<abstract xmlns="http://www.w3.org/1999/xhtml">

<p>Bridges are a critical element of the transport network. In case of neglected maintenance, war conflict or natural disaster, they may be damaged or destroyed. An alternative solution in the form of a detour is mostly feasible only in the case of ground communication. But even in this case, it can be a very difficult and lengthy solution. Therefore, temporary bridges are often used to replace the permanent bridge structure for a certain time. The history of temporary bridges is essentially as old as that of permanent bridges. The first patented temporary bridge was the Eifel Bridge, which had a span of up to 60.0 m in 1888. Before the Second World War, the most widespread structures were the German S-bridge with spans of up to 15.0 m, Herbert-brücke with a span of up to 25.0 m and the English Bailey bridge system. In the post-war era, the ŽM 60 temporary bridge was designed as a universal bridge structure, which was to serve to temporarily bridge obstacles of medium and long spans. As standard, it was to serve as a railway bridge with a span of up to 60.0 m and as a road bridge with a span of 84.0 m. The task of the study published in this paper is to approach the possibilities of deploying the ŽM 60 bridge at present in compliance with the requirements arising from currently applicable standards and regulations.</p>
</abstract>

Bridges are a critical element of the transport network. In case of neglected maintenance, war conflict or natural disaster, they may be damaged or destroyed. An alternative solution in the form of a detour is mostly feasible only in the case of ground communication. But even in this case, it can be a very difficult and lengthy solution. Therefore, temporary bridges are often used to replace the permanent bridge structure for a certain time. The history of temporary bridges is essentially as old as that of permanent bridges. The first patented temporary bridge was the Eifel Bridge, which had a span of up to 60.0 m in 1888. Before the Second World War, the most widespread structures were the German S-bridge with spans of up to 15.0 m, Herbert-brücke with a span of up to 25.0 m and the English Bailey bridge system. In the post-war era, the ŽM 60 temporary bridge was designed as a universal bridge structure, which was to serve to temporarily bridge obstacles of medium and long spans. As standard, it was to serve as a railway bridge with a span of up to 60.0 m and as a road bridge with a span of 84.0 m. The task of the study published in this paper is to approach the possibilities of deploying the ŽM 60 bridge at present in compliance with the requirements arising from currently applicable standards and regulations.

The Use of Up-to Date Analyses for the Temporary Bridges Application in the Present

Department of Structures and Bridges, Faculty of Civil Engineering

Civil and Environmental Engineering

This work is licensed under the Creative Commons Attribution 4.0 International License.

Bridges are a critical element of the transport network. In case of neglected maintenance, war conflict or natural disaster, they may be damaged or destroyed....

The Use of Up-to Date Analyses for the Temporary Bridges Application in the Present

Pubblicato online: 26 giu 2024

Pagine: 491 - 507

DOI: https://doi.org/10.2478/cee-2024-0038

Parole chiave
Temporary bridge, Traffic load, Stability, Numerical model, Load-carrying capacity

© 2024 Richard Hlinka et al., published by Sciendo

This work is licensed under the Creative Commons Attribution 4.0 International License.

The Use of Up-to Date Analyses for the Temporary Bridges Application in the Present

Pubblicato online: 26 giu 2024

Pagine: 491 - 507

DOI: https://doi.org/10.2478/cee-2024-0038

Parole chiaveTemporary bridge, Traffic load, Stability, Numerical model, Load-carrying capacity

© 2024 Richard Hlinka et al., published by Sciendo

This work is licensed under the Creative Commons Attribution 4.0 International License.

Parole chiave
Temporary bridge, Traffic load, Stability, Numerical model, Load-carrying capacity