Professional Documents
Culture Documents
BY
BELLO IDRIS
MSC CIVIL
CONTENTS LIST
Introduction
MEXE Method
Mechanism Method
Pippard-MEXE Method
Conclusion
References
Introduction
Masonry bridges have been for a long time, in the U.K a choice option for Engineers setting
out to achieve the task of building a bridge. Some 40,000 (1) masonry arch bridges are in
continual use by highways, railways and waterways, most of which are over 100 years old.
Due to the availability of steel, masonry bridges have been replaced by metal bridges for
obvious reasons of better load bearing capacity and aesthetics.
From January 1999 the European Commission Directive 96/58/EEC requires (2) all trunk road
bridges to be capable of 40 tonne axle loadings. This is a prerequisite so as to ensure that a
minimum safety zone is achieved to avoid any unforeseen circumstances.
The purpose of this project is to investigate the procedures of bridge assessment by methods
following the guidelines set out in the BA 16/97 and BD 21/01 ‘The Assessment of
Highways Bridges and Structures’.
MEXE Method
The most widely used method for masonry arch assessment is the Military Engineering
Experimental Establishment (MEXE) method that was evolved from Pippard’s 1930s (3) work
during the 1930s. Pippard started off from his observation that a slight spread of the
abutments would cause the formation of hinges, or pins, at the abutments. His analysis was an
elastic one of the parabolic two-pin arch with live loads acting at the centre. He derived two
expressions for the safe live load on a bridge, W1 and W2.
During the war Engineer’s found (4) that Pippard’s expression of W2 can be simplified into a
nomogram so that a provisional axle loading can be read off immediately. It is then
multiplied by a number of modifying factors, to give the final axle loading. However slight
alterations in the depth of fill alter the provisional axle loading greatly; thus it is the problem
with the MEXE method that requires a need for a better method of assessment.
During the course of this project we will examine the MEXE method as presented by the
ASSARC software made available via the web.
MODIFYING FACTORS:
Span/Rise Factor - 1.00
Profile Factor - 0.83
Barrel Factor - 1.20
Fill Factor - 0.70
Material Factor - 0.99
Joint Width Factor - 0.90
Joint Mortar Factor - 0.90
Fig 3 MEXE Results
Joint Depth Factor - 0.90
Joint Factor - 0.73
Condition Factor - 0.80
WEIGHT RESTRICTIONS:
The method depends on the formation of four hinges to cause failure of the arch. The shape
of masonry arch is a statically indeterminate one which turns determinate when the hinges
form in arch ring due to failure loads (5). The arch is assumed to be rigid and loads are moved
across the span to find the collapse load for that load position. Once the locations have been
determined the set of equations from below can be used to determine the thickness of arch
ring (d) required for the given loading. The failure mode of the arch is the set of hinge
positions that require the lowest collapse load.
The equations are formed merely by taking moments and are shown below:-
Again the assessment for this method was carried out using the ASSARC software with the
results presented below.
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* ASSARC 10.0 *
Assessment of Masonry Arch Bridges (c) MSW Software
Modified Mechanism Analysis to BD21/01 Date: 29/11/2010
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This method utilises the sample load bearing capacity calculations inserted in the Annex F (6)
of the BD 16/97. The method allows for calculation of single axle and double axle allowable
loads using information obtained from a plane frame computer program. Such programs
analyse structural dimensions in an elastic non-linear manner to obtain values for bending
moments and axial forces as well as shear forces if the need be. In this case, the Structural
Analysis and Design (S.A.N.D) software was used for analysis of the frame. A load of
1000kg was applied across the span in order to gain a behaviour pattern of the arch. The co-
ordinates used were those obtained from the ASSARC software in order to exemplify the
similarities in physical and geometric properties of the arch.
These barrel co-ordinates are shown below along with the results of this method as calculated
by hand.
Double Triple
X Single 1.8m 2.6m
Per Per Per
Per Axle Per Axle Per Axle
Bogie Bogie Bogie
(tonnes (tonnes (tonnes
(tonnes (tonnes (tonnes
) ) )
) ) )
MEXE 5.1 5.1 3 5.99 2.25 6.74
Mechanism 6.17 6.17 4.91 9.81 4.2 12.6
Pippard-
MEXE 133.5 78.5
As seen from the results, errors from the S.A.N.D program calculations for the live load were
incorrect. Therefore as a result the values obtained for Pippard-MEXE calculations were
wrong. This notwithstanding, I was able to verify that the results for the method in question
are less than values of the ASSARC based methods which goes to show that the values in
terms of real work calculations have to be regarded closely.
Conclusion
The condition of highway structures is determined by visual inspection. There are five main
types of inspection which are undertaken at different frequencies. These inspections cover a
range of detail, from a cursory check for obvious defects, through to a close examination of
particular areas or defects causing concern. The quality of data collected depends on the
ability of inspectors to observe and accurately record details on visible defects.
This could be affected by many factors, such as the environmental conditions, and the
knowledge and experience of the inspectors.
Strengthening methods that have been applied successfully and found to be useful include
using (7) plastic based fibres as a reinforcement tool on the intrados of the arch. Also,
increasing the width of concrete beams by placing additional concrete and reinforcement can
be undertaken to enhance the load bearing capacity of bridges.
REFERENCES