PSI - Issue 5

Pavel Ryjáček et al. / Procedia Structural Integrity 5 (2017) 1051 – 1056 Ryjacek/ Structural Integrity Procedia 00 (2017) 000 – 000

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As the span is quire long, it was necessary to equip the bridge with the steering bar Meyer – Wunstorf. This system significantly reduces the stresses in the track, caused by the train-bridge interaction by creating the virtually fixed point in the middle of the span, allowing the bridge to expand uniformly to both sides. Both arches are stiffened by the cross bracing, that increase the structural stiffness. The hangers are designed as fully welded rounded bars, prestressed to the required force. The design and construction of the bridge was done by Czech companies Exprojekt and FIRESTA respectively. The CTU in Prague was doing the expert statements, dynamic analysis and all measuring works and load tests.

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Fig. 1. (a) The finished bridge; (b) Cross section of the bridge.

Fig. 2. The elevation and the plan of the bridge with the position of sensors

2. Impact of skew angle on the dynamical properties

2.1. Numerical model description

The numerical model was created in the CSI Bridge 15 software, as a 3D spatial model with beam and shell elements. The arch, main girder, cross and longitudinal stiffeners and hangers were modeled by beam elements, deck plate by shell elements. The proper eccentricity was applied in order to respect the real dimensions of the bridge. Very important issue for this type of bridge was the proper application of the damping. Because the EN recommendations do not allow to distinguish between different structural members, the Guideline for estimating