In recent years, fiber‐reinforced polymer (FRP) composites have been widely used as a new type of high‐performance material in concrete structures. FRP composites have the advantages of high strength, light weight, and corrosion resistance. Based on existing studies in the literature, this paper reviews the development and applications of FRP materials for the strengthening and rehabilitation of bridge structures. The types and properties of FRP composites are summarized, and the applications and development of FRP sheets, FRP bars, FRP grids, and prestressed FRP tendons for bridge structures are discussed. Different types of FRP composites result in different failure characteristics and bearing capacities. Moreover, this paper covers the FRP strengthening methods and the response properties of the flexural performance, bonding performance, and ductility. Significant conclusions regarding the strengthening/repair of bridge structures with FRP composites are presented. The review details the current state of knowledge and research on strengthening bridge structures with FRP composites and is helpful for better understanding and establishing design criteria.

Based on the transient temperature field theory of heat conduction, the solar temperature field calculation model of a sea-cross cable-stayed bridge tower was established and calculated through transient heat transfer analysis, with the largest sea-cross construction project of Kong–Zhuhai–Macao Bridge as an example. The main parameters, including the solar elevation angle, azimuth angle, radiation absorption coefficient, and length of overhang, were incorporated. The proposed model was verified by comparing the measured data with the predicted values of both the temperature field and temperature deformation. The analysis results and monitoring data achieved a good agreement, which reveals that integrating numerical analysis with field monitoring data can be utilized to thoroughly understand the effects of a solar temperature field on a sea-crossing cable-stayed bridge tower. The research results guide the construction of the bridge.

Taking carbonation depth uncertainty into account is key to approach durability analysis of concrete girder bridges in a probabilistic way. The Normal distribution has been widely used to represent the probability distribution of carbonation depth. In this study, two new methods such as Least Squares method and Bayesian Quantile method, are used to estimate the parameters of the Normal distribution. These two considered methods are also compared with the commonly used Maximum Likelihood method via an extensive numerical simulation and three real carbonation depth data examples based on performance measures such as, K-S test, RMSE and ${\text{R}}^{2}$. The numerical study reveals that the Least Squares method is the best one for estimating the parameters of the Normal distribution. Statistical analysis of real carbonation depth data sets are presented to demonstrate the applicability and the conclusion of the simulation results.

This paper presents a study to simulate the performance of steel‐plate composite bridge under various blasting loads. The multi‐Euler domain method based on the fully coupled Lagrange and Euler models is adopted for the structural analysis of explosion process with the commercial software Autodyn. Due to the difference of material characteristics and space distribution between the concrete and steel part, the most adverse position is estimated to be above and below detonation. A remarkable difference between these two explosive denotations for steel‐concrete composite bridge is noted, and the failure mode above denotation is the damage of local concrete deck, with the compression mode near the denotation point showing a standard trigonometric curve. The failure mode below denotation includes damage of steel girders and concrete failure near junction.

Due to the fast construction and low interference, precast segmental bridge columns have gained increasing attention for use in non-seismic regions. However, their applications in seismic areas remain scarce due to their ambiguous dynamic performance. To estimate the seismic performance of PSBCs, existing quasi-static cyclic tests and shaking table tests are gathered and reviewed in this study. According to the structural details and material property at the joints, the PSBCs are categorized as 11 types based on the connection type, namely grouted splice sleeve couplers (GSSCs), grouted corrugated duct connections (GCDCs), wet joint connections (WJCs), mechanical bar splice connections, socket connections (SCs), unbonded post-tensioned tendon connections (UPTCs), partial precast columns (PPCs), hybrid connections (HCs), high-strength steel bars (HSBs), high-performance concrete (HPC), and external dissipators (EXDs). Based on the experimental results, the failure reason of each connection types are discussed and the effective structural details are suggested. And also, the PSBCs are divided into those with ductile and resilient connections according to the damage levels, residual drift ratios, displacement ductility coefficients, equivalent viscous damping ratios and effective stiffness parameters. With the achievements in this research, the application of PSBCs is expected to be promoted in medium-to-high seismic regions.

The objective of this study is to investigate the damage mechanism of a multi-beam steel–concrete composite bridge under car explosion. The steel–concrete composite bridge is widely used in expressways and urban viaducts. Explosives are distributed in multiple locations above the deck to avoid stress concentration. The explosion damage analysis is carried out with the equivalent trinitrotoluene of 50 kg, which represents a car explosion in the state of full oil tank. The multi-Euler domain method based on the fully coupled Lagrange and Euler models is adopted for the structural analysis of the explosion process with the commercial software Autodyn. This study shows that the structural failure goes through three stages: elastoplastic, plastic, and plastic hinge with full section. From 1/8 to 1/2 of the bridge span, the failure times of the bridge are 277, 164, 133, and 133 ms, matching the displacements of 412, 889, 819, and 819 mm, respectively, while the explosion occurs above steel beams. For the explosion occurring above the concrete deck, the failure times are 335, 154, 121, and 125 ms, corresponding to the deflections of 479, 930, 722, and 752 mm. When the explosion occurs from bearings to the quarter of the bridge span, shear failure of steel beams occurs before bending failure, and both of them control the explosion-resistant design of structures. For the detonation occurring at 1/4 to 1/2 of the bridge length, the explosion damage of the steel–concrete composite bridge is controlled by flexural failure, and only local shear failure occurs. The multi-beam steel–concrete composite bridge which meets the design requirements will generate plastic hinge and lose bearing capacity under car explosion wherever the explosion occurs.