Jumbo Hopper Case Study

In this study, the Jumbo hopper (JH) barge is selected as a striking vessel. Also, the finite element models of impacted piers in isolated and multiple-pier cases including three piers and two spans are developed in LS-DYNA25 according to available characteristics in Consolazio et al.3
Fig. 1 shows the bow and non-bow (stern) portions of JH barge developed in LS-DYNA according to properties as given in AASHTO provisions.2 The bow portion of the barge contains the impact zone with outer plates and internal trusses which are modeled using 4-node shell elements with a relative finer mesh than the stern portion. Because, it is expected to obtain the buckling, deformations, and material failures in bow portion better than rear portion. In addition, the stern portion of the
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The barge’s weight is adjusted in the FE model using the mass density of stern portion as given in Table 1. The material properties of A36 steel model used for all elements of JH barge, are tabulated in Table 1. In this study, a barge collision scenario with a moderate energy including: impact velocity of 2m/s; barge’s weight for fully loaded of barge cargo capacity; and a head-on impact (i.e. the impact angle equal to 0o), is considered.
The finite element models of the impacted pier in isolated and multiple-pier systems that each of which represents the different partials of St. George Island Bridge with three piers and two spans, are developed in LS-DYNA. One of these multiple-pier systems named system-1 contains: Pier-1 (in the northern side of the bridge), Pier-1 (southern), and Pier-2 (southern), respectively (see Fig. 2(a)). Another one named system-2 contains: Pier-2 (southern), the Pier-3 (southern), and Pier-4 (southern), respectively (Fig. 2(b)). In LS-DYNA, the concrete of bridge piers and piles of Pier-3 are modeled using 8-node brick elements with a linear elastic material. The dimensions of square cross section columns for Pier-1 are varied from 2.132.00 m at the

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