I Sverige finns 21 000 broar som Trafikverket förvaltar (Trafikverket, 2018a). Två brotyper som finns är rambro och balkbro. Rambron är en av de vanligaste brotyperna och är uppbyggd som en fast inspänd konstruktion. Brosystemet kallas plattrambro eller balkrambro beroende på om balkarna eller plattan är det bärande elementet. Om bron istället är fritt upplagd på stödkonstruktionen, kallas brosystemet för plattbro eller balkbro (Vägverket, 1996). ZIP-balksbron är uppbyggd som en balkbro med en modell liknande omvända T-balkar som läggs fläns mot fläns. Brosystemet kommer ursprungligen från Spanbeton i Holland och gjorde under år 2019 premiär på den svenska marknaden med ett projekt i Härnösand. Bron har en spännvidd på 20,55 meter bestående av nio ZIP-balkar. Balkarna prefabriceras på Strängbetongs fabrik i Långviksmon utanför Härnösand. Projektet blev klart under hösten 2019. Syfte och mål med examensarbetet var att undersöka skillnader mellan ZIP-balksbron och en traditionell exemplifierad plattrambro. Aspekterna som undersöktes var underhållet hos de två brotyperna, materialåtgång av betong och armering, last av trafik samt att det gjordes en utvärdering av projektet. Resultatet visar att ZIP-balksbron kräver mer underhåll än en plattrambro eftersom balkbroar har övergångskonstruktion och brolager. Den tar även mer tid att inspektera då den innehåller manhål. ZIP-balksbron använder sig av 29,38 % mindre betong på en meter. Armeringsdifferensen mellan broarna är försumbart. Momentet av den vertikala respektive horisontella lasten av trafik är 44,5 % respektive 19,2 % större hos ZIP-balksbron jämfört med plattrambron. Resultatet visar även på ett bra utfört brobygge som kan hänvisas i brolösningen, samt nöjda parter från flera håll. Slutsatsen är att plattrambron är mer fördelaktig att använda ur ett underhållsperspektiv, en balkbro kräver betydligt större underhåll än de driftåtgärder som årligen sker på broar. Men, genom arbetets bevisning använder ZIP-balksbron mindre betong än hos en traditionell plattrambro och har en enkel byggprocess, vilket ökar förtroendet för brolösningen och framförallt för prefabricering inom brobranschen. Trots att brotypen kräver ett större underhåll samt en ökad och mer komplex momentfördelning än hos en plattrambro, kan säkerheten under byggtiden vara en avgörande aspekt vid val av brobyggen i framtiden. / The ZIP-beam bridge is constructed as a beam bridge with inverted T-beams placed with flanges next to each other. The bridge system is originally from Spanbeton in Holland and it is having its premiere on the Swedish market during year 2019 with an ongoing project in Härnösand. The bridge span is 20,55 meters consisted with nine ZIP-beams. The project was finished in august 2019.  The purpose and goal were to examine differences between the ZIP-beam bridge and a traditional slab frame bridge. The aspects to examine was maintence, use of concrete and reinforcement and traffic loads.  The results show that the ZIP-beam bridge requires more maintenance than the slab frame bridge. The ZIP-beam bridge uses 29,38 % less concrete per metre. The use of reinforcement is negligible. The moment force of the horisontal and vertical traffic loads is 44,5 % respective 19,2 % larger at the ZIP-beam bridge. The conclusion of this paper shows that even though the ZIP-beam bridge requires more maintenance and a more complex moment force than a slab frame bridge, the safety during the building time as well as the less amount of concrete used can be a conclusive factor when building bridges in Sweden in the future.

Bridge redundancy can be described as the capacity that a bridge has to continue carrying loads after suffering the failure of one or more main structural components without undergoing significant deformations. In the current AASHTO LRFD Bridge Design Specification, two-girder bridges are classified as fracture critical, which implies that these bridges are not inherently redundant. Therefore, two-girder bridges require more frequent and detailed inspections than other types of bridges, resulting in greater costs for their operation. Despite the fracture-critical classification of two-girder bridges, several historical events involving the failure of main load-carrying members in two-girder bridges constructed of steel plate girders have demonstrated their ability to have significant reserve load carrying capacity. Relative to the steel plate girder bridges, steel box-girder bridges have higher torsional stiffness and more structural elements that might contribute to load redistribution in the event of a fracture of one or more bridge main members. These observations initiated questions on the inherent redundancy that twin box-girder bridges might possess. Given the high costs associated with the maintenance and the inspection of these bridges, there is interest in accurately characterizing the redundancy of bridge systems. In this study, twin steel box-girder bridges, which have become popular in recent years due to their aesthetics and high torsional resistance, were investigated to characterize and to define redundancy sources that could exist in this type of bridge. For this purpose, detailed finite element bridge models were developed with various modeling techniques to capture critical aspects of response of bridges suffering severe levels of damage. The finite element models included inelastic material behavior and nonlinear geometry, and they also accounted for the complex interaction of the shear studs with the concrete deck under progressing levels of damage. In conjunction with the computational analysis approach, three full-scale bridge fracture tests were carried out during this research project, and data collected from these tests were utilized to validate the results obtained from the finite element models. / text

No description available.

The purpose of this research was to develop a new index for concrete bridge deck management in Utah. Data were collected in the summer of 2005 from 15 concrete bridge decks in the vicinity of Salt Lake City. The decks ranged from 2 to 21 years in age and were all constructed using epoxy-coated rebar. Visual inspection, sounding, Schmidt hammer testing, half-cell potential testing, and chloride concentration testing were performed on six 6-ft by 6-ft test areas randomly distributed within the single lane closed to traffic on each deck, and testing protocols followed American Society for Testing and Materials standards to the extent possible. Collected data were analyzed using statistics, and age, cover, and half-cell potential were ultimately selected for inclusion in a new Utah Bridge Deck Index (UBDI); these variables effectively reflect chloride-induced corrosion mechanisms active on Utah bridge decks, are highly correlated to delamination distresses, and are relatively easy to measure compared to chloride concentration. At the request of Utah Department of Transportation (UDOT) personnel, the UBDI equation was structured around a deduct system using a 100-point scale similar to the sufficiency rating system, in which a perfect bridge deck receives a score of 100. Coefficients were selected based largely on the judgment of the researchers and the UDOT personnel involved in the research, and threshold values for maintenance, rehabilitation, and replacement (MR&R) options were specified to be the same as those associated with the standard sufficiency ratings. The UBDI and corresponding MR&R recommendation were then provided for each of the bridge decks tested in this research; nine of the decks are recommended for preventive treatment, and six are recommended for rehabilitation. In addition, the possibility of treatment applications was considered, leading to required adjustments in the UBDI calculation; the treatment options that were considered include an epoxy seal, an HPC overlay, and an asphalt membrane overlay. Four case scenarios were developed to demonstrate the response of the revised UBDI equation to these treatments. Finally, as aids for UDOT personnel implementing this research, charts were created to facilitate rapid determination of the required number of half-cell potential and concrete cover measurements for different levels of reliability and tolerance. The UBDI developed in this research is recommended for implementation by UDOT personnel as a tool for optimizing the timing of MR&R treatments on concrete bridge decks similar to those evaluated in this project. In measuring cover and half-cell potential values, UDOT personnel should utilize the sampling guidelines presented in this report to ensure adequate characterization of each deck. Furthermore, to facilitate the inclusion of treatment effects in the UBDI, UDOT personnel should establish a policy of recording the types and dates of all MR&R treatments applied to bridge decks. As performance data are collected for specific treatments over time, the treatment lives proposed in this research for epoxy seals, HPC overlays, and asphalt membrane overlays should be revised as needed, and information for other treatments may be added. In addition, to maximize the predictive capabilities of the UBDI, more accurate relationships between half-cell potential values and deck age should be developed for estimating future deck condition.

New railway lines are continuously being constructed and existing lines are upgraded. Hence, there is a need for research directed towards efficient design of the supporting structures. Increasingly advanced calculation methods can be motivated, especially in projects where huge savings can be obtained from verifying that existing structures can safely support increased axle loads and higher speeds. This thesis treats the dynamic response of bridges under freight and passenger train loads. The main focus is the idealisation of the train load and its implications for the evaluation of the vertical bridge deck acceleration. To ensure the running safety of train traffic at high speeds the European design codes set a limit on the vertical bridge deck acceleration. By considering the train–bridge interaction, that is, to model the train as rigid bodies on suspension units instead of constant moving forces, a reduction in bridge response can be obtained. The amount of reduction in bridge deck acceleration is typically between 5 and 20% for bridges with a span up to 30 m. The reduction can be higher for certain train–bridge systems and can be important also for bridge spans over 30 m. This thesis aims at clarifying for which system parameter combinations the effect of train–bridge interaction is important. To this end, a thorough literature survey has been performed on studies in train–track–bridge dynamics. The governing parameters in 2D train–bridge systems have been further studied through a parameter screening procedure. The two-level factorial methodology was applied to study the effect of parameter variations as well as the joint effect from simultaneous changes in several parameters. The effect of the choice of load model was thus set in relation to the effect of other parameter variations. The results show that resonance can arise from freight train traffic within realistic speed ranges (&lt; 150 km/h). At these resonance peaks, the reduction in bridge response from a train–bridge interaction model can be considerable. From the screening of key parameters it can furthermore be concluded that the amount of reduction obtained with a train–bridge interaction model depends on several system parameters, both for freight and passenger train loads. In line with the European design code’s guidelines for dynamic assessment of bridges under passenger trains an additional amount of damping can be introduced as a simplified way of taking into account the reduction from train–bridge interaction. The amount of additional damping is today given as function of solely the bridge span length, which is a rough simplification. The work presented in this thesis supports the need for a refined definition of the additional damping. / Nya järnvägslinjer byggs kontinuerligt och befintliga linjer uppgraderas. Det finns därför ett behov av forskning inriktad på effektiv design av de bärande konstruktionerna. Alltmer avancerade beräkningsmetoder kan vara motiverade, särskilt i projekt där stora besparingar kan erhållas från att verifiera att befintliga konstruktioner kan bära ökade axellaster och högre hastigheter. Föreliggande avhandling behandlar broars dynamiska respons under belastning av gods- och passagerartåg. Huvudfokus är att studera modelleringsalternativ för tåglasten och vilka konsekvenser de har för utvärderingen av brobanans vertikala acceleration. För att garantera trafiksäkerhet vid höga tåghastigheter definierar de europeiska normerna en maximalt tillåten vertikal acceleration i brobanan. Genom att beakta tåg-bro-interaktion, där tågkomponenterna modelleras som avfjädrade stela kroppar istället för konstanta punktlaster, kan en minskning av brons respons erhållas. Reduktionen av brobanans acceleration är typiskt mellan 5 och 20% för broar med en spännvidd på upp till 30 m. Minskningen kan vara högre för vissa tåg-brosystem och kan vara viktigt också för spännvidder över 30 m. Denna avhandling syftar till att klargöra för vilka kombinationer av tåg-broparametrar effekten av tåg-bro-interaktion är viktig. I detta syfte har en omfattande litteraturstudie genomförts inom området tåg-spår-brodynamik. De styrande parametrarna i 2D tåg-brosystem har studerats vidare i en parameterstudie. Två-nivå faktorförsök har tillämpats för att studera effekten av parametervariationer samt den ytterligare effekten av samtidiga förändringar i flera parametrar. Effekten av valet av lastmodell sattes därmed i relation till effekten av andra parametervariationer. Resultaten visar att resonans kan uppstå från godstrafik inom ett realistiskt hastighetsintervall (&lt; 150 km/h). Vid dessa resonanstoppar kan en betydande minskning av broresponsen erhållas med en tåg-bro-interaktionsmodell. Från studien av nyckelparametrar kan man vidare dra slutsatsen att reduktionen som erhålls med en tåg-bro-interaktionsmodell beror på flera systemparametrar, både för gods- och passargerartåg. Enligt de europeiska normernas rekommendationer för dynamisk kontroll av broar för passagerartrafik kan en ökad brodämpning introduceras som ett förenklat sätt att ta hänsyn till minskningen från tåg-bro-interaktion. Mängden tilläggsdämpning anges idag som en funktion av enbart brons spännvidd, vilket är en grov förenkling. Det arbete som presenteras i denna avhandling visar på behovet av en förbättrad definition av tilläggsdämpningen. / <p>QC 20140429</p>

<p dir="ltr">Girder ends of steel bridges can be corrosion damaged due to deicing salts, water, and other contaminants leaking from deck expansion joints. When the corrosion becomes significant, it can decrease the sectional properties of end steel girders and eventually reduce structural resistance against bearing and shear. Conventional methods that are typically used to repair corrosion-damaged girders require a substantial amount of time and resources to complete and often cause public inconvenience due to traffic lane closure. Therefore, there is a need for practical, rapid, and robust repair methods that can be implemented by maintenance personnel of a local Department of Transportation (DOT).</p><p dir="ltr">In this study, five innovative repair methods for corroded steel girders were evaluated through a selection process called the House of Quality Matrix, a commonly used tool in the consumer product industry. After completing the evaluation and additional numerical simulations, the "Sandwich Panel" repair method was selected for further investigation. The main concept of the proposed "Sandwich Panel" repair method is the encasement of the corroded region with a filler material reinforced by threaded rods. Two thin steel plates installed on both girder sides serve as stay-in-place formwork, expediting the installation process. This repair method eliminates labor-intensive steps of jacking, welding, and formwork disassembly, making it more cost-effective and less time-consuming.</p><p dir="ltr">The structural performance of the method was evaluated experimentally by conducting seven large-scale tests. Various test parameters were considered in the tests, including i) threaded rod layout, ii) filler material, and iii) support condition. The test specimens were corrosion-damaged steel girders from decommissioned highway bridges in Indiana. The experimental results indicate that the method is effective enough to recover the girder's original design strength. The experimental evaluation was followed by a numerical parametric study using finite element models benchmarked using the experimental results. Detailed design guidelines and recommendations were developed based on the experimental and numerical results.</p>

International Telemetering Conference Proceedings / November 04-07, 1991 / Riviera Hotel and Convention Center, Las Vegas, Nevada / Based on the theory of orthogonality, two orthogonal multiplex systems called frequency division multiplexing(FDM) and time division multiplexing(TDM) have long been developed. Therefore, many people tend to think that these two systems represent the ONLY two multiplexing methods that satisfy the orthogonal condition. However, after years of research, we've discovered a new kind of orthogonal functions called Bridge functions. The Bridge functions have the every promise of being the basis for constructing an entirely new kind of telemetry system, which has been named as sequency division multiplexing(SDM). Since the Bridge functions are the mathematical basis of the new telemetry system, we will give a summary of the Bridge functions at first. We have successfully constructed an experimental prototype called BAM-FM system in our laboratory. The main ideas, block diagram, operational principles, and technical problems are discussed in this paper. All our work has proved that SDM has not only research interests, but also practical value.

International Telemetering Conference Proceedings / November 04-07, 1991 / Riviera Hotel and Convention Center, Las Vegas, Nevada / Based on the theory of orthogonality, two orthogonal multiplex systems called frequency division multiplexing (FDM) and time division multiplexing (TDM) have long been developed. Therefore, many people tend to think that these two systems represent the ONLY two multiplexing methods that satisfy the orthogonal condition. However, after years of research, we've discovered a new kind of orthogonal functions called Bridge functions. The Bridge functions have the every promise of being the basis for constructing an entirely new kind of telemetry system, which has been named as sequency division multiplexing (SDM). Since the Bridge functions are the mathematical basis of the new telemetry system, we will give a summary of the Bridge functions at first. We have successfully constructed an experimental prototype called BAM-FM system in our laboratory. The main ideas, block diagram, operational principles, and technical problems are discussed in this paper. All our work has proved that SDM has not only research interests, but also practical value.

No description available.

This thesis investigates the benefit of risk-based decision methods in engineering decisions. A thorough literature review identified the major issues and limitations in current methods. Consequently a more comprehensive model was developed to account for the complexities of real life decision-making. The enhancements introduced to the model include identifying and evaluating stakeholder influences, decision objectives, criteria and preferences between criteria and decision outcomes. Monitoring and controlling important parameters during implementation is also included to ensure objectives are met and risks controlled. Tools and techniques were identified to support decision-making within the new model. The research focuses on how available techniques can improve engineering decision-making. The model was applied to four case studies analysing real life, 'live' decision problems in bridge management and pipeline management. These confirmed the relevance and importance of the model enhancements. The practicality of the methods, their benefits and limitations were evaluated such that the proposed model was enhanced further. The enhanced model was shown to bring enhanced understanding to all four case studies and made the decisions more rational, thorough and auditable. The fifth case study reviewed how unsupported decisions are currently made within the sponsoring company. This involved a detailed desktop analysis of past projects and interviews with senior engineers and provided further evidence, which emphasised the value of using the decision model. General guidelines were developed based on the case study experiences to help the decision-maker identify the level of analysis required for different types of decision problems. These were defined as applicability matrices. The benefit of using a third party facilitator in each of the case studies was identified in terms of the roles of leader, liaison, disseminator, spokesman and disturbance handler. The balance between these five roles through the stages of the decision process was found to be important to ensure the facilitator does not dominate the decision.