rss_2.0Romanian Journal of Transport Infrastructure FeedSciendo RSS Feed for Romanian Journal of Transport Infrastructurehttps://sciendo.com/journal/RJTIhttps://www.sciendo.comRomanian Journal of Transport Infrastructure 's Coverhttps://sciendo-parsed-data-feed.s3.eu-central-1.amazonaws.com/60092031d35b832fac67af67/cover-image.jpg?X-Amz-Algorithm=AWS4-HMAC-SHA256&X-Amz-Date=20220627T210628Z&X-Amz-SignedHeaders=host&X-Amz-Expires=604800&X-Amz-Credential=AKIA6AP2G7AKP25APDM2%2F20220627%2Feu-central-1%2Fs3%2Faws4_request&X-Amz-Signature=c759e1fe468522356ea4f8bd0a3fef805962bef752ac1758504fef063a3dcb09200300Connections of Steel Girders with End Plates and Partially Prestressed Boltshttps://sciendo.com/article/10.2478/rjti-2021-0009<abstract> <title style='display:none'>Abstract</title> <p>The connections with end plates and bolts can be used in steel bridge structures, or joining the decking beams, which can lead to very simple and economical constructive solutions. The paper presents some theoretical aspects concerning the behavior and calculation of the end plate connections which is partially pre-tensioned by high-strength bolts, and supplementary a welded cover plate is added to the tensioned flange of the plate girder. In the case of connections subjected to tension forces, it is not recommended to prestress the bolts as much as is the case when the joints are subjected only to shear because live loads can lead to the overloading of the bolts; the overload is a function of the relative stiffness of the end plate and of the bolts. The additional welded splice at the tension flange contributes to the transfer of the large tension stresses from the extreme bolts to the welded cover plate, resulting in a significantly reduced joint assembly loading and an increased load-bearing capacity. The paper includes a numerical example highlighting the influence of the stiffness of the joint elements and of the welded splice-plate on the joint loading, considering its pre-tensioning effect from the cooling contraction of the longitudinal welding fillets.</p> </abstract>ARTICLE2022-05-28T00:00:00.000+00:00Spatiotemporal Correlation Between Railway Transport Development and Land Usehttps://sciendo.com/article/10.2478/rjti-2021-0010<abstract> <title style='display:none'>Abstract</title> <p>Rail transport developments seem to offer tremendous benefits to land use and spatial development. As the development of rail lines induces land use growth and development. However, the veracity of this claim remains unclear in the context of Nigeria rail resuscitation efforts. This research intends to examine the correlation between rail development and land use in Nigeria. The association between state population characteristics, rail line development, population density, and square kilometres is examined. The methodology comprises both qualitative and quantitative designs. The correlation coefficients are used to establish a relationship between the parameters used in the research. The study reveals that spatial development and land uses are greatly influenced by rail transportation infrastructure provision in the state with a rail line. The analysis reveals a positive relationship between rail line development and population density. Therefore, more investment and better management are needed to facilitate nationwide rail transportation links.</p> </abstract>ARTICLE2022-05-28T00:00:00.000+00:00The Decision-Making Analysis on End-of-Life Vehicle Recycling Extending Producer Responsibility Policy in the Context of Remanufacturinghttps://sciendo.com/article/10.2478/rjti-2021-0012<abstract> <title style='display:none'>Abstract</title> <p>For ensuring an ideal recycling rate, the extending producer responsibility (Extending Producer Responsibility) has been recognized by more and more governments. And an increasing number of original vehicle manufacturers (Original Vehicle Manufacturers) participated in their End-of-Life vehicles (End-of-Life Vehicles) reusing to fulfil their social responsibility. The Original Vehicle Manufacturers can do well in auto parts remanufacturing due to their knowledge and skills of vehicle manufacturing, and the third-party vehicle recyclers are more capable of recycling the End-of-Life Vehicles due to their skills and facilities of waste recycling. To better improve the End-of-Life Vehicle reusing businesses and improve the efficiency and quality of End-of-Life Vehicle recycling and remanufacturing, this research built a remanufacturing system with dual-cycle End-of-Life Vehicle recycling. Moreover, for the well operation of this system, the researchers established the game model between Original Vehicle Manufacturers and third-party recyclers with the government involved and analyzed this model with evolutionary game theory. This research found that there are two evolutionary stable strategies (ESS) for the two groups. For well operation of remanufacturing system with dual-cycle End-of-Life Vehicle recycling, the government need to use the Extending Producer Responsibility policy to impose strict restrictions on Original Vehicle Manufacturers doing End-of-Life Vehicle recycling through promoting Original Vehicle Manufacturers’ recycling quantity standard and the penalty for insufficient End-of-Life Vehicle recycling. Further, this research also found that the licensing fee that the third-party recycler needs to pay the Original Vehicle Manufacturer for getting the recycling business plays a vital role in the ESS.</p> </abstract>ARTICLE2022-05-28T00:00:00.000+00:00Network of Dedicated Bus Lanes: A Solution to Increase the Accessibility of the Urban Intermodal Transporthttps://sciendo.com/article/10.2478/rjti-2021-0008<abstract> <title style='display:none'>Abstract</title> <p>The public transport system has an essential role in the sustainability of the urban environment. The accessibility is one of the critical functions for the increase of public transport efficiency. In this framework, the paper presents a methodology to enhance the accessibility of the public transport network. The methodology aims to design a network of dedicated bus lanes to operate in areas with low accessibility and improve the connections to metro and tram lines that provide rapid and high-capacity services.</p> </abstract>ARTICLE2022-05-28T00:00:00.000+00:00Considerations on Loads Transmitted By the Bridge Inspection Installation on Support Structureshttps://sciendo.com/article/10.2478/rjti-2021-0011<abstract> <title style='display:none'>Abstract</title> <p>The inspection of bridges is an essential activity to maintain the viability and safe operation of these structures. The inspection process shall be carried out by visual means using special equipment called bridge inspector. The equipment is similar in design to mobile crane installations – crane lorries, with the rotating part in the form of a boom at the end of which is the work platform for personnel and tools. The structure of the arm has the shape of a lattice girder or beams with closed section (caisson); regardless of the type of construction there is at least one telescopable section. During use, the installation is positioned on the superstructure of the bridges, supporting it by means of folding or telescopic outriggers.</p> <p>Starting from the determination of the loads on the supports of a crane, loads necessary to ensure the stability, in the case study presented in the paper, the authors identify for bridge inspection equipment the value of the loads transmitted through the support system for different positions of the telescopic arm. These values are of interest when, due to space or omission, the outriggers of the installation are positioned on sidewalks or degraded structures and may cause loss of stability leading to technical damage (of the installation and the bridge) but also possible injuries to workers.</p> </abstract>ARTICLE2022-05-28T00:00:00.000+00:00Investigation of the Effect of the Deck Material on the Cost in Cable-Stayed Bridges with Different Spanshttps://sciendo.com/article/10.2478/rjti-2021-0002<abstract> <title style='display:none'>Abstract</title> <p>Recent developments in the social sphere also cause an increase in transportation activities. Increased transport activities lead to the construction of new roads and bridges. Different bridge construction systems are available to overcome large span obstacles. Cable-stayed bridges are more advantageous construction systems than other bridge type building carrier systems in overcoming large spans through suspension cables. Therefore, it is also widely preferred by designers. The biggest factor in the development of cable-stayed bridges is undoubtedly steel cables. Cable-stayed bridges are bridge structures that become lighter with the increase of the span, which has a more expanded flexibility, and that includes a cable system with the effect of nonlinear factors. Costs of cable-stayed bridges vary according to different spans. The span as well as the deck material used in the bridge system have a great effect on the cost. In cable-stayed bridge systems, decks are constructed of reinforced concrete and steel.</p> <p>The costs of cable-stayed bridges are widely discussed around the world; therefore, the effect of the span and deck material on the cost of cable-stayed bridges is being investigated. The main bearing elements of such bridges are cables, decks, and towers, and among these elements, the tower bridge carries all the weight of the bridge, even other external loads such as vehicle, wind, etc. In this study, the three-dimensional model of the cable, deck and tower elements that make up the cable-stayed bridge system was created and analysed using the CSI Bridge Program. The AASHTO LRFD Standards, which are widely used in the analysis of bridge systems with the CSI Bridge program and the design of bridge systems in the world, were used. In the study, the analysis and designs of cable-stayed bridges with reinforced concrete and steel deck at 250, 500, 750, 1000, 1500, 2000 meters span were carried out. The amount of materials and costs used in the analysis and design of the cable-stayed bridge systems were obtained and the results were interpreted.</p> </abstract>ARTICLE2021-08-30T00:00:00.000+00:00Carbonation Resistance Classes of Concreteshttps://sciendo.com/article/10.2478/rjti-2021-0004<abstract> <title style='display:none'>Abstract</title> <p>Concrete carbonation is a phenomenon that occurs by the penetration into the cement stone of CO<sub>2</sub> present in the atmosphere. The phenomenon occurs in the presence of water in which CO<sub>2</sub> dissolves, forming carbonate ions, which in turn react with calcium ions in the pores of the concrete, resulting in calcium carbonate (calcite). The diffusion of CO<sub>2</sub> occurs through pores and surface defects, it thus penetrates deeper into the concrete and the carbonation reaction can occur at a greater depth, eventually exceeding the thickness of the cover, causing corrosion of the reinforcement. [1]</p> <p>In the case of reinforced concrete bridges, corrosion induced by carbonation of concrete is one of the main causes of degradation. Thus, in the design stage of the reinforced concrete bridge structures, the inevitable process of carbonation of the concrete must be taken into account, in the design of the durability, by calculating the thickness of the concrete cover layer.</p> <p>This article aims to present the concept of carbonation resistance class, which will be a major change in the standard based on which the thickness of the concrete cover for reinforcement will be determined. This presentation is made in the context of the European performance approach to durability. In this sense, an analysis of the experimental results obtained in research on concrete prepared with different types of cements, carried out in collaboration with the laboratory of the Reinforced Concrete Structures Department, within the Technical University of Civil Engineering Bucharest. Proposals for classification in the carbonation resistance classes for concretes prepared with two types of cements are also presented.</p> </abstract>ARTICLE2021-08-30T00:00:00.000+00:00Static and Dynamic Structural Health Monitoring System for Bridgeshttps://sciendo.com/article/10.2478/rjti-2021-0007<abstract> <title style='display:none'>Abstract</title> <p>This document describes a system for static and dynamic monitoring of the structural health of bridges, but not only. The need to develop the system resulted from the difficulties encountered by the authors in installing and operating complex monitoring systems, composed of elements from different manufacturers, with different measurement technologies, power supplies, communication modes and software applications. The described system facilitates the integration of different measurements, sensors, power supplies and communication technologies, in a unitary system that allows both static and dynamic measurements, simultaneously.</p> </abstract>ARTICLE2021-08-30T00:00:00.000+00:00Research on the Parameters Influencing the Numerical Analysis of the Fatigue Behaviour of a Forklift-ARMhttps://sciendo.com/article/10.2478/rjti-2021-0001<abstract> <title style='display:none'>Abstract</title> <p>Estimating the remaining service life of a forklift for an objective reference is not only a requirement of the applicable legislation but also represents a challenge for specialized technical staff.</p> <p>It is well known that the first fatigue failure element of a forklift is its fork. A simulation using the SolidWorks suite and its result is presented in this article. It allows the identification of critical areas of fatigue failure.</p> <p>Based on the design of the subassembly and the loading scheme of the original product, the model under analysis with finite element was made on a 1: 1 scale. The filet areas also required a comparative analysis of the results obtained depending on the choice of mesh and discretization element.</p> <p>Starting from the mechanical properties of the material as well as the association with the characteristic fatigue yield curves (Wohler), a method for estimating the remaining service life of the structure is proposed. The aspect related to obtaining exact results without an excessive consumption of computing resources was also taken into account.</p> </abstract>ARTICLE2021-08-30T00:00:00.000+00:00Effects of Coarse Aggregate Shape and Texture on Engineering Properties of Roller Compacted Concrete Prepared for High Traffic Routeshttps://sciendo.com/article/10.2478/rjti-2021-0006<abstract> <title style='display:none'>Abstract</title> <p>Use of roller-compacted concrete in pavement construction is increasing. Roller compacted concrete is a zero-slump, highly compacted concrete that is placed by equipment similar to that used in asphalt pavement construction. This investigation was conducted to collect the state-of-the-art information on effects of coarse aggregate size and texture on the strength and workability of roller-compacted concrete (RCC) for pavement construction and maintenance. Concrete specimens containing cubical and rough coarse aggregate, irregular and rough coarse aggregate, angular and rough coarse aggregate, rounded/spherical and smooth coarse aggregate, and flaky/elongated and rough coarse aggregate were prepared at 1:3:3 concrete mix ratio and 0.4 water cement ratio. Laboratory testing of specimens derived from the concrete specimens showed excellent results for cubical and rough coarse aggregate, irregular and rough coarse aggregate, and angular and rough coarse aggregate. Specimens from the rounded/spherical and smooth coarse aggregate, and flaky/elongated and rough coarse aggregate performed poorly in laboratory. The study therefore recommends the use of cubical and rough coarse aggregate, and irregular and rough coarse aggregate in the production of roller-compacted concrete for pavement construction and maintenance.</p> </abstract>ARTICLE2021-08-30T00:00:00.000+00:00Characterization of Coconut Shell Ash and Eggshell Powder as Supplementary Cementitious Materials in Roller Compacted Concrete Industrial Access Pavements and Parking Facilitieshttps://sciendo.com/article/10.2478/rjti-2021-0005<abstract> <title style='display:none'>Abstract</title> <p>The cost of cement used in concrete works is on the increase and unaffordable, yet the need for hydraulic cement concrete and other cement concrete based infrastructures keeps growing with increasing population, thus the need to find alternative binding materials that can be used solely or in partial replacement of cement. The use of waste materials with pozzolanic properties in concrete production is a becoming a worldwide practice. The assessment of the pozzolanic activity of cement replacement materials is becoming increasingly important because of the need for more sustainable cementing products. In this study, a mixture of coconut shell ash and eggshell powder is used as partial replacement of hydraulic cement in ranges of 0%, 5%, 10%, 15%, and 20%. The concrete specimens were prepared at 1: 3: 2.5 mix ratio of cementitious material, fine aggregate and coarse aggregate. The mix ratio satisfied the minimum cement content of 148.32kg/m<sup>3</sup> (250Ib/yd<sup>3</sup>) and the minimum cementitious material content of 267 kg/m<sup>3</sup> (450Ib/yd<sup>3</sup>) for roller compacted concrete pavement. The compressive strength, splitting tensile strength and flexural strength tests were carried out to assess the strength characteristics of ternary concrete mixture containing coconut shell ash and eggshell powder and the feasibility of using coconut shell ash and eggshell powder as partial replacement of cement in industrial plant access concrete roads and parking lots. The results indicate that a mixture of coconut shell ash and eggshell powder can be used up to 20% by weight for replacement of cement in roller compacted industrial plant access concrete roads and parking lots.</p> </abstract>ARTICLE2021-08-30T00:00:00.000+00:00Accelerated Laboratory Testing for Reflective Crackinghttps://sciendo.com/article/10.2478/rjti-2021-0003<abstract> <title style='display:none'>Abstract</title> <p>One of the most used methods of rehabilitation of road structures is the laying of a protective asphalt layer over a degraded concrete. The main problem of this solution is the reflective cracking, more precisely the transmission of the existing cracks in the lower layer in the asphalt pavement.</p> <p>The method presented in this article involves an accelerated laboratory test on specimens composed of a pre-cracked concrete slab over which an asphalt slab is glued, subjected to equivalent traffic loads. This test allows the observation of the crack propagation from the lower layer to the upper layer, until it yields, through parameters such as deformed specimen, opening and length of the crack in asphalt, but also the opening of the existing crack in concrete, relative to the number of cycles.</p> <p>By relating these parameters, important conclusions can be drawn about the behavior of the composite structure at reflective cracking, being able to choose the optimal recipe of the protective asphalt layer.</p> </abstract>ARTICLE2021-08-30T00:00:00.000+00:00Vertical Interaction Between a Driving Wheelset and Track in the Presence of the Rolling Surfaces Harmonic Irregularitieshttps://sciendo.com/article/10.2478/rjti-2020-0010<abstract><title style='display:none'>Abstract</title><p>The driving wheelset is used in railway traction (locomotives, electric trains, trams, etc.) to support part of the weight of the suspended mass and to drive and brake the vehicle. The dynamics of the driving wheelset/track system is a very important issue in the railway engineering, and this paper is focused on basic features of the frequency response functions which describe the dynamic behavior in the presence of the rolling surfaces harmonic irregularities. To this end, a simple model of the driving wheelset/track system with the range of application limited up to 6-700 Hz is adopted. The driving wheelset model consists of a free-free uniform Euler-Bernoulli beam with three attached rigid bodies, representing the axle, the two wheels and the gear; the distinct feature of this model is the inertial asymmetry. Two independent infinite uniform Euler-Bernoulli beams, each on its foundation including two elastic layers for rail pad and ballast and an intermediate inertial layer for sleepers represent the track model. For simplicity, the moving irregularity model is applied to simulate the interaction between wheels and rails. Numerical simulations show that the driving wheelset/track system has three resonance frequencies, all situated in the frequency range of the evanescent waves in rails. FRF of the driving wheelset/track system have been calculated for left and right wheel/rail pair. The influence of the asymmetric inertia of the driving wheelset and the out of phase between the rolling surface irregularities are evaluated in terms of frequency response functions of the wheel/rail contact force.</p></abstract>ARTICLE2021-01-29T00:00:00.000+00:00Sustainable Urban Transport on Three Wheelshttps://sciendo.com/article/10.2478/rjti-2020-0009<abstract><title style='display:none'>Abstract</title><p>Many of our global warming problems come from transport. The majority of people who need transport the most in the developing world are too poor to pay for the highest-technology vehicles which are not polluting. In the past 10 years, 3-6-passenger, battery-powered, Small Electric Passenger Vehicles (as this article is calling them, SEPVs) have appeared in major cities in the developing world. These slow, relatively safe, easily maneuverable, non-polluting and low-cost vehicles, on their three little wheels, are cutting the size of the world’s transport carbon footprint. Recognize that this paper is only focused on carbon footprint: carbon emissions. It is not about “pollution in general” or “emissions in general”. No other published article has explicitly considered the potential of the SEPV to contribute in reducing a nation's contribution to carbon footprint and thus to global warming. This article makes the case for building urban transport strategy and policy around such vehicles, in developing countries, in order to lower the countries' carbon footprint: that is its original contribution. The data showed that the SEPVs made a significant contribution to reducing the potential carbon footprint of transport in the small city of Cox’s Bazar, in Bangladesh, proportionate to its population. The inference is that SEPVs could reduce the carbon footprint of the nation if they become a major, integrated part of urban transport in the megacities, which creates most of the country's carbon footprint. Other developing countries should study Cox's Bazar's example. India is already ahead of the game.</p></abstract>ARTICLE2021-01-29T00:00:00.000+00:00Special-Purpose River-Port Sediment Valorization as Road Construction Material Emphasising Environmental Aspectshttps://sciendo.com/article/10.2478/rjti-2020-0008<abstract><title style='display:none'>Abstract</title><p>Special-purpose river port sediment was investigated for its potential use as a road construction material. Sediment samples were extracted from three locations in three small river ports, and detailed laboratory research was conducted to determine its basic mechanical properties and characteristics that can potentially have an adverse influence in a roadside environment. The results of the research conducted indicate that there is a need for systematic monitoring of the quality and quantity of sediment in special-purpose river ports of the Danube River Basin to maintain its mobility and prevent flooding. The basic engineering characteristics (Proctor elements, Atterberg limits, California bearing ratio, and unconfined compressive strength) determined represent the good potential of the sediment samples tested herein for use in road construction. In addition, the chemical characteristics tested indicate the need for detailed analyses of the potential environmental risk before application in civil engineering structures</p></abstract>ARTICLE2021-01-29T00:00:00.000+00:00Residents’ Willingness to Adopt Cycling as Intra-City Transport in Calabar, Nigeriahttps://sciendo.com/article/10.2478/rjti-2020-0012<abstract><title style='display:none'>Abstract</title><p>This study investigated the willingness of residents to use bicycles for intra-city transportation in Calabar, South-South Nigeria. Administered questionnaires were successfully retrieved (82%) from residents of all income and employment groups in the 22 political wards of the study area. Stratified sampling technique was used to select survey participants. Initial socioeconomic characteristics of respondents in intercept only model was used to predict the willingness of respondents to ride in the city. Twelve problems of bicycle transportation were further presented to participants who rated them using a six-point scale (1-6), highly unwilling to highly willing to ride, respectively. Logistic Regression Analysis was employed to predict the probability that a respondent would be willing to ride. The predictor variables were respondents’ gender, age, education, occupational status, 12 bicycle infrastructure characteristics and dummy variables coding each socioeconomic scenario. A test of the full model versus a model with intercept only was statistically significant, χ2 (24, N = 315) = 50.5, p &lt; .001 and χ2 (19, N = 315) = 36.5, p &lt; .001. The model was able to correctly classify 86% of those willing to ride and 29.1% of those unwilling to ride, for an overall success rate of 66.2%. The study revealed that there is no gender sensitivity in the willingness of residents to ride in the city. In model 2, the odd ratio of some bicycle infrastructure characteristics such as bicycle lanes (1.181), conflicts with motorist (1.338), lack of respect for cycling (1.078), culture/stigma (1.046), weather (1.013), potholes (1.222), safety issues (1.280), and illumination (1.241) are more significant in predicting the probability of respondents to ride bicycles. The study recommended designated bicycle paths/trails to motivate residents to ride bicycles in the city.</p></abstract>ARTICLE2021-01-29T00:00:00.000+00:00Freeze/Thaw Resistance Classes of Concreteshttps://sciendo.com/article/10.2478/rjti-2020-0011<abstract><title style='display:none'>Abstract</title><p>The freeze/thaw phenomenon is of interest for the field of transport infrastructure through the degradations it produces in the structure of construction elements. The climatic specificity of Romania on the one hand and the exposure to aggressive environments of construction elements in transport on the other hand, determine the importance of studying this phenomenon, its mode of action/propagation and also prevention and maintenance to ensure the functionality of buildings in transport infrastructure.</p><p>Currently, in the Romanian regulations [*], the assurance of sustainability is done, as in most national annexes for the application of EN 206 [1] in Europe, by a descriptive approach (concrete “designed to last”) referring to (with mandatory status) a series of requirements of the concrete composition (water / cement ratio, minimum cement dosage, entrained air, freeze/thaw resistant aggregates, etc.) and to the compressive strength (concrete compressive strength class) in depending on the classification of the element in a certain exposure class “X”.</p><p>The support of this descriptive national approach was based on the analysis of a large number of results obtained in a complex experimental program carried out by Technical University of Civil Engineering Bucharest, by analyzing the results obtained by laboratory tests on “candidate” cements and cements “reference” (having a good behavior and traditional use) as well as “in situ” tests/determinations on construction elements made with both categories of cements and maintained in specific environments.</p><p>At European level, performance approaches to sustainability have made clear progress. The development of accelerated laboratory experimental methods, the establishment of performance criteria, classes of resistance to various environmental actions and the link between them and the classes of exposure to various environmental actions were the starting point for experimental research whose results will be presented in this article.</p><p>Thus, in conjunction with these modern approaches, an analysis will be presented on the experimental results obtained in research on freeze/thaw resistance to different types of cements, carried out in collaboration with the laboratory of the Reinforced Concrete Structures Department, Technical University of Civil Engineering Bucharest and proposals for classification in different classes of freeze/thaw resistance.</p></abstract>ARTICLE2021-01-29T00:00:00.000+00:00Asphalt Mixtures with Limestone Aggregate for Base Layerhttps://sciendo.com/article/10.1515/rjti-2015-0004<abstract><title style='display:none'>Abstract</title><p> Asphalt mixtures are mixtures of mineral aggregates, filler, bitumen and eventually additives in proportions determined by recipe designed in the laboratory. Asphalt mixtures used as base course are bituminous concrete. </p><p>The natural aggregates are granular materials of mineral origin that come from natural or artificial crushing of the rocks. In our country there are the various rocks: eruptive or magmatic rocks, metamorphic rocks, sedimentary rocks. </p><p>To the category of sedimentary rocks belong limestone. Sedimentary rocks are characterized by relatively high porosity and a pronounced stratification, which causes mechanical resistance to be low and vary by direction of load. Due to the structure less dense and weaker mechanical resistance, the limestone are used less in heavy traffic pavement structures. </p><p>This paper presents an asphalt mixture recipe for the base layer developed in the Laboratory of Roads from Technical University of Civil Engineering Bucharest (TUCEB), using limestone aggregates extracted from Hoghiz Quarry. The paper contains laboratory test results to determine the recipe and laboratory findings leading to the schedule of product.</p></abstract>ARTICLE2015-02-06T00:00:00.000+00:00Some Investigations Performed for the Bridge Over Jiu at Aninoasahttps://sciendo.com/article/10.1515/rjti-2015-0005<abstract><title style='display:none'>Abstract</title><p> The carrying structure of the bridge over the Jiu River at Aninoasa consists in two parallel concrete arches with variable height of the cross section, sustaining a concrete deck through vertical concrete hangers. In the time period passed since the bridge was erected, some structural elements shown damages. In order to establish the technical state of the bridge, a technical appraisement was performed and according to this, the most exposed elements to the risk of failure are the hangers. </p><p>The purpose of this paper is to present briefly both, the method used to test the actual bridge carrying capacity in situ and the finite element model developed for the static and dynamic analysis of the structure. </p><p>In order to estimate the state of the structural elements, two ways were followed. In the first stage, a test project was carried out and in the second stage, a complete 3D finite element model was developed to analyze the bridge structure. </p><p>The test project has foreseen the loading of the bridge by heavy unloaded trucks, disposed in some positions on the deck and the measurements of the deck and arches displacements. The positions of the trucks were established in order to obtain the maximum values both for arches transverse displacements and vertical displacements of the deck. Using electro-resistive transducers the hangers elongations and strains values on their cross section were also measured. These measured values were compared with those obtained from the numerical calculations performed by using the complete finite element model. By means of the finite element model, also the response of the structure following the dynamic action of vehicles was investigated.</p></abstract>ARTICLE2015-02-06T00:00:00.000+00:00Transport Demand Forecast on Pan-European Road Corridor X. Methodology, Results and their Assessment Through Comparisons with Actual Demandhttps://sciendo.com/article/10.1515/rjti-2015-0003<abstract><title style='display:none'>Abstract</title><p> Transport demand forecast is a crucial parameter for transport planning. It defines the infrastructure dimensioning for a required level of service in a planning period, but moreover, it is determinative in the socioeconomic and financial feasibility study of transport projects. This paper presents the methodology and the results of the traffic flows forecasting exercise for the Pan-European Corridor X, which was elaborated to serve as a sound basis for documentation of the transport investments priorities, and the assessment of the results of the forecasted demand through comparisons with actual demand.</p></abstract>ARTICLE2015-02-06T00:00:00.000+00:00en-us-1