The feasibility of using output-only model-free wavelet-based techniques for damage detection in reinforced concrete structures subjected to seismic loads is explored through the analysis of the results of a full scale shake table test of a reinforced concrete bridge column recently performed at the NEES Large High Performance Outdoor Shake Table. The evaluated approaches are based solely in the analysis of the acceleration time histories recorded in the structure. The viability of using numerical models to validate this type of damage detection methodologies is also evaluated. Wavelet analyses were capable of identifying the rebar fracture episodes and partially identified the frequency shifts in the structure as the inelastic demand increased. It was also found that, depending on the methodology employed, the use of numerical models to validate damage detection techniques can oversimplify the actual problem and/or induce spurious irregularities.

Damage‐induced changes in structure dynamic properties are commonly tracked with time‐frequency representations (TFRs). One of the most widely accepted tools for determining a TFR is the continuous wavelet transform (CWT). The success of CWT analysis is highly dependent on selecting the most appropriate values for the parameters that define the mother wavelet. This article presents a detailed analytical and numerical study to select optimal wavelet parameters using the complex Morlet wavelet (CMOR) and the Gabor wavelet. The results obtained suggest that it is possible to define optimal parameter values based on identification target, instantaneous frequency, or average damping ratio. This reduces the computational cost of a reliable CWT analysis when compared with currently employed iterative methodologies based on minimal Shannon entropy criteria.

Roundabout in urban arterials are likely to block roads or generate long queues of vehicles due to the constant changes on urban dynamics near to the interception. Several alternatives to modify the flow pattern or geometry and infrastructure need to be study previously to propose a final design solution of roundabout with traffic issues. In this study, a review of three alternatives to improve the operational traffic are discussed; signalized intersection, turbo-roundabouts and overpass/underpass. In addition, the application of these alternatives is evaluated in a “classic” roundabout located at Tunja city that has a maximum of 3691 Veh/h counted and it is operated in saturated condition. Microsimulation is used from a calibrated model with volume counted, vehicle composition and speeds in the VISSIM software. Results show that signalize the roundabout does not improve the operational traffic (with a reduction on 38% of approach speed) and, the turbo-roundabouts are a mid-term solution that meet the traffic demand on 15 years with a progressively loss of service (with a mean approach speed of 6.4 Km/h at 15 years). The constructions of underpass and overpass show to be the only solution that increase four times the travel speed throw the roundabout and keep acceptable speed at the end of cyclic live of intersection (18.7 Km/h at 20 years).