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The first patents of prefabrication and the industrialization of reinforced concrete in Spain and Europe: 1886–1906
Published in João Mascarenhas-Mateus, Ana Paula Pires, Manuel Marques Caiado, Ivo Veiga, History of Construction Cultures, 2021
This patent therefore defines the constructive aspects of the system. These reinforced concrete pieces are designed to be stacked and transported without major problems. In 1903, an important patent was filed for prefabrication in reinforced concrete. It was a prefabricated concrete truss designed by Visintini, a Swiss architect. It had three variants: The Warren truss, the Pratt truss, and a double truss (Figure 12). The truss elements that are supposed to work in traction are reinforced, while those that are supposed to work in compression have no metal reinforcement.
Design of Tongmai Bridge on Sichuan-Tibet Highway
Published in Airong Chen, Xin Ruan, Dan M. Frangopol, Life-Cycle Civil Engineering: Innovation, Theory and Practice, 2021
X.L. Zhai, D.S. Chen, J.B. Wang, Y.C. Feng
The stiffening beam is steel truss type, with a total width of 13.4m. The stiffening beam standard cross section is shown in Figure 3. The main truss is the type of Warren truss. The truss height is 4.0m, the spacing of the two trusses is 13.0m, the length of the section is 5m, and the horizontal truss beam is set at each section. The K-shaped system is used in up and down flat union. The main truss upper and lower chords, the transverse beam upper and lower chords, the abdominal rod and the upper and lower flat joint are all using the cross-section with Q345qC steel.
Numerical study of damage detection of a truss bridge using pseudo local flexibility method
Published in Hiroshi Yokota, Dan M. Frangopol, Bridge Maintenance, Safety, Management, Life-Cycle Sustainability and Innovations, 2021
T.Y. Hsu, M.C. Lu, S.Y. Shiao, K.C. Chang, C.W. Kim
The target bridge constructed in 1959 was already studied by Chang & Kim (2016). It is a simply-supported through-type steel Warren truss bridge. The span length, maximum height, and width of the bridge is 59.2 m, 8.2 m, and 3.6 m, respectively.
Connectivity of two-dimensional assemblies: trusses and roads
Published in Civil Engineering and Environmental Systems, 2021
In the unweighted case, where only the form is considered, the Fractal truss seems to be better-connected one (Table 2). However, in the weighted analysis, the Warren truss is the one with the least value of relative betweenness. From Figure 7 (unweighted analysis), we see that all the removed members are chord members. It appears then that chord members are more loosely connected than the inner members. This is true initially for the weighted analysis as well – see Figure 8(a) for truss T1; outputs for trusses T2 & T3 are not shown in this paper (but see Kantheepan 2020). This can be changed, however, by increasing the axial rigidity of the chord members. Figure 8(a–c) shows the changes in generation 01 for truss T1 (Fractal truss) as the chord member axial rigidity is increased. Note that Figure 8 needs to be interpreted as is Figure 7 above – the member thicknesses are proportional to the edge betweenness at generation 01; and the members removed are those with the highest edge betweenness at generation 0 (full truss).
The Dongting Lake Bridge for an Expressway in China: Design, Construction and Analysis
Published in Structural Engineering International, 2020
The SDTL Bridge comprises a warren truss with verticals. The steel truss beam is 35.4 m wide and 9.0 m high, and the length of the standard steel truss segment is 16.8 m long with a weight of 324 t. The whole truss girder was divided into 115 constructional segments. On each node of the main truss, a transverse truss was set, which was composed of the upper transverse beam, lower transverse beam, and vertical and diagonal bracing members. To strengthen the rigidity of the bridge deck, steel longitudinal beams were set at the central separator and the quarter-span position of the upper transverse beam. The longitudinal beam has a inverted T-section, and its web is welded to the bridge deck. Two transverse ribs are also set between every two transverse trusses; the transverse trusses have an I-shaped section, with an interval of 2.8 m. The plate–truss composite girder section is shown in Fig. 3.
Influence of long-span bridge deformation on driving quality of high-speed trains
Published in International Journal of Rail Transportation, 2023
Xiaozhen Li, Haonan He, Ming Wang, Ping Wang
This paper takes a suspension bridge with a main span of 1092 m in Figure 1 as an example. The span arrangement is 84 + 84 + 1092 + 84 + 84 m. The main girder is of the Warren truss type with a truss width of 30 m and a centre lifting point distance of 43 m. The total width of the superstructure is 46 m, and its truss height and main truss spacing were 16 and 14 m. The upper and lower chords of the main truss are all box-shaped sections, and the web members are I-shaped and box-shaped sections. The cross section of the bridge adopts a double deck layout scheme, the upper layer is a highway bridge deck, and the lower layer is a railway bridge deck. The distance between the main lines is 4.6 m. The cross section of the main truss is shown in Figure 1(b).