Dissertations / Theses: 'Arch bridge'

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Hashemidehaghi, Sogol. "The Isfahan's inhabited arch bridges." Master's thesis, Universidade de Évora, 2019. http://hdl.handle.net/10174/27681.

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Ispahan est l’une des villes historiques qui se trouve au centre d'Iran. La ville est célebre pour sa belle architecture islamique. ses ponts couverts, ses mosquées uniques et ses minarets. Cela a fait d'lspahan le titre de "la moitié du monde " dans la culture populaire. Les cinq ponts historiques Zayandeh Rud à lspahan sont un chef-d'oeuvre de l'architecture iranienne, conçus non seulement pour le passage des individus. mais aussi pour traverser les confins de ce monde. la compréhension des valeurs matérielles et imnmatérielles existant dans les ponts historiques d'Ispahan afin. deles protégeres l’un des objectifs principaux de cette thèse. La compréhension des techniques de construction des ponts-arcades à lspahan et ses changements au fil du temps est autre buts de cette recherche qui montre l'intelligence et les talents des lraniens dans la construction de ponts. non seulement en tant que lieu de passage. mais également en tant que lieu de réflexion, de divertissement et de rassemblement, ainsi qu'une structure technique telle que barriêre permettant de contrôler l'écoulernent d'eau; Abstract: lsfàhan is one of the historic cities in the center of lran. This city is the third most populated city of lran which is also rich in history, art and architecture. The largest river of lranian Plateau in central part Iran which name is Zayandeh-Rud also crosses Isfahan and from the past to the present day, this river played an important role in the formation of the civilization and development of the city of lsfàhan. Therefore, due to the constant development of Isfahan throughout history, as well as the existence of a Zayandeh-Rud flow, numerous bridges were built with a various function in this city. These bridges were designed to connect water, wind, nature and the human being in a particular architectural concept. They were not just designed for passage of the individuals or just for connecting two banks of river, but their purpose was also to link spiritual advancernent and human understanding. They have been designed in the way which makes the pedestrians to stay, watch the beauty of nature, listen to it and think. Since the Isfahan’s bridges have different functions, they can be categorized into inhabited bridges.

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Ng, Kwooi-Hock. "Analysis of masonry arch bridges." Thesis, Edinburgh Napier University, 1999. http://researchrepository.napier.ac.uk/Output/3673.

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In January 1999, the maximum axle weight increased from IN to 11.5t for the assessmenot f highway bridges and structures. At the samet ime, the maximum vehicle weight also increased from 38t to 44t. Highway authorities are urgently searching for a more refined assessmenmt ethod to predict the behaviour of masonry arch bridges. LUSAS finite element analysis was used to study the behaviour of masonry arch bridges. Load versus deflection curves and collapse loads are given for some of the full and large scale arches previously tested to collapse. A parametric study was also performed to determine the influence of the arch material properties and the load dispersal angle: the arch tensile strength and the load dispersal angle were found to have the most significant influence on the collapse load predictions. Repeatability tests were carried out by building three nominally identical large scale arch bridges in the laboratory and testing them to collapse. The first, second and third arches collapsed at 2lkNm', 16kNm', and 25kNm 1 respectively. Finite element analysis predicted a range of 18kNm' to 39kNm 1 for the same arches. This led to an examination of a statistical, risk based, approach to bridge assessment. Two novel risk assessment programs were developed by integrating Monte Carlo simulation with the MEXE and the mechanism methods. Statistical information about the predicted collapse load and allowable axle load is given. These risk assessment tools are offered for incorporation within routine assessmenmt ethods. Their principal benefit lies in providing engineers with a feel for the reliability of their analyses. A modification has been made to the mechanism method by considering arch deflection. A mechanism prediction is accurate only when all the forces and their positions are accurately located. The modified mechanism method was used to analyse some of the full scale arch bridges, previously tested to collapse, which revealed that arch deflections had a significant influence on the collapse load prediction.

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Bisono, Francisco. "Cultivating a Landscape; A Bridge." Thesis, Virginia Tech, 2015. http://hdl.handle.net/10919/52887.

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a bridge bridges. we build bridges so that we may overcome a perceived break in the continuity of our movement and wonder. the bridge intercedes in order to make a way towards something; beyond a limit, river, border, or mountain. it physically connects that which is perceived as separated. what is special about a bridge are the many relationships that are illuminated and created by the finished work. towards this end, the architect manipulates the bridge's form and space to render the prevailing relationships of a bridge and its landscape. he works to cultivate the landscape in order to unite the disparate entities present, just as the bridge unites one place with another. through precise and thoughtful compositions, he frames views to capture the beauty of the form he makes, the water it crosses, the earth it springs from and the sky it marvels at. the architect gives us eyes to see the landscape as it ought to be seen.
Master of Architecture

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Andersson, Andreas. "Capacity assessment of arch bridges with backfill : Case of the old Årsta railway bridge." Doctoral thesis, KTH, Bro- och stålbyggnad, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-32827.

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The work presented in this thesis comprises the assessment of existing arch bridges with overlying backfill. The main objective is to estimate the load carrying capacity in ultimate limit state analysis. A case study of the old Årsta railway bridge is presented, serving as both the initiation and a direct application of the present research. The demand from the bridge owner is to extend the service life of the bridge by 50 years and increase the allowable axle load from 22.5 to 25 metric tonnes. The performed analyses show a great scatter in estimated load carrying capacity, depending on a large number of parameters. One of the factors of main impact is the backfill material, which may result a significant increase in load carrying capacity due to the interaction with the arch barrel. Based on theoretical analyses, extensive conditional assessments and the demand from the bridge owner, it was decided that the bridge needed to be strengthened. The author, in close collaboration with both the bridge owner and the persons performing the conditional assessment, performed the development of a suitable strengthening. The analyses showed a pronounced three-dimensional behaviour, calling for a design using non-linear finite element methods. Due to demands on full operability during strengthening, a scheme was developed to attenuate any decrease in load carrying capacity. The strengthening was accepted by the bridge owner and is currently under construction. It is planned to be finalised in 2012. The application of field measurements to determine the structural manner of action under serviceability loads are presented and have shown to be successful. Measured strain of the arch barrel due to passing train has been performed, both before, during and after strengthening. The results serve as input for model calibration and verification of the developed strengthening methods. The interaction of the backfill was not readily verified on the studied bridge and the strengthening was based on the assumption that both the backfill and the spandrel walls contributed as dead weight only. The finite element models are benchmarked using available experimental results in the literature, comprising masonry arch bridges with backfill loaded until failure. Good agreement is generally found if accounting for full interaction with the backfill. Similarly, accounting for the backfill as dead weight only, often results in a decrease in load carrying capacity by a factor 2 to 3. Still, several factors show a high impact on the estimated load carrying capacity, of which many are difficult to accurately assess. This suggests a conservative approach, although partial interaction of the backfill may still increase the load carrying capacity significantly.
Arbetet i föreliggande avhandling omfattar analyser av befintliga bågbroar med ovanliggande fyllning. Huvudsyftet är att uppskatta bärförmågan i brottgränstillstånd. En fallstudie av gamla Årstabron redovisas, vilken utgör både initieringen och en direkt tillämpning av föreliggande forskning. Kravet från broförvaltaren är att öka brons livslängd med 50 år, samtidigt som axellasten ska ökas från nuvarande 22.5 ton till 25 ton. Utförda analyser visar på stor spridning i uppskattad bärförmåga, beroende på ett stort antal parametrar. En av de främsta faktorerna är fyllningens egenskaper, vilken kan resultera i en markant ökning av bärförmågan p.g.a. samverkan med bågen. Baserat på teoretiska analyser, tillståndsbedömningar och krav från broförvaltaren beslutades att bron skulle förstärkas. En förstärkningsmetod har utvecklats i nära samarbete med broförvaltaren och personer som tidigare utfört tillståndsbedömningarna. Analyserna visar ett utpräglat tredimensionellt beteende, vilket har föranlett användandet av icke-linjära finita elementmetoder. Krav på full trafik under samtliga förstärkningsarbeten har resulterat i att dessa utförs enligt en föreskriven ordning, som ska reducera minskning i bärförmåga under samtliga etapper. Förstärkningsförslaget godkändes av Banverket och är för närvarande under byggnation. Enligt plan ska dessa slutföras under 2012. Fältmätningar har använts för att bestämma det statiska verkningssättet under brukslaster, vilket visas ge goda resultat. Resulterande töjningar från passerande tåg har uppmäts i bågen, både före, under och efter förstärkning. Resultaten har använts både för att kalibrera beräkningsmodeller och att verifiera utförda förstärkningar. Samverkan mellan båge och fyllning har inte kunnat verifierats för den aktuella bron och de utvecklade förstärkningarna baseras på en modell där både fyllning och sidomurar endast utgör yttre verkande last. De framtagna finita element modellerna har jämförts med experimentella resultat från litteraturen, omfattande tegelvalvsbroar med ovanliggande fyllning belastade till brott. Generellt erhålls god överensstämmelse om full samverkan mellan båge och fyllning antas. Om fyllningen istället endast betraktas som yttre last, minskar lastkapaciteten ofta med en faktor 2 till 3. Fortfarande uppvisar ett antal faktorer stor inverkan på bärförmågan, vilka ofta är svåra att med säkerhet bestämma. Ett konservativt betraktningssätt rekommenderas, även om delvis samverkan med fyllningen fortfarande kan öka bärförmågan avsevärt.
QC 20110426

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Minawi, Ailanto Daniel. "Design of a Long-Span Arch Truss Steel Bridge." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2012. http://amslaurea.unibo.it/4289/.

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Gong, Nai-Guang. "Finite element analysis of masonry arch bridges." Thesis, University of Nottingham, 1992. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.335791.

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McNulty, Paul. "Behaviour and analysis of a novel skew flexible concrete arch bridge." Thesis, Queen's University Belfast, 2014. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.679480.

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Masonry arch bridge building declined considerably in· the twentieth century due to the development of faster methods of construction, such as reinforced concrete. However, in recent years, the repair and maintenance of bridge structures has become a major concern. The lower maintenance costs and longer 'design life of arch bridges over alternative bridge designs were key reasons in the selection of several arch bridges built towards the end of the twentieth century and the beginning of the twenty first century. The FlexiArch design allows a masonry arch system to be cost competitive with other forms of bridge systems while offering superior durability and lower long term maintenance. The aim of this research was to extend the knowledge of the FlexiArch bridge system into the behaviour of FlexiArch bridge systems with skew and to address the shortfalls found in the literature review. The literature review demonstrated that skew arches are complex 3D structures, and that the assumptions used in current 2D analysis methods to define the effects in the transverse direction often incorrectly predict the behaviour of the skew arch. This research investigated the behaviour of the skew FlexiArch bridge system through a detailed experimental test programme. The experimental test programme involved the design, construction and testing of five third scale skew FlexiArch bridge systems with varying angles of skew. As the skew angle was increased, and the square span and square width were kept constant, the peak load decreased. The skew arch systems transferred the load along the shortest load path; namely the square span direction where possible, or the shortest distance in the highly skewed arch systems. The experimental test data was compared against an analytical model and a 3D NLFEA model, which were found to accurately predict the behaviour of the skew arch.

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Bjurström, Henrik, and Johan Lasell. "Capacity assessment of a single span arch bridge with backfill : A case study of the Glomman Bridge." Thesis, KTH, Civil and Architectural Engineering, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-10065.

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The aim of this Master Thesis is to assess the load carrying capacity of the Glomman Bridge outside of the Swedish city Örebro. The Glomman Bridge is an unreinforced concrete single span arch bridge with backfill. The bridge was constructed in 1923 on assignment from the Swedish National Railways (SJ).

The failure criteria used in this thesis is that the bridge collapses when any cross section in the concrete arch reaches its ultimate capacity. In reality, the bridge may manage heavier loads than this. When the capacity is reached in a cross section, a hinge is formed and the arch relocates the forces to other parts of the arch that can carry higher stresses. The real bridge will not collapse until a fourth hinge is formed, and by that a mechanism. To be able to calculate the cross section forces in the arch, it was necessary to know the influences of the loads on the arch when they were run along the bridge. For this purpose, influence lines were obtained from a 2D finite element model created in ABAQUS, a general FE-analyses software. A calculation routine to find the least favourable load combination was then created in Matlab, a numerical calculation software. The routine was made to find the worst case among different load cases and to combine the standardized axle pressures with the present number of axles.

A parametric survey was also performed because the material properties for the different parts of the bridge are very uncertain. In the survey, the initial values were changed one at a time to study the outcome on the load factor. The load factor is the ratio between the ultimate limit load and the actual load. The studied parameters are the compressive strength, the Young's modulus, the density and the Poisson's ratio of the different parts of the bridge. The parameters are studied individually irrespective of possible correlation. The studied parts of the bridge are the backfill, the arch, the abutments and the asphalt. The clearly most important component is found to be the backfill. With increased stiffness or increased Poisson's ratio in the backfill follows increased load factor.

The equations behind the failure envelope can be derived from equilibrium equations for the unreinforced cross section. The influence lines are normalised with respect to the capacity of the cross section to get the degree of efficiency along the whole length of the arch, instead of the common influence lines that give the cross section forces. This is done because the failure is not caused by large cross section forces but by an exceeded ultimate stress. As the different loads are run along the bridge, the largest positive and negative efficiency for bending moment and normal force are localised. The normalised cross section forces are plotted together with the failure envelope and the load factor is then calculated.

Several masonry arch bridges were loaded until collapse in a study performed by the British Transport and Road Research Laboratory. One of the bridges in the study, the Prestwood Bridge, has been used in this thesis as a comparison to the Glomman Bridge. The load carrying capacity of the Prestwood Bridge is known, and is used to verify that the method using the failure envelope is applicable.

To compare the results from the cross section analysis from the failure envelope model to another method, the Glomman Bridge and the Prestwood Bridge were also tested in the commercial software RING 2.0. The method used in RING 2.0 differs from the failure mode in this thesis by calculating the load factor when four different cross sections reach their capacity and the bridge collapses.

The failure envelope method allows an A/B-value (Axle- and Bogie load) of 102 kN/147 kN when using very poor values of the parameters and 181 kN/226 kN when using a reference case with normal parameters.

Although the load capacity is found to be acceptable, the uncertainties are still large. To get a more accurate apprehension of the condition of the actual bridge, further research should be carried out, such as e.g. a non-linear model.

Syftet med föreliggande examensarbete är att uppskatta bärförmågan hos bron Glomman utanför Örebro. Glomman är en oarmerad betongvalvbro i ett spann med ovanliggande jordfyllning. Bron byggdes 1926 på uppdrag av Statens Järnvägar (SJ).

Brottkriteriet i detta examensarbete är att bron går till brott när något tvärsnitt i betongbågen uppnår sin kapacitet. I själva verket är det möjligt att bron kan klara tyngre last än detta. När kapaciteten nås i ett tvärsnitt uppstår en led och bågen omlagrar krafterna till andra bågdelar som klarar större spänningar. Den verkliga bron rasar inte förrän en fjärde led har utvecklats, och därmed en mekanism. För att kunna beräkna tvärsnittskrafterna i bågen, var det nödvändigt att känna till trafiklasternas påverkan på bågen när de kördes över bron. För detta ändamål erhölls influenslinjer från en tvådimensionell finita elementmodell skapad i ABAQUS, ett generellt FE-program. En beräkningsrutin för att finna värsta tänkbara lastkombinering skapades i Matlab, ett numeriskt beräkningsprogram. Rutinen utformades för att hitta värsta fallet bland olika lastfall samt för att kombinera standardiserade axeltryck med det aktuella antalet axlar.

En parameterstudie utfördes också då materialegenskaperna för de olika delarna i bron är mycket osäkra. I parameterstudien ändrades ingångsvärdena ett åt gången för att studera utslaget på lastfaktorn. Lastfaktorn är förhållandet mellan brottgränslasten och den verkliga lasten. De parametrar som studeras är tryckhållfastheten, E-modulen, densiteten och tvärkontraktionen för de olika brodelarna. Parametrarna studeras enskilt utan hänsyn till eventuell korrelation. De brodelar som studeras är fyllningen, bågen, fundamenten och asfalten. Den klart viktigaste komponenten visar sig vara fyllningen. Med ökad styvhet eller ökad tvärkontraktion i fyllningen följer ökad lastfaktor.

Ekvationerna bakom brottenveloppet kan härledas ur jämviktsekvationer för det oarmerade tvärsnittet. Influenslinjerna normeras med avseende på tvärsnittets kapacitet för att få ut utnyttjandegraden längs hela bågen. Detta görs då det egentligen inte är för stor tvärsnittskraft som orsakar brott utan för stor spänning. Högsta och lägsta utnyttjandegrad för böjande moment och normalkraft lokaliseras när de olika typlasterna körs över bron. Utnyttjandegraderna placeras i brottenveloppet för att sedan räkna fram en lastfaktor.

Ett flertal liknande broar har lastats till brott i en studie genomförd av British Transport and Road Research Laboratory. En av broarna i studien, Prestwood Bridge, har använts i denna rapport som jämförelse med Glomman. Då bärförmågan hos Prestwood Bridge är känd används den till att bekräfta att metoden med brottenveloppet är tillämpbar.

För att jämföra resultaten från tvärsnittsanalysen i brottenveloppmetoden med en annan metod, testades även Glomman och Prestwood Bridge i det kommersiella programmet RING 2.0. Metoden som används i RING 2.0 skiljer sig från brottmoden i denna rapport genom att istället beräkna lastfaktorn när fyra olika tvärsnitt har uppnått sina kapaciteter och bron kollapsar.

Metoden med brottenvelopp tillåter ett A/B-värde (Axel- och Boggitryck) på 102 kN/147 kN när mycket dåliga parametervärden används och 181 kN/226 kN när referensfallet med normala parametervärden används.

Även om bärförmågan kan anses vara acceptabel är osäkerheterna stora. För att få en nogrannare uppfattning om brons faktiska tillstånd bör fortsatta studier utföras, som t.ex. en icke-linjär modell.

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Varennes, Maxime. "Design of a single-track railway network arch bridge : According to the Eurocodes." Thesis, KTH, Bro- och stålbyggnad, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-40484.

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A constant research of more ecological and efficient structures has enabled bridges to be more innovative through the years. Nowadays, as the need is greater than ever, a new kind of bridge is expanding in the entire world: the network arch bridges. The concept was developed by professor and engineer Per Tveit in 1955 and has been improved since then. But it is only for 10 years that many bridges of this sort have been built. The aim of the thesis is to investigate the structural behavior of these bridges and their efficiency comparing to traditional bridges. It is also proving the efficiency of the network arches used for rail traffic. To do so, a single-track railway network arch has been designed according to the Eurocodes. A 2D model has been designed to be optimal and tested under Abaqus for the loads defined in the Eurocodes. Guidelines from the literature and Per Tveit’s work have been used to determine the optimal geometry of the bridge. The steel weight needed for the 75 meters long bridge is assessed from the final design and is the main parameter to compare and evaluate the network arch structural efficiency. These results are compared with Tveit’s statements and with other structures.

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Tao, H. "The behaviour of open spandrel brickwork masonry arch bridges." Thesis, University of Salford, 2003. http://usir.salford.ac.uk/2053/.

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The behaviour of open spandrel brickwork masonry arch bridges (OSBMAB) was studied through model tests and finite element simulations. One three-metre and two five-metre span, full scale OSBMAB were constructed and tested to destruction. Two `partial' models including a combination of spandrel arches and piers, and a five-metre span single arch were also tested with intention of studying the functions of the components of the OSBMAB. To simulate the behaviour of the brickwork masonry arches, three finite element modelling techniques were developed: - (a) smeared modelling method (SMM), in which the failure of brickwork masonry caused by tensile cracking, compressive crushing or sliding is simulated as "loss of stiffness" in the corresponding directions within the domain of the geometry of the arch structure; and (b) discrete modelling method (DMM), in which the failure of brickwork masonry caused by tensile cracking or sliding is simulated as the change in the geometry of the arch structure, i. e., the geometrical discontinuity at prescribed locations; and (c) the mixed modelling method (MMM), in which the main arch, spandrel arches/piers are modelled using the SMM, and the interfaces between the fill and arch are modelled using the DMM. Parametric studies were carried out to investigate the effects of changes in material properties and finite element model related parameters on the behaviour of the OSBMAB, and to justify the values of those parameters adopted in the finite element models using the FE Package ANSYS 5.3. The comparisons were made between the finite element results and those obtained from the model tests. It has been demonstrated in terms of the ultimate loads, the modes of failure and the responses of loads vs. displacements that FE modeling can give good correlation.

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Wang, Junzhe. "Numerical modelling of masonry arch bridges : investigation of spandrel wall failure." Thesis, University of Bath, 2014. https://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.629673.

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Masonry arch bridges still play an important role in the transportation infrastructure today in the United Kingdom. Previous research has mainly focused on the load carrying capacity in the span direction. The three dimensional behaviour is often investigated by simplifying into two dimensions with modified arch parameters but these simplified analyses cannot represent all aspects of behaviour. Spandrel wall failure in some railway masonry arch bridges has raised concerns recently, and this is one aspect which cannot be modelled in two dimensions. This thesis presents a research which attempts to model the interaction behaviour between arch, backfill and spandrel wall with the aim of representing the three dimensional nature of real bridges. It mainly focuses on the spandrel wall defects under increasing load, including crack development across the wall and longitudinal cracks in the arch barrel underneath spandrel wall. Experimental results from the laboratory tests on engineering blue brick and a hydraulic premixed mortar as well as brickwork masonry specimens are presented. Numerical analysis was initially performed on these brickwork masonry specimens for validation. Three dimensional FE models were proposed for both small and large scale bridges. The general behaviour of the small scale bridge under rolling load and large scale bridge under increasing load were studied. Reasonable agreement between the FE analyses and experimental results from previous literature was obtained, indicating the model validated for small masonry specimens could be scaled up to full-scale bridges. A series of computer models were constructed to investigate the relationship between a range of geometric and material parameters and the lateral behaviour of arch bridges. The backfill depth and spandrel wall thickness have greatest impact on both bridge strength and lateral behaviour. The fill properties also have an importance influence on the load carrying capacity. This provides an indication of which bridge should be more closely monitored for spandrel wall defects. Separate FE models was constructed to simulate existing longitudinal cracks found in the arch barrel for old bridges and the influence of strengthening of spandrel wall with tie bars. The general behaviour under a concentrated load is studied and discussed. It has been demonstrated that it is possible to effectively model the three dimension behaviour of masonry arch bridges and in particular, spandrel wall failures.

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Wang, Xiaoqi, and Shufan Ye. "A pre-study of the dynamic behavior of a single diagonal timber arch bridge." Thesis, KTH, Byggnadsmaterial, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-292580.

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The aim of this Master’s thesis was to study the dynamic behaviour of a special type ofpedestrian timber bridge with a single diagonal arch - a design proposal made in a previousstudent project. The bridge is intended to be built as a gateway to the Alfred Nobel’s Björkbornin the municipality of Karlskoga. The original plan for this thesis was to build and test adownscaled model in order to verify theoretical investigations. The laboratory testing washowever not possible to be performed, therefore the study was conducted only by means ofanalytical and numerical tools. Both a downscaled model and a full-scale bridge model wereanalysed and compared in order to find proper scale parameters. Different studies wereperformed on the models by means of the finite element method in order to investigate theinfluence of relevant parameters on dynamic behaviour of the bridge. A scale factor wasdetermined which allows for the translation of results from the downscaled model to the fullscale model. Results showed that the dynamic behaviour of this type of bridge is rathercomplicated, and the original design needs to be somewhat modified to meet the comfortcriterion for pedestrians. An increase of the width of the arch, a proper arrangement of thecables, and adoption of longitudinal steel beams under the deck were found to be efficientmethods to improve the dynamic performance of the bridge. Future work should includeexperiments on a downscaled model to validate these theoretical solutions.

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Van, Wijk Heinrich. "Validation of the deck behaviour due to post-tension loading of Ashton arch bridge." Master's thesis, Faculty of Engineering and the Built Environment, 2019. https://hdl.handle.net/11427/31783.

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The new Ashton Bridge is a concrete tied-arch structure with a cable-supported deck, which spans 110 metres below the arching ribs. The tie-beam members, connecting the arch ribs, each have six longitudinal tendons that have primarily straight profiles. The author set out to validate the structural behaviour of the tie-beams, after the post-tensioning construction stage. This objective was achieved by validating selected finite element model parameters with field conducted tests. The input parameter, which is the prestress loading onto the structure, was validated with tendon elongation measurements and tendon lift-off tests. The output parameter, which is the strain and displacement response of the structure, was verified by measuring the elastic deck shortening and the strain gauge readings. Lower tendon extensions were encountered during tensioning. This required calibration of the friction coefficients and model updating. Lift-off tests and deck shortening measurements provided and order size estimation of the structural behaviour, but was not adequate for model validation. The strain gauge readings showed a close correlation with the expected strain state of the structure and offered insight into the behaviour of the structure during post-tensioning. The methods described in this dissertation may be used for validating the structural behaviour of concrete bridges subject to post-tensioning. Suggestions for improving tendon lift-off tests and deck shortening measurements are also presented.

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Mahan, Amir. "Dynamic Response of a Tied Arch Bridge to a Choice of Loading & Operation Conditions : A case study of the Urmia Lake Bridge." Thesis, KTH, Bro- och stålbyggnad, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-36791.

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Öhgren, Lovisa, and Malin Åström. "A pre-study of the static behaviour of a single diagonal timber arch bridge." Thesis, KTH, Byggnadsmaterial, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-284349.

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The aim of this thesis is to study and gain more insight about the static behaviour of the three hinged single diagonal timber arch bridge in different situations. The bridge was tested for static analyses for both Ultimate Limit State and Serviceability Limit State, to investigate its behaviour and if it is possible to be built at the selected location. Furthermore, the dimensions of the elements are to be determined. Pre-studies on similar bridges have been done and their problems have been taken into account when analysing the behaviour of this bridge. Thereafter, two different designs have been constructed. The finite element software RFEM has been used in this project to be able to analyse the behaviour of the two different models. The in-plane buckling of the arch is the most critical part of the bridge and the bridge should therefore be designed regarding that. Additionally, different alternatives were suggested to reduce the deformation of the deck in the models. Finally, an optimized model is reached which consists of longitudinal beams and has an arch with a wide cross section.

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Weston, Daniel Frederick. "Existing and future plans for the structural health monitoring of the Indian River Inlet Bridge." Access to citation, abstract and download form provided by ProQuest Information and Learning Company; downloadable PDF file, 248 p, 2006. http://proquest.umi.com/pqdweb?did=1163250401&sid=1&Fmt=2&clientId=8331&RQT=309&VName=PQD.

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Bartolomeo, Veronica <1983&gt. "Comparison between analytical and numerical methods for the assessment of masonry arch bridges: Case study of Clemente Bridge on Savio river." Doctoral thesis, Alma Mater Studiorum - Università di Bologna, 2012. http://amsdottorato.unibo.it/4881/.

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This research has focused on the study of the behavior and of the collapse of masonry arch bridges. The latest decades have seen an increasing interest in this structural type, that is still present and in use, despite the passage of time and the variation of the transport means. Several strategies have been developed during the time to simulate the response of this type of structures, although even today there is no generally accepted standard one for assessment of masonry arch bridges. The aim of this thesis is to compare the principal analytical and numerical methods existing in literature on case studies, trying to highlight values and weaknesses. The methods taken in exam are mainly three: i) the Thrust Line Analysis Method; ii) the Mechanism Method; iii) the Finite Element Methods. The Thrust Line Analysis Method and the Mechanism Method are analytical methods and derived from two of the fundamental theorems of the Plastic Analysis, while the Finite Element Method is a numerical method, that uses different strategies of discretization to analyze the structure. Every method is applied to the case study through computer-based representations, that allow a friendly-use application of the principles explained. A particular closed-form approach based on an elasto-plastic material model and developed by some Belgian researchers is also studied. To compare the three methods, two different case study have been analyzed: i) a generic masonry arch bridge with a single span; ii) a real masonry arch bridge, the Clemente Bridge, built on Savio River in Cesena. In the analyses performed, all the models are two-dimensional in order to have results comparable between the different methods taken in exam. The different methods have been compared with each other in terms of collapse load and of hinge positions.

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Stuffle, Timothy Jeffrey. "The Indian River Inlet bridge changing from a single rib tied arch to a cable-stayed design /." Access to citation, abstract and download form provided by ProQuest Information and Learning Company; downloadable PDF file 4.03 Mb., 278 p, 2006. http://proquest.umi.com/pqdlink?did=1172110651&Fmt=7&clientId=79356&RQT=309&VName=PQD.

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Šarmanová, Iveta. "Železniční most s ocelovou nosnou konstrukcí." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2017. http://www.nusl.cz/ntk/nusl-265627.

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The subject of master’s thesis is a structural analysis of a bearing structure of an existing historical single-track railway bridge over the Vltava river in a direction from Prague Modřany to Vrané nad Vltavou. The riveted steel bridge carries rail traffic across five fields. A part of the master’s thesis is focused on a disposal of a variant of the longest field by using a modern arch construction.

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Slovják, Petr. "Lávka u hradu Veveří." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2019. http://www.nusl.cz/ntk/nusl-392157.

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The subject of this thesis is alternative design of the pedestrian bridge over Brno reservoir near Veveří castle. Three preliminary studies are created. The chosen variant consists of a stress ribbon supported by a steel arches. Time dependent analysis of load cases effects during construction stages is calculated by ANSYS. The bridge is verified according to the European Standards.

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Pěkník, Robin. "Obloukový most přes dálnici." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2015. http://www.nusl.cz/ntk/nusl-227654.

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The subject of this master's thesis is design of road bridge over highway D1 by the city Přerov. From the three proposed solutions has been chosen bridge with self-anchored arched structure which is good for deep notch. The concrete bridge was designed and assessed according to current Eurocodes. The thesis includes detailed structural analysis, drawings and visualization of the bridge. The analysis was performed using software Scia Engineer including time dependent analysis (TDA). Assessment of structure was made in Excel or by hand.

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Thornton, Nathan Paul. "Live Load Testing of Appalachia, Va Concrete Arch Bridges for Load Rating Recommendation." Thesis, Virginia Tech, 2012. http://hdl.handle.net/10919/35195.

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As Americaâ s infrastructure ages, many of the nationâ s bridges approach the end of their service life. In order to develop a method for handling the rising number of deficient and functionally obsolete bridges, nondestructive tests and evaluations must be undertaken. Valuable information from these tests regarding the strength and condition of bridges will help in making decisions about their rehabilitation and replacement.

Two adjoining open spandrel reinforced concrete arch bridges in downtown Appalachia, Virginia were selected for live load testing by Virginia Department of Transportation (VDOT). Both bridges have supported an increasing amount of extreme coal truck traffic throughout their service life and are essential to the efficient transport of coal in the region. Because of their age, having been built in 1929, and the amount of visible damage and repairs, VDOT was concerned about their remaining capacity and safe operation.

The live load tests focused on global behavior characteristics such as service strain and deflection as well as local behavior of the arches surrounding significant repairs. It was found that the strain and deflection data collected during load testing displayed linear elastic behavior, indicating excess capacity beyond the test loads. Also, given the loading applied, the measured strains and deflections were small in magnitude, showing that the bridges are still acting as stiff structures and are in good condition. Data collected during these tests was compared to results from a finite element model of the bridges to determine the coal truck size which is represented by the live load test loading configurations. The model comparisons determined the test loads produced comparable deflections to those produced by the target coal truck load. Through this approach, a recommendation was given to VDOT regarding the satisfactory condition of the aging bridges to aid in the process of load rating and maintenance scheduling for the two bridges.
Master of Science

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Glajcar, Karel. "Lávka tvořená předpjatým pásem s obloukem." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2012. http://www.nusl.cz/ntk/nusl-225608.

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The subject of this master’s thesis is the design of footbridge across the river. The main objective is to analyse the superstructure which is formed by a stress ribbon and arch. The arch consists of two separate plan curved concrete arches and is associated with stress ribbon in the top. The analysis of the structure has been performed using MIDAS CIVIL 2011 software. Simplified calculations by hand or by EXCEL have been also carried out. Design of the superstructure's elements, pre-stressed tendons and reinforcement has been done according to EUROCODE. In the analysis, time dependent effects have been also taken into account.

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Arfelli, Francesco. "Bowstring bridges: static behaviour, critical issues and FEM modelling." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2022. http://amslaurea.unibo.it/25735/.

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The present Master’s Thesis paper is aimed at analysing the fundamental characteristics of the static behaviour of structural arch schemes focusing the attention on two critical issues and their respective practical solutions as applied to a real study case. After providing a theoretical and historic overview of arches, two crucial aspects of the design phase of an arch bridge have been chosen and discussed. Thus, the construction project of a real structure is taken into consideration with the purpose of discussing a possible solution to the issues highlighted previously. The study case is identified in the new bowstring bridge crossing the River Enza, in the suburbs of Parma. The static analysis of the structure is carried out comparing the FEM results to the analytical findings.

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Hallak, Neilson John Peter. "Numerical and experimental dynamic analyses of the Vega Pedestrian bridge including seasonal effects." Thesis, KTH, Bro- och stålbyggnad, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-255536.

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As timber structures become increasingly relevant and sought after – since they enable improvements in building time while reducing a structure’s life cycle impacts – streamlining their design can have meaningful economic and environmental implications. For timber footbridges, its design is frequently governed by serviceability criteria linked to excessive vibrations. To address this in design, it is necessary to correctly characterize the structure’s dynamic properties and understand what the leading parameters in its behaviour are. This thesis studied an existing timber arch footbridge, aiming to evaluate its dynamic behaviour both with experimental measurements and with theoretical models. The influence of temperature change over different seasons was considered, particularly around its effect on the asphalt layer – whose stiffness is highly correlated to temperature. The experimental results showed high correlation between temperature and natural frequencies: a variation of +21°C reduced the natural frequency for the 1st transverse mode of the deck by as much as 30.6% while the 1st vertical mode was reduced by 17.7% (variation of 0.029Hz/°C). The damping ratio was also measured, though a definitive correlation between its value and temperature was not identified. This change in behaviour cannot be explained by the influence of the asphalt layer alone however, as there is a high degree of uncertainty around many other components of the bridge and their interactions, such as the connections. Thus, to fully characterize the influence of each component with changing temperature, further experimental tests would have to be performed, or simpler structures with fewer connections should be considered. In designing a new structure, considering the asphalt layer as an added mass is a straightforward way to treat this material at the most critical condition (i.e. no contribution to stiffness). This strategy lead to sufficiently similar results between the computational model and the experimental results at warm temperatures. The asphalt stiffness could perhaps be considered for the 1st transverse mode of the deck, since it is in this mode that the asphalt layer plays its largest contribution.

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IBISEVIC, AIDA, and HASANHÜSEYIN UGUR. "Numerical and experimental dynamic analyses of Hägernäs pedestrian bridge : Including seasonal effects." Thesis, KTH, Bro- och stålbyggnad, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-254550.

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Wood as a construction material has in recent years increased, in particular concerningpedestrian bridges. By utilizing wood, the ecological footprint can be reduced,and the material can be designed to comply with the increasing aesthetic demandbridge designers are facing. However, as the material weighs little with respect toits bearing capacity, combined with design becoming more slender, human inducedvibrations are becoming a problem.Having this in mind, the objective of the thesis is to conduct a case study on anexisting timber pedestrian bridge and assess its dynamic parameters by means ofexperiential testing and numerical modelling. The case study concerns the Hägernäsbridge, an arch bridge located in Hägernäs, Täby. The thesis also considers seasonaleffects by conducting experiments on two separate occasions. In addition, the thesisevaluates influencing parameters on the dynamic behaviour by conducting a sensitivityanalysis. To aid the above mentioned objective, a literature review coveringsimilar type of analysis is conducted. The literature review also studies the seasonaleffect, mainly from the asphalt layer, as its stiffness contribution is temperaturedependant.The results from the dynamic parameters showed that not all modes fall above therecommended values concerning damping ratio (with values above 1-1.5%). However,all modes fulfill design criteria concerning the magnitude of the natural frequencies.Furthermore, results showed that the natural frequencies are highly temperaturedependant. The measured values during warm weather (+17C) resulted in lowervalues than those from the cold weather experiment (-10C). Moreover, the greatestdifference, by 21% was on the 1st transverse mode and the lower difference was onthe 1st vertical mode, that decreased by merely 5%. Moreover, the damping ratiowas calculated and it was not possible to find any correlation between warm andcold temperature. Instead, decreased temperature caused some modes to increase indamping ratio and others to decrease. The most affected mode was once again the1st transverse mode which increased by 146% going from warm to cold temperature

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Rolenc, Jan. "Rekonstrukce mostu." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2012. http://www.nusl.cz/ntk/nusl-225697.

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Herka, Martin. "Návrh, posouzení a optimalizace obloukové konstrukce." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2014. http://www.nusl.cz/ntk/nusl-226929.

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Diploma thesis deals with a design of concrete arch structure. There was made a preliminary design of concrete structure of a buried arch bridge. Subsequently was the shape of arch structure optimized to oblige the requirements of real buried arch bridge structure. There is included static calculation of the ecoduct construction. It is developed detailed drawings

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Vošček, Martin. "Silniční a tramvajový most." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2017. http://www.nusl.cz/ntk/nusl-265573.

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The subject of this Diploma Thesis is to develop different alternatives of the road and tram bridge. It is a river bridge with the length of 52,5 m. There are compared two proposals, while in the first proposal it is an arch bridge with the tension bars. The second proposal which is also finalized as the winning proposal is the truss structure. Both proposals have composite deck. The structure is designed from steel S355 and concrete C35/45. The load bearing structure is designed in accordance with applicable technical standards.

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Totková, Lucie. "Lávka pro pěší přes řeku Bečvu." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2016. http://www.nusl.cz/ntk/nusl-240273.

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The aim of this thesis is the design of curved footbridge across the river Bečva. Curved footbridge consists of a supporting steel arch, which brings the steel struts to the steel arch under the concrete deck. The steel arch with crosspieces is coupled with concrete deck using the coupling pins. The deck is formed from reinforced concrete. Structural model is carried out in a computer program ANSYS. The structural design is handled in accordance with applicable European standards. The design considers pedestrians load and temperature effects.

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Klíč, Radim. "Lávka pro pěší přes řeku." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2019. http://www.nusl.cz/ntk/nusl-392171.

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The diploma thesis deals with a design of a steel loadbearing structure of a footbridge over a river. The footbridge is located in Svitavy and is designed for span length of 60 meters. The construction is preliminarily designed in two variants. A part of the thesis is also a comparison of both variants. The chosen variant has been elaborated in detail. It is an arched construction with a semi-through bridge deck. The main loadbearing structure consists of a pair of arches that support the steel-concrete bridge deck by means of rods in tension. The main loadbearing arches are inclined from the vertical plane towards the bridge axis and are fixed at the ends. All steel parts are designed from S355 steel, except for the rods that are designed from S460 steel. The bridge deck is designed from C 35/45 concrete. The spatial rigidity of the structure in the transverse direction is achieved by means of arc sway bracings.

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Lapė, Justinas. "Plieninių neskėtrių arkinių tiltų pastovumo skaičiavimas." Master's thesis, Lithuanian Academic Libraries Network (LABT), 2012. http://vddb.laba.lt/obj/LT-eLABa-0001:E.02~2012~D_20120726_163132-97652.

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Baigiamajame magistro darbe atliekama plieninių neskėtrių arkinių tiltų pastovumo plokštumoje analizė. Pirmajame skyriuje apžvelgiami pavienių gniuždomųjų strypų, arkų ir arkinių tiltų pastovumo tikrinimo metodai, pateikiamos projektavimo normos ir jų taikymo sritys. Antrajame skyriuje pateikiamas analiziniais ir skaitiniais metodais apskaičiuotų pavienių strypų ir arkų pastovumo parametrų palyginimas. Konstrukcijų pastovumo analizei atlikti naudojamas programinis paketas „Sofistik“. Skaičiuojant pastovumo parametrus vertinama arkos geometrinė apybrėža, apkrovimo pobūdis, lenkiamasis standis, aukščio ir tarpatramio santykis. Nustatomi racionalūs arkos geometriniai parametrai. Trečiajame skyriuje nagrinėjami dvimačiai neskėtrių arkinių tiltų modeliai. Vertinama tinklelio pakabų skaičiaus ir išdėstymo įtaka pastovumui. Palyginami neskėtrių arkinių tiltų stabilumo analizės rezultatai. Pateikiamos išvados ir rekomendacijos. Darbą sudaro: įvadas, trys skyriai, bendrosios išvados ir rekomendacijos, literatūros sąrašas, priedai. Darbo apimtis – 96 puslapiai, 66 paveikslai, 26 lentelės, 32 bibliografiniai šaltiniai.
The master thesis is carried out for in plane stability analysis of tied steel arch bridges. In first chapter overview of the individual compression bars, arches and arch bridges stability testing methods is presented. The first chapter also provides design standards and their application areas. The whole structural stability analysis was performed using “Sofistik” finite element software. Using software two dimensional models of arches and arch bridges were made. Second chapter concludes comparison of analytical and numerical stability analysis of single arches. Stability parameter and effective length factor was calculated according to arch geometric outlines, load type, bending stiffness, height and span ratio. The third chapter consists of stability analysis of two dimensional arch bridge models. Different suspension cable grids were used in order to compare and evaluate stability analysis results. Comparison of stability factors of various versions of arch bridges was made. Conclusions and recommendations are presented in the final chapter. The work contains: introduction, three chapters, conclusions and recommendations, references and appendices. The whole work consists of – 96 pages, 66 figures, 26 tables, 32 references.

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Olhans, Linnéa. "Leksandsbrons deformationsövervakning med geodetiska metoder." Thesis, Högskolan i Gävle, Samhällsbyggnad, GIS, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:hig:diva-26940.

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Av olika orsaker sker rörelser i strukturer, vilket leder till att deformationer uppstår. För att upptäcka deformationer krävs att förändringarna övervakas regelbundet. Övervakning kan ske på olika sätt. När detta utförs bör ett stomnät, upprättat av referenspunkter av god kvalitet, finnas tillgängligt. Stomnätet ger en grund för deformationsmätningen och gör att instrumentet som används, kan erhålla en lokalisering av var referenspunkterna placeras innan mätningen av strukturen utförs. 2014 utförde konsultföretaget Sweco, med uppdrag från Leksands kommun, en deformationsmätning av Leksandsbron, som är en gammal bågvalvsbro från 1925 i Leksands kommun, Dalarnas län. Syftet var att undersöka brons hållbarhet, men några slutsatser kunde inte dras utifrån den mätningen. I denna studie är syftet att ge förslag på hur Swecos stomnät skulle kunna utvecklas. Kompletteringen av stomnätet utfördes genom en simulering i programvaran SBG Geo där ett antal av Swecos kända stompunkter valdes och nya stompunkter placerades ut grafiskt med avseende på kvalitet, tillförlitlighet, geometri och ekonomiska aspekter i tre scenarier. Ett stomnät kan se ut på många olika sätt i teorin, men i praktiken är omgivningen begränsad vid bromätningar. Nätutjämning av förslagen fick senare klargöra vilket nät som var det bästa för att använda som referens till inmätningen av bron. Kompletteringen resulterade i att det förslag som var det mest lämpade också var det som var bäst anpassat till brons omgivning, natur och sikt. Det bästa förslaget har därefter användes därefter till inmätning av Leksandsbron, där Swecos deformationsmätning utgjorde referens. Inmätningen av stomnätet och bron utfördes med totalstationen Trimble S7. Genom nätutjämning beräknades nätets koordinater och osäkerheter från observationerna och differenserna jämfördes mot Swecos punkter för att se om någon deformation uppstått. Resultatet visar att två av Swecos punkter och några av brons punkter har utsatts för deformation. Deformationen för punkternas avvikelser analyserades också genom att använda t-student signifikanstest på ett konfidensintervall av 95%. Är avvikelsen inom intervallet har punkten inte rört sig och är avvikelsen utanför konfidensintervallet har punkten rört sig. Signifikanstestet visade att de punkter som utsatts för deformation i nätutjämningen även är signifikanta i t-student testet och bekräftade att punkterna har rört sig.
For different reasons there are movements in structures, which leads to deformations. To monitor deformations, the changes have to be monitored on a regular basis. Monitoring can take place in different ways. When doing this, a core network based on good quality reference points, should be available. The core network provides a basis for deformation measurements and allows the instrument to predict a suitable location before measuring of the structure. In 2014, the consultancy company Sweco, commissioned by Leksands municipality, made deformation measurements of Leksandsbron, an old arch bridge from 1925, situated in Leksand, Dalecarlia. The intention was to investigate the sustainability of the bridge, but it was not possible to draw any conclusions from the measurements from 2014. The purpose of this study is to give suggestions on how the core network from Sweco could be developed. The completion was performed by a simulation in SBG Geo Software where some known points from Sweco were chosen as a reference and new points were graphically placed in terms of quality, reliability, geometry and economic aspects in three scenarios. A core network can look in many different ways theoretically, but practically, and especially at bridge measurements, there are limitations. By network adjustment of the proposals it could be clarified, which network was the best one to use for the survey of the bridge. The result of the completion was that the best suited proposal also was the one best suited to the surroundings, nature and visibility of the bridge The best suggestion was used for the bridge measurement with Sweco´s deformation measurement as a reference. The survey of the core network and the points of the bridge was performed by the Trimble S7 total station. With network adjustment the coordinates and assurances were calculated and the differences were compared to Sweco points to see if any deformation had occurred. The result showed that two of Sweco´s points and some of the bridge points have been exposed to deformation. The deformation has also been analyzed for the deviations of the core network points and the bridge points by using t-student significance test of a confidence interval of 95%. If the deviation is within the range it´s considered that the point has not moved and if the deviation is outside the range it´s considered that the point has moved. The significance test showed that the same points that had been exposed to deformation in the network adjustment, also were significant in the t-student test, which confirms that the points have moved.

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Olšák, Martin. "Obloukový most přes dálnici." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2016. http://www.nusl.cz/ntk/nusl-240380.

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The subject of this diploma thesis is design of arch bridge across the highway. Has been elected self-anchored structure with span of arch 60 m and trapezoid bridge deck from prestressed concrete. The load effects is calculated by software Scia Engineer including time dependent analysis. The supporting structure is assessed for the ultimate limit state and serviceability limit state. Static assessment is done by hand calculation according to CSN EN 1992-2. Part of the thesis is drawing and visualization of the bridge.

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Uher, Michal. "Návrh železničního obloukového mostu přes silnici I/33." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2019. http://www.nusl.cz/ntk/nusl-392269.

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This master thesis content is alternative design of one span single-railed steel bridge. The bridge is located in km 44,179 on the track Jaroměř - Dvůr Králové. Crossing barrier is roadway I/33. The teoretical distance between supports is 42 m. Main bearing structure is designed as Langer beam. Structure consist of beams, arcs, suspenders, bridge deck with longitudinal and transversal bracings. Elements of the structure are made out of steel S355J2+N, S235J2+N, S355NL. The bridge is designed according to current standards ČSN EN.

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Vlček, Radek. "Ocelová konstrukce mostu na pozemní komunikaci." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2016. http://www.nusl.cz/ntk/nusl-240323.

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The content of the thesis is a proposal of steel load-bearing structure (carrying structure of a steel) bridge of the span of 31+74+31m with the bottom bridge deck taking over the second-class road in the territory of Olomouc city. The bridge deck is created by composite steel-concrete slab with crossbars. The solution was focused on using arched construction in the middle of the bridge with different tilt of arches to the horizontal central axis of the bridge. Under the term of the solution four alternatives have been calculated. The most optimal solution was selected and processed in detail. The calculations were made in compliance with the Czech technical norms ČSN EN.

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Nováček, Jan. "Lávka pro pěší přes řeku Moravu." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2014. http://www.nusl.cz/ntk/nusl-226962.

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Subject of the work is design of pedestrian bridge across the river Morava. There are compared 3 variants of structures. Thesis is focused on stress ribbon supported by arch. The geometry of initial stage has been searched to form self-anchored structural system. The structure is verified in according to the European Standards.

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Kratochvílová, Martina. "Lávka pro pěší přes hluboké údolí." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2019. http://www.nusl.cz/ntk/nusl-392209.

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The aim of this thesis is the design and analysis of pedestrian bridge across the deep valley. There were designed three variants. The variant of structure, which combines stress ribbon with concrete arch, was chosen for the analysis. The optimal geometry was found using iteration methods with VBA Excel. The calculation model was made in software Ansys 19.0, considering phases of construction. The Ultimate limit state and the service limit state were evaluated as well as dynamic behavior of construction – modal analysis (eigenfrequencies and eigenshapes) and response to harmonic excitation. The design and assessment are according to the European standards.

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Mendroková, Magda. "Most v obci Návsí přes řeku Olši." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2013. http://www.nusl.cz/ntk/nusl-226070.

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The diploma thesis deals with design and assessment of steel arched bridge with the semi through bridge deck placed on the third-class road. This steel structure is drawn up to bridge water barrier – the river Olše in Návsí. The distance between axes lay on abutments is 48,5 meters. The bridge´s supporting structure consists of two steel arches angled towards each other and fastened to the foundation blocks. The supporting beam of the bridge deck is tied to the arch by tie-rods. The tie-rods are designed to the V-shaped system.

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Honeš, Filip. "Ocelová lávka pro pěší." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2014. http://www.nusl.cz/ntk/nusl-226918.

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The main subject of master´s thesis is design of the construction of pedestrian steel bridge via the river Bečva in Přerov. It was made a three different types of the steel construction. The resulting draft is worked up in details. Span of the pedestrian bridge is 104 metres. The carrying construction is made from a two mutually-opening arches. Between the arches are hanged a semi through type decks.

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Vaněk, Štěpán. "Obloukový most přes rychlostní komunikaci." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2013. http://www.nusl.cz/ntk/nusl-226445.

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The objective of this theses is arch bridge design over the expressway. Bridge is consist of bridge deck, which has three pillars and composite arc. The Bridge deck is on the edges fixed into the foundations and in the middle adherent on overhead cables. The bridge is carried by combination of strands and aerial cables mounted on reinforced concrete arch. Overhead cables are slant due to the transverse direction of the bridge in the longitudinal direction is in the direction of the arc. Model of the construction was made in a calculated program SCIA ENGINEER 2011. The designe is in accordance with applicable standards.

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Bílek, Jaroslav. "Lávka pro pěší přes řeku Moravu, Mikulčice - Kopčany." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2013. http://www.nusl.cz/ntk/nusl-226060.

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The topic of my master's thesis is a concept and evaluation of a new steel construction of a foot bridge for pedestrians and cycles across the river Morava. The concept has two alternatives. Option 1: The foot bridge has three spans. The span lengths are 27+81+27m, the middle span is stiffened by an arc. There is a bridge deck that consists of a cellular beam which is locked onto the arc. The bridge deck is lower, steel and orthotropic. The arrangement of rods is radial. Option 2: The middle span is stiffened by two arcs bowed to each other. The bridge deck consists of two beams with crossbeams and is locked onto the arcs. The bridge deck is again lower, steel and orthotropic. The arrangement of rods is radial. The wind bracing has a shape of a Vierendeel beam.

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Janíková, Dita. "Ocelová lávka pro pěší." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2016. http://www.nusl.cz/ntk/nusl-240202.

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The diploma thesis is focused on a design and appraisal of a steel load bearing construction of footbridge. The footbridge builds a new bridge across the river Ostravice in Sviadnov at Frýdek-Místek. The main subject of the diploma thesis was preparation of three variants for the footbridge. All variants were evaluated and the best one was elaborated in depth. It is a footbridge with a total span of 57 metres with a load bearing construction created two arches bent down to each orther. There is an orthotropic bridge deck with main outer lenghthways girders on the arches.

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Wu, Lufang. "Serviceability assessments of masonry arch bridges." Thesis, Cardiff University, 2010. http://orca.cf.ac.uk/55010/.

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Masonry arch bridges continue to play an important role in the UK's transport infrastructure, forming a significant proportion of road, rail and waterway crossings. Many of these bridges are relatively old and are still in service in their original configuration. Increasing vehicle loads and speeds have highlighted the need for reliable estimates of both ultimate and serviceability load levels. Most experimental work and assessment methods have so far been carried out under ultimate load. Only limited work has been undertaken to date on serviceability assessment methods, this project therefore aims to develop a systematic method to assess the serviceability load of masonry bridges under a series of different serviceability criteria. A complex spreadsheet was developed as the main analytical tool for the serviceability assessment and was an encastered elastic analysis based on Castigliano's complementary energy method. The geometric data from a large number of real masonry bridges data was gathered and analysed to develop suitable distribution statistics. Three independent serviceability criteria were then developed based on an attempt to replicate, on average, the existing assessment methods. These three criteria are stress, deflection and cracking depth. Finally, a serviceability assessment method system was fully established within the developed spreadsheet.

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Wang, Xin Jun. "Failure criterion for masonry arch bridges." Thesis, University of Dundee, 1993. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.318150.

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Ellick, Jane Caroline Ann. "Vibration characteristics of masonry arch bridges." Thesis, University of Reading, 1995. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.262545.

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Msaaf, Khaoula. "Multi-Objective optimization of arch bridges." Thesis, Massachusetts Institute of Technology, 2017. http://hdl.handle.net/1721.1/111519.

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Thesis: M. Eng., Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2017.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 83-84).
Trussed arch bridges are commonly used to attain big spans. They are efficient structures that offer a wide range of geometries, materials, and topologies. This thesis studies the influence of the geometry and topology of arch bridges on both their structural performance relayed by the maximum deflection and their structural weight. Various materials are also considered to calculate the embodied carbon emission and investigate the environmental impact of arch bridges. Gustave Eiffel's Garabit Viaduct is used as a design precedent for this study. 2-D and 3-D parametric models of the arch bridge are realized using Grasshopper [8]. Changing the geometric parameters in addition to the topology enables the investigation of the bridge's performance. The cross sections are automatically optimized in each case. Furthermore, a multi-objective optimization process was run on the bridge to examine the tradeoffs between the deflection and the self-weight. The weight-oriented optimization allows saving more than 60% of the weight compared to the original structure. Analyzing the different resulting designs proves that increasing the depth at the arch's crown and the depth at the base of the arch leads to better deflection results. It also demonstrates that using a denser truss structure leads to a lighter structure.
by Khaoula Msaaf.
M. Eng.

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Fairfield, Charles Alexander. "Soil-structure interaction in arch bridges." Thesis, University of Edinburgh, 1994. http://hdl.handle.net/1842/13809.

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European Community directives now insist upon the imposition of 11.5t axle weights for the assessment of highway bridges and structures. This need for heavier loads arises from the Community wide harmonisation of transport policy. Its successful implementation requires the urgent assessment of our bridge stock of some 75000 masonry arches. The analysis of arch bridges has long lacked an accurate method of assessing the loads transmitted to the arch ring by the surrounding soil. This thesis proposes pressure distributions suitable for use in the analysis of arch bridges. It examines, by way of instrumented small scale and in-situ tests, the soil-structure interaction effects arising from the backfill material. Observations of zones of soil displacement around a loaded arch are made in order to better describe the interactive effects. A finite element analysis of the instrumented tests was done and a parametric study was used to assess the effects of various material properties upon the system's behaviour. The inclusion of the interactive effects observed, and modelled, intends to lead to cost savings in the arch bridge assessment programme by reducing the conservatism inherent in the most common assessment methods. Design curves incorporating soil-structure interaction effects are presented where significant capacity increases can be seen compared with analyses ignoring the effects.

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Standfuß, Friedrich. "Die Saalebrücke in Alsleben." Saechsische Landesbibliothek- Staats- und Universitaetsbibliothek Dresden, 2013. http://nbn-resolving.de/urn:nbn:de:bsz:14-qucosa-102446.

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Die Saalebrücke bei Alsleben ist ein Bauwerk mit bewegter Geschichte, die in diesem Buch detailliert rekonstruiert wird. Dabei wird – neben historisch interessanten Fakten – die Sicht vor allem auf die bautechnischen Details gelegt. So wird am Anfang die Entstehung von der ersten Idee bis zur Vergabe beleuchtet, wobei dies einen guten Einblick in die damalige Zeit gibt, in dem die Unterschiede, insbesondere aber auch die eine oder andere Gemeinsamkeit zur heuteigen Zeit aufgezeigt werden. Anschließend wird die zu diesem Zeitpunkt erstmalig verwendete Konstruktionsweise für eine Bogenbrücke mit vorgespanntem Zugband erklärt, die das Bauwerk, nicht nur wegen seines hauptverantwortlichen Planers – Franz Dischinger –, sondern vor allem konstruktiv zu einem besonders Erhaltenswerten macht. Der Bedarf einer Erhaltungsmaßnahme entstand das erste Mal nach dem 2. Weltkrieg, als ein Bogen der Vorlandbrücke des Bauwerkes gesprengt wurde. In der Dokumentation des Wiederaufbaus wird vor allem die Schwierigkeit eines solchen Unterfangens kurz nach Kriegsende deutlich. Aufgrund der lückenhaften Dokumentation und der mangelhaften Bauwerkserhaltung während der DDR-Zeit ist auch das nächste Kapitel in der Geschichte von Erhaltung geprägt. Ausführlich werden die Zustandsermittlung und die darauf folgende grundhafte Instandsetzung des sich in einem desolaten Zustand befindlichen Bauwerks nach der Wiedervereinigung beschrieben. Die sehr detaillierte Dokumentation von der Planung über die Bauausführung bis hin zu den Nacharbeiten infolge von Baumängeln sowie die Kostenaufstellung sind vor allem für fachliche interessierte Leser empfehlenswert.

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Hurych, Marek. "Lávka přes nádraží." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2020. http://www.nusl.cz/ntk/nusl-409851.

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The diploma thesis deals with design of loadbearing stell structure of a footbridge across the railway station. Footbridge is situated in the city centre of Brno with total length of 135 meters. For comparison, three bridging variants are predesigned and a varints comparison is made. The selected option was developed in greater detail. It is an arched structure with a semithrough bridge deck and adjacent span with support of oblique column. The main loadbearing structure consists of a pair of pin-supported arches inclited to each other at an angle of 11°. Arches support beams with susperder, the beams are conected by ortotropic steel deck. All load-bearing elements are designed from S355 stell. Spatial rigidity of the structure is ensured by tilting of the arches and by truss bracing at the top of the arch in combination with rigid struts of arch. Spatial rigidity of the superted deck is ensured by ortotropic steel deck.

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Dissertations / Theses on the topic 'Arch bridge'

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