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Sustainable transport system must be supported by resilient infrastructure such as bridges. Bridge is an essential transportation structure that offers unique solutions for road and rail traffic to cross rivers, gorges and difficult ground conditions or for reducing conflict points in transportation system by carrying one mode of traffic over the o...
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... load considerations for the bridge at the time of design are no longer adequate for this present time. Outlined in Table 2 are eight bridges that collapsed due to overloading. Ikem bridge is a steel truss bridge in Isi-Uzo local government area (LGA) of Enugu state that was constructed in 1960. ...Context 2
... load considerations for the bridge at the time of design are no longer adequate for this present time. Outlined in Table 2 are eight bridges that have collapsed due to overloading. Ikem bridge is a steel truss bridge in Isi-Uzo local government area (LGA) of Enugu state that was constructed in 1960. ...Similar publications
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... A lot of these construction activities have involved the siting of large engineering structures which are expected to be strong, durable, and safe for use. There has however been an increasing trend in the rates of failure of such engineering structures (Lanrewaju, 2012;Windapo and Rotimi, 2012;Idowu, 2013;Ede, 2013;Almarwae, 2017;Ede et al., 2019). Most of the time, the design of these structures is faultless but they still fail because comparably less attention is given to the study of soil competence especially in terms of the presence of geologic structures which could be dangerous to such large engineering structures (Radbruch, 1971;Griffiths and King, 2013). ...
Electrical resistivity and seismic refraction geophysical methods have been used to investigate the competence of the near-surface soil at the proposed College of Engineering, Mountain Top University’s permanent site, Makogi-Oba, Ogun State, Nigeria, with a view to determining its suitability for construction purposes. The techniques adopted were the 2D electrical resistivity tomography, 1D vertical electrical sounding, 2D seismic refraction tomography, and the multi-channel analysis of surface wave (MASW). The 2D ERT was first conducted, and this was followed by the vertical electrical sounding at some selected points on the 2D ERT profiles. This was followed by the seismic refraction tomography survey before the multi-channel analysis of surface waves was finally done. The 2D electrical resistivity imaging delineated between three to four geoelectric layers which were interpreted as the clayey topsoil, a clayey-sand/sand layer, a low-resistivity clay, and a bottom clayey-sand/sand layer. The maximum depth probed was 49.7 m. The vertical electrical sounding delineated four geoelectric layers which were interpreted as thin clayey topsoil, a clay layer, a clayey-sand/sand layer, and a bottom clay layer. From the vertical electrical soundings, topsoil resistivity and depth ranged from 12 to 51 ohm-m and 0.4 to 0.8 m respectively, second layer resistivity and depth ranged from 3 to 7 ohm-m and 1.5 to 5.2 m respectively, and third layer resistivity and depth ranged from 13 to 163 ohm-m and 1.6 to 9.1 m respectively. The fourth layer resistivity varied between 3 and 46 ohm-m. Though just relatively competent, the third layer is the most competent layer delineated and depth to this layer ranged between 2.2 and 5.6 m. On the seismic tomography models, only two distinct layers were delineated with the discrimination property being the degree of consolidation of the earth materials. Seismic compressional wave velocity, shear wave velocity, bulk density, compressibility, bulk modulus, shear modulus, and rock-mass quality within the first layer ranged between 511 and 1500 ms−1, 175 and 185 ms−1, 1474 and 1929 kgm−3, 0.5661 × 10−9 and 1.0254 × 10−9 Pa, 0.90146 × 109 and 1.69657 × 109 Pa, 49.95 and 55.36 MPa, and 0.001026 and 0.01 respectively. Within the second layer, seismic compressional wave velocity, shear wave velocity, bulk density, compressibility, bulk modulus, shear modulus, and rock-mass quality ranged between 1042 and 1750 ms−1, 190 and 245 ms−1, 1761 and 2005 kgm−3, 0.1925 × 10−9 and 0.4438 × 10−9 Pa, 2.1096 × 109 and 5.09943 × 109 Pa, 65.16 and 107.62 MPa, and 0.003484 and 0.01778 respectively. The seismic tomography and MASW results confirmed that the top geoacoustic layer is loosely consolidated while the underlying layer is a more consolidated earth material which is predominantly clay. Based on the geoelectric and geoacoustic parameters, any competent material could not be established within the subgrade soils. The clayey-sand/sand layer delineated as the third layer on the VES is recommended for laboratory geotechnical testing to determine if it can support light to medium engineering structures.
... These factors individually may not cause collapse; however, collapse may occur because of the interaction of several events. Ede et al. (2019) reviewed the prevalent causes of the collapse of bridges in Nigeria between 2010 and 2018. The study presented forty-five bridge collapse cases and identified flooding, overloading, terrorist attacks, design and construction errors, and a lack of proper maintenance and inspection as the major causes of failure, with floods having the highest percentage. ...
Bridges are crucial for transporting people and goods, but their failures can be catastrophic, resulting in loss of life and property. This study assessed the flood stage of selected bridges (Alaafin Avenue, Seven-Up, and Oluyole) along the Ona River, Ibadan, Nigeria, using a one-dimensional model called the Hydraulic Engineering Center-River Analysis System (HEC-RAS). The model requires two major input data: geometric and steady flow data. The geometric features of the study area (stream centerline, riverbanks, flow paths, cross-sections, and bridges) were generated from the Digital Elevation Model (DEM) in HEC-GeoRAS, an extension of ArcMap GIS. The MapWindow Soil and Water Assessment Tool (MWSWAT) was used to predict flow. The input data for the model include DEM, Land use, soil map data, and meteorological data obtained from the Nigerian Meteorological Agency (NIMET). The flood stages of the three bridges were predicted in the HEC-RAS model and the results showed that Alaafin Avenue, Seven-Up and Oluyole bridges had predicted flood stages of 1.5 m, 1.6 m, and 2.5 m and a freeboard minimum clearance of 2 m, 0.3 m, and 0.5 m respectively. However, the predicted flow (75.25 m³/s) was compared with the corresponding value of the flow in ERA (2002) for a free board minimum clearance. It was shown that only Alaafin Avenue Bridge is safe while Seven-Up and Oluyole bridges are prone to inundation by approximated values of 0.3 m and 0.5 m respectively. Therefore, regular inspection and maintenance of bridges are recommended to prevent inundation.
... For instance, the collapse of the Tatabu bridge along Mokwa-Jebba road in Niger state of Nigeria in 2017 was attributed to the increase in rainfall between 2015 and 2017, which directly increased the runoff and streamflow rate [1]. Furthermore, past research conducted in Nigeria [2] revealed that several bridges failed due to floods, as shown in Table 1. 628 Port Harcourt, the capital of Rivers state in South-Southern Nigeria, has been experiencing annual floods significantly [3]. ...
... For instance, the collapse of Tatabu bridge along Mokwa-Jebba road in Niger state of Nigeria in 2017 was attributed to increase in rainfall between 2015 and 2017 which directly increased the runoff and stream flow rate (Sule et al., 2018). Furthermore, a research conducted in Nigeria by (Ede et al., 2019) revealed that several bridges failed due to flood as could be seen in Table 1 Port Harcourt being the capital of Rivers state in South-Southern Nigeria have been experiencing annual flood in a significant scale (Echendu, 2021). Although urban flooding could be caused by several factors notwithstanding, lack of good surface drainage network system is a key factor. ...
Hydraulic structures such as surface drainages and culverts are usually constructed in urban areas with the intention of draining runoff into nearby streams and rivers in order to avoid flooding. However, most of these structures frequently fail to serve the intended use due to the occurrence of high intensity rainfall accompanied with long duration, which produce runoff discharge higher than their designed capacities. This is common in many developing countries as drainages and culverts are most times constructed without considering hydrological analysis of the catchment. Hence, this research considered Port Harcourt city as a case study by utilizing 50 years rainfall data to develop rainfall Intensity-Duration-Frequency (IDF) curves that will be used for subsequent design of drainages and culverts within the city and its environs. The IDF curves were developed using Gumbel, Pearson type III and Log-Pearson type III distributions at return periods of 2, 5, 10, 25 and 50 years. However, the durations considered were 5, 10, 20, 30, 45, 60, 90, 120, 150, 180, 210, 240, 300, 360 and 420 minutes. Results showed that the IDF equations developed for the three frequency distributions highly correlate with the observed intensities since there goodness of fit (R 2) ranges from 0.9766-0.9865. Also, it was noted that there was no significant difference (p < 0.01) between the predicted rainfall intensities from all the IDF equations and the observed intensities. Notwithstanding, the IDF equation developed for Gumbel distribution was recommended to be given higher priority since it has the highest R 2 value.
... Researchers should also consider further investigation of seasonal bridge trends, expanding on the conclusion that no apparent change in bridge usage patterns during rain events in Rwanda may suggest that bridges minimize seasonal and extreme weather-related transportation interruptions [239,242]. Additional future efforts should look toward the formalized and institutionalized maintenance of bridges [243] and toward the adaptation of bridges to climate-resilient standards [241]. In general, expansion and formalization of the place of rural bridges within the rural transportation sector, and further engagement of governing bodies, would serve well to further advocate for the improved access of rural dwellers around the globe. ...
... However, local groups can rarely afford the expenses and manage the logistics required for maintenance without additional support and reliance on community labor [251]. Despite successful cases and examples of community capacity, thoughtful management of maintenance responsibilities should still be a priority of local government, to prevent decay of infrastructure that forces repair from local people who are often unable to contribute much in terms of resources or technical knowledge [4,243,244]. Expansion and scale of community-based road maintenance schemes will require future research, advancing the techniques to encompass further communities and increasingly comprehensive maintenance procedures [260]. ...
... Determining a decision-making strategy for prioritization of maintenance will be a crucial step toward effectively utilizing the limited resources and capacities experienced by most rural transportation authorities in LMICs [58,66,153,257]. An important manifestation of this improvement is within the increased institutionalization and formalization of maintenance of all types of transportation infrastructure, with a particular focus on bridges [243]. ...
The rural transport infrastructure sector is a critical force for sustainable development that is interwoven with many other sectors. Rural transportation is an underlying driver of many of the Sustainable Development Goals (SDGs) and a crucial contributor to many socioeconomic benefits for rural people around the world. This review paper expands upon, enhances, and cross-references the perspectives outlined in previous rural infrastructure-focused review papers. Firstly, this work gives a thorough look into the progress of the rural transportation sector in recent years by focusing on the thematic relationships between infrastructure and other components of sustainable development, namely, economics and agriculture, policy and governance, health, gender, education, and climate change and the environment. Secondly, several strategies, approaches, and tools employed by governments and practitioners within the rural transport sector are analyzed and discussed for their contributions to the wellbeing of rural dwellers in low- and middle-income countries (LMICs). These include rural roads, bridges, maintenance, and non-infrastructural approaches that include concepts such as advanced technological innovations, intermediate modes of transport (IMTs), and transport services. This paper concludes that enhancement, improvement, and extension of rural transportation infrastructure brings significant benefits to rural dwellers. However, this paper also calls for additional integration of the sector and increased usage of systems approaches that view rural transport as an active part of many other sectors and a key leverage point within rural development as a whole. Further, this paper notes areas for future research and investigation, including increased investigation of the relationship between rural transportation infrastructure and education, improved data collection and management in support of improved policymaking, improved prioritization of interventions and institutionalization of maintenance, and expansion of pro-poor transportation strategies and interventions.
... Thus, a cycle ensues where high costs also deter farmers from purchasing new seedlings, impacting their productive capacity. Flooding is known to collapse bridges in Nigeria, cutting off physical access between communities (Ede et al. 2019). Access is further limited by the destruction of the already weak transportation infrastructure and road networks required to transport food. ...
Food is connected to sustainable development goals in numerous ways, as food security is key to achieving sustainable development. The world is currently not on track to achieve the set sustainable development goals (SDGs). In Nigeria, flooding is a recurrent disaster and constitutes a setback to success with the SDGs and sustainable development. Flooding disasters are a threat to food security due to their impact on the food system. This study is an integrative review that explores the link between Nigeria’s flooding, food security, and the SDGs. It adopts an assemblage and systems thinking approach to analyze the impact of flooding on all components of food security. It finds that, despite the impact of flooding on food security, it is not recognized as a threat by policymakers, as evidenced by the lack of mention of disasters in the current Nigeria Agriculture Promotion Policy (APP). Attention is drawn to this oversight in this work by highlighting the interconnections between flooding, food security, and sustainable development. Recommendations on flood mitigation and adaptive practices that can alleviate the negative impact of flooding on food security to enhance the success rate of the SDGs are proffered. This work contributes to the literature by showcasing the impact of flooding on food security and its connection to sustainable development, which is an area that has not received adequate attention in research. The assemblage and system thinking approach adopted brings novelty and allows for a succinct understanding of how flooding impacts all four aspects of food security. This paper serves as the first time the problem has been explored in this manner.
Public transit plays a crucial role in society; many people rely on these services to access economic, social, and other activities. In most cases, these public transportation services are run by the government for the public, but there is a growing number of privatisations that give private companies control of transport operations. The study adopted an integrative literature review approach to critically review and synthesise the literature on marketing communications strategies for public transport organisations. This enables the development of a new theoretical perspective for adopting marketing communications as a strategy that can be utilised for brand positioning in the public transport sector and increase its usage. The study highlights the need to communicate a unique brand identity through touchpoints and liveries. Similarly, digital transformation deliverables such as websites, mobile apps, email marketing, live updates, social media, and chatbots as virtual assistants should be integral in transportation business operations.KeywordsMarketing communicationsPublic transportPublic organisationBrandingAdvertising
Intelligent transport systems are cheaper and easier to implement than other forms of solutions to road traffic congestion. Intelligent Transport Systems (ITS) allow information about road traffic to be collected and transmitted to the Traffic Controllers to respond to traffic congestion appropriately. This research study aims to design and test a simulation-based intelligent transport system for predicting traffic flow patterns. The simulation-based system proposed has a decentralised configuration. Road sections are isolated digitally in a decentralised structure and fed relevant information to predict future traffic states and transmit predicted information to other road sections. Two models of control configuration are created based on the same road network, the first is a decentralised model, and the second is a centralised model (no isolated road sections) to be used as a data source for the decentralised model. The simulated system used decentralised model configurations to predict traffic patterns at road intersections. Due to the lack of actual traffic data, a centralised model serves as the digital twin for the designed decentralised model. The two models were simulated using Anylogic Personal Learning Edition 8.5.2. simulation software, and after testing and result extraction, it was discovered that the decentralised model configuration was not valid for representing the non-uniformity of actual-world traffic patterns. The decentralised model had too few similar inflow and outflow rates to the centralised model in both the complex and straightforward road network cases. However, the decentralised model scored 89% in vehicle population density compared to the centralised model in the simple road network case but could not replicate the good result when the road network becomes complex.
The data related to the failure of bridges that occurred during the period 1977–2017 in India have been collected from various sources, including print and electronic media. The data have been classified under various categories based on their material, cause of failure and others. More than 2130 bridges (excluding culverts and pedestrian bridges) have failed to provide intended service or got collapsed during various phases of construction in recent four decades. Reasons for failure of bridges during their service life as well as during the construction phase have been analysed. The average age of
failure of bridges is 34.5 years, which is very low compared to the expected design life. A comparison of the failure cases is made with those from available literature and observed some unique failure patterns of bridges in India. The present study highlights that the collection of data made from open sources can provide information for drawing meaningful conclusions about the service life of bridges. Thus, helps in planning the infrastructural assets management and extending their service life
