Transverse Girder Research Articles

Analysis of Girder Deflection in a Simulated Bridge Using SAP 2000: Study Case of Nongsa Pura Bridge

Within structural engineering, bridges demonstrate how the practical import of scientific hypotheses becomes clear to humanity. Engineers use computer simulations and models to anticipate how the bridge will react under various stresses and what its response is likely given all sorts of environments over its life span. The construction of the Nongsa Pura Bridge in Batam, which showcases cutting-edge civil engineering accomplishments customized to local requirements, represents a critical turning point in the region's infrastructure improvement. This paper aims to analyze the deflection of a Nongsa Pura Planning Simulation using SAP2000 software. This research uses secondary data and the author's assumptions as necessary data to design a bridge. The results of this research are deflection values for the main girder, transverse girder, and longitudinal girder. In the main girder, the most considerable deflection value is 0,0778724 m. In contrast, in the transverse girder, the most considerable deflection value is 0,034118 m, and the longitudinal beam has the most considerable deflection value of 0,077809 m.

ANALYSIS OF THE CAPACITY OF A WARREN TYPE STEEL FRAME BRIDGE USING MIDAS CIVIL 2019 SOFTWARE

There are two access bridges that have different functions, i.e., to cross the Ciliwung river as an access road from the RSCM Kencana building to RSCM Kirana, where there is access to the bridge that is specifically for car/motorcycle riders and a special bridge for pedestrians. However, the density of motorists and pedestrians can hinder traffic access. Thus, supporting infrastructure was built, namely a vehicle bridge and connecting pedestrians from the Kencana RSCM building to the Kirana RSCM building. The type of built bridge is a concrete slab steel frame bridge. This study aims to determine the values of the ultimate moment, shear, and axial forces that occur with the object viewed from the longitudinal and transverse girders whether they exceed the nominal profile value or not, and the deflections that occur on the behavior of the structure on the bridge based on SNI 1725:2016 loading with the aisstance of the MIDAS Civil 2019 software. The results of the calculation and capital analysis on the MIDAS Civil 2019 software, the values of the internal forces on the object under review do not exceed the nominal strength value of the profile. First, the girder extends against ultimate moment of ϕMn ≥ Mu = 3.762,080 kNm ≥ 528,869 kNm, against shear force ϕVn ≥ Vu = 1.095,444 kN ≥ 909,282 kN, against axial compressive force ϕPn ≥ Pu = 8.532,876 k N ≥ 3.115,265 kN, to the axial tensile force ϕPn ≥ Pu 7.726,842 kN ≥ 2.434,744 kN. Second, the transverse girder with respect to the ultimate moment of ϕMn ≥ Mu = 1.242,046 kNm ≥ 53,723 kNm, against the shear force ϕVn ≥ Vu=1.076,400 kN ≥ 81,513 kN, against the axial compressive force ϕPn ≥ Pu = 3.805,349 kN ≥ 255,812 kN .The deflection value that occurs at the ultimate state of the structural behavior of the bridge is 48.70 mm, this value is smaller than the allowable deflection of 55 mm, making the bridge structure is safe when it receives the ultimate load.

Redesign of The Overpass Bridge Structure at Km 839+450 Toll Road Pasuruan-Probolinggo Using Parker Type Truss Bridge

The Overpass Bridge Km 839+450 Pasuruan - Probolinggo Toll Road which is located in Leces District, Probolinggo Regency, East Java has a total span length of 144 meters with a Girder I bridge type. This bridge has 5 spans with 4 pillars. The writer want to redesign the bridge into 2 spans to increase the free space under the bridge overpass. The Parker truss bridge type was chosen because it has the lightest self-weight compared to other types of steel truss bridges. This parker type steel truss bridge is planned with a length of 72 m, a width of 12 m, and a height of 13 m. The bridge is designed for 1 lane which has 2 main lanes and 1 emergency lane. From the analysis carried out, the thickness of the vehicle floor plate is 20 cm with concrete fc 30 MPa and reinforcement Fy 410 MPa. The steel structure uses BJ 41 steel quality with profile dimensions on longitudinal girders WF 300.300.10.15, transverse girder profile dimensions using WF 700.300.13.24, main frame girder dimensions using WF 552.500.50.50 & WF 552.475.25.30, transverse wind ties using WF 294.200.8.12, as well as cross wind ties using the L 250.250.35. For the connection, high-strength bolts of type A325 with Fy 820 MPa are used with a diameter of 24 mm and a connection plate which is L 100.100.10, L 120.120.12, and a 25 mm thick plate. on the main frame connection. The placement of the bridge uses the placement of Typer Elastomeric Bearings coated with steel plates with dimensions of 600x600x150 mm. Steel truss bridge parker type has the advantage that the upperstructure's own weight is lighter than the existing bridge, the difference in weight reaches 33,07 %.

Numerical investigation of an ice-breaking LNGC cargo containment system based on experimental verification

In recent years, the international situation becomes serious, which causes a shortage of energy supply. This trend makes the ice-breaking LNGC become potential because of the short transportation advantage of Arctic route. The new ship type brings a demand for the comprehensive safety assessment of LNGC cargo containment system (CCS), where the ice load should be further considered. The traditional CCS model with single insulation box and simply support condition may not accurately reflect the energy transfer mechanism and the dynamic response. In this study, the full-scale experiment is conducted and a refined CCS numerical model in the range of 3 × 3 insulation boxes is proposed. Firstly, the support structure from the inner hull is taken as the flexible boundary condition and the connection form between each component is taken into consideration. Subsequently, the numerical model is verified by the full-scale impact and modal experiment. The verification results show that the 3 × 3 analysis model has a larger effective response range and higher calculation accuracy. Finally, some simplified ship-ice collision scenarios are conducted to study the responses of CCS. The results show that the transverse girder plate is the main support structure of CCS under ship-ice collision. Then the insulation box is subjected to the ice load transferred from the inner hull structure via mastic rope, while being constrained by the coupler. The ice loads have a greater effect on the response of CCS than the structural design of insulation box.

PERENCANAAN JEMBATAN CABLE STAYED 200 METER (Studi Kasus : Jembatan Cijambe Garut)

In this final project, we discuss the Planning of a Cable Stayed Bridge with a Length of 200 meters. This bridge has a length of 200 meters with a span of 180 meters and an edge span of 20 meters. The bridge cable configuration uses a semi harp pattern with a two planes system cable position. The bridge has a vehicle floor width of 6.00 meters, and a sidewalk of 1.5 meters right and left. As for the results of this design, the secondary structure of the bridge consists of railings with a hollow steel profile with a diameter of 60.5, curbs with a thickness of 250 mm, a vehicle floor plate with a thickness of 200 mm concrete slab and 50 mm asphalt, and a girder consisting of a WF 1300,550 transverse girder. 28.34, longitudinal girder WF 600.200.11.17, and cantilever girder WF 300.150.6.5.9 for the connection of the girder itself using a simple connection with an L elbow plate. While the main structure consists of the main girder using rectangular twin box girders with dimensions of 2500.1500.50.50, then stay cable is made up of 7 – wire strands with a diameter of 15.2 mm and a pylon which is designed using reinforced concrete material with dimensions of 4000 mm x 3000 mm with a cavity inside.

ANALISIS STRUKTUR TIPE WARREN UNTUK RANGKA ATAS JEMBATAN (STUDI KASUS: JEMBATAN KOTO ILALANG, BASO)

The bridge structure calculation should be carried out in detail and thoroughly. Like any other civil buildings, bridges involve the livelihood of many people. So that a small mistake in planning can be fatal. The Air Koto Ilalang Bridge, which is located on the border of Payakumbuh – Baso, has an important role in connecting Bukittinggi, Limapuluh Kota and Payakumbuh as well as being part of the main connecting route between West Sumatra Province and Riau. Built in 1980, this bridge took a reconstruction in 2020. In this study, an analysis was carried out on the superstructure of the Koto Ilalang bridge with warren type of structure ; loading analysis, calculation of reinforcement for floor plates and the sidewalks, calculating the profile of the transverse girder and the main girder of the bridge. The results show that the bridge floor plate thickness is 30 cm. And the dimensions of the reinforcement on the floor slab are reinforcement 16 – 200 mm at the pedestal and the field. For stringers and transverse girders, steel structure profiles are used IWF 582.300.12.17 as stringers, IWF 900.300.16.28 as transverse girders, IWF 428.407.20.35 as main girders. Meanwhile, the deflection control obtained a value of 1.1224 cm, where this figure is still within the safe limit because the allowable deflection limit is 9 cm.Keywords: Steel, Bridge, Warren Trus, Stringer

A Bayesian approach for site-specific extreme load prediction of large scale bridges

To measure uncertainties of site-specific extreme loads for a signature bridge, a probabilistic method is developed based on structural health monitoring data in the Bayesian context. Compared with respective design loads, the probability of the predicted extreme load exceeding the design one is used to determine whether the design load is sufficient. The generalized Pareto distribution was first employed to model extreme value information. Then, Bayesian estimation was applied to predict probabilistic distributions of extreme loads, accounting for uncertainties within the prediction process. Finally, the effectiveness of the proposed method was validated through wind speed and temperature measurements from the Nanjing Dashengguan Yangtze River Bridge. The extreme wind speed and four types of thermal loads were predicted based on site-specific monitored loading data by using Bayesian estimation of the generalized Pareto distribution. As a result, the design wind speed and design change in uniform temperature are sufficient for the signature bridge. However, the probability that the predicted extreme vertical girder temperature difference exceeds the design one is 99.96%, and the probabilities subject to the transverse girder temperature difference and tower temperature difference are almost 100%.

PERENCANAAN ULANG JEMBATAN TALANG DI JALAN JUPRI KELURAHAN PISANGCANDI MALANG DENGAN MENGGUNAKAN STRUKTUR RANGKA BAJA

Bridge are structures that are made to cross ravines or obstacles, such as rivers, railroad tracks, or highways. Gutter bridges are included in the type of water crossing bridge or also known as aqaduct. In actual conditions this gutter bridge has a lot of damage caused by several factors. Based on this, research is needed to re-plan the entire construction of the gutter bridge. The data needed is data from measurements on existing conditions and Malang city HSPK in 2019. Planning is done using modeling using STAAD Pro V8i software. The loading analysis method uses SNI 1725-2016 and for stem and connection control uses RSNI T-03-2005. The profiles used in this plan are the single profile of Isolation Elbow 65.65.9 in the upper main girder, the single profile of Isolation Elbow 60.60.6 in the transverse girder and upper bracing, and the single profile of Elbow Feet 55.55.6 on other trunks with type of steel BJ 37. From the analysis results obtained and the conclusion that the self weight of the entire upper structure weighs 814,068 kg, the largest compressive force with a value of 11,517,418 kg or 112,985,871 N, the bending moment in the diaphragm girder that supports the live load and dead load additional rod 109 is 838,874 N-m or 838,874.00 N-mm, the largest tensile strength is 4,187,521 kg or 41,079.58 N, the connection uses high quality bolt joints A325 type with a diameter of 16 mm and uses a gusset plate with a thickness of 10 mm, and the calculation of the required Budget Plan is Rp 159.067.800,00.

Site-Specific Extreme Load Estimation of a Long-Span Cable-Stayed Bridge

To provide benefit for design, rating, evaluation and management of signature bridges, site-specific extreme wind speeds, structural temperatures, and traffic load effects of a long-span cable-stayed bridge were estimated using relatively long-term structural health monitoring (SHM) data and compared with respective design values in this paper. The generalized Pareto distribution was adopted and briefly introduced to predict the extreme values in consideration of its advantage in making full use of limited measurement data available. The configuration and characteristics of the 3rd Nanjing Yangtze River Bridge and its SHM system were then presented. The extreme wind speed at the deck level and the four extreme temperatures of the bridge were estimated and compared with the corresponding design values. After a brief introduction to the simulation of traffic load effects, five extreme traffic load effects were finally estimated and compared with the design ones. The comparative results showed that the site-specific extreme wind speed, uniform girder temperature change, and five traffic load effects are all lower than the respective design values. The site-specific extreme vertical and transverse girder temperature differences and the site-specific extreme tower temperature difference were, however, larger than the respective design values.

Seismic Performance of Highway Bridges with Different Transverse Unseating-Prevention Devices

AbstractTypical small-to-medium–span highway bridges in China are often installed with economical laminated-rubber bearings that allow for thermal movement of girders and concrete shear keys that restrain transverse girder displacement. However, the damage investigation after the 2008 Wenchuan earthquake had shown that sliding between the girder and the laminated-rubber bearings was a common phenomenon that caused excessive girder displacement and damage to shear keys, expansion joints, and abutments. The bearing sliding can actually act as isolation for the piers, which suffered from a small amount of damage during the earthquake. Therefore, a new seismic design strategy for typical girder bridges has been proposed in which the bearing sliding acts as a fusing mechanism to mitigate the seismic demands of piers, and unseating-prevention devices are used to control the bearing displacement. This paper investigates the seismic performance of three transverse unseating-prevention devices (concrete shear keys...

Proyecto y construcción de las pilas y torres del Puente de la Constitución de 1812 sobre la Bahía de Cádiz

The pylons of the cable stayed bridge over Cádiz Bay are the main supports for service loads, and also during the construction of the deck by free cantilever system, until it reaches the back span piers 200m apart, supporting important unbalanced loads.The entire bridge is designed around an idea of uniformity in shapes, allowing for variations required for functional reasons.Normal piers consist of unique shafts of variable depth. At the Puerto Real access, there is an area with a road under the axis of the bridge. There the piers transform into frames with a pre-stressed girder that supports the concrete deck.The main pylons consist of a shaft that splits into two inclined branches to allow the crossing of the deck, and merge again at the stay anchorage height in a composite cage. The tensional forces under the deck are solved by a transverse pre-stressed girder.

Cover Picture: Structural Concrete 3/2015

Abstract“De Oversteek” in Nijmegen is a new 1,400 m long bridge crossing the Waal River. It consists of different sections that were built using different construction techniques and was opened for traffic in November 2013. DSI supplied, installed, stressed and grouted the DYWIDAG Post‐Tensioning Strand Tendons for all its transverse girders. As a rule, 5 Type 27‐0.62″, 1860 N/mm² DYWIDAG Strand Tendons were used per transverse girder. In each construction cycle, the columns and V‐girders were built prior to the construction of the concrete arches. DSI also supplied ∅︁63.5 mm GEWI® Bars that were installed at the highest points of the concrete arch shells. The bar tendons ensure the stability of the arches during erection – particularly after the removal of scaffolding and formwork. (© DSI)

Development of fatigue test method and improvement of fatigue life by new functional steel plates for welding of trough rib and deck plate of orthotropic decks

Under heavy traffic conditions, some fatigue cracks have been found at welding joints between U-shaped ribs “trough ribs” and deck plates. Fatigue cracks along thickness direction of deck plate from root tip are important because visual crack detection from outside is limited. In this paper, new functional steel plates with initiation resistance of fatigue crack at weldment and propagation resistance at base material are applied to deck plate to evaluate improvement of fatigue life. We conducted fixed-point fatigue tests with real scale partial models consisted with one trough rib and a transverse girder, and the elastic FEM (Finite Element Method) analysis corresponding to the fatigue test specimen. Based on these results, we studied the fatigue properties which focused on the difference between conventional steel plates and newly developed steel plates, FCA (Fatigue Crack Arrester). Fatigue cracks were initiated from root tip of welded joints between a trough rib and a deck plate. It is clarified that FCA steel plates instead of conventional steel plates can improve the fatigue life under the same welding conditions. This improvement effect becomes much clearer in the high cycle region, which is noticeable at the operation and management stage of bridges.

Distortion Induced Fatigue Analysis of Steel Bridges

Induced forces in secondary steel bridge members such as diaphragms and cross-bracing can cause out-of-plane distortion in webs that may lead to fatigue cracking. Such cracking is most likely to occur if the distortion must be accommodated in a short length of the web, such as in the gap between the end of transverse stiffeners and girder flanges, thats because the web gap is subject to double curvature. In this paper, the numerical analysis models of the curved continue steel bridges were established using ANSYS software to calculate the fatigue stress at the web gaps. The numerical analysis results show that both the bottom web gap at middle span area and the top web gap at supported were poor fatigue details, and web thickness and web gap depth give the great affection on the out-of-plane distortion fatigue stress at web gaps of curved steel bridges.

Ultimate limit state of orthotropic steel plates of composite bridges

In traditional orthotropic plates the trapezoidal longitudinal stiffener is welded to the transverse girder web and to the bottom flange of the main girder. In a recently developed orthotropic plate the stiffeners and the transverse girder web are not connected. This approach provides for a significant reduction in the amount of flame cutting and welding, but more importantly there is no longer a need to assess the fatigue condition of the weld between the stiffener and the web. On the other hand, the potential for local buckling of the free edge of the web near the trapezoidal stiffener must be considered.

Out-Plane Distortion Induced Fatigue Analysis of Steel Bridges

Induced forces in secondary steel bridge members such as diaphragms and cross-bracing can cause out-of-plane distortion in webs that may lead to fatigue cracking. Such cracking is most likely to occur if the distortion must be accommodated in a short length of the web, such as in the gap between the end of transverse stiffeners and girder flanges, because the web gap is subject to double curvature. In this paper, the numerical analysis model of a real 3-span continue steel bridge was established using ANSYS software to calculate the real fatigue stress at the web gaps. Some key structural parameters, for example, web gap depth and web thickness, have been considered in the numerical models. The results show that web thickness and web gap depth give the great affection on the out-of-plane distortion fatigue stress at web gaps.

Crack paths in weld details under combined normal and shear loading

In welded plate structures, fatigue cracks may initiate at the intersections between the flanges of longitudinal stiffeners and the web-stiffener attached to a transverse girder. The weld-toe cracks may initiate and propagate in the flange of the longitudinal stiffener, while in certain cases they may initiate from the root of the fillet weld resulting in the separation of the welded attachment from the flange. In order to distinguish such a morphological change of crack growth behavior, series of fatigue tests have been carried out, and the morphological variation of these fatigue cracks are successfully identified in terms of the normal and shear stress distribution acting along the fillet weld between the flange and the attachment.

Transverse displacement capacity and stiffness of steel plate girder bridge superstructures for seismic loads

Ductile end cross frames have been shown to reduce the transverse seismic demand in composite steel plate girder bridge superstructures. However, the effectiveness of these cross frames is strongly influenced by the transverse flexibility of the superstructure and its capacity for potentially large relative transverse displacements between the deck slab and bearing supports. A simplified method is developed in this paper for the calculation of these displacements based on the elastic girder stresses and transverse girder stiffnesses, which are shown to compare well with results given by the finite element method. In addition the method is shown to give results that compare well with experimental data from a 0.4 scale model subject to shake table excitation. Parametric studies are then described that show typical I -girder superstructures are able to accommodate large transverse drifts (up to 17% of the girder height) while remaining in the elastic range. These large drifts are possible without distress to the slab-to-girder connection, by omitting shear studs over a short length of the girder at the support cross frame locations. Based on the above, a step-by-step procedure is proposed for evaluating the transverse displacement, stiffness and capacity of the steel girder superstructures in the region of the end and intermediate supports.

Computational prediction of fatigue crack paths in ship structural details

ABSTRACTThe characteristics of fatigue crack propagation and the remaining life assessment of ship structures are investigated focusing attention on a curved crack path due to the effects of welds, complicated stress distributions at three‐dimensional structural joints and structural redundancy. An advanced numerical simulation method is demonstrated for the remaining life assessment for curved crack propagation. The simulation method is based on a step‐by‐step finite‐element analysis. The crack path is predicted by the perturbation method with the local symmetry criterion, which gives a higher order approximation of the crack path, while the finite‐element re‐zoning is carried out by an improved paving method. Fatigue crack paths in the welded structural details of the transverse girder of a ship structure are investigated by experiments and simulation. The present method may offer an efficient simulation‐based tool for the design of critical details, which prevents the failure of the plates forming a compartment boundary.

Supporting Effect of Strut-end Structures on the Buckling Strength of Struts

It is difficult to estimate reduced buckling length of struts which are main structural members in a wingtank of a ship, because they are tightly connected with the transverse girder and have variable cross sections at the ends. The author and others have suggested through numerical calculations7) '8) that strut-end structures give a great influence upon the buckling strength of struts.In this paper, approximate calculation of reduced buckling length of struts under compression is suggested, in which strut-end structures are treated as a spring supporting face-bars. The results of the calculation show fine agreement with ones of FEM buckling calculation and suggest how much reduction of flexural rigidity of face-bars should be taken into account at round corner.It is also investigated how much restraining effect is given on buckling strength of struts by tripping brackets. The results show that tripping brackets are most effective against buckling of struts when they are straightly connected with face-bars at the ends of round corners and they lose the effect rapidly as the connected points are rotated along the round corner, consequently the boundary condition of face-bars is regarded as fixed at θ=0° (see Fig. 7) while it is regarded as simply supported at θ=90°.