No description available.

Det här projektet har haft som syfte att studera vilka krav som ställs på projekteringen av träbroar både externt från andra parter och internt inom företaget Martinsons. Utifrån denna studie skulle förslag ges på åtgärder för hur Martinsons Startmodell i programmet Tekla bör anpassas för att projekteringen skulle uppnå dessa krav. Projektet har genomförts genom att använda Trafikverkets krav för digital projekthantering som utgångspunkt för att undersöka vilka externa krav på projektering som ställs på Martinsons. Möten med projektörer som arbetar med träbroar har genomförts med syfte att ta del av deras erfarenheter och åsikter gällande träbroprojektering samt undersöka vilka interna krav som anses relevanta. Utöver detta studerades ett antal utförda träbroprojekt för att hitta möjliga förbättringsområden. Med detta som bakgrund undersöktes sedan vilka åtgärder som var möjliga att genomföra i Tekla. Åtgärder för att anpassa Startmodellen mot gällande kravdokument och förbättra kvalitéten på handlingar rörande träbroar presenterades och förklarades i projektet. Även åtgärder som syftade till att effektivisera modellerandet och ritningsskapandet föreslogs. De åtgärder som föreslogs bedömdes kunna förbättra Martinsons Startmodell på ett betydande sätt men ansågs inte på något sätt vara en slutgiltig lösning i strävan att uppfylla de krav som ställs på handlingar gällande träbroar. Projektet gjorde det dock tydligt att det inte är rimligt att anpassa Startmodellen så att den klarar alla krav, vissa anpassningar kommer att måsta gälla från fall till fall. Det blev även tydligt att det skulle vara bra att starta en dialog med Trafikverket för att säkertställa vad deras krav är så att Martinsons kan uppfylla dem på ett effektivt sätt. / The purpose of this project has been to study which requirements apply on wooden bridges from a design perspective, observing both external requirements and internal requirements from the company Martinsons. Based on these requirements measures would be proposed to adapt Martinsons Tekla-template model for the design of timber bridges. The theoretical part of the project has, as a starting point been conducted by studies of the Transport Administration's requirements on wooden bridges. Discussions with designers working with wooden bridges have also been conducted to get an understanding of their experiences and opinions. Furthermore, a number of previously constructed wooden bridges have been studied in order to find areas in need of improvement. With this background, it then examined which measures were feasible in Tekla. Several measures that would aim to improve the drawing quality and comply with the applicable requirements was produced and declared in the project. Measures aimed to streamline the modeling and drawing creation was also proposed. The measures proposed should enhance Martinsons Tekla-template model in a significant way, but shall in no way be considered as a definitive solution in the quest to meet the requirements concerning the design of wooden bridges. The projekct made it clear that it is not reasonable, or even feasible, to adjust the template model to meet all requirements, some adjustments must be done in each project. It also became clear that it would be good to open a dialogue with the Swedish Transport Administration to make sure what their requirements are so that Martinsons can comply with them in an effective way.

Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Architecture, 1982. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ROTCH. / Includes bibliographical references. / Between the idea and the reality lies the realm of the "creative act." The theme of this thesis deals with the realm in between abstraction and conception, knowing and doing, art and science, theory and practice. By using the particular realm between the architect and the engineer as the point of departure, the varying perceptions and definitions of the " bridge" are established. Two levels of definition are proposed: first, the architects' and engineers' framework for defining "bridge," and secondly, the ontic-ontological dimensions of the "bridge." The case studies provide the facts to which these definitions can be applied. Using the constraints of a historical time-frame, changes in bridge-building are documented and evaluated to provide the basis for the interpretation of technology. / by Barbara Jeanne Boylan. / M.S.

The Utah Department of Transportation (UDOT) has implemented the use of precast concrete panels for bridge deck construction. A bridge utilizing these panels as a reconstruction method was decommissioned three years after the new deck installation, due to unrelated matters. Two sections of this bridge were salvaged and sent to Utah State University (USU) for destructive testing. Each bridge section consisted of two built-up steel plate girders intact with the precast concrete deck panels. The precast panels were designed and constructed to achieve full composite action between the deck and built-up steel plate girders through the use of Nelson shear studs. Additionally, the precast panels span the transverse direction and as such have a transverse joint. Historic data has shown the transverse joint to be an area of concern for the functionality of the structural system. Flexure, beam shear, and punching shear of the deck ultimate capacities were compared to those calculated in accordance to the AASTHO Load and Resistance Factor Design (LRFD) Bridge Design Specifications. Various experimental tests considered the affects of the transverse joint on the elastic and plastic capacities and code adherence. Nine destructive tests were performed. The Nelson shear studs were found to be capable of achieving the ultimate capacities of all three types of performed tests and therefore a significant level composite action was attained throughout the experimental tests. The transverse joints show a slight decrease in flexural elastic capacity, no measurable influence on flexural plastic capacity and beam shear ultimate capacity, and a 40% decrease to ultimate punching shear capacity to the deck compared to punching shear capacity without a transverse joint.

Project report (M. Eng.)--Virginia Polytechnic Institute and State University, 1983. / Vita. Abstract. Includes bibliographical references (leaves 75-81). Also available via the Internet.

Thesis (M.S.)--West Virginia University, 2006. / Title from document title page. Document formatted into pages; contains x, 131 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 114-117).

Thesis (Ph. D.)--Purdue University, 2005. / Includes bibliographical references (p. 360-365). Also available online via the Purdue University e-Pubs website (http://docs.lib.purdue.edu/).

The Utah Department of Transportation (UDOT) has implemented the use of precast concrete panels for bridge deck construction. A bridge utilizing these panels as a reconstruction method was decommissioned three years after the new deck installation, due to unrelated matters. Two sections of this bridge were salvaged and sent to Utah State University (USU) for destructive testing. Each bridge section consisted of two built-up steel plate girders intact with the precast concrete deck panels. The precast panels were designed and constructed to achieve full composite action between the deck and built-up steel plate girders through the use of Nelson shear studs. Additionally, the precast panels span the transverse direction and as such have a transverse joint. Historic data has shown the transverse joint to be an area of concern for the functionality of the structural system. Flexure, beam shear, and punching shear of the deck ultimate capacities were compared to those calculated in accordance to the AASTHO Load and Resistance Factor Design (LRFD) Bridge Design Specifications. Various experimental tests considered the affects of the transverse joint on the elastic and plastic capacities and code adherence. Nine destructive tests were performed. The Nelson shear studs were found to be capable of achieving the ultimate capacities of all three types of performed tests and therefore a significant level composite action was attained throughout the experimental tests. The transverse joints show a slight decrease in flexural elastic capacity, no measurable influence on flexural plastic capacity and beam shear ultimate capacity, and a 40% decrease to ultimate punching shear capacity to the deck compared to punching shear capacity without a transverse joint.

Aluminum is the most common metal in the world and its high strength to weight ratio, along with excellent corrosion resistance, can provide efficient solutions for the design and rehabilitation of highway bridge structures. A reduction in a structure’s self-weight, when using aluminum, is advantageous for the rehabilitation of existing structures requiring an increased live load capacity and for rapid bridge replacements whereby larger, lightweight components can be installed with limited disruption to traffic. Aluminum structures and components offer the potential for lower life-cycle costs due to the favourable corrosion resistance, allowing for less maintenance over the life of the structure. One significant disadvantage of aluminum is that it is more susceptible to fatigue damage in relation to steel. Being a newer design material for bridge structures, compared to steel, and due to its limited use in the past, limited fatigue testing has been conducted to date. Bridge design codes and specifications employ different approaches for establishing fatigue design (S-N) curves for aluminum structures. The British and European design standards use a two-slope design curve, with a shallower slope in the high cycle range, implying that fatigue damage accumulates at a different rate at lower stress ranges. The Aluminum Association in the United States uses a more conservative approach, assuming a single-slope design S-N curve, by simply extending the curve past the constant amplitude fatigue limit at the initial slope. Limited testing under variable amplitude loading in the high cycle range has been completed to date, where a second slope could be warranted. A new chapter of the Canadian Highway Bridge Design Code (CSA-S6) on aluminum structures is currently under development. The research presented herein provides recommendations regarding the correction factors required for fatigue design of aluminum. In addition, fatigue testing and fracture mechanics analysis studies are performed to further investigate the use of a two-slope S-N curve for the fatigue design of aluminum highway structures.

Thesis (Ph. D.)--University of Texas at Austin, 1999. / Vita. Includes bibliographical references (leaves 361-370). Available also in a digital version from Dissertation Abstracts.