China
Africa
Explore chapters and articles related to this topic
Research on optimization of seismic design of continuous rigid frame bridges with high and low piers based on parameters of main piers and tie beams
Published in Mohd Johari Mohd Yusof, Junwen Zhang, Advances in Civil Engineering: Structural Seismic Resistance, Monitoring and Detection, 2023
The main girder of continuous rigid frame bridge has more reasonable stress and larger span capacity because of the rigid frame system formed between main girder and pier. The pier plays an important role in structural force and has more advantages than continuous girder bridge (Zhang 2018). With the continuous advancement of bridge construction, large-span and high-low pier continuous rigid frame bridges are more and more common in complex engineering sites with complicated terrain conditions (Xu 2017). At present, the main pier of continuous rigid frame bridge generally adopts the structure form of double-legged thin-walled pier, which reduces the peak negative bending moment at the pier top of the main girder and make the distribution of internal force of the main girder more reasonable; Besides, the double-thin-walled pier has strong flexural and transverse torsional resistance along the bridge, which can ensure the safety and stability during the construction of the bridge. Although the pushing rigidity along the bridge is relatively small, the flexible structure system of high pier can effectively curtail the influence of concrete shrinkage and creep, temperature change and earthquake action (Xu 2017).
Final Engineering Design
Published in Connie Kelly Tang, Lei Zhang, Principles and Practices of Transportation Planning and Engineering, 2021
A girder bridge refers to a bridge where its slab is supported by girders. Girders can be constructed with rolled steel girders, plate girders, structural steel box girders, prestressed concrete box girders, or composite reinforced concrete and steel girders. A cross section of the box is typically rectangular or trapezoidal. The load from the slab is transferred to the girder and then to the piers and abutments (Figure 6.6b).
Reinforced Concrete Bridges
Published in Wai-Fah Chen, Lian Duan, Bridge Engineering Handbook, 2019
Jyouru Lyang, Don Lee, John Kung
Longitudinally reinforced slab bridges have the simplest superstructure configuration and the neatest appearance. They generally require more reinforcing steel and structural concrete than do girder-type bridges of the same span. However, the design details and formworks are easier and less expensive. It has been found economical for simply supported spans up to 9 m and for continuous spans up to 12 m.
Damage identification in bridge structures: review of available methods and case studies
Published in Australian Journal of Structural Engineering, 2023
In recent years, damage detection of prestressed concrete (PSC) girder bridges has gained considerable attention. To ensure the safety and serviceability of these bridges, engineers are required to inspect the girders and tendons on a regular basis. Kim et al. (2010) developed a novel hybrid health monitoring system for the tendon and girder damage detection in prestressed concrete (PSC) girder bridges based on sequential vibration-impedance approaches. The proposed system which is shown in Figure 11 included three phases: warning of the damage incident by means of acceleration characteristics, prestress-loss and added-mass classification of damage by means of impedance and vibration characteristics, and damage extent and location evaluation by means of modal strain damage index approaches. A laboratory-scaled model was used to evaluate the applicability of the proposed system. The proposed system evaluated the extent and location of the damage with high precision but was unable to evaluate the severity of the damage. The sequential impedance-based damage detection is a type of local structural health monitoring (SHM), so it does not cover the whole structure. Additionally, this local SHM has the potential to detect small damages as it requires locally sensor arrays (Kim et al. 2010).
Main Cable Shape of Short Span in Three-Tower Suspension Bridge
Published in Structural Engineering International, 2022
Zhijian Hu, Yasir Ibrahim Shah, Xiao Li, Jianwei Huang
The main girder is composed of a steel-concrete composite beam. Lateral movable bearing is set at the middle tower's beam end to reduce the vertical displacement and longitudinal displacement; the multi-directional movable bearing at the beam ends and the edge only restricts the vertical displacement. The transverse wind bearing is set between the main beam and the main tower. The steel beam is made of Q845qD steel, and the concrete bridge deck is made of C55 concrete with a thickness of 20 cm. The steel-concrete composite beam connects the steel beam and the concrete bridge deck by shear studs. The standard section length of the main beam is 9.0 m, the length of the beam end section at the side tower is 8.5 m. The webs and bottom plates are connected with M30 high-strength bolts. Fig. 2(a) shows the stiffening beam section, and Fig 2(b) shows the cross-section of the main cable strand. The main tower is steel concrete combined with a portal frame structure composed of upper and lower tower columns and upper beams. The lower tower column is a concrete structure; the upper tower column and upper beam are steel structures. Hight of the side tower is 61.9 m, and the middle tower is 69.8 m. The center distance of the tower columns is 35.5 m. The front view of the main tower is shown in Fig 3.
Inclusion of environmental impacts in life-cycle cost analysis of bridge structures
Published in Sustainable and Resilient Infrastructure, 2020
Zhujun Wang, David Y. Yang, Dan M. Frangopol, Weiliang Jin
The girders of a simply supported bridge are used herein as an example to illustrate the selection of structural material based on EC-incorporated initial cost. The layout of the bridge superstructure is presented in Figure 3. The bridge span is 12 m. Two structural materials are available for the girders: steel and prestressed reinforced concrete (RC).The deck is composed of two 3.6 m-lanes and two 1m-sidewalks, bearing the HS20-44 lane loads, two-axle truck loads and pedestrian loads (AASHTO, 2002). The girders are designed based on the Strength I load combination (AASHTO, 2002), considering truck loads, lane loads, pedestrian loads and permanent loads. The load conditions are presented in Figure 4.