehicle-bridge system that vary with the location of the load at each point in time. The time-varying forced frequencies of a beam bridge model due to a fleet of 3-axle trucks based on eigenvalue analysis (i.e., derived from the matrices of the coupled system) are compared to those obtained using dynamic transient analysis (i.e., derived from the frequency content of the acceleration response of the beam due to a truck crossing). Truck properties are randomly varied within a realistic range to obtain a pattern for the forced vibration due to a truck fleet traveling at an ideal speed of 1 m/s on a 15 m bridge with a smooth surface, and at 10 m/s on a 30 m bridge. These patterns reveal a trend that allows for locating and quantifying the stiffness loss associated with a crack using only the forced frequency. The implementation of this methodology requires the installation of accelerometers on the bridge, and a nearby weigh-in-motion system to identify the traffic fleet of interest. High requirements for frequency resolution limit the application to bridges located on low speed routes.

The estimation of flexural stiffness from static loading test data is the basis of many methods assessing the condition of structural elements. These methods are usually developed under the assumption of having sufficiently accurate data available. Hence, their performance deteriorates as the differences between the measured and true values of the response, often denoted as noise, increase. The proposed methodology is specifically designed to mitigate errors derived from noisy static data when estimating flexural stiffness. It relies on the linearization of the equations relating displacements to stiffness through the unit-force theorem, combined with regularization tools such as L-curve and generalized cross-validation. The methodology is tested using theoretical simulations of the static response of a simply supported beam subjected to a 4-point flexural test for several levels of noise, two types of responses (deflections and rotations), and different levels of discretization. Recommendations for selecting the optimal regularization tool and parameter are provided. The use of rotations as inputs for predicting stiffness is shown to outperform deflections. Finally, the methodology is extended to a statically indeterminate beam.

This paper analyses the usefulness of high-definition survey (HDS) techniques in structural inspection. To this effect, tachymetric and HDS measurements are conducted on a beam bridge located in Avilés (Asturias, Spain) that had suffered damage from an impact, which led to the loss of part of the constituent material of one of its exterior beams. HDS techniques are primarily aimed at determining one of the edges of the damaged beam and the results are then compared with the tachymetric measures of the same element. The accuracy of HDS techniques is determined by comparison to that of the tachymetric measures. In addition, by combining HDS techniques and computer-aided design (CAD) systems, the material loss produced by the impact to the damaged beam can be quantified. For this purpose, healthy sections of that beam are compared with the damaged ones. The conducted work, despite the complexity and laboriousness of HDS processing, shows the potential of this technique in the inventory of infrastructures as well as in structural inspection through the characterisation of beam deflection and material losses.