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No description available.

No description available.

Reinforced Concrete Box Culverts (RCBCs) are an integral part of the national and international transportation infrastructure. The National Bridge Inventory Standards (NBIS) requires that all bridges, which include culverts with spans ≥ 20 ft. (6.1 m), be load rated for safe load carrying capacity in accordance with the AASHTO Manual for Bridge Evaluation (MBE). In Kentucky, the Transportation Cabinet manages more than 15,500 bridges, of which almost 1,400 are bridge size culverts. Of the 1241 bridge size RCBCs that were being evaluated in Kentucky between 2015 and 2018, 846 were 2-cell culverts (or 68%). The objective in this study is to evaluate 2-cell RCBCs using the finite element (FE) method and to propose dead load and live load demand equations that can be used to determine the capacity demand ratio (C/D) and the load rating. The results indicate that the maximum dead load forces (positive and negative moments, and shear) vary linearly with respect to an increase in fill height, while the variation is bi-linear for the maximum live load forces. The proposed equations are derived in terms of the clear span and fill height. The results also indicated that, for fill heights greater than 10 ft (3 m), the maximum live load positive bending moments are less than 10% of their dead load counterparts. The primary advantage of the proposed equations lies in their simple formulation when analyzing and designing 2-cell culverts, which in turn alleviates the need to conduct a detailed finite element analysis to determine the maximum forces in 2-cell RCBCs.

This analysis is an expansion of research done by Rollin Hotchkiss during his Ph.D work. The research uses fluid flow, sediment transport, and perturbation theory to predict where scour will occur in a variable-width channel. The resulting equations also determine equilibrium scour depth based upon the stream bed elevation derived from a dimensionless bed slope equation. Hotchkiss perturbed the width of the channel using a second order Taylor Series perturbation but neglected second order terms. The present work follows the same procedures as Hotchkiss but maintains the second order terms. The primary purpose is to examine how the additional terms impact the final equilibrium scour depth and location results. The results of this research show a slight variation from the previous work. With respect to a hypothetical case, there was not a significant amount of change, thereby verifying that scour migrates downstream with an increase in discharge. Interestingly, the comparison shows a slight increase in sediment discharge through the test reach analyzed. Supplementary to previous research, values of scour depth and location in terms of distance from the start of channel-width perturbation are provided; at the lowest discharge maximum scour occurs 4% of a wavelength upstream of the narrowest portion, and at the highest discharge maximum scour occurs at the narrowest point. Additionally, a one-dimensional HEC-RAS sediment transport model and a two- dimensional SRH flow model were compared to the analytical results. Results show that the model output of the HEC-RAS model and the SRH model adequately approximate the analytical model studied. Specifically, the results verify that maximum scour depth transitions downstream as discharge increases.

The first part of this thesis deals with the surface runoff and countermeasures. This allows us to control the hydrological conditions in the basin. Methods of protection against soil surface runoff are mentioned. A separate chapter is focused on dry retention tanks. Aim of the second part of the thesis is to design specific measures in the village of Otaslavice to prevent external area water from flooding the village. This issue has been dealt with for the whole basin . The Guidelines for very small basin runoff calculation was used to evaluate the runoff there, hydro technical solution was assessed and designed using the HEC-RAS 4.1.0 and AutoCAD 2013.

Soil-steel composite bridge refers to structures where a buried flexible corrugated steel pipe works in composite action with the surrounding soil. These structures are being increasingly used in road and railway projects as an alternative to standard type bridges, e.g. short- and medium span concrete beam- and portal frame bridges. On account of their economic advantage and short and easy construction operation, soil-steel composite bridges are getting more popular as railway crossings located far from the cities at the heart of the nature. In this research, the dynamic behaviour of soil-steel composite bridges under high-speed train passages is studied. The studied case is a short span soil-steel composite railway bridge located in Märsta close to Stockholm. The behaviour of the bridge is first observed through field measurements in terms of deflections, stresses, and accelerations at several locations on the bridge. The measured responses are then analysed in order to predict the properties of the soil and steel material working in composite action. Subsequently, 2D and 3D finite element models are developed in order to simulate the behaviour of the bridge. The models are calibrated using the field measurements through several parametric studies. The 3D-model also enables estimation of the load distribution, which is found to increase at higher train speeds. An effective width to be used in 2D analyses is proposed. Finally, the response of the bridge is studied under high-speed train models according to Eurocode.

The need of exploring efficient solutions to today’s engineering problems is becoming essential in the current market development. Soil Steel composite bridges (SSCB) are considered well competitive in terms of their feasibility and constructability. The primary objective of this study is to provide a comprehensive comparison study for two known design methods of SSCB, which are the Pettersson-Sundquist design method (developed in Sweden) and the Klöppel & Glock design method (developed in Germany). Moreover, in the goal of having better behaviour understanding for SSCBs, the study also include finite element modelling (FEM) using PLAXIS 2D of three case studies and compare model results with field measurements.   The design comparison deals with the design concepts, assumptions and limitations for both design methods, where full design procedures are implemented and compared for a defined case study.   The results of the FEM analysis show rational outcome to the field measurements for structural response during backfilling and close results for ordinary loading as well. While the design comparison shows how the different approach in both design methods in limitations and design assumptions has important impact on the results, where soil failure in the Klöppel & Glock design method can be controlling the design for low heights of cover, whereas formation of crown plastic hinge is more controlling in the Pettersson-Sundquist design method. However, and in general, the Pettersson-Sundquist design method require more steel in low heights of cover while it is less demanding for higher soil covers compared to the Klöppel & Glock design method.

A soil-steel composite bridge is a structure comprised of corrugated steel plates, which are joined with bolted connections, enclosed in friction soil material on both sides and on the top. The surrounding friction soil material, or backfill, is applied in sequential steps, each step involving compaction of the soil, which is a necessity for the construction to accumulate the required bearing capacity. Soil-steel composite bridges are an attractive option as compared with other more customary bridge types, owing to the lower construction time and building cost involved. This is particularly true in cases where gaps in the form of minor watercourses, roads or railways must be bridged. The objective of this master thesis is the modelling of an existing soil-steel composite railway bridge in Märsta, Sweden with the finite element software Plaxis. A 3D model is created and calibrated for crown deflection against measurement data collected by the Division of Structural Engineering and Bridges of the Royal Institute of Technology (KTH) in Stockholm, Sweden. Once the 3D model is calibrated for deflection, two 2D models with different properties are created in much the same way. In model 1, the full axle load is used and the soil stiffness varied, and in model 2 the soil stiffness acquired in the 3D model is used and the external load varied. The results are compared to measurement data. In 2D model 1 an efficient width of 1,46 m for the soil stiffness is used in combination with the full axle load, and in 2D model 2 an efficient width of 2,85 m is used for the external load, in combination with the soil stiffness acquired in the 3D model. Aside from this, parametric studies are performed in order to analyse the effect of certain input parameters upon output results, and in order to analyse influence line lengths. Recreating the accelerations and stresses in the existing bridge using finite element models is complicated, and the results reflect this. Below are shown the discrepancies between model results and measurement data for the pipe crown. The scatter in the measurement data has not been taken into consideration for this; these specific numbers are valid only for one particular train passage. For crown deflection, the 3D model shows a discrepancy of 4%, 2D model 1 5% and 2D model 2 8% compared with measurement data. For crown acceleration, in the same order, the discrepancy with measurements is 1%, 71% and 21% for maximum acceleration, and 46%, 35% and 28% for minimum acceleration. For maximum crown tensile stress, the discrepancy is 95%, 263% and 13%. For maximum crown compressive stress, the discrepancy is 70%, 16% and 46%.

This master’s thesis deals with management of rain waters in urban area of village Vendryně. It contents study with several variants which are optimized for the local conditions and consequently evaluated . Another part of thesis deals with balance of rain water management for standardized household.