With the continuous increase in transportation volume, bridges face the challenge of carrying higher traffic loads. As a result, bridges undergo fatigue due to repeated and increasing loads, leading to progressive deterioration of their structural reliability. While existing codes already account for several variables affecting the concrete's ability to withstand compression fatigue, some critical factors are still not considered. Furthermore, the modelling aspects of Finite Element Analysis (FEA) are often simplified or disregarded in practical applications, leading to an inaccurate estimation of fatigue life for concrete. As a result, a considerable number of bridges may be rejected for fatigue despite the possibility that they are not susceptible to this issue.
To address these issues, this thesis presents a parametric study that explores and quantifies the influence of various parameters on the fatigue life of inverted T-girder bridges, focusing on modelling aspects and material degradation. For this reason, a special case study was specifically designed to fail in fatigue within its lifespan. The fatigue analysis process employed both analytical and numerical methods, with the fatigue failure of the beams determined based on the bending failure at the beam's midspan criterion. A basic case was established as a basis for analysis, and the effect of each parameter was evaluated by incorporating it into the basic case and calculating the fatigue life of the bridge.
The analysis results demonstrate that stress distribution affecting parameters are significantly important in determining the fatigue performance of a bridge. The analysis identified that accounting for the gradual development of prestress losses, rather than instantaneous losses, and utilising area loads for vehicle modelling are critical aspects that substantially prolong the bridge's fatigue life. Furthermore, performing a historical lane configuration analysis is crucial for accurately assessing fatigue, as it significantly impacts the fatigue life of the bridge and identifies its critical components. The inclusion of material degradation caused by cyclic loading in the fatigue analysis is highly advantageous. It can even result in the bridge no longer being susceptible to fatigue. It is worth noting that accounting for the cracking of the slab in the lateral has a major negative effect on the fatigue life of the bridge. However, it is necessary to include it in the analysis to avoid an inaccurate and overly optimistic fatigue assessment. The study also provides specific equations to calculate the effect of time-dependent traffic volume on fatigue life. Lastly, the research investigated other parameters, such as the composite action of the structural components, which had a minor effect on the fatigue life of the bridge.
It is important to note that the influence percentage of most parameters cannot be generalised to all bridges, as they are contingent on specific factors unique to each case. Nevertheless, this research provides insights into the magnitude and contribution of the investigated parameters' effect on the fatigue life of concrete bridges, outlining those that must be necessarily included in the fatigue assessment.

Bridges are exposed to dynamic forces – such as pedestrians crossing a bridge or the wind force acting on a bridge – which cause vibration of the structure. When a structure is forced at one of its eigenfrequencies it deforms into a corresponding shape leading to major deformations, which, in the worst-case scenario, can lead to collapse of the structure, as happened to the Tacoma Narrows bridge in 1940. It is thus very important to know the dynamic characteristics of a structure. For glass structures no specific limit values are defined, this is why it is interesting to investigate the dynamic behaviour of a glass bridge This thesis aims to predict the structural response of TU Delft’s Glass Truss Bridge when subjected to static and dynamic loads. The studied bridge is a footbridge, connecting the TU Delft campus to the Green Village, and is unique in the aspect that glass diagonals have been used in its construction. Through an iterative procedure of modeling, virtual testing and updating the model of the bridge, the dynamic response of the bridge is predicted. The study shows that the response of the bridge is between the European Guidelines’ limits for (steel) footbridges. Maximum acceleration of the bridge is found at 500mm/s and the lowest eigenfrequency is out of range of that of joggers. The sensitivity analysis shows that the parameters having the most influence on the bridge’s response are the diameter of the glass diagonals and the soil density. Using the outcome of the sensitivity analysis a dynamic testing protocol is recommended that outlines the optimal test setup for modal testing of the bridge. Through the simulated dynamic tests ten of the twenty eigenfrequencies of the bridge are found. For each of these frequencies, the damping is approach and modeshapes are reconstructed based on the imaginary plots of the Frequency Response Functions. The latter show a good correlation with the modeshapes obtained from the model.

In situations with spatial limitations where a bridge is desired, a skewed bridge is a solution. The bridge deck of a skewed bridge has the shape of a parallelogram, in which the angle that remains in the acute corners is defined as the skew angle. This thesis focuses on the design of reinforced concrete skewed slab highway bridges that are simply supported on discrete bearing pads. A parametric tool is created which, based on a set of values for input parameters, generates and analyzes bridge models created in a finite element method (FEM) software program. After analysis, results are summarized, which allows for a parametric study. The goal of this study is to develop knowledge for decision-making in early stages of projects. The influence of main geometric parameters (skew angle, bridge span length, bridge road width) on the load distribution in a skewed bridge is investigated, as well as the influence of FEM mesh element size, applied plate theory, traffic load configuration and support configuration. Another important parameter, being the bridge deck height, is set to be dependent to the span length at first. Skewed slab bridges tend to span from support to support in the shortest direction. This means that loads will concentrate in the obtuse corner. Resultant quantities, mainly bending moments and shear force in the obtuse corner, are studied on their relation with the different parameters. The obtuse corner load concentrations can require the bridge height to become larger than desired. A powerful measure is to add additional triangular sections (ATS) to the side of the bridge, which increases its width. This way, the road skew angle no longer equals the bridge skew angle. Load concentrations in the obtuse corners are reduced, which can result in a lower deck height, less reinforcement, or both. The effect of ATS addition on resultants is studied: great reduction is observed, even for relatively small ATS addition. In order to relate the bridge deck height to bridge geometry, a reinforcement study is conducted. A procedure is described for a certain cross-section, in which the resultants are known from models generated by the parametric tool. Starting point is the longitudinal bending reinforcement based on the crack width criterion, which is usually governing in bridge design. Next, required shear reinforcement is calculated. Following, the ultimate bending moment capacity is checked, which is found to be always sufficient for crack-width-based reinforcement design. Finally, optimization (different bar diameters, add or remove a reinforcement layer, deck height reduction) is investigated and applied if possible. Using the procedure described above, a case study is conducted. A highly skewed bridge (road skew angle of 20◦) is taken. Starting with 0◦, ATS is added in steps of 5◦. For each geometry, a model is created with the tool after which resultants are used for the reinforcement design. For a bridge span of 13.7 m and a road width of 8.3 m, the first bridge (no ATS, skew angle of 20◦) was found to lie beyond the limits of reinforced concrete. Two layers of 40 mm bars required fatigue-sensitive couplers, while detailing and proper anchorage would prove to be unconstructible. Increasing the cross-section also increased governing moments due to concrete self-weight and therefore is not an option. Addition of a 5◦ ATS resulted in a 900 mm high bridge deck, which seems possible to construct. Addition of 10◦ resulted in a 750 mm high deck, 15◦ into 600 mm and further ATS addition reduced deck height even more. Although it should be noted that ATS addition increases deck surface, a significant reduction in deck height can be obtained. ATS addition is shown to be a powerful measure. Depending on project situation, it can provide optimization and cost savings; the parametric tool is proven to be useful in investigating this.