By C. Melbourne
Within the 20th century bridge engineers have noticeable many alterations. Advances in know-how, fabrics and engineers knowing of structural behaviour and techniques of research has offered possibilities for innovation and feature ended in more and more subtle suggestions to the elemental challenge of delivering a bridge over a drawback.
However, regardless of those leading edge technological adjustments, the masonry arch bridge has proven itself to be a sturdy, within your means constitution, tolerant of its smooth atmosphere and out-performing lots of its rivals
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Extra resources for Arch bridges : proceedings of the First International Conference on Arch Bridges, held at Bolton, UK on 3-6 September 1995
ACKNOWLEDGEMENTS 32. This paper is being presented with the kind permission of the Chief Executive of the Highways Agency, Department of Transport. The author also wishes to record his gratitude to all the national experts on the subject of masonry arch bridges who willingly provided extensive and invaluable advice during the development of the revised Assessment Code requirements, in particular, to Professor R J Bridle of the University of Wales, Cardiff, Professor Emeritus A W Hendry of Edinburgh University, and Professor Emeritus J Heyman of Cambridge University.
The bulb angles are laced together to form an I-section (see Figure 5). 271 m along the span of the bridge. 305 x 102 CHANNEL" 3 0 5 x 102 ^CHANNEL In the central section of the bridge, vertical hangers connect the main cross girders of the deck (see below) to the lower arch chords. These hangers are formed from two 305 x 102 channel sections riveted to 254 mm x 12 mm steel plates to produce the cross-section shown in Figure 6. 254 m m x 12 m m PLATE Figure 6: Hanger cross-section 610 x 12 m m PLATE 150 x 150 x 12 m m ANGLE SECTIONS LACING " MEMBER Figure 7: Column cross-section 58 Columns At points close to the abutments where the arch member is below the bridge deck, columns are used to transmit load down to the upper chords of the arch ribs.
Half a century later, despite considerable research and testing devoted to the above topics, it has to be regrettably concluded that these effects are not amenable for quantifying with any precision. BD 21/93 shows comparisons of the ultimate loads estimated by the most modern computer methods with those from the ten TRL tests. In the calculations, gross assumptions had to be made regarding all these items. Despite the fact that the theoretical estimates were carried out with full knowledge of the test results, there were still wide discrepancies with respect to the test results.