<p> Dofasco started producing steel on their Hamilton bayfront property around 1952. Much of the iron ore and coal required for their blast furnace operations was delivered by ship. Two Ore Bridges, probably fabricated in 1951 and in continuous service since, were used to unload the ships.</p> <p> On Tuesday March 28th, 1995 at approximately 8:40am, the No.2 Ore Bridge collapsed. </p> <p> At the time, the Ore Bridge appeared to be stationary. The operator was also not performing any specified operation. The collapse initiated with the failure of the tie-plate which keeps the Shear Leg from spreading at its base. The tie-plate is a critical member. As the structure contained no reasonable alternative load path for the tension in the tieplate, the failure of the tie-plate resulted in the collapse of the Ore Bridge. </p> <p> Initial calculations indicated there was no obvious structural overload that should have precipitated the catastrophic failure of the tie-plate. A metallurgical investigation of the tie-plate material was then initiated. </p> <p> The metallurgical investigation found the steel in the tie-plate was susceptible to brittle fracture at the approximate air temperature at the time of the collapse. Using a fracture mechanics approach it was concluded the failure of the tie-plate was the consequence of fatigue cracks initiating in corrosion pits on the underside of the plate, along the toe of the reinforcing fillet weld connecting the tie-plate to the rocker block. The fatigue cracks grew and combined until they created a flaw which reached a critical dimension, allowing a brittle fracture to initiate and run rapidly across the width of the plate. </p> <p> Over the years, the Ore Bridges have seen several alterations which increased the tension load in the tie-plate. In 1968 the apron was extended. In 1975 the trolley payload was increased. In 1990, increases in dead weight on the main span were recognised. </p> <p> In 1990 however, Dofasco also modified their method of handling iron ore pellets on the bayfront, which required the addition of a hopper into the Shear Leg of the Ore Bridges. The addition of the hopper was critical, as it created unbalanced lateral loadings on the sill truss which were cyclical in nature. The hopper forced the tie-plate to resist these lateral loads by bending horizontally, a loading condition for which it was not originally designed. The cyclic bending stresses resulting from the addition of the hopper led directly to the failure of the tie-plate and the resulting collapse of the No.2 Ore Bridge. </p> / Thesis / Master of Engineering (ME)

The purpose of this research was to investigate and create preliminary design aids for the determination of lateral resistance capacity and spacing requirements of deck tie fasteners in curved railroad bridges with smooth top girders. In railroad bridge design, required lateral resistance dictates the spacing of deck tie fasteners. Currently, no provisions exist to aid in the calculation of lateral resistance for systems that include bridge ties, fasteners, and girders which experience centrifugal or lateral forces. Thus, design practices specific to each railroad vary, producing inconsistent fastener spacing in existing railroad bridges. This project identified and quantified three factors contributing to lateral resistance through experimental testing: resistance due to friction at the tie-girder interface; resistance from the fastener; and resistance from dapped ties bearing against the girder flange. Three fastener types were studied in this research: Square body hook bolts, Lewis Forged hook bolts, and Quikset Anchors. Results indicated that frictional resistance is a product of the train wheel load and the friction coefficient. Fastener resistance was determined to be a function of fastener type and lateral track displacement. Finally, dap resistance was found to be a function of the area of the shear plane in a dapped tie. A preliminary equation for calculating the total lateral resistance capacity was developed utilizing superposition of all three resistance contributions. Lateral demand loads were compared with reported lateral capacity to create a preliminary design aid to determine fastener spacing. / Master of Science

Chloride-induced corrosion of reinforcing steel is widely accepted as the primary cause of premature deterioration in concrete bridge decks (Brown, M.C., 2002). Since linear cracking in concrete cover can potentially accelerate chloride ingress to the depth of the reinforcing steel, there is reason to believe that severity of deck cracking can significantly influence the time to first repair and/or rehabilitation of the bridge deck. Surface width, orientation, and length of cracks in 38 Virginia bridge decks were investigated in order to characterize the general distribution of deck cracking in the commonwealth of Virginia. Crack data was correlated to structural/material design parameters and environmental exposure conditions in order to determine significant predictor-response relationships. The majority of surveyed bridge decks were divided into four classifications of deck type based on superstructure type and construction era, either 1968-1971 or 1984-1991. Surveyed bridge decks that did not fit into any of the four classifications were used to form more generalized subsets. These larger subsets were used to determine if significant influence factors could be translated to broader classifications of bridge decks. Transverse beam spacing, annual average daily truck traffic (AADTT), resistivity of the deck concrete, chloride exposure, and the percentage of concrete clear cover depths less than or equal to 38mm (1.5 in) were all determined to have a significant correlation with linear deck cracking. / Master of Science

This architecture thesis is an exploration of an idea, an event, and a place. The idea was to explore design with water. The design had to be thoughtful and have an impact: an event. My place is on the waterfront. This thesis confirmed my ideas about site-specific and site-inspired architecture. I looked to my thoughts about water and tried to incorporate them into my design and enhance it with them. In my design I began to think about materials, about the senses, and about how we experience places through sight, sound, smell, touch, and taste. My exploration led me to design a public park on the Hudson River in Nyack, New York. *note* the printed version of this book is in the format of double sided pages and is best viewed in the format of facing pages. / Master of Architecture

Integral bridges (IBs) are defined as a class of rigid frame bridges with a single row of piles at the abutments cast monolithically with the superstructure. In the last decade, IBs have become very popular in North America and Europe as they provide many economical and functional advantages. However, standard design methods for IBs have not been established yet. Therefore, most bridge engineers depend on the knowledge acquired from performance of previously constructed IBs and the design codes developed for conventional jointed bridges to design these types of bridges. This include the live load distribution factors used to account for the effect of truck loads on bridge components in the design as well as issues related to the seismic design of such bridges. Accordingly in this study issues related to live load effects as well as seismic effects on IB components are addressed in two separate parts. In the first part of this study, live load distribution formulae for IB components are developed and verified. For this purpose, numerous there dimensional and corresponding two dimensional finite element models (FEMs) of IBs are built and analyzed under live load. The results from the analyses of two and three dimensional FEMs are then used to calculate the live load distribution factors (LLDFs) for the components of IBs (girders, abutments and piles) as a function of some substructure, superstructure and soil properties. Then, live load distribution formulae for the determination of LLDFs are developed to estimate to the live load moments and shears in the girders, abutments and piles of IBs. It is observed that the developed formulae yield a reasonably good estimate of live load effects in IB girders, abutments and piles. In the second part of this study, seismic performance of IBs in comparison to that of conventional bridges is studied. In addition, the effect of several structural and geotechnical parameters on the performance of IBs is assessed. For this purpose, three existing IBs and conventional bridges with similar properties are considered. FEMs of these IBs are built to perform nonlinear time history analyses of these bridges. The analyses results revealed that IBs have a better overall seismic performance compared to that of conventional bridges. Moreover, IBs with thick, stub abutments supported by steel H piles oriented to bend about their strong axis driven in loose to medium dense sand are observed to have better seismic performance. The level of backfill compaction is found to have no influence on the seismic performance of IBs.

京都大学 / 0048 / 新制・課程博士 / 博士(工学) / 甲第22414号 / 工博第4675号 / 新制||工||1729(附属図書館) / 京都大学大学院工学研究科社会基盤工学専攻 / (主査)教授 杉浦 邦征, 教授 河野 広隆, 教授 八木 知己 / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

京都大学 / 新制・論文博士 / 博士(医学) / 乙第13428号 / 論医博第2232号 / 新制||医||1053(附属図書館) / (主査)教授 湊谷 謙司, 教授 佐藤 俊哉, 教授 福田 和彦 / 学位規則第4条第2項該当 / Doctor of Medical Science / Kyoto University / DFAM

Diploma thesis is focused on design of road bridge bearing structure over road in Jihlava. The construction is girder with 3 fields beard by local supports. Calculations were made in the program called Scia Engineer. Appraisals were made by hand.

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