Short-span Bridges Research Articles

Main cable structure analysis and construction control of short span suspension bridge within three-tower

The Feng Chu suspension bridge in Xiangyang holds the distinction of having one of the shortest span lengths among global suspension bridges, measuring less than half the length of conventional designs. This paper focuses on the engineering background of the bridge and delves into the analysis of the main cable structure and construction control methods for short-span suspension bridges with three towers. The study examines the impact of elastic modulus deviation in the main cable and the dead-load error of the stiffening beam on key parameters such as the unstressed length of the main cable, pre-deflection of the cable saddle, and mid-span elevation of the empty cable. Additionally, the effects of temperature, span, and cable length on the sag of the empty cable during the erection process are analyzed. Findings reveal that the elastic modulus and dead-load error significantly influence the unstressed length of the main cable, pre-deflection of the saddle, and the shape of the empty cable. This study establishes a relationship between changes in cable length and mid-span sag, providing valuable theoretical guidance for aligning and adjusting the main cable strands. Furthermore, synchronized alignment adjustments for the two mid-span sections are proposed to prevent main cable strand sliding, which may occur due to significant differences in sag between the sections.

A Holistic and Circular Approach for Managing End-of-Service Wind Turbine Blades

This paper aims to define the challenges and requirements necessary for the holistic management of wind turbine blades at the end of their service (EoS). Conducted within the Swedish research project Circublade, this study focuses on Sweden, although many challenges and findings are applicable to other countries. Various alternatives for managing EoS wind turbine blades exist at different levels of market maturity, but this paper specifically focuses on repurposing the blades into new products. The development of three concept designs—short-span pedestrian bridges, façade elements for building applications, and noise barriers for roads and railways—has been explored, along with aspects related to material sourcing, logistics, and implementation. For material sourcing, a digital platform containing blade data and tools to facilitate repurposing has been developed. An environmental evaluation of the different concepts highlights the significant impact of transportation on the overall environmental footprint, underscoring the necessity of a holistic approach to managing EoS blades.

Improved bridge modal identification from vibration measurements using a hybrid empirical Fourier decomposition

Bridge health monitoring has been a prominent focus within the global engineering community. Bridge owners, stakeholders, and engineers face the formidable tasks of ensuring efficient monitoring, conducting reliable data analysis, interpreting data logically, and making timely decisions. With the increasing global infrastructure deficit, there is an ever-increasing need to develop reliable and economical bridge monitoring solutions. In this paper, a bridge condition assessment technique is proposed that can utilize the vibration data collected from the instrumented sensors and provide reliable system identification results. The proposed method develops a hybrid approach by integrating the Natural Excitation Technique (NExT) and Empirical Fourier Decomposition (EFD) to analyze ambient bridge vibration data and determine the modal parameters of the bridge. First, NExT is formulated to determine the cross-correlation functions of the bridge measurements, and then EFD is explored to decompose the signals into their monocomponents to identify the bridge modal parameters. The proposed methodology can overcome mode mixing and perform modal identification of a system with closely spaced frequencies and low energy modes. The estimated modal parameters such as bridge frequencies, mode shapes, and damping ratio are used for condition assessment of numerical, experimental and full-scale structures, including a short-span steel bridge located in Ontario, Canada. The results demonstrate that the proposed methodology can provide accurate and robust estimates of bridge modal parameters. Future research is reserved for real-time implementation of the proposed methodology for a wide range of civil structures.

3D-printed short-span hybrid composite implant-supported restorations fabricated through tilting stereolithography: A retrospective clinical study on 85 patients with 1 year of follow-up

PurposeTo report the clinical results obtained with fixed short-span (single crowns [SCs] and fixed partial prostheses [FPPs]) implant-supported hybrid composite restorations fabricated through tilting stereolithography (TSLA). MethodsThis retrospective clinical study included 85 patients who had been restored with 95 fixed short-span implant-supported hybrid composite (Irix Max®, DWS Systems) restorations (70 SCs and 25 FPPs up to three units) fabricated with TSLA. The full-digital model-free workflow was based on intraoral implant scanning, computer-assisted design (CAD) and 3D printing using TSLA (Dfab®, DWS Systems). The primary outcomes were the marginal adaptation, the quality of the occlusal and interproximal contact points, and the chromatic integration of the restorations, assessed independently by two experienced operators (a prosthodontist and a periodontist). A score from 1 to 5 (with 5 as the highest value, 4 for satisfactory quality, 3 for acceptable quality, and 2 and 1 as the lowest values, expressing unsatisfactory quality) was assigned by each operator to each restoration at delivery. The secondary outcomes were the survival and success of the restorations at the 1-year follow-up. The restoration was defined as successful in the absence of any complications throughout the follow-up period. A statistical analysis was conducted. ResultsFor the quality of the marginal closure and occlusal and interproximal contact points, the 3D-printed hybrid composite restorations scored highly; the aesthetic integration was satisfactory. One year after placement, all restorations survived, with a low incidence (4.2 % overall, 5.7 % SCs) of complications (two abutment screw loosenings, two decementation of the restorations, and one upper portion of the hybrid abutment decemented from the titanium base), for a success rate of 95.8 %. ConclusionsWithin the limits of this study (retrospective design, follow-up limited to 1 year from the delivery, and only cemented restorations included) fixed short-span implant-supported hybrid composite crowns and bridges fabricated through TSLA were clinically precise, presenting a low incidence of complications at 1 year. Statement of clinical relevanceThe use of TSLA printing technology can open new perspectives for the treatment of small edentulous gaps with definitive implant-supported prosthetic restorations.

ИЗУЧЕНИЕ МЕТОДОМ КОНЕЧНЫХ ЭЛЕМЕНТОВ ЭФФЕКТА АРМИРОВАНИЯ СТЕКЛОВОЛОКНОМ ПРОВИЗОРНЫХ НЕСЪЕМНЫХ ПРОТЕЗОВ ИЗ АКРИЛОВОЙ И БИС-АКРИЛОВОЙ ПЛАСТМАССЫ

The use of interim (provisional) prostheses is an obligate stage of modern dental practice. The problem of provisional bridges recognized by most experts is their use under heavy occlusal stress due to the possibility of their fracture. The development of a simple method of reinforcing provisional of prostheses during a clinical appointment that does not require special equipment is an urgent scientific and practical task. Objectives. The goal of this study was to evaluate the stress distribution in fiberglass reinforced and non-reinforced short-span and long-span provisional bridges according to different acrylic and bis-acrylic resin. Methodology. For this purpose, four finite element models were developed to reproduce the properties of prosthetic materials and hard dental tissues (Young’s modulus, Poisson’s ratio, hardness). Each model was subjected to a vertical load of 100 N applied to the middle of the bridge. Calculations were carried out in APM 3D Studio, and the results obtained were monitored in Ansys 12.2. The results obtained were displayed on the monitor screen, printed and analyzed. Results. Stress distribution pattern for an acrylic non-reinforced short-span bridge (model 1) showed the highest stress (4.2–5.2 n/mm2) in the area of the occlusal surface. Stress distribution pattern for an acrylic non-reinforced long-span bridge (model 2) showed the highest stress (11.4–12.3 n/mm2) both in the load zone and in the cervical zones of the connector facing the defect. Stress distribution pattern for acrylic reinforced long-span bridge (model 3) showed the highest stress (10.5–12.0 n/mm2) in the area where the fiber reinforcing tape is located deep in the bridge. Stress distribution pattern for bis-acrylic reinforced long-span bridge (model 4) showed the highest stress (9.8–10.5 n/mm2) observed both in the area where the glass fiber reinforcing tape is located and on the occlusal surface. Conclusion. Finite element analysis confirmed the feasibility of fiberglass reinforcement of long-span provisional bridges made of acrylic or bis-acrylic resin.

Numerical Investigation on the Structural Behavior of a Short-Span Cable-Stayed Bridge with Steel and CFRP Hybrid Cables.

In this paper, a thorough investigation is presented on the static and dynamic behaviors of a short-span cable-stayed bridge (CSB) incorporating steel and carbon fiber reinforced polymer (CFRP) hybrid cables. The study focuses on the world's largest span and China's first highway, CFRP CSB. The performance of the CSB was compared using numerical simulations under four different cable patterns: steel cables, CFRP cables, and steel, and two types of hybrid cables with different structural arrangements. The results indicate that the use of the use of CFRP cables in the long cable region in the short-span CSB project investigated in this study offers improved performance in terms of stability, seismic response, and reduced displacements. In comparison to CFRP cables, hybrid cables have demonstrated a reduction of 12% in the maximum vertical displacement of the main girder. On the other hand, the hybrid cables result in reduced maximum internal forces and longitudinal and lateral displacements of the main girders and towers compared to steel cables. The difference in the arrangement of CFRP cables in the long cable region or short cable region is not obvious under dead loads, but significant differences still exist between the CFRP cable bridges in the short cable region and the long cable region in terms of live load effects, temperature effects, and dynamic characteristics.

ONE-WAY SLABS IN TRANSITION BETWEEN ONE-WAY SHEAR AND PUNCHING: EXPERIMENTS AND RECENT INSIGHTS FOR EVALUATION

Bridge deck slabs are members on which one-way reinforced concrete slabs are found frequently loaded by concentrated loads. Although the one-way shear failure mechanism has gathered more attention in the past years, both one-way shear and two-way shear mechanisms may be critical for such loading conditions. This paper addressed the ultimate capacity of thin one-way reinforced concrete slabs subjected to concentrated loads and yielding of the flexural reinforcement. In practice, the test setup studied was devised to represent short-span rural bridges frequently found in Brazil. The experimental program included 12 tests performed on 6 slabs applying the concentrated loads at varied positions. All tests started to fail by punching shear. Nevertheless, both one-way shear and punching shear cracks were observed at ultimate states after shear redistribution. The reinforcement yielding followed by excessive flexural cracking hampered the arching action activation for loads closer to the support. The comparison of experimental and calculated resistances using standard code-based expressions suggests that improvements in unitary shear capacity could be supported as a result of slabs' transverse load distribution capacity. Alternatively, increasing the effective shear width can help estimate one-way shear capacity for loads near to the support.

Vibration signature effects on damping identification of a RC bridge under ambient vibrations

Experimental tests for dynamic identification of reinforced concrete (RC) bridges by means of Operational Modal Analysis (OMA) are increasingly used in common engineering practice. Nevertheless, especially when measurements are carried out under in-service conditions (i.e. under traffic induced vibrations), some drawbacks should be carefully considered, especially in the damping-ratio quantification. As a matter of fact, the estimation is affected by several factors: i) the length of the signals, ii) the non-stationarity of the input process, and iii) the dependence on the vibration amplitude. Even if the damping ratio is a key parameter in the bridge dynamics, a major part of these aspects has not been yet fully investigated to estimate reliable values.Starting from a dynamic test program on a short-span RC bridge with half-joints in Italy, this paper investigates the issues mentioned above for the damping ratio estimation of the first two modes focusing on: i) the influence of the signal length, ii) the effects of the signals properties, and iii) their correlation with the vibration amplitude. Both the Stochastic Subspace Identification technique fed with the signal covariance (SSI-cov) and the Random Decrement technique (RD) have been used to compute the damping ratios from the collected signals. This paper shows how a convergence of the results cannot be attained by simply increasing the sample size, suggesting that the nature of the vibration itself influences the damping values. A negative, although weak, correlation between the damping ratio and the power of the signals indicates that several factors play a crucial role in the damping estimation in the short span RC bridges with half-joints.

Evaluating the dynamic behavior of railway-bridge transition zone: numerical and field measurements

Short-span bridges are one of the most frequent infrastructures along railway tracks where railway track stiffness suddenly changes. The sudden variation in the vertical stiffness of railway tracks increases dynamic loads and causes numerous defects in ballasted railroads. Therefore, improving the dynamic performance of railway tracks can be conducted by constructing countermeasures along the transition zone. In this regard, the approach slab is a practical technique used in railway-bridge transition zones. As the dimensional shape of the approach slab plays a significant role in the dynamic response of transition zones, this study evaluated the effects of its main geometric parameters. A three-dimensional model of the railway portal bridge, including the approach slab, was built using the finite element method and analyzed by imposing moving wheel loads as a series of acting force points along rail elements. The model was validated with field-obtained results acquired through a laser/camera-based measuring technique. Then, some sensitivity analyses were performed to find optimized geometric dimensions of approach slabs to improve the dynamic behavior of railway-bridge transition zones. Obtained results of the geometrical sensitivity analysis show that when the geometrically optimized approach slab is used along the railway-bridge transition zone, the displacements of rail and ballast are decreased by 24% and 18%, respectively.

Observation Maintenance for Bridges Using Early Detection of Deterioration Progress

In Japan, the results of inspections show that many bridges require repairs. However, Japanese municipalities do not have sufficient time and budget, and the progress of bridge repair is insufficient. Almost all the bridges managed by municipalities are short-span bridges. Therefore, a management system that selects and focuses on bridge repair based on performance evaluation would be effective. This paper presents an overview of a bridge management system that applies observational maintenance based on the early detection of deterioration, and its effectiveness is demonstrated.

Development of adjustable variable stiffness restrainer for bridge subjected to seismic excitation.

This paper presents a numerical and experimental assessment of a developed adjustable variable stiffness restrainer (AVSR) utilized for short span bridges. This restrainer has the ability to demonstrate multi stiffness capacity in different stages of bridge's superstructure movement to mitigate the severe damage of bridge due to an earthquake. The multi-level stiffness behavior of developed AVSR is achieved by using multiple mechanical springs with different lengths and placed in parallel in proposed design. A small prototype of developed AVSR has been fabricated and tested under incremental and cyclic loading in order to assess the restrainer performance and the behavior has been validated using finite element analysis. Thereafter, the constitutive model of AVSR was derived for the proposed restrainer in order to implement it in numerical simulations. Furthermore, a parametric study has been conducted numerically to evaluate the effectiveness of different parameters on the restrainer capacity. Moreover, the efficiency of AVSR application in a single degree of freedom system has been assessed by performing seismic analysis on a frame equipped with AVSR subjected to different seismic excitations using Newmark's method. The experimental and finite element results proved the efficiency of developed variable stiffness device to exhibit adjustable action against imposed loads in three designed stages. Furthermore, the parametric study results revealed that increasing the section area of the spring wire leads to increase the restrainer capacity. In contrast, the restrainer resistance is declined by an increase in the mean spring diameter and number of coils for each spring of AVSR. The time history analysis results also indicated that the frame response in terms of displacement, velocity and acceleration is improved by implementing the AVSR in the considered system.

Influence of Track Typology on the Dynamic Response of Short-Span High-Speed Railway Bridges

It is known that short-span high-speed railway viaducts are prone to suffer significant dynamic effects due to the passage of moving train loads. Recent technological advances in railway engineering have resulted in track typologies different from the conventional ballasted track consisting of discrete sleepers fastened to the rails and resting on a ballast bed. In particular, ballastless track has been identified as an effective solution due to reduced maintenance costs, high track stability and excellent geometric quality. Though different track typologies are available in the market, they can be classified as monolithic or independent according to the interaction degree with the bridge girder. In the present paper, the dynamic behaviour of short-span bridges is numerically studied by taking into account the track-bridge interaction by modelling explicitly the components of the track. Two types of ballastless track (monolithic continuous slab and independent short slabs) and conventional ballasted track are considered on simply supported bridges with span length in the range of 15-25 m subjected to envelope and commercial train loads at speeds between 200 and 360 km/h. In total, 2448 numerical cases have been analyzed. The study shows that dynamic deflections and accelerations produced at the bridge girder by moving train loads can be reduced when the ballasted track is replaced to ballastless track systems, especially for the critical speeds higher than 300 km/h. Moreover, it is shown that the two ballastless track systems lead to very similar results, with the monolithic system resulting in slightly smaller bridge deflections and also moderately larger accelerations.

Superstructure bridge selection based on Life-Cycle cost analysis for short and medium span bridges

Bridge life cycle cost analysis (BLCCA) is a method that evaluates the total cost of a structure. Historically, deterministic approaches of the method have been used for the cost-effective selection of maintenance/preventive alternatives for different projects. However, decision makers are inherently risk averse and deterministic approaches are not strong enough to do a comprehensive informed based selection. Therefore, implementation of stochastic methods could be beneficial for decision makers and structural engineers in the superstructure selection process. Based upon common practice in Indiana, three different span length ranges were selected and eight different superstructure types both in steel and concrete were evaluated. Substructures were neglected in the analysis. The analysis was conducted for span configurations that included simple spans, two and three span continuous girders, for each span range. Cost-effective life-cycle profiles for each superstructure type were used based on Indiana Department of Transportation experience. Both deterministic and stochastic analyses were performed. In general, the inclusion of long term-costs using BLCCA reduces the differences in cost-effectiveness between alternatives for the same span length. Galvanized steel options were found to be cost-effective for different span lengths, especially for shorter spans, while prestressed bulb tees were generally the best option for longer spans.

Dynamic Responses of Spread Slab Beam Bridges Considering Inconsistent Road Roughness Conditions

In order to deeply study the dynamic response of a new type of low section short span bridge system, the numerical analysis of the extended plate girder bridge under the action of moving vehicles was carried out. In the study, the inconsistent road roughness conditions are considered, and the influence of vehicle speed on the influencing factors is discussed. The analysis results show that under various load conditions, the structural response of the outer plate beam is more critical. In addition, the amplification effect of external plate beam caused by consistent pavement roughness is greater than that caused by inconsistent pavement roughness. The torsional mode of the vehicle can be activated by the input excitation of inconsistent pavement roughness conditions, which should be handled carefully in the design.

Gaussian process regression-based load-carrying capacity models of corroded prestressed concrete bridge girders for fast-screening and reliability-based evaluation

Fast screening and reliability-based evaluation of corroded prestressed concrete (PC) bridge girders for safety assessment requires efficient capacity prediction models. This paper aims at developing data-based prediction models to quantify corrosion effects on load-carrying capacity of PC girders that are precast and standardized for short-span bridges. The load-carrying capacity of corroded bridge girders depends on their initial design configuration (e.g., those characterized by the standardized PC girders), loading condition (e.g., shear-span-to-effective-depth ratio), and corrosion conditions (e.g., corrosion degree). To develop data-based prediction models, generating sufficient data through physical experimental tests of full-scale corroded PC girders is prohibitively costly. Thus, a virtual experimental database is generated numerically using two-dimensional continuum-based finite element (FE) models for corroded PC girders, after being validated using 9 corroded PC girders tested in the literature with flexure or shear failure. To this end, a total of 4,165 PC girders under point loading are simulated to consider various design, loading, and corrosion conditions to estimate their load-carrying capacities. With this database, probabilistic machine learning, specifically Gaussian process regression or kriging, is used to develop (1) a residual capacity factor model (i.e., the ratio between load-carrying capacities from corroded and uncorroded girders), and (2) a load-carrying capacity prediction model (i.e., to predict the load-carrying capacity of uncorroded/corroded girders). The first model is used to study the load-carrying capacity reduction of PC girders due to corrosion compared to their uncorroded counterparts; this can reveal how the increasing corrosion condition affects the load-carrying capacity of corroded PC girders together with other design and loading parameters. The second model is developed to predict the load-carrying capacity of corroded PC girders as a function of design, loading, and corrosion parameters; its application to conditional reliability analysis provides insights into corrosion effect on the probability of failure of corroded PC girders at given load levels when the capacity is affected by corrosion. The application results of the two models enable engineers to quantify the corrosion effect on PC girders in terms of (1) reduction in load-carrying capacity for fast screening and (2) increase in probability of failure for reliability-based evaluation.

Performance Analysis of Short-Span Simply Supported Bridges for Heavy-Haul Railways with A Novel Prefabricated Strengthening Structure

A novel prefabricated strengthening structure (NPSS) is proposed to improve the vertical stiffness and load-bearing capacity of existing short-span bridges for heavier axle-load trains passing through. The strengthening principle of the NPSS is revealed through theoretical derivation. A refined calculation model is prepared to investigate the effects of two important parameters on the structural behavior of the bridge, including the support stiffness and the installation location of the NPSS. The calculation model is also verified with four-point bending test of a bridge removed from a heavy-haul railway. With the calculation model and the response surface methodology (RSM), the functional relationships among the crucial mechanical indexes of the bridge and the two parameters of the NPSS are methodically established. Thus, the optimal values of the parameters are determined via a multi-objective optimization model and the analysis hierarchy process-fuzzy comprehensive evaluation method. Furthermore, the feasibility of the optimal parameters is appropriately verified based on simulations of the vehicle–track–bridge dynamics. The existence of the NPSS with optimal parameters could enhance the vertical stiffness of the bridge by 21.0% and bearing capacity by 19.5%. In addition, it could reduce the midspan dynamic deflection amplitude by 23.4% and vertical vibration acceleration amplitude of the bridge by 25.2%. The results of the study are expected to contribute to the capacity development and rehabilitation of existing heavy-haul railways with low cost and convenient construction without railway outage.

Monitoring the dynamic response of a pedestrian bridge by using low-cost GNSS receivers

The development of low-cost GNSS receivers with carrier-phase measurement capacity has led to low-budget GNSS applications of higher accuracy and precision. Recent studies have mainly been carried out with those low-cost receivers for landslide monitoring and achieved promising results. In this study, the performance of two closely-spaced high-rate low-cost GNSS receivers was assessed against the robotic total station (RTS) and geodetic GNSS receiver in monitoring the dynamic response of a major pedestrian suspension bridge at the mid-span. Potential accuracy improvement by the combination of two low-cost GNSS time-series was also examined. It was proved that multi-GNSS solution is required to resolve potential outliers and offsets of the low-cost GNSS time-series, due to cycle slip induced errors. The analysis of the low-cost GNSS time-series showed that the low-cost GNSS receivers can estimate (i) the main dominant frequencies of the bridge with the same accuracy as the geodetic-grade GNSS receiver and (ii) the amplitude of the bridge response with difference of ∼3 mm with respect the geodetic GNSS receiver due to higher noise level. This study revealed the prospect of utilising low-cost GNSS sensors in monitoring dynamic displacement with frequency of 1–3 Hz, corresponding to relatively rigid structures (e.g., short span bridges, etc.).

Planning, scheduling, & allocation of resources for short-span bridge using Primavera P6

The paper states the advantages of web-based Primavera P6 for structural planning and scheduling Bridge building framing the problems and difficulties experienced in the construction schedule and resource availability. Only Bridge Design and Plannings taken for the project consideration. After the detail creation of Bill of Quantities of the proposed bridge. Here the Bridge consists of four spans only. Each Span is of 10.4 m length. Bridge is located at Yellareddy Tank Bund Portion, Nizamabad district (Hyderabad-Medak-Bodhan). The Resource Planning is the creation of Organization Breakdown Schedule (OBS) and Enterprise Project Structure (EPS) of the project and also to create Work Breakdown Schedule (WBS) and to insert the corresponding activities and schedule them on the basis of created calendar and need to level/smoothen the resources and make effective use of them. Organization Breakdown Schedule (OBS) and Enterprise Project Structure (EPS) of the project has been created Work Breakdown Schedule (WBS) and the corresponding activities are created and need to schedule their resources to activities on the basis of created calendar and need to level/smoothen the resources. Resource Scheduling involves the Scheduling of Project and Activity Network Diagram. Resource allocation enables you to allocate equipment, labor, and material expenditures to your timetable. The reports in Primavera P6 may be used to track resource allocation and potential over-allocation of labor resources.

A preliminary investigation of the potential benefits of using the ASTRA Bridge for short-span bridge deck refurbishment projects in Switzerland

How bridge refurbishment projects are performed requires a trade-off between the speed and cost of the project and the amount of traffic disturbances during the project. A possible way to help reach a better balance between these two extremes is the ASTRA Bridge developed in Switzerland. The ASTRA Bridge is a 236-meter long steel ramp system on wheels, which is placed on top of the bridge deck undergoing refurbishment to enable vehicles to continue to pass over the bridge while construction work progresses underneath. This study illustrates new refurbishment processes by using the ASTRA Bridge and presents the first quantitative analysis of the effects of using the ASTRA Bridge on the time, costs and traffic disturbances associated with bridge refurbishment. The bridge investigated is a short-span (50 m long) highway bridge requiring refurbishment of its superstructure. The analysis indicates that the use of the ASTRA Bridge resulted in reductions in duration and costs (14% and 3% for the example), and a substantial reduction in user costs (51% for the example). Although more analysis is required for different types of refurbishment projects, the initial results indicate that the ASTRA Bridge may become an integral part of future highway bridge refurbishment projects.

Seismic performance of reinforced concrete bridge using friction pendulum bearing under different friction coefficients

Application of seismic isolation system is important in bridges design, primarily in seismically active countries. Bridges are prone to damage from seismic forces. Elastomeric isolation bearings have been applied in short-span bridges for some time in most countries. These bearings are preferred because of the low maintenance cost. However, these bearings are not reliable when subjected to large displacement and low temperatures. In the other hand, friction sliding bearings shows better performance under the former circumstances despite its use is still limited to long-span bridges and has not been explored further. This paper describes a performance evaluation of seismically-isolated short-span reinforced concrete bridge using friction pendulum system (FPS). Seismic performances of non-isolated and isolated models from the reference bridge functioning as light rapid transit (LRT) bridge in Jakarta are investigated using nonlinear time history analysis. The results demonstrate that isolated bridges with FPS performed better than non-isolated bridges under 1000-year earthquake as shown by reductions of base shear force, absolute deck acceleration, and acceleration amplification ratio. Comparisons of isolated bridges with different FPS friction types and arrangement have demonstrated that the reference bridge with all Type A friction (�0 = 0.050) applied, performed the best among all other configurations.