The group analyzed a 3D concrete overpass using MSC Patran/Nastran software. They applied a distributed load of 4,000 lb/in to simulate traffic, finding a maximum stress of 3,540 psi for the test geometry. Additional geometries were also analyzed. Applying a load of 80,000 lb/in to simulate a tractor-trailer resulted in complete failure at 71,000 psi. The analysis suggests using a semicircular archway, as it had the lowest stress of around 2,750 psi due to a larger cross-sectional area.
Mechanical Response Analysis of Asphalt Pavement StructureIJERA Editor
Generally, the Chinese designed life of the high- grade asphalt concrete pavement is required 15 years, however,
the designed life of the road in surface is often lower than the designed life, and even premature failure.
Especially in heavy traffic conditions, the early damage of some high grade-asphalt pavement in China is
serious. According to some investigations, we founded the main reason of the long-life asphalt pavement is
to determine the function of each structure layer. According to the stress of pavement structure layer, so as to
select the structure layer materials. Based on the viewpoint of mechanics, asphalt pavement damage mode is
divided into three categories, such as top-down crack, fatigue cracking and rutting. Therefore, this paper uses
ANSYS finite element software as calculation tool, the combination of road vehicle load and the primary
influence on asphalt pavement structure mechanics response characteristics were analyzed.
In this paper, the method of analysis is control variable: that means under different vehicle axle load, only
change surface layer modulus and observe the pavement structure mechanical response trends to compare the
effect. By using the same method, the response of the pavement base course parameters to the pavement
mechanical structure is analyzed.
Analysis of Behaviour of U-Girder Bridge DecksIDES Editor
The concept of U-shaped bridge girder is now being
increasingly adopted in urban metro rail projects and for
replacing old bridges where there is a constraint on vertical
clearance. These bridge decks are commonly designed in
practice using simplified methods that assume beam action of
the webs in the longitudinal direction and similar flexural
action of the deck slab in the transverse direction. However,
such assumptions can lead to errors. This paper attempts to
assess the extent of error in the simplified analysis, by
comparing the results with a more rigorous three-dimensional
finite element analysis (3DFEA). A typical prototype railway
bridge girder has been taken as a case study. The results of
the 3DFEA, in terms of load-deflection plots, have been
validated by field testing.
Coupling effects between wind and train transit induced fatigue damage in sus...Franco Bontempi
Long-span steel suspension bridges develop significant vibrations under the effect of external time-variable loadings because their slenderness. This causes significant stresses variations that could induce fatigue problems in critical components of the bridge. The research outcome presented in this paper includes a fatigue analysis of a long suspension bridge with 3300 meters central suspended span under wind action and train transit. Special focus is made on the counterintuitive interaction effects between train and wind loads in terms of fatigue damage accumulation in the hanger ropes. In fact the coupling of the two actions is shown to have positive effects for some hangers in terms of damage accumulation. Fatigue damage is evaluated using a linear accumulation model (Palmgren-Miner rule), analyses are carried out in time domain by a three-dimensional non-linear finite element model of the bridge. Rational explanation regarding the above-mentioned counterintuitive behavior is given on the basis of the stress time histories obtained for pertinent hangers under the effects of wind and train as acting separately or simultaneously. The interaction between wind and train traffic loads can be critical for a some hanger ropes therefore interaction phenomena within loads should be considered in the design.
Mechanical Response Analysis of Asphalt Pavement StructureIJERA Editor
Generally, the Chinese designed life of the high- grade asphalt concrete pavement is required 15 years, however,
the designed life of the road in surface is often lower than the designed life, and even premature failure.
Especially in heavy traffic conditions, the early damage of some high grade-asphalt pavement in China is
serious. According to some investigations, we founded the main reason of the long-life asphalt pavement is
to determine the function of each structure layer. According to the stress of pavement structure layer, so as to
select the structure layer materials. Based on the viewpoint of mechanics, asphalt pavement damage mode is
divided into three categories, such as top-down crack, fatigue cracking and rutting. Therefore, this paper uses
ANSYS finite element software as calculation tool, the combination of road vehicle load and the primary
influence on asphalt pavement structure mechanics response characteristics were analyzed.
In this paper, the method of analysis is control variable: that means under different vehicle axle load, only
change surface layer modulus and observe the pavement structure mechanical response trends to compare the
effect. By using the same method, the response of the pavement base course parameters to the pavement
mechanical structure is analyzed.
Analysis of Behaviour of U-Girder Bridge DecksIDES Editor
The concept of U-shaped bridge girder is now being
increasingly adopted in urban metro rail projects and for
replacing old bridges where there is a constraint on vertical
clearance. These bridge decks are commonly designed in
practice using simplified methods that assume beam action of
the webs in the longitudinal direction and similar flexural
action of the deck slab in the transverse direction. However,
such assumptions can lead to errors. This paper attempts to
assess the extent of error in the simplified analysis, by
comparing the results with a more rigorous three-dimensional
finite element analysis (3DFEA). A typical prototype railway
bridge girder has been taken as a case study. The results of
the 3DFEA, in terms of load-deflection plots, have been
validated by field testing.
Coupling effects between wind and train transit induced fatigue damage in sus...Franco Bontempi
Long-span steel suspension bridges develop significant vibrations under the effect of external time-variable loadings because their slenderness. This causes significant stresses variations that could induce fatigue problems in critical components of the bridge. The research outcome presented in this paper includes a fatigue analysis of a long suspension bridge with 3300 meters central suspended span under wind action and train transit. Special focus is made on the counterintuitive interaction effects between train and wind loads in terms of fatigue damage accumulation in the hanger ropes. In fact the coupling of the two actions is shown to have positive effects for some hangers in terms of damage accumulation. Fatigue damage is evaluated using a linear accumulation model (Palmgren-Miner rule), analyses are carried out in time domain by a three-dimensional non-linear finite element model of the bridge. Rational explanation regarding the above-mentioned counterintuitive behavior is given on the basis of the stress time histories obtained for pertinent hangers under the effects of wind and train as acting separately or simultaneously. The interaction between wind and train traffic loads can be critical for a some hanger ropes therefore interaction phenomena within loads should be considered in the design.
Behavior of thin-walled tubes with combined cross-sectional geometries under ...IJAEMSJORNAL
Hollow tubes are the most important part of any structure because of their load-bearing capacity, lightweight and inexpensive manufacturing cost. One of the methods for improving the performance under quasi-static loading is to vary the cross-sectional shapes. In the real case, structures are seldom subjected to pure axial or pure bending rather they are subjected to a combination of two load cases i.e. oblique loading. In this paper, the circular cross-section was combined with four different polygonal cross-sections namely tetragon, hexagon, octagon and decagon and a total of 13 geometries were obtained. The buckling behavior of each tube was investigated numerically at various angles of inclination. Each tube was modeled in SOLIDWORKS and then was analyzed in ANSYS. Linear buckling code was used for finding the critical load at various angles ranging from 0° to 14°. The overall result was then compared and it was found that the proposed geometry can be a good alternative over conventional circular tubes in terms of load-bearing capacity at angular load.
Model Study of Slope Stability in Open Pit by Numerical Modeling Using the Fi...CrimsonPublishersAMMS
Model Study of Slope Stability in Open Pit by Numerical Modeling Using the Finite Element Method by Saadoun Abderrazak in Aspects in Mining & Mineral Science
This paper presents an algorithm for shape optimization of composite pressure
vessels head. The shape factor which is defined as the ratio of internal volume to weight of
the vessel is used as an objective function. Design constrains consist of the geometrical
limitations, winding conditions, and Tsai-Wu failure criterion. The geometry of dome shape
is defined by a B-spline rational curve. By altering the weights of control points, depth of
dome, and winding angle, the dome shape is changed. The proposed algorithm uses genetic
algorithm and finite element analysis to optimize the design parameters. The algorithm is
applied on a CNG pressure vessel and the results show that the proposed algorithm can
efficiently define the optimal dome shape. This algorithm is general and can be used for
general shape optimization
هر زمان که یکی از محصولات گوگل را مورد استفاده قرار می دهید به یکی از دیتاسنترهای آن در سرتاسر دنیا متصل می گردید. البته غول جستجوی دنیا کمتر در این رابطه لب به سخن گشوده و ترجیح داده که سکوت پیشه کند. اما این شرکت اخیرا تعدادی عکس و ویدئو از پیشرفته ترین پایگاه های داده ای خود منتشر نموده که در ادامه توجه شما را به آنها جلب می کنیم.
Behavior of thin-walled tubes with combined cross-sectional geometries under ...IJAEMSJORNAL
Hollow tubes are the most important part of any structure because of their load-bearing capacity, lightweight and inexpensive manufacturing cost. One of the methods for improving the performance under quasi-static loading is to vary the cross-sectional shapes. In the real case, structures are seldom subjected to pure axial or pure bending rather they are subjected to a combination of two load cases i.e. oblique loading. In this paper, the circular cross-section was combined with four different polygonal cross-sections namely tetragon, hexagon, octagon and decagon and a total of 13 geometries were obtained. The buckling behavior of each tube was investigated numerically at various angles of inclination. Each tube was modeled in SOLIDWORKS and then was analyzed in ANSYS. Linear buckling code was used for finding the critical load at various angles ranging from 0° to 14°. The overall result was then compared and it was found that the proposed geometry can be a good alternative over conventional circular tubes in terms of load-bearing capacity at angular load.
Model Study of Slope Stability in Open Pit by Numerical Modeling Using the Fi...CrimsonPublishersAMMS
Model Study of Slope Stability in Open Pit by Numerical Modeling Using the Finite Element Method by Saadoun Abderrazak in Aspects in Mining & Mineral Science
This paper presents an algorithm for shape optimization of composite pressure
vessels head. The shape factor which is defined as the ratio of internal volume to weight of
the vessel is used as an objective function. Design constrains consist of the geometrical
limitations, winding conditions, and Tsai-Wu failure criterion. The geometry of dome shape
is defined by a B-spline rational curve. By altering the weights of control points, depth of
dome, and winding angle, the dome shape is changed. The proposed algorithm uses genetic
algorithm and finite element analysis to optimize the design parameters. The algorithm is
applied on a CNG pressure vessel and the results show that the proposed algorithm can
efficiently define the optimal dome shape. This algorithm is general and can be used for
general shape optimization
هر زمان که یکی از محصولات گوگل را مورد استفاده قرار می دهید به یکی از دیتاسنترهای آن در سرتاسر دنیا متصل می گردید. البته غول جستجوی دنیا کمتر در این رابطه لب به سخن گشوده و ترجیح داده که سکوت پیشه کند. اما این شرکت اخیرا تعدادی عکس و ویدئو از پیشرفته ترین پایگاه های داده ای خود منتشر نموده که در ادامه توجه شما را به آنها جلب می کنیم.
Tukang Atap Baja Ringan Melayani Pemasangan Rangka Baja Ringan, Pasang Baja Ringan, Jasa Pemasangan Rangka Baja Ringan MURAH, jasa pasang baja ringan, Aplikator Baja Ringan daerah bogor dan sekitarnya menggunakan Genteng metal berpasir, atap sepandek, atap gogreen.
Kami Salah satu Aplikator Baja Ringan untuk wilayah JABODETABEK melayani pemasangan Rangka Baja Ringan paket dengan atapnya. Harga Mulai Rp.260.000,-/m.
Jika anda ingin mengganti rangka atap rumah anda yang terbuat dari kayu, silahkan hubungi kami, atau jika anda ingin membuat rumah baru menggunakan baja ringan silahkan hubungi kami, atau jika anda ingin membuat kanopi rumah menggunakan baja ringan silahkan hubungi kami.
PT. Rafli Natama
Adress Office : JL.Dr Sumarno No.19 Penggilingan Jakarta
087887330287 atau 081313462267 Call/SMS.
Atau Kunjungi:
www.raflinatama.co.id
Tukang Atap Baja Ringan Melayani Pemasangan Rangka Baja Ringan, Pasang Baja Ringan, Jasa Pemasangan Rangka Baja Ringan MURAH, jasa pasang baja ringan, Aplikator Baja Ringan daerah bogor dan sekitarnya menggunakan Genteng metal berpasir, atap sepandek, atap gogreen.
Kami Salah satu Aplikator Baja Ringan untuk wilayah JABODETABEK melayani pemasangan Rangka Baja Ringan paket dengan atapnya. Harga Mulai Rp.260.000,-/m.
Jika anda ingin mengganti rangka atap rumah anda yang terbuat dari kayu, silahkan hubungi kami, atau jika anda ingin membuat rumah baru menggunakan baja ringan silahkan hubungi kami, atau jika anda ingin membuat kanopi rumah menggunakan baja ringan silahkan hubungi kami.
PT. Rafli Natama
Adress Office : JL.Dr Sumarno No.19 Penggilingan Jakarta
087887330287 atau 081313462267 Call/SMS.
Atau Kunjungi:
www.raflinatama.co.id
Host-based Security, by Dmitry Khlebnikov @ Secure Development MelbourneAlec Sloman
In this presentation, Dmitry Khlebnikov sets forward 6 broad principles for designing secure IT infrastructure, and provides a comprehensive overview of "Host-based Security".
The fancy saree trends like accessorizing the outfit with funky jewellery or a clutch and a hair bun is the never ending trend in the town because of the unique choices of women of carrying it. Also teaming up a attractive or a heavy saree with a simple blouse of that of square neck, roundsaree neck, boat neck looks nice or a plain with the a printed chiffon blouse or a plain saree with a colour contrast blouse looks even better.
Stress Analysis of Automotive Chassis with Various ThicknessesIOSR Journals
Abstract : This paper presents, stress analysis of a ladder type low loader truck chassis structure consisting of
C-beams design for application of 7.5 tonne was performed by using FEM. The commercial finite element
package CATIA version 5 was used for the solution of the problem. To reduce the expenses of the chassis of the
trucks, the chassis structure design should be changed or the thickness should be decreased. Also determination
of the stresses of a truck chassis before manufacturing is important due to the design improvement. In order to
achieve a reduction in the magnitude of stress at critical point of the chassis frame, side member thickness,
cross member thickness and position of cross member from rear end were varied. Numerical results showed that
if the thickness change is not possible, changing the position of cross member may be a good alternative.
Computed results are then compared to analytical calculation, where it is found that the maximum deflection
agrees well with theoretical approximation but varies on the magnitude aspect.
Keywords - Stress analysis, fatigue life prediction and finite element method etc.
Design and analysis of stress ribbon bridgeseSAT Journals
Abstract
A stressed ribbon bridge (also known as stress-ribbon bridge or catenary bridge) is primarily a structure under tension. The tension cables form the part of the deck which follows an inverted catenary between supports. The ribbon is stressed such that it is in compression, thereby increasing the rigidity of the structure where as a suspension spans tend to sway and bounce. Such bridges are typically made RCC structures with tension cables to support them. Such bridges are generally not designed for vehicular traffic but where it is essential, additional rigidity is essential to avoid the failure of the structure in bending. A stress ribbon bridge of 45 meter span is modelled and analyzed using ANSYS version 12. For simplicity in importing civil materials and civil cross sections, CivilFEM version 12 add-on of ANSYS was used. A 3D model of the whole structure was developed and analyzed and according to the analysis results, the design was performed manually.
Keywords: Stress Ribbon, Precast Segments, Prestressing, Dynamic Analysis, Pedestrian Excitation.
Design and analysis of stress ribbon bridgeseSAT Journals
Abstract
A stressed ribbon bridge (also known as stress-ribbon bridge or catenary bridge) is primarily a structure under tension. The tension cables form the part of the deck which follows an inverted catenary between supports. The ribbon is stressed such that it is in compression, thereby increasing the rigidity of the structure where as a suspension spans tend to sway and bounce. Such bridges are typically made RCC structures with tension cables to support them. Such bridges are generally not designed for vehicular traffic but where it is essential, additional rigidity is essential to avoid the failure of the structure in bending. A stress ribbon bridge of 45 meter span is modelled and analyzed using ANSYS version 12. For simplicity in importing civil materials and civil cross sections, CivilFEM version 12 add-on of ANSYS was used. A 3D model of the whole structure was developed and analyzed and according to the analysis results, the design was performed manually.
Keywords: Stress Ribbon, Precast Segments, Prestressing, Dynamic Analysis, Pedestrian Excitation.
Design, Analysis and weight optimization of Crane Hook: A Reviewijsrd.com
Crane hook are highly liable component and are always subjected to failure due to accumulation of large amount of stress which can eventually lead to its failure .In this present work, to study the different design parameter & stress pattern of crane hook in its loaded condition for different cross section, the design and drafting of crane hook will be prepared by using ANSYS 14.5. By finite element analysis, the stress which is to be formed in various cross section are compared with design calculation .The stress concentration factors are used in strength and durability evaluation of structure and machine element. In this work and also we observe the parameter that affects the weight reduction.
Application of Elastic Layered System in the Design of RoadIJERA Editor
Elastic layered system is widely used in road design because of its reasonable assumptions, simple calculation model and typical represent activeness. Although the hypothesis is partly different from the actual structure, it is irreplaceable and worthy of further study in the current level of science and technology. This paper lists and briefly describes the application of elastic layered system theory in the calculation of asphalt pavement thickness and subgrade the stress analysis of cement concrete pavement and porous concrete base load to illustrate the generalizability of application of elastic layered system and look to the future road.
NONLINEAR FINITE ELEMENT ANALYSIS FOR REINFORCED CONCRETE SLABS UNDER PUNCHIN...IAEME Publication
This paper presents an implementation of a three-dimensional nonlinear finite element model for evaluating the behavior of reinforced concrete slabs under centric load. The concrete was idealized by using eight-nodded solid elements. While flexural reinforcement and the shear were modeled as line elements, a perfected bond between solid elements and line elements was assumed. The nonlinear behavior of concrete in compression is simulated by an elasto-plastic work-hardening model, and in tension a suitable post-cracking model based on tension stiffening and shear retention models are employed. The steel was simulated using an elastic-full plastic model. The validity of the theoretical formulations and the program used was verified through comparison with available experimental data, and the agreement has proven to be good. A parametric study has been also carried out to investigate the influence of the slab thickness on column-slab connection response
Experimental and Analytical Study on Uplift Capacity -Formatted Paper.pdfSamirsinh Parmar
Horizontal Plate Anchor,
Cohesion less soil,
Uplift anchor,
The uplift capacity of the anchor,
Breakout factor,
ground anchors,
Experimental analysis,
Analytical Verification,
Embedment Ratio
International Journal of Engineering Inventions (IJEI) provides a multidisciplinary passage for researchers, managers, professionals, practitioners and students around the globe to publish high quality, peer-reviewed articles on all theoretical and empirical aspects of Engineering and Science.
The peer-reviewed International Journal of Engineering Inventions (IJEI) is started with a mission to encourage contribution to research in Science and Technology. Encourage and motivate researchers in challenging areas of Sciences and Technology.
Simulations Of Unsteady Flow Around A Generic Pickup Truck Using Reynolds Ave...Abhishek Jain
Above Research Paper can be downloaded from www.zeusnumerix.com
The research paper aims to replicate the wind tunnel test of General Motors pick-up truck using CFD analysis. The pickup is a blunt body and simulation reveals vortex shedding from the edges of the vehicle downstream. The unsteadiness of this phenomenon is seen in the oscillation of residue. The paper shows matching of velocity magnitude downstream of the vortex. Authors - Bahram Khalighi (GM, USA), Basant Gupta et al Zeus Numerix.
Simulations Of Unsteady Flow Around A Generic Pickup Truck Using Reynolds Ave...
MET411FinalReport
1. To: Professor Xu
From: Rudy Bores, David Carver, Joshua Allison
Subject: MET 411 Group Project: 3D Concrete Overpass
Date: 5/5/2015
EXECUTIVE SUMMARY:
To complete this project MSC Patran/Nastran software was used to analyze a solid concrete
overpass. To create this overpass the geometry from the overpass in exam two was used. This
geometry was utilized to create a surface that was use to create the 3D solid analyzed. This solid
was divided into sections using the plane break feature to create an area to apply the distributed
load along the tire track width of an average car. The average weight of a motor vehicle was
found to be roughly 4,000 lb and this force was applied as a distributed load along the top of the
tire track planes. This load was to simulate a worst case scenario of heavy traffic continually
moving across the bridge. The bottom surfaces of the overpass were constrained for no
displacement to simulate the base of the structure. The overpass was defined as being
constructed of portland cement and containing no additional materials or structural steel
supports. The results of this analysis produced a maximum deflection of 0.12 in and a maximum
stress of 3540 psi. This value for stress is almost half of the compressive strength of portland
cement which is 6,000 psi. This analysis was performed utilizing three additional geometries to
observe the change in the stress and deflection patterns. The geometries utilizing the rectangular
and semicircular overpass produced the lowest maximum stress values due to their larger cross
sectional areas compared to the test geometry. These two geometries produced a very similar
stress values of roughly 2,750 psi. The last geometry utilized, flush archway, attempted to move
the semicircular archway higher to reduce the cross sectional area. This analysis proved that the
cross sectional area had been reduced too much and the maximum stress produced was almost
4,400 psi. This stress occurs in two areas along the top of the overpass and are centered between
the two sets of tire tracks. This geometry threatens to cause tensile stresses at the bottom to the
archway and should be avoided. The results of this analysis seem to suggest that by lowering the
height of the flush geometry to increase the cross sectional area, the maximum stress produced
can be lowered and the structural geometry can be optimized. A final analysis was performed on
the test geometry using a distributed load of 80,000 lb/in to simulate the maximum legal load of
a tractor-trailer without any additional permits. This load produced an analysis that shows
complete failure for the overpass and producing a maximum stress of roughly 71,000 psi. This
stress is well above the compressive strength of the portland cement.
2. PROBLEM STATEMENT:
For this project it was decided that the concrete overpass structure from exam two would be
analyzed as a 3D solid structure. This solid structure is assumed to be made entirely of portland
cement and has no structural steel components. The maximum stress and displacements of the
birge will be analyzed assuming average loading conditions. The archway geometry will be
changed in an attempt to optimize the loading conditions.
FINITE ELEMENT ANALYSIS:
I) Geometry: The geometry of the concrete overpass is base off of the geometry given in exam
two. The geometry was created in MSC Patran by creating a rectangular surface and then
utilizing the subtract command to create the archway. Once the surface had been created the
extrude feature was utilized to create a 3D solid 564 in thick. Once the solid had been created it
was separated into 9 sections, to simulate the load application area, utilizing the plane break
feature. This planes were created using the 3 Point create plane feature using the input points
shown below. Alternate geometries analysed can be viewed in the additional figures section.
FIGURE 1: Overpass Geometry
3. II) Meshing : The Overpass geometry was meshed by creating a uniform solid mesh using Tet
element shape, IsoMesh mesher, Tet10 topology, and a global edge length of 24”. The resulting
mesh created 21,500 elements and 32,650 nodes.
III) Boundary/Load Conditions : The base of the overpass was constrained in all directions
for zero displacement in translational and rotational planes. This simulates the overpass being
anchored to the ground. A uniform distributed load of 4,000 lb/in was applied to the top surface
of the overpass along the designated tire tracks. This load is to simulate continual traffic across
the bridge. A maximum load of 80,000 lb/in was applied to the test geometry only.
FIGURE 2: Overpass Meshing, Boundary, & Load Conditions
IV) Material Properties: The overpass is made of portland cement and the material
properties can be viewed in the table blow.
4. RESULTS:
The results of the MSC Patran/Nastran analysis can be viewed in the tables and figures below.
The analysis shows that the maximum stress magnitudes are usually located near the intersection
of the circular archway and the support legs as can be seen in Figure 3. With the rectangular
geometry the maximum stress is located at the right angle created by the archway. For the
geometry that only used the semi-circular archway the maximum stresses were located along the
tire tracks. Finally for the flush archway geometry used the maximum stress was located in
between the two tire track loading planes created. The maximum deflection for the overpass was
located at the center of the innermost tire track for all geometries analysed except the flush
archway. The flush geometry maximum displacement is located in between the tire tracks
created. The magnitudes and nodal location of the maximum stresses and displacements can be
observed in table 4. For the final analysis a distributed load of 80,000 lb/in was used to simulate
the maximum load expected.
FIGURE 3: Overpass Stresses
5. FIGURE 4: Overpass Displacements
CONCLUSION:
The test geometry used performed well when the average load was applied. This load was
applied along the surface of the tire track sections created to attempt to simulate continuously
moving traffic across the bridge. When under this load the test geometry showed a maximum
stress of 3,540 psi. This load occurred at the intersection of the archway cutout and is a stress
caused by compressive forces. This stress would produce a factor of safety of 1.69 for the test
geometry which is relatively low. For a bridge that would experience consistent repeated loads a
factor of safety over 3 would be preferable. The use of the semicircle for the archway produced
the best results when observing the factor of safety. This is believed to be due to the increased
cross sectional area caused by the use of this geometry. This same trend can be observed in the
use of the rectangular archway. The use of the rectangular geometry is not efficient because of
the high stress concentration caused by the sharp intersection of the archway. When observing
the flush geometry for the archway it can be seen that the stress plot pattern changes and the
maximum stress is located centered between the respective tire tracks. This could result in tensile
stresses in the bottom of the bridge and should be avoided. If the height of the flush archway was
6. decreased the surface area of the cross section could be increased. This group believes that this
could be a possible alternative to the use of the test geometry or the use of only the semicircular
archway geometries.
ADDITIONAL FIGURES:
FIGURE 5: Overpass Stress (Max Load)
FIGURE 6: Overpass Displacements (Max Load)