The document summarizes research on developing new stress-ribbon pedestrian bridges that are stiffened by arches or cables. It describes two types of structures being studied: 1) A two-span stress-ribbon deck supported and stiffened by a central arch. 2) A suspension structure formed by a straight or arched stress-ribbon fixed at the abutments and stiffened by external bearing cables. The paper presents the structural solutions, analysis methods, and some preliminary results from testing scale models.
The document discusses stress ribbon bridges, which are tension structures similar to suspension bridges. Stress ribbon bridges are characterized by smooth, catenary curves and have pre-tensioned cables anchored into supporting structures. They can be supported by flexible saddles, parabolic haunches, or intermediate arch supports. Precast deck segments are slid into place and joined with cast-in-place composite slabs. Post-tensioning of tendons occurs after hardening to finalize the bridge's shape and determine sag. Stress ribbon bridges provide an economical and aesthetically pleasing option with minimal maintenance needs.
About Suspension Bridges:
A suspension bridge is a type of bridge in which the deck (the load-bearing portion) is hung below suspension cables on vertical suspenders. The first modern examples of this type of bridge were built in the early 19th century. Bridges without vertical suspenders have a long history in many mountainous parts of the world.
This document provides an analysis and design overview of a cable-stayed bridge project. It introduces cable-stayed bridges and their components, including pylons, decks, cables, and bearings. The project involves the design of a three-span cable-stayed bridge with two 130m pylons and an 80-cable system arranged in a double plane configuration. The bridge deck is 28m wide with 6 lanes and consists of I-girders, X-girders, and stringers. Cables are initially 12cm in diameter and spaced 12m apart. Bridge components and construction are further described. Tests on cable-stayed bridge models are also outlined.
Cable-stayed bridges have two main types - fan type and harp type. Variations include side-spar bridges with a single offset tower, cantilever-spar bridges with forward and backward cantilevers, and multiple-span bridges. The Millau Viaduct bridge in France is the tallest bridge in the world at 343 meters and has the highest road deck in Europe at 270 meters. It is 2,460 meters long with pylons up to 87 meters tall and uses over 55 cables in each pylon secured with galvanization, wax, and polyethylene sheathing.
The Chenab Bridge is a railway bridge under construction in Jammu and Kashmir, India. It will have a 359 meter deck height, 1,315 meter length, and a main arch span of 485 meters, making it the highest railway bridge in the world. The bridge is part of a new railway line project and will improve transportation in the mountainous region. Its design and construction present many challenges due to the complex geology and difficult terrain.
The document discusses precast concrete construction. It defines precast concrete as concrete that is cast in reusable molds and cured in a controlled environment off-site before being transported to the construction site. Benefits of precast construction include better quality control during curing, less weather dependence, faster construction time, and lower costs. Examples of precast concrete applications include buildings, bridges, retaining walls, and transportation products. The document also discusses design considerations, formwork, casting, handling, transportation and erection of precast concrete elements.
The Jammu-Udhampur-Srinagar-Baramulla Railway Link project aims to connect the Kashmir valley to the Indian railway network via a 345km route. It is divided into four sections, with the most challenging being the 129km Katra-Qazigund section that requires extensive tunneling and bridge construction, including a 359m tall Chenab bridge and 11km Pir Panjal tunnel. The project faces geological and security challenges but aims to improve transportation and economic development in the region.
The document discusses stress ribbon bridges, which are tension structures similar to suspension bridges. Stress ribbon bridges are characterized by smooth, catenary curves and have pre-tensioned cables anchored into supporting structures. They can be supported by flexible saddles, parabolic haunches, or intermediate arch supports. Precast deck segments are slid into place and joined with cast-in-place composite slabs. Post-tensioning of tendons occurs after hardening to finalize the bridge's shape and determine sag. Stress ribbon bridges provide an economical and aesthetically pleasing option with minimal maintenance needs.
About Suspension Bridges:
A suspension bridge is a type of bridge in which the deck (the load-bearing portion) is hung below suspension cables on vertical suspenders. The first modern examples of this type of bridge were built in the early 19th century. Bridges without vertical suspenders have a long history in many mountainous parts of the world.
This document provides an analysis and design overview of a cable-stayed bridge project. It introduces cable-stayed bridges and their components, including pylons, decks, cables, and bearings. The project involves the design of a three-span cable-stayed bridge with two 130m pylons and an 80-cable system arranged in a double plane configuration. The bridge deck is 28m wide with 6 lanes and consists of I-girders, X-girders, and stringers. Cables are initially 12cm in diameter and spaced 12m apart. Bridge components and construction are further described. Tests on cable-stayed bridge models are also outlined.
Cable-stayed bridges have two main types - fan type and harp type. Variations include side-spar bridges with a single offset tower, cantilever-spar bridges with forward and backward cantilevers, and multiple-span bridges. The Millau Viaduct bridge in France is the tallest bridge in the world at 343 meters and has the highest road deck in Europe at 270 meters. It is 2,460 meters long with pylons up to 87 meters tall and uses over 55 cables in each pylon secured with galvanization, wax, and polyethylene sheathing.
The Chenab Bridge is a railway bridge under construction in Jammu and Kashmir, India. It will have a 359 meter deck height, 1,315 meter length, and a main arch span of 485 meters, making it the highest railway bridge in the world. The bridge is part of a new railway line project and will improve transportation in the mountainous region. Its design and construction present many challenges due to the complex geology and difficult terrain.
The document discusses precast concrete construction. It defines precast concrete as concrete that is cast in reusable molds and cured in a controlled environment off-site before being transported to the construction site. Benefits of precast construction include better quality control during curing, less weather dependence, faster construction time, and lower costs. Examples of precast concrete applications include buildings, bridges, retaining walls, and transportation products. The document also discusses design considerations, formwork, casting, handling, transportation and erection of precast concrete elements.
The Jammu-Udhampur-Srinagar-Baramulla Railway Link project aims to connect the Kashmir valley to the Indian railway network via a 345km route. It is divided into four sections, with the most challenging being the 129km Katra-Qazigund section that requires extensive tunneling and bridge construction, including a 359m tall Chenab bridge and 11km Pir Panjal tunnel. The project faces geological and security challenges but aims to improve transportation and economic development in the region.
The document discusses stress ribbon bridges. It begins by explaining that a stress ribbon bridge is a tension structure similar to a suspension bridge, with suspension cables embedded in the deck which follows a catenary arc. Unlike simple suspension bridges, the ribbon is stressed in compression which adds stiffness. Supports provide upward thrusting arcs to change the grade between spans. Stress ribbon bridges are typically reinforced concrete with steel tensioning cables to prevent excessive flexing from vehicle traffic. Fewer than 50 have been built worldwide due to their rare design.
A stressed ribbon bridge (also stress-ribbon bridge or catenary bridge) is a tension structure (similar in many ways to a simple suspension bridge). The suspension cables are embedded in the deck which follows a catenary arc between supports. Unlike the simple span, the ribbon is stressed in traction, which adds to the stiffness of the structure (simple suspension spans tend to sway and bounce).
what is a ribbon bridge
stress ribbon pedestrian bridges
cancer symbols and colors
bridge materials for sale
materials used to build bridges
used bridge
material used in construction
interesting civil engineering topics
civil engineering topics for presentation
seminar topics pdf
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civil seminar topics ppt
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Prestressed concrete is a combination of steel and concrete that uses compressive stresses applied during construction to oppose tensile stresses that occur in use. There are three main types: pre-tensioned concrete uses steel tendons tensioned before concrete is placed; bonded post-tensioned concrete uses unstressed steel placed then tensioned after curing; and unbonded post-tensioned concrete provides freedom of movement between steel and concrete. Pre-tensioned concrete requires molds that can resist internal forces and calculations to account for losses over time. Prestressed concrete provides benefits like reduced cracking and corrosion, higher strength, and more economical construction for bridges compared to steel.
This document summarizes the key components and geological considerations for constructing a suspension bridge. It discusses how suspension bridges are comprised of main cables, hangers, and decks hung below cables on vertical suspenders. The document also notes that fractured shale, which can be permeable and unstable, is a poor location for anchors. Instead, it recommends anchoring into nearby granite bedrock over 500 meters below or using concrete slabs with rock bolts to stabilize fractured shale. Regular bridge inspections, including underwater inspections checking for scour every 5 years, are also important for maintenance.
This document provides an overview of different types of bridges, including their basic designs, histories, and functions. It discusses beam bridges, arch bridges, suspension bridges, cantilever bridges, truss bridges, cable-stayed bridges, floating bridges, and culverts. The document describes the key forces and materials involved in each bridge type and how they are able to span different distances. It also gives brief histories on the development of bridges from ancient times to modern innovations in bridge engineering.
The Golden Gate Bridge spans the Golden Gate, connecting San Francisco to Marin County. Construction began in 1933 and was completed in 1937, making it the longest suspension bridge in the world at the time. The bridge consists of two large concrete anchorages, steel towers, suspender cables that hang from main cables, and a deck suspended below. It was a pioneering engineering feat that presented many challenges due to the location's harsh environment and seismic activity. The iconic bridge remains one of the most beautiful examples of suspension bridge design.
Post-tensioning is an effective alternative for earthquake-prone regions and dense populations in India. It has advantages over ordinary reinforced concrete like higher seismic resilience, less concrete usage, stiffer foundations, and faster construction. Post-tensioning involves threading steel tendons through ducts and tensioning them after concrete pouring. It provides better crack control, economy, quality, and efficiency. While widely used in other countries, post-tensioning is not yet common in India but has applications in slabs, buildings, and foundations.
INDUSTRIAL TRAINING OF FLYOVER CONSTRUCTIONBhavek Sharma
The Public Works Department has a long history of infrastructure development in the state. It is responsible for constructing and maintaining roads, bridges, and government buildings. Originally, irrigation and public health engineering were also part of the PWD. Since its inception, the department has strived for excellence through continuous improvement and engineering milestones.
The document discusses cable suspension bridges, including their components, types, evolution, construction sequence, uses of anchorage, structural analysis and loads, software used in design, structural failures, and examples of major suspension bridges around the world. Suspension bridges consist of main cables hung between towers that support the deck, and vertical suspender cables connect the deck to the main cables. The document outlines the typical components and provides details on the construction process for building cable suspension bridges.
The document provides details about the construction of a two-lane bridge over a railway crossing in Moradabad, India by UP State Bridge Corporation Limited. It summarizes the key components of the bridge, including pile foundations with friction piles, pier foundations, pier caps, pedestals, bearings, abutments, girders, deck slabs, and crash barriers. It also provides details on the materials used, such as concrete grades between M30-M40 and rebar sizes from 6mm to 32mm. Construction testing methods like slump tests, sieve tests, and cube tests are also summarized.
The document discusses the proposed design of a cable suspension bridge connecting Haldia Dock Complex to Kalitala, West Bengal, India. The 3,310 meter long bridge would cross the busy Hooghly River. Key components of the bridge design include the deck, stiffening girder, pylons, suspension cables, and foundations. Loads such as dead load, live load, wind load, and seismic load will be considered in the structural analysis. The objectives are to design and analyze the bridge using STAAD Pro software and assess the environmental impact using Simapro.
Stress ribbon bridges are tension structures similar to suspension bridges. They transmit loads via tension in the deck to anchored abutments. Unlike simple spans, the ribbon is stressed in compression, adding stiffness. The first was built in Switzerland in the 1960s. They consist of precast concrete planks supported by bearing tendons and separate prestressing tendons to create the catenary shape. Stress ribbon bridges are economical, aesthetic, and require minimal maintenance.
The basic components and parts of a bridge include the superstructure, bearings, and substructure. The superstructure includes the deck and girders that support the roadway. Bearings allow movement between the superstructure and substructure and transmit loads. The substructure includes piers, abutments, and foundations that support the superstructure and transfer loads to the ground. Piers are vertical structures that support spans while abutments retain earth at the ends of the bridge and transfer loads into the ground. Foundations distribute bridge loads evenly into the soil or rock.
The document summarizes a presentation on the conceptual design of the Chenab Bridge in India. The bridge will be the longest railway arch bridge in the world, crossing the Chenab River between Bakkal and Kauri in Jammu and Kashmir. It will carry two railway tracks on a steel girder deck designed to withstand winds up to 100 km/h for at least 120 years. The bridge's design and construction methods had to overcome challenges from the mountainous terrain and lack of local infrastructure.
Prestressed concrete is concrete that is placed under compression prior to service loads being applied through tensioning of steel tendons. This counteracts tensile stresses from loads to improve the performance of the concrete. Eugene Freyssinet is considered the father of prestressed concrete, developing techniques like high strength steel wires and conical wedges for post-tensioning in the 1930s-1940s. Prestressing can be through pre-tensioning or post-tensioning, depending on if the steel is tensioned before or after the concrete is cast. Popular post-tensioning systems include Freyssinet, Magnel Blaton, Gifford-Udall, and Lee-McCall methods. Prestressed concrete provides
Workshop under the Capacity Building Programme of the Southern Road Connectivity Project / Expressway Connectivity Improvement Plan Project, March 2016
Prestressed concrete ,post tensioning ,pre tensioning, where normal concrete can not be used and need of more strength is required this type of concrete are used. Metal bars are replaced by the tendoms which are generally used to create tension in concrete. So because of that beam bends in upward direction and when load is applied it come in normal conditon.
The document summarizes the Chenab Bridge project in Jammu and Kashmir, India. It discusses:
1) The need for the bridge as part of the Udhampur-Baramulla railway project to improve transportation in the mountainous terrain.
2) Key details of the bridge design including a 467m long steel arch bridge with a 1315m total length and 320m height above the Chenab River.
3) International design standards that were used to supplement Indian standards given the large spans, including standards from Britain, the UIC, and Eurocodes.
Basic information of bridge
The bridge site
Description of bridge
Design of bridge
Construction method
Conclusion
uploaded by muzafar farooq zhcet amu aligarh
This document discusses stress ribbon bridges. It provides an introduction to stress ribbon bridges, describing them as slender concrete deck segments placed on bearing cables shaped like a catenary curve. It explains their construction, comparing them to simple suspension bridges. Advantages include being economical, aesthetic, environmentally friendly structures that require little material and can be erected without falsework. Stress ribbon bridges transfer loads via tension in the thin, precast concrete deck between cable-anchored abutments.
Stress ribbon and cable supported pedestrian bridgesMasum Majid
This document discusses the analysis and design of stress ribbon and cable supported pedestrian bridges. It begins with an introduction to stress ribbon bridges, which consist of tensioned cables embedded in a thin concrete deck that directly supports pedestrian loads. Several structural systems for cable supported bridges are then presented, including stress ribbon structures, suspension bridges, and cable-stayed bridges. The document focuses on analyzing the static and dynamic behavior of stress ribbon structures through modeling and examples. It evaluates how the stiffness of the concrete deck influences structural response to loading. The key findings are that a fully prestressed concrete deck provides both tension and bending stiffness, improving the bridge's load carrying ability and stiffness compared to alternatives like timber boards or partially prestressed concrete.
The document discusses stress ribbon bridges. It begins by explaining that a stress ribbon bridge is a tension structure similar to a suspension bridge, with suspension cables embedded in the deck which follows a catenary arc. Unlike simple suspension bridges, the ribbon is stressed in compression which adds stiffness. Supports provide upward thrusting arcs to change the grade between spans. Stress ribbon bridges are typically reinforced concrete with steel tensioning cables to prevent excessive flexing from vehicle traffic. Fewer than 50 have been built worldwide due to their rare design.
A stressed ribbon bridge (also stress-ribbon bridge or catenary bridge) is a tension structure (similar in many ways to a simple suspension bridge). The suspension cables are embedded in the deck which follows a catenary arc between supports. Unlike the simple span, the ribbon is stressed in traction, which adds to the stiffness of the structure (simple suspension spans tend to sway and bounce).
what is a ribbon bridge
stress ribbon pedestrian bridges
cancer symbols and colors
bridge materials for sale
materials used to build bridges
used bridge
material used in construction
interesting civil engineering topics
civil engineering topics for presentation
seminar topics pdf
best seminar topics for civil engineering
civil seminar topics ppt
civil engineering seminar topics 2019
seminar topics for mechanical engineers
mechanical engineering seminar topics 2018
Prestressed concrete is a combination of steel and concrete that uses compressive stresses applied during construction to oppose tensile stresses that occur in use. There are three main types: pre-tensioned concrete uses steel tendons tensioned before concrete is placed; bonded post-tensioned concrete uses unstressed steel placed then tensioned after curing; and unbonded post-tensioned concrete provides freedom of movement between steel and concrete. Pre-tensioned concrete requires molds that can resist internal forces and calculations to account for losses over time. Prestressed concrete provides benefits like reduced cracking and corrosion, higher strength, and more economical construction for bridges compared to steel.
This document summarizes the key components and geological considerations for constructing a suspension bridge. It discusses how suspension bridges are comprised of main cables, hangers, and decks hung below cables on vertical suspenders. The document also notes that fractured shale, which can be permeable and unstable, is a poor location for anchors. Instead, it recommends anchoring into nearby granite bedrock over 500 meters below or using concrete slabs with rock bolts to stabilize fractured shale. Regular bridge inspections, including underwater inspections checking for scour every 5 years, are also important for maintenance.
This document provides an overview of different types of bridges, including their basic designs, histories, and functions. It discusses beam bridges, arch bridges, suspension bridges, cantilever bridges, truss bridges, cable-stayed bridges, floating bridges, and culverts. The document describes the key forces and materials involved in each bridge type and how they are able to span different distances. It also gives brief histories on the development of bridges from ancient times to modern innovations in bridge engineering.
The Golden Gate Bridge spans the Golden Gate, connecting San Francisco to Marin County. Construction began in 1933 and was completed in 1937, making it the longest suspension bridge in the world at the time. The bridge consists of two large concrete anchorages, steel towers, suspender cables that hang from main cables, and a deck suspended below. It was a pioneering engineering feat that presented many challenges due to the location's harsh environment and seismic activity. The iconic bridge remains one of the most beautiful examples of suspension bridge design.
Post-tensioning is an effective alternative for earthquake-prone regions and dense populations in India. It has advantages over ordinary reinforced concrete like higher seismic resilience, less concrete usage, stiffer foundations, and faster construction. Post-tensioning involves threading steel tendons through ducts and tensioning them after concrete pouring. It provides better crack control, economy, quality, and efficiency. While widely used in other countries, post-tensioning is not yet common in India but has applications in slabs, buildings, and foundations.
INDUSTRIAL TRAINING OF FLYOVER CONSTRUCTIONBhavek Sharma
The Public Works Department has a long history of infrastructure development in the state. It is responsible for constructing and maintaining roads, bridges, and government buildings. Originally, irrigation and public health engineering were also part of the PWD. Since its inception, the department has strived for excellence through continuous improvement and engineering milestones.
The document discusses cable suspension bridges, including their components, types, evolution, construction sequence, uses of anchorage, structural analysis and loads, software used in design, structural failures, and examples of major suspension bridges around the world. Suspension bridges consist of main cables hung between towers that support the deck, and vertical suspender cables connect the deck to the main cables. The document outlines the typical components and provides details on the construction process for building cable suspension bridges.
The document provides details about the construction of a two-lane bridge over a railway crossing in Moradabad, India by UP State Bridge Corporation Limited. It summarizes the key components of the bridge, including pile foundations with friction piles, pier foundations, pier caps, pedestals, bearings, abutments, girders, deck slabs, and crash barriers. It also provides details on the materials used, such as concrete grades between M30-M40 and rebar sizes from 6mm to 32mm. Construction testing methods like slump tests, sieve tests, and cube tests are also summarized.
The document discusses the proposed design of a cable suspension bridge connecting Haldia Dock Complex to Kalitala, West Bengal, India. The 3,310 meter long bridge would cross the busy Hooghly River. Key components of the bridge design include the deck, stiffening girder, pylons, suspension cables, and foundations. Loads such as dead load, live load, wind load, and seismic load will be considered in the structural analysis. The objectives are to design and analyze the bridge using STAAD Pro software and assess the environmental impact using Simapro.
Stress ribbon bridges are tension structures similar to suspension bridges. They transmit loads via tension in the deck to anchored abutments. Unlike simple spans, the ribbon is stressed in compression, adding stiffness. The first was built in Switzerland in the 1960s. They consist of precast concrete planks supported by bearing tendons and separate prestressing tendons to create the catenary shape. Stress ribbon bridges are economical, aesthetic, and require minimal maintenance.
The basic components and parts of a bridge include the superstructure, bearings, and substructure. The superstructure includes the deck and girders that support the roadway. Bearings allow movement between the superstructure and substructure and transmit loads. The substructure includes piers, abutments, and foundations that support the superstructure and transfer loads to the ground. Piers are vertical structures that support spans while abutments retain earth at the ends of the bridge and transfer loads into the ground. Foundations distribute bridge loads evenly into the soil or rock.
The document summarizes a presentation on the conceptual design of the Chenab Bridge in India. The bridge will be the longest railway arch bridge in the world, crossing the Chenab River between Bakkal and Kauri in Jammu and Kashmir. It will carry two railway tracks on a steel girder deck designed to withstand winds up to 100 km/h for at least 120 years. The bridge's design and construction methods had to overcome challenges from the mountainous terrain and lack of local infrastructure.
Prestressed concrete is concrete that is placed under compression prior to service loads being applied through tensioning of steel tendons. This counteracts tensile stresses from loads to improve the performance of the concrete. Eugene Freyssinet is considered the father of prestressed concrete, developing techniques like high strength steel wires and conical wedges for post-tensioning in the 1930s-1940s. Prestressing can be through pre-tensioning or post-tensioning, depending on if the steel is tensioned before or after the concrete is cast. Popular post-tensioning systems include Freyssinet, Magnel Blaton, Gifford-Udall, and Lee-McCall methods. Prestressed concrete provides
Workshop under the Capacity Building Programme of the Southern Road Connectivity Project / Expressway Connectivity Improvement Plan Project, March 2016
Prestressed concrete ,post tensioning ,pre tensioning, where normal concrete can not be used and need of more strength is required this type of concrete are used. Metal bars are replaced by the tendoms which are generally used to create tension in concrete. So because of that beam bends in upward direction and when load is applied it come in normal conditon.
The document summarizes the Chenab Bridge project in Jammu and Kashmir, India. It discusses:
1) The need for the bridge as part of the Udhampur-Baramulla railway project to improve transportation in the mountainous terrain.
2) Key details of the bridge design including a 467m long steel arch bridge with a 1315m total length and 320m height above the Chenab River.
3) International design standards that were used to supplement Indian standards given the large spans, including standards from Britain, the UIC, and Eurocodes.
Basic information of bridge
The bridge site
Description of bridge
Design of bridge
Construction method
Conclusion
uploaded by muzafar farooq zhcet amu aligarh
This document discusses stress ribbon bridges. It provides an introduction to stress ribbon bridges, describing them as slender concrete deck segments placed on bearing cables shaped like a catenary curve. It explains their construction, comparing them to simple suspension bridges. Advantages include being economical, aesthetic, environmentally friendly structures that require little material and can be erected without falsework. Stress ribbon bridges transfer loads via tension in the thin, precast concrete deck between cable-anchored abutments.
Stress ribbon and cable supported pedestrian bridgesMasum Majid
This document discusses the analysis and design of stress ribbon and cable supported pedestrian bridges. It begins with an introduction to stress ribbon bridges, which consist of tensioned cables embedded in a thin concrete deck that directly supports pedestrian loads. Several structural systems for cable supported bridges are then presented, including stress ribbon structures, suspension bridges, and cable-stayed bridges. The document focuses on analyzing the static and dynamic behavior of stress ribbon structures through modeling and examples. It evaluates how the stiffness of the concrete deck influences structural response to loading. The key findings are that a fully prestressed concrete deck provides both tension and bending stiffness, improving the bridge's load carrying ability and stiffness compared to alternatives like timber boards or partially prestressed concrete.
The document discusses stress ribbon bridges, which are a type of suspension bridge where cables are embedded in the deck below the walking surface. Stress ribbon bridges follow a catenary profile and transmit loads via tension in the sagging deck to anchored abutments. The document outlines the history, form, construction techniques, applications, advantages, and recent advances of stress ribbon bridges. Stress ribbon bridges are economically efficient, aesthetically pleasing, require minimal maintenance, and can be erected without falsework.
Design and analysis of stress ribbon bridgeseSAT Journals
Abstract
A stressed ribbon bridge (also known as stress-ribbon bridge or catenary bridge) is primarily a structure under tension. The tension cables form the part of the deck which follows an inverted catenary between supports. The ribbon is stressed such that it is in compression, thereby increasing the rigidity of the structure where as a suspension spans tend to sway and bounce. Such bridges are typically made RCC structures with tension cables to support them. Such bridges are generally not designed for vehicular traffic but where it is essential, additional rigidity is essential to avoid the failure of the structure in bending. A stress ribbon bridge of 45 meter span is modelled and analyzed using ANSYS version 12. For simplicity in importing civil materials and civil cross sections, CivilFEM version 12 add-on of ANSYS was used. A 3D model of the whole structure was developed and analyzed and according to the analysis results, the design was performed manually.
Keywords: Stress Ribbon, Precast Segments, Prestressing, Dynamic Analysis, Pedestrian Excitation.
1. Stress-ribbon bridges consist of slender concrete deck segments placed over bearing cables in a catenary shape. The deck segments are prestressed to stiffen the structure and provide stability to the cables. These bridges have smooth, curved shapes that blend into the environment and clearly show the flow of internal forces.
2. A new type of stress-ribbon bridge combines the structure with an arch to support or suspend the deck. This helps address the disadvantage of large horizontal forces in classical stress-ribbon bridges. Physical models have proven the structural behavior of stress-ribbon bridges supported by arches.
3. Several stress-ribbon bridges have been built that combine the structure with an arch, including pedestrian
Design and analysis of stress ribbon bridgeseSAT Journals
Abstract
A stressed ribbon bridge (also known as stress-ribbon bridge or catenary bridge) is primarily a structure under tension. The tension cables form the part of the deck which follows an inverted catenary between supports. The ribbon is stressed such that it is in compression, thereby increasing the rigidity of the structure where as a suspension spans tend to sway and bounce. Such bridges are typically made RCC structures with tension cables to support them. Such bridges are generally not designed for vehicular traffic but where it is essential, additional rigidity is essential to avoid the failure of the structure in bending. A stress ribbon bridge of 45 meter span is modelled and analyzed using ANSYS version 12. For simplicity in importing civil materials and civil cross sections, CivilFEM version 12 add-on of ANSYS was used. A 3D model of the whole structure was developed and analyzed and according to the analysis results, the design was performed manually.
Keywords: Stress Ribbon, Precast Segments, Prestressing, Dynamic Analysis, Pedestrian Excitation.
This document introduces base isolation as a seismic retrofitting technique. It defines base isolation as decoupling a structure's superstructure from its substructure using structural elements. The document discusses the principle of base isolation, which is to isolate the structure from ground movement. It compares base isolation to other retrofitting techniques, noting advantages such as reduced structural damage and maintenance costs. The document also outlines different base isolation systems using elastomeric bearings and sliding systems. Examples of base isolation projects and companies utilizing the technique are provided. The document suggests government initiatives and training to develop base isolation in India.
Base isolation is one of the most widely accepted seismic protection systems in earthquake prone areas. It mitigates the effect of an earthquake by essentially isolating the structure from potentially dangerous ground motions, especially in frequency range where building is mostly affected. This includes
Concept of Base Isolation
Principle of Base Isolation
Comparison of Fixed Base Structure and Isolated Base Structure
Types of Isolation Components
Base Isolation in Real Buildings
Applications of Base Isolation
With the increase of span length of steel box truss
arch bridge,the problem of nonlinear effect becomes even more
promient.The ultimate bearing capacity is an important means of
evaluate the performance of bridge safety.So it is significant
important in the practical engineering to study the ultimate
bearing capacity of long-span half-through steel box truss arch
bridge.A Yangtze River Highway Brige is a long-span
half-through steel box truss arch bridge with a main span 519
m.The ultimate bearing capacity of the structure are analyzed
using the spatial finite element model.The results show that the
influence of nonlinearities must be considered in the analysis of
ultimate bearing capacity.
In order to facilitate large containerships through the Albert Canal, four lock bridges needed to be elevated and refurbished. SCIA Engineer proofed once more to be an excellent software to do the modelling and dimensioning of the bridges.
Time history analysis of braced and unbraced steel StructuresSoumitra Das
This document summarizes a study that analyzed the behavior of braced and unbraced steel structures under earthquake loading through time history analysis. A 10-story steel building was designed and analyzed with no bracing, concentric bracing, and eccentric bracing. Earthquake records from Imperial Valley of varying magnitudes were applied. Results showed that the cross-braced structure experienced the highest bending moments and shear forces at the base of corner columns compared to other bracing types. While the concentric braced structure was found to be safer with smaller displacements, the eccentric braced structure was determined to be the most economical option.
The document presents a finite element analysis of concrete filled steel tube (CFT) beams subjected to flexure. A numerical model was developed using ANSYS to predict the flexural behavior and moment capacity of circular and rectangular CFT beams. The model considered the material properties of steel and concrete, and incorporated the interaction between concrete and steel. Results of the numerical analysis for moment capacity were compared to experimental data. For circular CFT beams, the predicted capacities matched well with experimental values. The analysis showed rectangular CFTs can provide good confinement of the concrete core.
International Journal of Engineering and Science Invention (IJESI) is an international journal intended for professionals and researchers in all fields of computer science and electronics. IJESI publishes research articles and reviews within the whole field Engineering Science and Technology, new teaching methods, assessment, validation and the impact of new technologies and it will continue to provide information on the latest trends and developments in this ever-expanding subject. The publications of papers are selected through double peer reviewed to ensure originality, relevance, and readability. The articles published in our journal can be accessed online.
Comparative Analysis between Tube in Tube Structure and Conventional Moment R...IRJET Journal
This document compares the performance of a conventional moment resisting frame structure to a tube-in-tube steel structure through computer modeling and analysis. Five 50-story building models are analyzed: a conventional frame, two tube-in-tube structures with different column spacing, and two tube-in-tube structures with additional X bracing. The analyses indicate that the tube-in-tube structures perform better in resisting lateral loads but have greater displacements. Reducing column spacing and adding bracing in the tube-in-tube models increases their stiffness and decreases displacements and drift, while increasing base shear and accelerations. The tube-in-tube structure with close column spacing and bracing provides the best performance against static and dynamic loads
This paper involves an experimental investigation on the flexural behaviour of curved beams and comparison of its results with conventional beams. Curved beams of size 1200 x 150 x 100 mm with varying initial curvature as 4000mm, 2000mm and the concrete strength as M40 is considered. Various reinforcement are provided in the curved beams to predict which reinforcement detail would give more resistant over maximum loading. The material properties of cement, fine aggregate, coarse aggregate and the compressive strength of concrete cube were found out. A total of 12 specimens of curved beams were casted with various combination of reinforcement along with three control specimens. The beams are tested under two point loading both horizontally and vertically. The deflection and maximum moment carrying capacity are investigated to understand its strength. Also analytical modelling is done to determine the ultimate moment carrying capacity using Finite Element Software ABAQUS to compare with the experimental model.
The document discusses the design and construction of composite bridge piers made of steel pipes and concrete. Experimental tests on scaled pier models showed that the composite piers had higher deformation performance and more stable seismic behavior than conventional reinforced concrete hollow piers. The composite piers exceeded maximum deformation but had relatively small residual displacement after earthquakes. The analytical models of composite piers showed lower deformation performance than experimental results because they could not account for the contribution of ductile steel pipes and high-strength strands. A new construction method called Hybrid Slipform Method provides rapid construction and reduced labor for the composite piers.
Rail Structure Interaction Analysis of Steel Composite Metro BridgeIRJET Journal
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Stress ribbon bridges stiffened by arches or cables
1. 1
2nd Int. PhD Symposium in Civil Engineering 1998 Budapest
STRESS-RIBBON BRIDGES STIFFENED BY ARCHES OR
CABLES
Tomas Kulhavy
Technical University of Brno, Department of Concrete and Masonry Structures
Udolni 53
61200 Brno, Czech Republic
SUMMARY
At present research on the development of new stress-ribbon pedestrian bridges is being
carried out. The classical stress-ribbon deck is combined with arches or cables. The
studied structures are two span stress-ribbon supported and stiffened by an arch and
suspension structure formed by a straight or arched stress-ribbon. The paper presents
structural solutions, methods of static and dynamic analysis as well as some results.
Keywords: stress-ribbon, arch, suspension stress-ribbon, modelling, load test
1. INTRODUCTION
Stress-ribbon pedestrian bridges are very economical, aesthetical and almost
maintenance-free structures. They require minimal quantities of materials. They are
erected independently from the existing terrain and therefore they have a minimum
impact upon the environment during construction. One disadvantage of the traditional
stress-ribbon type structures is the need to resist very large horizontal forces at the
abutments. It determines the cost of that solution in many cases. Another characteristic
feature of the stress-ribbon type structures, in addition to their very slender concrete
decks, is that the stiffness and stability are given by the whole structural system using
predominantly the geometric stiffness of the deck. At present research on the
development of new structures combining classical stress-ribbon deck with arches or
cables is being carried out.
The first studied type is a stress-ribbon structure supported by an arch designed by Prof.
Strasky (Fig.1). The stress-ribbon deck is fixed into the side struts. Both the arch and
struts are founded on the same footings. Due to the dead load the horizontal force both
in the arch and in the stress-ribbon have the same magnitude, but they act in opposite
Nnnn
Fig.1 Stress-ribbon stiffened by an arch
2. 2
directions. Therefore the foundation is loaded only by vertical reactions. This self-
anchoring system allows a reduction in the costs of substructure.
The second type of studied structures is a suspension structure formed by a straight or
arched stress-ribbon fixed at the abutments (Fig.2). External bearing cables stiffen the
structure both in the vertical and horizontal directions. Horizontal movements caused by
live load are eliminated by stoppers, which only allow horizontal movement due to
temperature changes and creep and shrinkage of concrete.
2. STRESS-RIBBON STIFFENED BY AN ARCH
The structure in Fig.3 was designed for study purposes. The structure combines a steel
tube arch with a span length of 77 m with a modified stress-ribbon type deck. The arch
is formed by two steel tubes. The steel tubes are supported on concrete foundations. The
tubes have a diameter of 0.60 m and a thickness of 30 mm. The steel arches support the
deck formed by a stress-ribbon of two spans assembled from precast segments. The
deck is fix-connected at midspan with the arch. Steel plates supporting the deck extend
for a short distance from the midspan outwards towards the sides to help keep a
maximum variability in the slope of 8%. At both ends, the stress-ribbon is fixed to a
diaphragm supported by two inclined cast-in-place concrete struts fixed in the
foundations of the arch. The diaphragm is supported by tension pin piles. The
foundation is supported by compression pin piles. The structure forms a self-anchoring
system, where the horizontal forces from the stress-ribbon are transferred by the
inclined concrete struts to the foundation where they are balanced against the horizontal
component of the arch.
Fig.2 Suspension stress-ribbon
Fig.3 Studied structure
3. 3
3. MODELLING OF THE STRESS-RIBBON STIFFENED BY AN ARCH
The development of the structure is carried out in two basic ways. The first type of
development is based on detailed mathematical modelling. The bridge is analyzed by
Ansys as a geometrically non-linear structure for both static and dynamic loads. In the
beginning a preliminary plane frame model was prepared to design the dimensions of
the members. At present a detailed three-dimensional model of the structure is being
prepared.
Model tests are the second type of development. The dynamic response of the structure
to wind load was tested using a scaled aeroelastic model. Tests were performed by Prof.
Pirner at the Institute of Theoretical and Applied Mechanics, Academy of Sciences of
the Czech Republic. The aerodynamic stability of the bridge was checked in a wind
tunnel. At present a test model built to a scale of 1:10 is also being assembled in our
department. The behaviour of the structural members and new details will be verified
using this model by a static load test.
3.1 Model 1:10 - similitude
Similitude is based on conservation of the geometry of the model in its deformed state.
This assumption allows the same level of stresses in the model as in the real structure.
Parameter Real structure Model Scale
Length L Lm L Lm/ = 10
Displacement d dm d dm/ = 10
Area A Am A Am/ = 102
Moment of inertia I Im I Im/ = 104
Modulus of elasticity E Em E Em/ = 1
Force F Fm F Fm/ = 102
Bending moment M Mm M Mm/ = 103
Linear force g gm g gm/ = 10
Stress σ σm σ σ/ m = 1
Strain ε εm ε ε/ m = 1
Tab.1 Similitude scales
According to the scales in Tab.1 geometry, cross-sections and additional loads were
determined. Additional dead load was calculated as follows:
concrete deck g mm add, . /= 2 250 kN
steel arch gm add, .= 0 759 kN / m
4. 4
3.2 Structural solution of the model
Fig.4 General view of the model - elevation and plan
The model approximately 10 m long is fixed to a steel frame anchored to a test room
floor (Fig.4). The height of the model above the floor is sufficient to apply the
additional dead load determined by the previous calculations. The arch is formed by
using two steel tubes 60 mm in diameter and a wall 3 mm thick. Transfer of the
horizontal component of the stress-ribbon axial force to the arch foundation is ensured
by two inclined steel struts. The vertical reaction of the deck is anchored to the steel
5. 5
frame using steel ties. The bearing and prestressing cables are modelled by two
monostrands 15.5 mm in diameter. The deck is assembled from precast segments and
monolithically connected to the end diaphragm. The cross section shape was simplified
to a rectangle 0.50 m in width and 18 mm thickness. Considering the similitude (Tab.1),
the cross section area of the scaled segments corresponds to the real structure cross
section area. The additional load will be applied through the steel bars anchored to the
segments (Fig.5). Three segments are connected to the steel arch at midspan. The
connection provides a sufficient stability of the arch and transfers the stress-ribbon axial
force caused by an unsymmetrical live load to the arch.
Fig.5 Cross-section of the model
3.3 Measurement
The strains of the concrete and steel will be measured at selected measuring points
during the loading of the model. Furthermore, deflections of the deck and arch will be
measured. The model will be loaded in two phases. Firstly the load test for standard
load will be performed after the deck assembling and prestressing. The structure will be
checked for several live load positions. The second phase of the test will be delayed to
involve the influence of creep and shrinkage. A test of the ultimate bearing capacity will
be carried out at the end of the experiment.
4. SUSPENSION STRESS-RIBBON
Pedestrian bridges formed by a suspension stress-ribbon are very slender structures.
Structural stiffness and response of the structure to static and dynamic loads is given
especially by a structural solution. A form of connection between the deck and external
bearing cables, a kind of boundary condition at pylons or abutments and geometry of
bearing cables influence structural behaviour. Slender suspension structure is especially
sensitive to a live load placed on a part of the suspension span and to a wind load.
Support of the deck in a horizontal direction provided by a stopper was designed and
analyzed during the study and development of this structural type. This device allows
horizontal movement due to temperature changes and due to the creep and shrinkage of
concrete. At the same time the device stops horizontal movement due to short-term
loads like a live load, wind load or earthquake. Deck deflection and bending moments
6. 6
are reduced due to zero or very small horizontal movement. Natural frequencies and
mode shapes were also determined during the dynamic analysis. The influence of the
aforementioned structural arrangements on frequencies and mode shapes was studied.
The structure allows one to place an observation platform at midspan. But dynamic
behavior is influenced by platform positioning, weight and area. For this reason the
aerodynamic stability of the structure was checked in a wind tunnel.
4.1 Parametric study
Fig.6 Geometry of the studied structure
Fig.7 Load cases
A suspension pedestrian bridge formed by a straight stress-ribbon deck, external bearing
cables and suspenders with a span length L = 99 m was analyzed in this parametric
study (Fig.6). The structure was analyzed as a geometrically non-linear two-dimensional
frame structure. Two basic types of deck-cable connection were designed. The deck was
connected to the cable through the suspenders along the whole span length in the first
variant. In the second one the cable was fixed to the deck at midspan. Both variants
were analyzed for three different initial sags of the bearing cable : F = L / 8, F = L /10
and F = L / 12. In addition fixed hinge or sliding hinge supports of the deck together
7. 7
with four values of the deck moment of inertia were considered. All the structures were
loaded by three basic load cases (Fig.7).
4.2 Results of the parametric study
The obtained results are here presented in graph form. The study was very extensive and
that is why only some conclusions are presented in this paper. The influence of deck-
cable connection at midspan is showed in Fig.8. The reduction of the deck deflection is
the most important in load case 3. The deflection of flexible decks is positively
influenced by fixed hinge supports (Fig.9). It is caused by an activation of higher deck
axial force due to larger deflections (Fig.10). The same conclusion can be reached
regarding deck bending stresses.
Fig.8 Influence of fixed deck-cable connection - fixed supports - F = L / 8
Fig.9 Influence of fixed hinge supports - variant 1 - F = L / 8
5. CONCLUSIONS
The main disadvantage of stress-ribbon pedestrian bridges is the large horizontal forces,
which must be anchored to the ground. A new structural type combining stress-ribbon
with a slender arch and eliminating this disadvantage is presented in this paper. The
process of the development includes both mathematical modelling and experimental
0
50
100
150
200
250
300
350
I 10 x I 100 x I 1000 x I
Deck moment of inertia : I = 0.005 m
4
Max.deckdeflection[mm]
LC3-var.1
LC3-var.2
0
100
200
300
400
500
I 10 x I 100 x I 1000 x I
Deck moment of inertia : I = 0,005 m
4
Max.deckdeflection[mm]
LC3
LC4
LC3-fix.supp.
LC4-fix.supp.
8. 8
methods. The main goal of the research is to check the structural response to static and
dynamic loads, design of structural members and finally design of new details. The
results of the performed analyses and experiments will make a practical design of this
aesthetic structure easier in the future.
Fig.10 Influence of fixed deck-cable connection - fixed supports - F = L / 8
Different parametric studies were performed during the study of pedestrian bridges
formed by a suspension stress-ribbon. The studies were focused on different structural
arrangements and their comparisons. The bending stresses of the slender deck
assembled from precast segments can be efficiently reduced by using stoppers. An
appropriate choice of support type and bearing cable geometry can significantly stiffen
the structure both in longitudinal and in transverse directions.
6. ACKNOWLEDGEMENTS
The new stress-ribbon structures described in this paper are studied under the financial
support of the Czech Grant Project No.103/96/35 ‘Stress-Ribbon Bridges Stiffened by
Arches or Cables’. Tomas Kulhavy also wishes to thank his supervisor, Prof. Jiri
Strasky, for his leadership during the PhD study.
7. REFERENCES
Fischer, O., Kolousek, V., Pirner, M. (1977), “Aeroelasticity of structures“ (in Czech),
Akademia, Prague
Gimsing, N. J. (1983), “Cable supported bridges“, John Wiley & Sons, New York
Schlaich, J., Engelsmann, S. (1996), “Stress Ribbon Concrete Bridges“, Structural
Engineering International, No. 4, pp. 271-274
Walther, R. (1988), “Cable stayed bridges with slender deck“, Test report No. 81.11.03,
Lausanne
Strasky, J. (1995), “Pedestrian Bridge at Lake Vranov, Czech Republic“, Civil
Engineering, August 1995, pp. 111-122
Strasky, J., Pirner, M. (1986), “DS-L stress-ribbon footbridges“, Dopravni stavby,
Olomouc
0
500
1000
1500
2000
2500
3000
3500
4000
I 10 x I 100 x I 1000 x I
Deck moment of inertia : I = 0,005 m4
Deckaxialforce[kN]
LC3-var.1
LC3-var.2