Design Of Composite Bridges Research Articles

Analysis Of Steel-Rcc Composite Deck Bridge

: In the literature, provisions for analysis and design of steel-RCC composite deck type truss and cable-stayed bridges do not exist. A composite deck type truss bridge model is analyzed using STAAD Pro V8i software and a model with the same dimensions is tested in the laboratory. The experimental test results are used to validate the STAAD analysis results.
 Bottom chord strain and mid-span deflection of the composite bridge model as found from the STAAD analysis and the laboratory experiment closely tally with each other. This validates the standard STAAD analysis results. However, in the top chord member, due to shrinkage cracks in the deck slab concrete, the experimentally recorded strain is higher by about 100% than the STAAD analysis result. 
 Shear force in studs is considerably large near supports and joints as compared to the midsection. Therefore, the design of shear studs may be carried out based on the shear forces in the studs found from the STAAD analysis. 
 Thus it is recommended that STAAD or any other standard finite element analysis software can be used for analysis and design of the composite bridges.

Highway Steel Composite Bridge Design using Limit State Design Method

Bridges are the pathways constructed over the obstacles without changing the alignment of the way beneath. While considering the design of steel composite bridges, Indian code is in the revision process; from Working Stress Method, it is updated to Limit State Design under IRC 24:2010. This paper illustrates a design example of a steel composite highway bridge with both longitudinal girders and cross girders under Limit State Design using IRC 24:2010 and IRC 22:2015. The concrete deck slab and steel girders together act as a composite structure which is connected using shear connectors. The effective span of the bridge is taken as 35m. There are four longitudinal girders having a spacing of 2750 mm c/c and cross girders are considered with spacing 5500mm c/c.

BRIDGE RE-DESIGN CLASS A COMPOSITE GIRDER (GIRDER BRIDGE CASE STUDY OF COMPOSITE CLASS C+) RANTAU BAKULA BANJAR DISTRICT

In Rantau Bakula village are its main bridge girder composite construction. Due to the condition of the existing bridge is felt not designed for vehicles with a large payload then re-design bridge girder composite with spans of 25 m and 9 m wide bridge.In this planning will be carried out load analyzes include: self weight, additional dead load (weight of asphalt and rainwater), load lane "D", pedestrian live load, brake force, load the truck "T", the wind load and earthquake load. Loading method refers to the imposition Standards For RSNI Bridge T-02-2005 whereas the method of structural design of composite bridges refers RSNI T-03-2005 Steel Structural Design For Bridge and SNI 03-1729-2002 on Procedures Design Steel Structures. From the planning to the pavement reinforcement obtained using principal reinforcement D 13-150 mm with shear D 13-90 mm. The main girder profiles used WF 900 x 300 x 16 x 32 and diaphragm WF 400 x 200 x 8 x 13 shear connector used stud with a size of 12 x 190 mm. The connection between girders using screws with a diameter of 20 mm. Abutment has a height of 2.75 m and a length of 10 m. Used caisson foundation amounted to 2 pieces with a length of 2 meters and a diameter of 3.5 m. Keywords: Rantau Bakula, bridge, girders, composite abutments, caisson.

DESIGN OF PERKUWEN BRIDGE PART WAY LONG IKIS-LAMBAKAN PASER TANA PASER REGENCY PROVINCE EAST KALIMANTAN

Long Kali is a sub-district of Paser Tana Paser Regency Prov. East Kalimantan. In this sub-district have two village separate by a river, that is Perkuwen river, there is bridge has a broke. Whereas the village very needed a bridge because it is used as a transportation infrastructure for peoples and also passed by vehicles transporting oil palm yields . Therefore, the design of composite bridges made with spans 25 m and 7 m wide bridge.In this plan the analysis of Standard methods of loading refers to the bridge imposition For RSNI T-02-2005 about composite bridge structure design method, refers to RSNI T-03-2005 about Steel Structural Design For Bridge, SNI 03-1729-2002 about Steel Structures Planning Procedures and SNI 03-2847-2002 about Concrete Structures Calculation for Building.The result is used the main girder profile SH 950 x 400 x 16 x 32 and diaphragm WF 400 x 200 x 8 x 13. Vehicle floor plate thickness 20 cm using quality concrete 30 MPa and quality reinforcing steel reinforcement 360 MPa with subject dividers reinforcement D22- 100 and D12-100 mm. In using concrete pavement 30 MPa D22-100 mm staple reinforcement and shear reinforcement rebars quality D12-100 mm 360 MPa. Concrete abutment in the form 25 MPa at 2 m height and length of 8,5 m. Steel pipe pile foundations quality 25 MPa are 16 pieces with a length of 10 meters and a diameter of 0.4 m.Keyword: Bridge, composite, steel pipe pile.

Research Progress on the Temperature Field of Steel-Concrete Composite Bridge

The research of the temperature effect of steel-concrete composite bridges is of great significance to ensure the safety and durability. The latest research progress in the field of composite bridge temperature field is introduced, including the temperature field test of indoor and outdoor composite bridge, the fine finite element model of bridge temperature field and temperature distribution law of composite bridge. The study proposes two vertical temperature distribution modes of composite bridges under the action of sunlight, which can be used as reference for composite bridge design.

Design of composite bridges with integral abutments

AbstractDedicated to Prof. Dr. Akimitsu Kurita on his 70th birthdayBridges are of vital importance to Europe's infrastructure and composite bridges have already become a popular solution in many countries, representing a well‐established alternative to concrete bridges. Their competitiveness depends on several factors such as site conditions, local costs of materials and labour and the contractor's experience. One outstanding advantage of composite bridges compared with concrete bridges is that the steel girders can carry the weight of the formwork and the fresh concrete during casting. Another major advantage is savings in construction time, which reduces disturbance to traffic and, consequently, saves money for the contractor, but even more so for road users – a fact that has been neglected for a long time. Recently, this factor has increasingly attracted attention as the latest studies show the need to take into account not only simple production costs, but also construction time and maintenance costs when deciding on a specific bridge type. All these needs are met by integral abutment bridges as well. In addition, this bridge type has the potential to outclass traditional bridges with transition joints as it not only reduces production and maintenance costs, but saves on economic and socio‐economic costs as well.

Finite element modelling and design of composite bridges with profiled steel sheeting

This article discusses the non-linear analysis and design of highway composite bridges with profiled steel sheeting. A three-dimensional finite element model has been developed for the composite bridges, which accounted for the bridge geometries, material non-linearities of the bridge components, bridge boundary conditions, shear connection, interactions among bridge components and bridge bracing systems. The simply supported composite bridge has a span of 48 m, a width of 13 m and a depth of 2.3 m. The bridge components were designed following the European code for steel–concrete composite bridges. The live load acting on the bridge was load model 1, which represents the static and dynamic effects of vertical loading due to normal road traffic as specified in the European code. The finite element model of the composite bridge was developed depending on additional finite element models, developed by the author, and validated against tests reported in the literature on full-scale composite bridges and composite bridge components. The tests had different geometries, different boundary conditions, different loading conditions and different failure modes. Failure loads, load–mid-span deflection relationships, load–end slip relationships, failure modes, stress contours of the composite bridge as well as of the modelled tests were predicted from the finite element analysis and compared well against test results. The comparison with test results has shown that the finite element models can be effectively used to provide more accurate analyses and better understanding for the behaviour and design of composite bridges with profiled steel sheeting. A parametric study was conducted on the composite bridge highlighting the effects of the change in structural steel strength and concrete strength on the behaviour and design of the composite bridge. This study has shown that the design rules specified in the European code are accurate and conservative for the design of highway steel–concrete composite bridges.

Design of Double Composite Bridges using High Strength Steel

High performance steel for bridges (HSB) which has higher performance in tensile, yield strength, toughness, weldability than common steels has been developed in Korea. HSB800 has a minimum tensile strength of 800MPa. However, design of long-span steel bridges with high strength steels is limited because of buckling and fatigue. In this paper, two concepts of composite and hybrid were utilized to solve the obstacles. Double-composite action in negative moment region was adopted to increase flexural stiffness of composite sections and to enhance buckling problems of steel plates. Combination of steel box girders and double-composite truss girders along the length of the bridges was also utilized to enable the design of longer span bridges. New continuous bridges with more than 100m span length were designed using the proposed concept and HSB. Effectiveness of each combination was discussed to suggest recommendations for the design of composite bridges with high performance steels.

Shear-lag effect in twin-girder composite decks

The paper presents a model for analysing the shear-lag effect on the slab of twin-girder composite decks subjected to static actions, support settlements and concrete shrinkage, which are the main actions of interest in composite bridge design. The proposed model includes concrete creep behaviour and shear connection flexibility. The shear-lag in the slab is accounted for by means of a new warping function. The considered actions are then applied to a realistic bridge deck and their effects are discussed. The proposed method is utilised to determine the slab effective widths for three different width-length ratios of the deck. Finally, a comparison between the results obtained with the Eurocode EC4-2 and those obtained with the proposed model is performed.

Design development of steel-concrete composite bridges in France

After a review of the market share of composite bridges in France as compared to other solutions the present paper gives information, for short and medium span length, on the cost efficiency of this type of solution compared to prestressed concrete bridge. Then, the paper presents the recent technical trends in the design of composite bridges in France which, partly, explain the regain of competitiveness and the favour of the owners. Further considerations on the innovation concerning recent developments of composite bridges are also given. Particular attention is drawn on the execution practices and design rules limiting the cracking in concrete bridge decks particularly at the early age.

Launching of the Vaux Viaduct

Environmental concerns played an important role in the planning of the last stretch of the A1 highway between Lausanne and Bern. Bridges and tunnels represent more than 72% of the length of this stretch of highway. One of the bridges is the Vaux Viaduct. This steel-concrete composite bridge, with launched main spans of 130 m, is another step of progress in composite bridge design and construction in Switzerland over the last three decades. The launching of the Vaux Viaduct required careful planning based on detailed calculations considering the patch-loading resistance and the complicated geometry of the bridges. These calculations allowed the most important parameters to be identified and subsequently monitored with view to keeping them within allowable limits. The monitoring of support reactions and adjustment of support levels during launching enabled the successful completion of the complex erection process.

Composite bridge design: The reanimation of steel bridge construction

Composite bridge design: The reanimation of steel bridge construction

Development in Brazilian steel bridge construction

Abstract In this paper the development in Brazilian steel and composite bridge design and construction is briefly dealt with chronologically from its early times with a short review of the steel bridge development in the world. Special consideration is given to some variety of important innovative steel and composite bridge construction such as the Victoria and Bertioga box girder and the Tocantins composite box girder bridge among others designed and constructed entirely in Brazil. Emphasis is also given to the new Brazilian Steel Code which is under review. Some research and development in relation to steel construction carried out since 1980 is described. Finally late developments and trends in design and research are also discussed.

State-of-the-art report for composite bridge research

The purpose of this paper is to review theoretical and design advances for composite bridges between 1970 and the present, 1992. As such, only references specifically related to composite bridges are included. Topics of specific interest have been identified: the steel sub-structure, the concrete slab, shear connectors, loads and load distribution, serviceability, maintenance, repair and rehabilitation. Trends influencing composite bridge design and future research needs are also identified.

Welded‐Versus Bolted‐Steel I‐Diaphragms in Composite Bridges

In the design of composite bridges, the North American practice either ignores or minimizes the contribution of transverse disphragms to the transverse load distribution; this results, among other disadvantages, in heavier longitudinal steel girders than necessary as well as in the loss of headroom. Recent tests have shown that when transverse steel I‐diaphragms are rigidly joined in a welded connection to the longitudinal steel girders, the wheel loads on the bridge become distributed in an orthotropic manner. The influence of bolted and welded transverse I‐diaphragms (to the longitudinal girders) on the response of composite bridges are investigated. Several composite bridge models were tested; repeated load tests were also conducted to examine the fatigue resistance of the longitudinal steel girders as influenced by the welding attachments. The experimental results are compared to theoretical ones based on the finite element method. It is concluded that the response of welded‐diaphragm composite bridges is superior to that of bolted‐diaphragm bridges and that this construction technique be used to rehabilitate existing composite bridges and/or improve their load rating.

Some remarks concerning the design of composite bridges

The paper deals with some aspects of the design and the construction of composite bridges, especially curved bridges, built lately in Switzerland. Firstly problems related to the stiffening of girder webs are considered; actual trends lead to longitudinally unstiffened webs with a reduced number of transverse stiffeners. The two possible arrangements for two-girder curved bridges, i.e. open framing and closed framing, are compared and some peculiarities of the analysis, both rigorous methods and approximate approaches, are mentioned and the corresponding limits of application are underlined. Finally the influence of a longitudinal slope and of temperature movements for curved bridges are presented.