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

• Published in: Civil and environmental engineering (Berlin) Vol. 20; no. 1; pp. 491 - 507
• Main Authors: Hlinka, Richard, Farbak, Matus, Odrobinak, Jaroslav
• Format: Journal Article
• Language: English
• Published: Sciendo 01-06-2024
• Subjects: Load-carrying capacity; Numerical model; Stability; Temporary bridge; Traffic load
• ISSN: 2199-6512; 2199-6512
• DOI: 10.2478/cee-2024-0038

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.