Latest Structural Engineering Project Topics for Students and Professionals

Structural engineering is a branch of civil engineering that involves the application of the laws of physics, mathematics, and empirical knowledge to the safe design of the “bones” and load-bearing elements of man-made structures. Modern structural engineering provides a large and detailed body of knowledge that can accurately predict the properties of various shapes and materials used in structures to withstand the loads and stresses of structures. Civil engineering principles were used thousands of years ago in the construction of structures such as the pyramids in Egypt or the Acropolis in Greece.

Structural engineers are trained professionals who are responsible for ensuring that the structures we use in our daily lives, such as bridges and tall buildings, are safe, stable and will not collapse under applied loads. They do this by applying their engineering knowledge to specify different types of building materials in different shapes and geometries and design structures that can withstand the pressures and stresses of their environment, such as gravity loads, storms and earthquakes.

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Latest Structural Engineering Project Topics for Students and Professionals

Structural engineering final year projects are essential in a student’s academic journey, bridging the gap between theoretical knowledge and real-world application. These projects are a great way for students to gain hands-on experience solving complex engineering problems. A strong project can significantly increase a student’s employability and demonstrate their ability to apply their learning to practical challenges.

By working on a structural engineering project, students hone their technical skills and become more confident in their problem-solving abilities, often leading to new insights and innovations that contribute to the field.

Bridges and Flyovers Based Project

• Bridge Pier Scour in Tidal Environments

Pier scour depths are often estimated using imprecise models that have been developed for river systems and do not take into account the various processes responsible for sediment removal in the tidal system. In an intertidal or estuarine environment, the flow changes directions with the tide, resulting in wash patterns that are quite different from those in upland rivers.

At the other end of the spectrum of models used to determine breakwater are multivariate hydrodynamic models that include tidal processes; however, these models are unattractive because they require extensive and expensive data inputs and are characteristically computationally demanding and very complex. Also, the use of hydrodynamic models does not add much precision to the process, as the results they produce are used as inputs to the less accurate empirical local wash equations. In order to effectively increase the safety of bridges spanning tidal waterways, a multicomponent continuum model (WAVES) has been developed to predict bridge abutment penetration in tidal estuaries and facilitate a risk-based bridge design approach.

The WAVES program is the result of the application of accepted theories regarding the cleaning mechanism of bridge abutments in general, together with a combination of tidal and river hydraulics. The basis of the model is a new approach used to quantify the effects of downdrafts and horseshoe vortices, which most experts in the field identify as factors responsible for penetration around bridge piers. Several conclusions were drawn while conducting this study. First, many of the models and equations currently in use may be inappropriate for the design and analysis of bridge piers in tidal environments.

Second, a temporal model for intertidal environments that provides a time history of washout greatly improves the utility of ebb tide predictions over single-event models. The methodology used in the WAVES program provides these improvements at a reasonable cost. Third, the WAVES program facilitates a risk-based design approach by providing estimates of the probability of breakthrough depth over time and will help policy makers and designers make important decisions regarding the design of safer new bridges and the safe use of existing bridges. estuarine depths are often estimated using imprecise models that were developed for river systems and do not take into account the various processes responsible for sediment removal in the tidal system. In an intertidal or estuarine environment, the flow changes directions with the tide, resulting in wash patterns that are quite different from those in upland rivers.

At the other end of the spectrum of models used to determine breakwater are multivariate hydrodynamic models that include tidal processes; however, these models are unattractive because they require extensive and expensive data inputs and are characteristically computationally demanding and very complex. Also, the use of hydrodynamic models does not add much precision to the process, as the results they produce are used as inputs to the less accurate empirical local wash equations. In order to effectively increase the safety of bridges spanning tidal waterways, a multicomponent continuum model (WAVES) has been developed to predict the penetration of bridge abutments in tidal estuaries and facilitate a risk-based bridge design approach.

The WAVES program is the result of the application of accepted theories regarding the cleaning mechanism of bridge abutments in general, together with a combination of tidal and river hydraulics. The basis of the model is a new approach used to quantify the effects of downdrafts and horseshoe vortices, which most experts in the field identify as factors responsible for penetration around bridge piers. Several conclusions were drawn while conducting this study. First, many of the models and equations currently in use may be inappropriate for the design and analysis of bridge piers in tidal environments.

Second, a temporal model for intertidal environments that provides a time history of washout greatly improves the utility of ebb tide predictions over single-event models. The methodology used in the WAVES program provides these improvements at a reasonable cost. Third, the WAVES program facilitates a risk-based design approach by providing estimates of the probability of breakthrough depths over time and will help policy makers and designers make important decisions regarding the design of safer new bridges and the safe use of existing bridges.

• Warehouse Redesign Process

Currently, warehousing has become one of the most important and critical components of supply chain systems, as it consumes a significant portion of logistics costs. The warehouse system design phase is the most important part of warehousing because most of the strategic and tactical decisions should be made in this phase.

Most academic works are primarily analysis-oriented and do not provide a systematic method and techniques as a basis for warehouse redesign. So there is a need to develop a structured procedure that can be used for different types of warehouses.

The purpose of this thesis is therefore to develop a procedure for the redesign of production warehouses and to analyze the main problems in the redesign steps.

The work is designed as a case study and a combination of quantitative and qualitative methods was used for data collection and data analysis. The methodology focuses on the storage process and reprocessing steps as described in the literature. The results of the work develop a seven-step procedure for the redesign of the production warehouse, various problems and challenges are also faced during the redesign steps.

An attempt was made to select the best redesign method that matches the characteristics of the warehouse in order to cover the spatial reduction of the warehouse with respect to the existing equipment and cost reduction. In addition, the performance of the current warehouse system was evaluated based on the current warehouse design to avoid repeating the same mistake in the redesign process.

A storage allocation policy was discussed as one of the redesign steps and a framework for a component storage system was proposed.

The findings from the diploma thesis can be applied to a certain extent to other production warehouses. Further research is suggested for more concrete results and newly developed rework methods for all types of warehouses.

• Soil Steel Composite Bridges

The need to explore effective solutions to today’s technical problems is becoming essential in today’s market development. Soil Steel Composite Bridges (SSCB) are considered to be well competitive in terms of feasibility and construction.

The primary objective of this study is to provide a comprehensive comparative study of two well-known SSCB design methods, which are the Pettersson-Sundquist design method (developed in Sweden) and the Klöppel & Glock design method (developed in Germany). In addition, to better understand the behavior of SSCBs, the study also includes Finite Element Modeling (FEM) using PLAXIS 2D from three case studies and compares the model results with field measurements.

Design Comparison addresses design concepts, assumptions, and limitations for both design methods, where complete design procedures for a defined case study are implemented and compared.

The results of the FEM analysis show a rational result of field measurements for the response of the structure when backfilling and close results even for normal loads. While the design comparison shows how the different approach in both design methods in design constraints and assumptions has an important impact on the results, where soil failure in the Klöppel & Glock design method can drive the design for low cover heights, while crown formation plastic hinge is more controllable in the method of the Pettersson-Sundquist proposal.

However, in general, the Pettersson-Sundquist design method requires more steel at low cover heights, while being less demanding at higher soil covers compared to the Klöppel & Glock design method.

• Life Cycle Assessment of Concrete Structures

Concrete structures represent a huge investment in terms of materials and energy and lead to significant environmental impacts. It is therefore necessary to choose the most sustainable and ecological alternative.

From this perspective, this report aims to evaluate the environmental impacts associated with the construction of two fictitious structures: a bridge and a tunnel. A life cycle assessment (LCA) was chosen to fully assess and fairly compare the environmental impact of the two buildings. Before the case studies, the LCA process is described and a review of the literature on LCA of road structures is carried out, revealing the key facts and figures of such studies.

Based on this literature review, a simplified LCA is performed; it relies on public databases and takes into account only the construction phase. Due to limited data, the parameters considered are NOx, SO2 and CO2 emissions, and the categories considered are energy consumption, global warming potential and photochemical oxidant generation. Characterization factors come from the REciPE method. Three different phases are considered and compared during this LCA study; materials production, construction processes and transportation phases.

The results show that the environmental impacts of the bridge are higher than those of the tunnel and that the amount of concrete has a strong influence on the final results and subsequently on the interpretation phase.

This study also highlights the importance of assumptions and describes their potential influence on final results by considering two different alternatives related to concrete production. Producing concrete on site instead of bringing it in by truck significantly reduces the environmental impact of both constructions; for bridge construction, it actually results in a reduction of CO2 emissions, global warming potential and energy consumption by more than 60%.

The main limitation of this study was the collection of data for the life cycle inventory; in fact, many data were missing or came from different public databases, resulting in a lack of thoroughness and precision (e.g. varying geographic representativeness).

The results of this study depend heavily on various assumptions and on the data that has been collected, and the technical choices, construction methodology or structural design depends mainly on the location of the project; therefore, the results and conclusions cannot be generalized and should be treated with caution.

• The Design of an Overpass Crossing on Railway

The designs and construction of bridges in the former USSR, especially in Russia, are not very familiar to foreign engineers. Many advanced structural theories and design procedures have been developed. In 1931, Franklin D. Roosevelt said, “There can be no doubt that the story of bridge building is in many ways the story of civilization. This allows us to easily measure progress in each specific country.”

The development of bridge engineering is based on previous experience and historical aspects. Russian experience in bridge construction certainly has its specifics. The design of the bridge is carried out in accordance with local standards and specifications. This study deals with the basic rules and standards in the design of bridges in the north of Russia, the work contains an overview of Russian construction concepts. The paper shows the design of typical concrete bridges including all calculations and analyzes for the future stability of the bridge as well as drawings for visualization.

The result of the work are conclusions based on the execution of the required project calculations, drawings, processing of the final estimate and construction preparation. There are also some notes on Russian construction systems, computer programs for design and calculations, and finally a comparison of Russian construction standards and the Eurocode.

• Capacity assessment of a Single Span Arch Bridge

The aim of this project is to assess the load-bearing capacity of the Glomman Bridge outside the Swedish city of Orebro. Glomman Bridge is an unreinforced concrete single-span arch bridge with backfill. Must

The failure criterion used in this study is that the bridge collapses when any section in the concrete arch reaches its ultimate bearing capacity. In fact, the bridge can handle even more loads. When cross-sectional capacity is reached, a hinge is formed and the arch transfers forces to other parts of the arch that can carry higher stresses. The actual bridge does not collapse until the fourth hinge and thus the mechanism is formed. In order to be able to calculate the cross-sectional forces in the arch, it was necessary to know the effects of the loads on the arch as they were carried along the bridge.

For this purpose, influence lines were obtained from a 2D finite element model created in ABAQUS, a general finite element analysis software. A calculation routine was created in Matlab, a software for numerical calculations, to find the least favorable load combination. The routine was created to find the worst case among the various load cases and combine the normalized axle pressures with the current number of axles.

• Effect of Dead, Live and Blast Loads on a Suspension Bridge

Bridges in America have a special meaning. Analysis of these bridges should be done for different loading conditions. Bridges are normally designed for dead loads, live loads and other occasional loads.

The American Association of State Highways and Transportation Officials (AASHTO) specified ship impact, seismic vulnerability, and also against vehicle collisions. However, there are no specific design criteria for bridges in a typical blast.

This study is intended to provide basic guidance for the use of blast load analysis on a suspension bridge. Further research can be done in this area to develop some standards for bridge blast resistance. AASHTO loads were also used to study the effect of live loads on the bridge. Results obtained from live loads on the same suspension bridge were implemented for cost allocation depending on the effect of a specific vehicle on the bridge deck. To study the nonlinear analysis, a three-dimensional finite-analysis model under dynamic loading was created for the suspension bridge portion (west side) of the Chesapeake Bay Bridge and used for cost determination. allocation study.

This modeling of the vehicle-bridge interaction was done using Finite Element software known as the “Visual Bridge Design System” (VBDS). The development and interaction of the detailed truck using the correct design standards were used to realistically represent the actual loading conditions. The results obtained were in close comparison with data available through the State Road Commission in the State of Maryland. Thus, the results presented in this work demonstrate significant potential for the use of VBDS and for the thorough investigation of vehicle-bridge interaction and dynamic loading on bridges. To perform the impact of the pressure load, the bridge was modeled in parallel using the SAP2000 system. The entire modeling of the suspension part of the bay bridge was done on SAP2000 to perform a non-linear blast load analysis.

The behavior of each element under the effect of explosions was studied from the output generated by SAP2000. The software output presents results including moments, axial loads and displacements. In addition, moments and axial loads at each node and at any point of the member can be easily obtained from the software output. A “progressive collapse” approach to the bridge was also carried out to determine the exact behavior of the plastic hinge formation under blast impact. A comparison of blast loading with and without initial stress application was also made. This shows the importance of using the initial stress in suspension bridge analysis.

• Nationally Determined Parameters of Eurocode 2

Since the main ambition of the European Community is to create a single market between European countries, it has recently become mandatory to use a single set of construction designs. These standards, the Eurocodes, contain Nationally Determined Parameters (NDPs) that must be determined by national standardization bodies in different countries.

In this work, an investigation of the adopted values ​​for Eurocode 2 in seven European countries was carried out to quantify the differences that result from the selected values ​​of these parameters. The aim of this investigation was to find out which countries are favored or disadvantaged by the choice of the value of these parameters.

The analysis was limited to part 1-1 of Eurocode 2, which deals with “General rules for buildings” and the most important parts of Eurocode 0 and 1. The countries examined were Denmark, Finland, France, Germany, Italy, Sweden and the United Kingdom. Although these countries represent only seven of the 27 EU states, this comparison provides a good overview of the European situation, as they cover almost half of continental concrete consumption. The analysis includes a theoretical comparison of the national elections of all 170 national parameters as well as their influence on the more important formulas contained in the Codex.

Five practical case studies on the design and verification of some structural elements were carried out to study the differences in real and common design situations. Throughout the work, the various options were compared with the recommended values ​​proposed by Eurocode, which were used as a means of comparison.

• Preliminary Design and Multi-Criteria Analysis

Europe experienced the destruction of much infrastructure during World War II, followed by reflation and strong economic growth over the next two decades, allowing for a more permanent and permanent situation.

For a classic bridge with a lifespan generally around 80 years, it should be noted that these post-war structures will either need to be replaced or seriously strengthened in a few years. Furthermore, as needs also change over time, the transport infrastructure built during these years may no longer be adapted to actual needs – some bridges may thus need to be widened.

A case study was chosen to simulate the conditions under which the widening of such a bridge can be carried out. This road bridge in Vierzon, France is quite simple as it is made of simply supported prestressed concrete beams and reinforced concrete piers.

It was chosen in particular for its reduced size – three 30m fields and two lanes – which suited the project well. Based on some data provided during the initial construction of the bridge and based on visual inspection, this project proposes six technical solutions to double the actual number of lanes.

An evaluation of the performance of the solution is carried out according to three criteria – duration of the works, cost of the works and environmental impact – in order to provide recommendations on the optimal solution.

The results show that, despite the quick installation, adding steel beams is more expensive and has a greater environmental impact than adding prestressed concrete beams. Regarding the adjustment of the pillars, a solution proposing the extension of the existing pillars is more suitable than the addition of new extra pillars according to all criteria.

Consequently, among all analyzed solutions, the optimal one is also the simplest one. Finally, limitations of the study and some suggestions for improvement are presented.

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• Dynamic Analysis of a Portal Frame Railway Bridge

With the development of high-speed railways, it is increasingly important to investigate the dynamic behavior of railway bridges. A deeper knowledge of the influence of various factors and what the model should contain is essential if the designer is to be able to reliably estimate responses in existing and new structures. One factor is soil interaction (SSI), which describes how the bridge foundation and soil properties affect the behavior of the bridge under dynamic loading.

In this project, the effect of including SSI in the portal frame railway bridge model is studied and the analysis procedure in the frequency domain for models with frequency-dependent boundary conditions is described. Based on the theory of linear elasticity, a 3D final model of the existing bridge was constructed. The model was given three different types of boundary conditions: clamped, static stiffness, and frequency-dependent stiffness from SSI. Results from simulated train passages with a two-car train set were compared for different boundary conditions. The models were also compared with measured data from the bridge, which provided information on which model best describes reality.

The results show that the model in which the SSI is included by frequency-dependent boundary conditions is in slightly better agreement with the measured data than the clamped model and the static stiffness model. The model provides a slightly better damping of the free vibrations and the natural frequencies match the experimental data better. The difference in peak acceleration from a train pass is very small between the different models, although it is found that the clamped model generally has a lower acceleration and is therefore not conservative. The speed of the train appears to affect the maximum acceleration, the magnitude of the free vibrations, and the natural frequencies that are present in the free vibrations in the models.

Further studies are suggested where it is emphasized that analysis should be done with longer trains that provide resonance phenomena to see how the different natural frequencies in the models affect the acceleration at different speeds. It should also be noted that more measurements would be needed to draw more general conclusions about the degree of agreement between measurements and models and to calibrate model parameters against measured data.

Highway Engineering

• Comprehensive Highway Corridor Planning With Sustainability Indicators

This project develops the Model of Sustainability and Integrated Corridors (MOSAIC) to select the best program-level plans for corridors in Maryland by estimating the sustainability of multimodal highway improvement options in the early stages of transportation planning and environmental screening processes with minimal staff time requirements. and other resources.

Six categories of sustainability indicators (mobility, safety, socio-economic impact, natural resources, energy and emissions and costs) and more than thirty sustainability performance measures were defined as evaluation criteria for the selection of highway corridor improvement options. Currently, MOSAIC is considering a no-build case and two highway improvement options, including adding a general purpose lane and converting interchanges to interchanges.

A mode choice model was also introduced for future study of multimodal enhancement types. MOSAIC has been applied to the US 15 and I 270 corridors, demonstrating the feasibility and utility of this comprehensive tool for sustainable freeway corridor planning.

• An Alignment Optimization Model for a Simple Highway Network

To improve the traffic performance in this road network, it is usually considered to add a new highway to the existing road network. However, finding a new highway that best improves the existing network is a very complex problem, as many factors affect road construction.

In addition to changes in traffic flow patterns due to a new freeway, various costs associated with freeway construction as well as design specifications, safety, environmental, and political issues affect such a project.

Until recently, many studies have separately addressed the problems of freeway route optimization and network design. However, no models have been found that comprehensively and effectively integrate these issues. This study seeks to find a realistic three-dimensional freeway layout that best enhances the existing network, taking into account its cost, geometric design, and environmental impacts on the study area.

To meet this goal, an efficient network model is developed that can simultaneously optimize

i) highway routes and

ii) intersections with existing roads. In addition, the model optimization process takes into account traffic impacts due to the addition of the freeway as well as factors related to its construction. This project begins by examining the major cost components and important constraints in highway design processes. Furthermore, existing models for optimizing highway routes are reviewed with an assessment of their advantages and disadvantages.

After that, effective solution search methods are developed to help solve the complex optimization problem. The development of search methods is necessary because the balance traffic assignment and alignment optimization are performed in the proposed network model. Accurate formulations of various highway costs and constraints are also developed to evaluate various candidate alternatives.

Beams and Columns based Civil Project Topic

• Seismic Design of Knee Elements for Steel Frames

The 1994 Northridge and 1995 Kobe earthquakes, which were seismologically mild, saw many buildings subjected to demolition or very costly repairs because of severe damage to major elements, particularly at the column-beam connection. As a result, the development of dissipative systems that limit damaged parts to easily replaceable elements in the event of moderate earthquakes has been encouraged.

One such system is the knee braced frame. Knee braced frames are a modified form of cross bracing in which the brace is shortened and attached to the midpoint of the knee member extending between the adjacent beam and column. A key component is the knee element, which controls both the initial elastic stiffness of the frame, as well as the ramp-up and subsequent energy loss.

Knee members are required to provide energy absorption through repeated large deformations without suffering collapse or instability. This work describes the development of various designs of knee elements and their performance evaluation. It is shown that the dissipative mechanism of the yielding shear band is advantageous because it is independent of the moment distribution and does not affect the joints and extends the dissipative zones over their entire lengths. Extensive finite element modeling and experimental testing was performed.

In the shear yielding regime, excellent performance was achieved using standard hot-rolled profiles modified by adding web stiffeners to prevent localized failure in buckling. Weakening the webs of the knee member so that they yield very early in an earthquake has potential benefits, but has been shown to be unsafe as it promotes premature failure of the member.

A knee element model was developed for the nonlinear dynamic analysis of the whole building. Time history analyzes showed that frames with knee braces with a developed knee element have large global ductility and excellent performance.

The results obtained by different pushover analysis methods (Eurocode 8, FEMA-356 and ATC-40) were compared with the results obtained by time history analysis. In addition, the FEMA-356 method, which includes a more accurate representation of the significant post-yield stiffness of the structure, provided the closest agreement with the time history analyzes and is recommended for the design of frames with knee braces.

• Model Calibration of a Wooden Building Block

The construction of multi-storey buildings from light materials has recently become widespread. Using lightweight materials such as wood has many benefits for the environment. However, one of the disadvantages of the light material is the acoustic performance.

The transmission of sound and vibration through floors in multi-storey buildings made of wood is a disadvantage that must be taken into account. There are many studies that have addressed this issue.

The most common is to do finite element models and experiments in the laboratory. In these studies, the material properties in the FE model are probably often adjusted to correlate with the laboratory experiments, as there is a large spread of material properties in the literature.

However, this work tries to elaborate the actual material properties of the included wooden elements. Dynamic testing is performed to determine the variance (here variance means the gap between material properties) in the material properties of wood members.

The tested materials are chipboards and two types of wooden beams. The investigated beams are both normal wooden beams and laminated veneer lumber beams. When the dynamic behavior of the wooden parts is known, they are assembled into two small floor systems. The floor systems consist of four beams and one wooden board. The assembly is dynamically tested in the laboratory and in the FE software. The FE model used known material properties for each individual building part.

The results from the FE model correlate well with the laboratory tests. This shows that when the material properties are known, the finite element model can predict the actual behavior. However, the investigated material properties show a large variance from beam to beam, etc. and a better knowledge of the material properties of the wood parts used is needed.

• A Study of the Correlation Between Soil-rock Sounding and Column Penetration Test Data

Lime-cement columns have been used in Sweden to improve poor soil conditions since the 1970s. The method is cheap and flexible, but difficult to test because the columns are manufactured in-situ. Many test methods have been developed over the years to test column strength.

Most of these must be evaluated using an empirical correction factor known as the taper factor. The column penetration test, KPS, is the most commonly used method in Sweden, it is considered reliable because a large part of the column cross-section is tested. The problem is that the probe is easily deflected from the column into the softer surrounding soil.

Today, a pre-drilled guide hole, the soil-rock probe, helps the probe stay vertical. Although soil-rock probing is not commonly used to assess column strength, penetration resistance is recorded. A visual comparison between the plotted penetration resistances from the two methods shows similarities in both the hard and soft regions of the columns.

The relationship can be measured using statistics such as the correlation coefficient. A strong correlation was also found, suggesting that a similar equation used to evaluate the undrained shear strength from column penetration tests can be applied to drill rock data. The statically pressurized column penetration test probe and the rotated soil-rock probe drilling are likely to cause different failure modes in the column. This means that different empirical taper factors are needed when evaluating the undrained shear strength.

By evaluating the ratio between column penetration test cone factors and borehole data from three locations, the E18 road north of Stockholm, the E45 road outside Gothenburg and at the Lidingö construction site, the following aspects of the ratio were investigated: if the ratio was site-specific; sensitivity to binder content; sleeve friction and; sensitivity to rotation speed and penetration speed. Average columns created from the penetration resistance at depth from each location were used during the evaluation.

The Swedish Geotechnical Society has standardized two methodologies that can be used for pre-drilling. A soil and rock probing methodology that does not have a fixed penetration rate or rotation rate, and a total probing methodology, based on the Norwegian total probing methodology, which has a fixed penetration rate and rotation rate. The latter is preferred when comparing results between sites.

In order to remove the cuff friction, the data from the soil-rock soundings had to be detrended. The amount of de-trending required to find a constant taper factor varied between 0.5 kN/m and 1.0 kN/m in places. However, this caused high interference, partly due to scaling. The taper factor for the overall probing methodology was found to be between 0.30-0.45 times the taper factor for the column penetration test.

• Structural Behavior of Notched Glulam Beams Reinforced by Means of Plywood and FRP

Nowadays, wood is widely used in construction due to its availability and good properties. The use of solid (cut) wood is not always correct, as it is only available in certain dimensions.

Therefore, the so-called Engineered WoodProducts (EWPs) to cope with the various structural needs of structures. Glued laminated timber (glulam) is a type of EWP that consists of small sections of wood laminates glued together to form beams and columns. Glulam can be produced in almost any size and shape; it can also be tapered or scalloped.

However, notching a beam at its end leads to stress concentration at the corner of the notch due to the sudden change in the cross-section of the notched beam. The concentration of shear and tensile stresses perpendicular to the grain can lead to catastrophic brittle failure caused by crack propagation from the notch corner. Crack opening due to tensile stresses perpendicular to the grain is the most common failure at the notch corner and is always considered in design.

However, a shear component usually exists and must also be taken into account in the design to guarantee the safety of the structure. Currently, only normal forces perpendicular to the axis of the beam are considered in the design of the reinforcement in the construction manuals. The aim of this thesis was to study the structural behavior of beams made of glulam reinforced with glued plywood panels and FRP. The bearing capacity of notched beams at their ends is the main subject of this work.

In addition, an overview of notched beam design, reinforcement, and analysis theory is included. An experimental series of three-point bending tests was carried out in the laboratory with notched lamella beams with different reinforcement configurations. Deformations and forces were measured both by conventional techniques and by non-contact measuring systems – ARAMIS.

On the other hand, a simple two-dimensional plane stress element model of an unbraced unbraced beam was created in ABAQUS. The normal and shear stresses were calculated for a horizontal path of 100 mm length starting from the notch tip. After that, the mean stresses were determined for the same path and used in the calculations. A mean stress approach was used in the manual calculations to calculate the crack length and failure load according to the ABAQUS model.

Accordingly, the failure load was about 40 kN for unbraced beams. Eurocode 5 was also used to calculate the failure load, which gave a value of 20.2 kN for unbraced beams. The average maximum load in the tests was 30 kN for the unreinforced beams, while it reached about two and a half times this value for the CF-reinforced and plywood-reinforced beams.

• Preliminary Design and Multi-Criteria Analysis of Solutions for Widening an Existing Concrete Bridge

Europe experienced the destruction of much infrastructure during World War II, followed by reflation and strong economic growth over the next two decades, allowing for a more permanent and permanent situation.

For a classic bridge with a lifespan generally around 80 years, it should be noted that these post-war structures will either need to be replaced or seriously strengthened in a few years. Furthermore, as needs also change over time, the transport infrastructure built during these years may no longer be adapted to actual needs – some bridges may thus need to be widened.

A case study was chosen to simulate the conditions under which the widening of such a bridge can be carried out. This road bridge in Vierzon, France is quite simple as it is made of simply supported prestressed concrete beams and reinforced concrete piers.

It was chosen in particular for its reduced size – three 30m fields and two lanes – which suited the project well. Based on some data provided during the initial construction of the bridge and based on visual inspection, this project proposes six technical solutions to double the actual number of lanes.

An evaluation of the performance of the solution is carried out according to three criteria – duration of the works, cost of the works and environmental impact – in order to provide recommendations on the optimal solution.

The results show that, despite the quick installation, adding steel beams is more expensive and has a greater environmental impact than adding prestressed concrete beams. Regarding the modification of the pillars, a solution proposing the expansion of the existing pillars is more suitable than the addition of new extra pillars according to all criteria.

Consequently, among all analyzed solutions, the optimal one is also the simplest one. Finally, limitations of the study and some suggestions for improvement are presented.

Criteria For Choosing A Project Topic

Obviously, there is no point in going into a subject that you know very little or nothing about. Of course, it can be argued that the student can become familiar with the material being discussed in the course of his studies. There are at least two problems with this: first, he may not be able to defend it to his superior. Second, he may find later that the topic is more difficult than expected or that the necessary materials are not available. He might even lose interest in the subject as a result of any of these unforeseen difficulties. The student must therefore bear in mind the following criteria:

• Interest In The Topic

Many students have abandoned their research topics in the middle of their research to find new ones because they did not have enough sustained interest in them in the first place. For some, they may have chosen it because a superior suggested it or others they couldn’t tell they didn’t have it. They might feel that rejecting the topic would be ungrateful on their part, which could be seen as an insult to the superior. in any case, it’s dangerous to take a subject you’re not really interested in, because when the going gets tough, your interest in the subject is what will keep you going more than anything else.

• A Researchable Topic

What makes a topic researchable is when you are able to collect reliable data and answer research questions. A topic that is researchable can be known using available and scientific tools and methods. Also, a topic may not be researchable not because the relevant data does not exist, but because the student does not have access to it.

• Feasibility Of Study

Feasibility of study refers to what it will take the student to complete the topic in terms of cost of study, financial cost and time frame of study. Therefore, it is of the utmost importance that the student estimates from the beginning that he has everything necessary to complete his studies financially and materially, and that he will be able to complete his studies in the time frame that is intended for this. If the answer to this is in the negative, he should leave the subject before embarking on it.

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Conclusion

Choosing the right final year project in civil engineering is critical to preparing the ground for a successful career. By choosing a topic that aligns with personal interests and current trends in the field, students can demonstrate their readiness to contribute to the field. Projects in BIM, smart cities and environmental sustainability will broaden your knowledge and make you a valuable asset to any organization in the civil engineering sector.

Ultimately, the best final year structural engineering projects are those that solve real problems, demonstrate technical expertise and push the boundaries of innovation. Whether you are interested in structural design, transportation or green solutions, there are many ideas to explore.

Hopefully, you now have a good understanding of what civil engineering is, what civil engineers do, and the importance of civil engineering in a society where structures are all around us that we constantly use in our daily lives. Civil engineers, like other engineers, have a huge responsibility to ensure that the public is safe and cared for and that their best interests are taken into account.