Aesthetic Design of Odawara Port Bridge

1996 ◽  
Vol 1549 (1) ◽  
pp. 108-113
Author(s):  
Tsuguo Oishi ◽  
Yasuo Inokuma
Keyword(s):  
Cross Section ◽  
Prestressed Concrete ◽  
Surrounding Area ◽  
Box Girder ◽  
Aesthetic Design ◽  
Cable Stayed Bridge ◽  
The World ◽  
Bridge Type ◽  
Main Girder ◽  
Tower Height

The Odawara Port Bridge is located at the mouth of Odawara Port. Selecting a bridge type that symbolized the entire project and blended well with the surrounding area was critical. To achieve this, an extra-dosed prestressed concrete box girder with a main span of 122 m was selected. Construction of this bridge type is the first in the world. Special characteristics of this bridge type are a lower tower height than that of a cable-stayed bridge, the use of a saddle at the top of the towers, and the incorporation of epoxy-coated strands for diagonal cables. The design of the various sections of the bridge was achieved by integrating the characteristic shape of the towers with cable profiles while establishing horizontal continuity with the main girder. As a result of the integration process, the following design objectives were adopted: (a) constant main girder depth; (b) inverted trapezoidal main girder cross section; (c) towers without a connecting beam at the top; (d) a fan-shaped saddle; (e) compact cable vibration dampers; (f) graded metallic coloring of cables; (g) integrated steel railing and road surface lighting; (h) nighttime bridge lighting, and (i) encased drainage pipes.

scholarly journals Effect of Time Dependent Variables on Different Types of PSC Box Girder Bridges.

2019 ◽  
Vol 11 (02) ◽  
pp. 123-128
Author(s):  
Norine George ◽  
Kiran Umachagi ◽  
Sunil Kumar Tengli
Keyword(s):  
Cross Section ◽  
Prestressed Concrete ◽  
Cell Types ◽  
Time Dependent ◽  
Box Girder ◽  
Temperature Creep ◽  
Dependent Variables ◽  
Concrete Box Girder ◽  
Girder Bridge ◽  
Creep And Shrinkage

Time dependent variables such as temperature gradient, effective temperature, creep, and shrinkage lead to long term deflection in prestressed concrete girders. This in turn effects the serviceability and sustainability of the bridge in the long run. Therefore, research and analysis is of paramount importance before deciding the type of girder to be used. A parametric study was carried out in order to determine the most desirable and efficient type of box girder to be used for a prestressed concrete bridge having a continuous span. Three prestressed concrete box girder bridge models of single, multi-cell rectangular and multi-cell trapezoidal cross section, having similar span, width and depth were taken into consideration. The finite element models were analysed using MIDAS Civil. The behaviour of the box girder cell types under various time dependent properties such as temperature, creep and shrinkage are presented in this paper. The results show that the prestressed concrete box girder bridge of multi-cell rectangular cross section exhibits greater forces and moments due to time dependent variables in comparison to the other two box girder cell types.

scholarly journals Shear Assessment of Existing Prestressed Box Girder Bridge

2021 ◽  
Vol 1203 (2) ◽  
pp. 022131
Author(s):  
Jaroslav Baran ◽  
Viktor Borzovič ◽  
Žaneta Šenšelová
Keyword(s):  
Cross Section ◽  
Prestressed Concrete ◽  
Parametric Study ◽  
Historical Development ◽  
Shear Resistance ◽  
Concrete Bridge ◽  
Shear Reinforcement ◽  
Box Girder ◽  
Internal Forces ◽  
Post Tensioned

Abstract The paper deals with the shear assessment of existing prestressed concrete box-girder bridges. Mainly focuses on the historical development of technical standards used in the design of prestressed concrete road bridges in the Slovak Republic. The standards for bridge design have been amended several times. A parametric study was performed on a model post-tensioned concrete bridge with a box-girder cross-section, which compares the internal forces along the length of the bridge using various standards and technical regulations., The differences in design principles and shear capacity were investigated while the amount and geometry of the longitudinal prestressing of the bridge were the same for all cases. Case of study is a road three-span post-tensioned concrete bridge with a main span of 50 m and end spans of 40 m. The single box-girder cross section height is constant of 2.5 m. The bridge is straight without any curvature in the horizontal plane. The thickness of the bottom slab is variable near the inner supports. The prestressing is formed by 19-strands tendons with a strand diameter of 15.7 mm with a polygonal cable geometry. The numerical model is considered as a beam element with neglecting of the torsional effects of the load. The parametric study points out the differences in the internal forces with use of different design regulations and standards. It also focuses on the shear resistance of the walls of the box-girder cross-section of the bridge. Differences in design methods are presented by the required area of shear reinforcement in the wall of box cross-section. The aim of the study is to point out the historical development of design from the point of view of shear resistance of prestressed bridges. When assessing existing older bridges and trying to achieve reliability according to the current Eurocodes, there is subsequently a requirement for additional shear reinforcement.

The Second Maintenance and Strengthening of Yonghe Bridge

2011 ◽  
Vol 90-93 ◽  
pp. 1074-1081 ◽  
Author(s):  
Hong Jiang Li
Keyword(s):  
Safety Factor ◽  
Prestressed Concrete ◽  
Line Shape ◽  
Structural System ◽  
Stay Cable ◽  
Cable Stayed Bridge ◽  
Load Combination ◽  
Cable Forces ◽  
Main Girder ◽  
Cable Stayed Bridges

Tension rocker bearing (TRB) cables installed at auxiliary piers were critical members to sustain the structural system in a prestressed concrete cable-stayed bridge. Once these cables fractured or broken, its structural system would be transferred. Based on diseases caused by fracture of TRB cables in Yonghe Bridge, corresponding maintenance or strengthening measures were described in detail. These measures included replacement of TRB cables, strengthening of the closure segment of main girder at each side span, and adjustment of stay cable forces. Monitoring results showed that, its structural system was finally and completely rehabilitated, and the safety factor of new TRB cables is enough under the most unfavorable load combination. Moreover, the line shape of main girder and the inclined displacement at the top of each pylon were improved effectively. Thus, Yonghe Bridge accumulated some valuable experience for maintenance or strengthening of existing prestressed concrete cable-stayed bridges, and also made a useful exploration.

Effect of Pier Vertical Deformations on Deflections of Main Girders for High Pier and Long-Span Continuous Rigid-Frame Bridges

2010 ◽  
Vol 163-167 ◽  
pp. 1436-1439
Author(s):  
Jin Sheng Du ◽  
Hai Bin Liu
Keyword(s):  
Prestressed Concrete ◽  
Short Term ◽  
Box Girder Bridges ◽  
Box Girder ◽  
Girder Bridges ◽  
Long Span ◽  
Concrete Box Girder ◽  
Concrete Box Girder Bridges ◽  
Main Girder

In some long-span prestressed concrete box girder bridges, excessive deflections of main girders are often observed. These unacceptable deflections have detrimental influence on the serviceability and safety of the structures. To better understand and estimate short term and long term deflections for prestressed concrete box girder bridges, pier vertical deformation and its effect on deflections of main girders of Jinghe Bridg is investigated in this paper. Piers in Jinghe Bridge are tall and the difference in height between piers up to 22 m. Analysis indicates that although the short term deformations of piers are small, the long term deformations of piers can be 3 times as large as that of short-term ones. The maximum short-term downward deflection of Jinghe Bridge caused by pier deformation for main girders is 7.7 mm and the maximum long-term downward deflection is 33.3 mm. These values are relatively small compared with the span length of the bridge. But when the deflection of the main girder itself is also included, the final total deflection of the main girder may exceed the design code limit.

scholarly journals ANALISIS PENGARUH KETEBALAN WEB TERHADAP KEAMANAN BOX GIRDER AKIBAT VARIASI SUDUT KELENGKUNGAN HORIZONTAL PADA JEMBATAN

2020 ◽  
Vol 3 (4) ◽  
pp. 1245
Author(s):  
Michael Michael ◽  
FX Supartono
Keyword(s):  
Prestressed Concrete ◽  
Toll Roads ◽  
Curved Bridges ◽  
Angular Variation ◽  
Box Girder ◽  
Curved Bridge ◽  
Bridge Type ◽  
Concrete Box Girder ◽  
Horizontal Curvature ◽  
Made In

In general, bridges are made in a straight shape, but with complex geometries, topographic factors, and efforts to prevent congestion, horizontal curved bridges are used at highways and toll roads. In building a bridge, good planning is needed especially in terms of strength. However, the use of improper dimensions will cause a bridge to be over-designed or under-designed. Therefore, the purpose of this research is to determine the effect of web thickness on the safety of prestressed concrete box girder due to variations in the horizontal curvature angle on the bridge. The span length of the analysed bridge is 60 m with a roller-joint placement and a single span bridge type. The angular variation of the horizontal curved bridge used are 0°, 15°, and 30°. The analysis was carried out using the Midas Civil 2020 program in accordance with the SNI 1725 : 2016 loading standard. The results of this analysis indicate that with increasing the thickness of prestressed concrete box girder web, it will cause increased stress and deflection on the bridge. Pada umumnya jembatan dibuat dengan bentuk lurus, namun dengan adanya geometri yang kompleks, faktor topografi, dan upaya untuk mencegah terjadinya kemacetan, jembatan lengkung horizontal digunakan pada simpang susun jalan raya dan jalan tol. Dalam membangun suatu jembatan, diperlukan perencanaan yang baik terutama dari segi kekuatan. Akan tetapi, dengan penggunaan dimensi yang tidak tepat akan menyebabkan suatu jembatan menjadi over-designed atau under-designed. Oleh karena itu, tujuan dari penelitian ini adalah untuk mengetahui pengaruh dari ketebalan web terhadap keamanan prestressed concrete box girder akibat variasi sudut kelengkungan horizontal pada jembatan. Panjang bentang jembatan yang dianalisis adalah 60 m dengan perletakan sendi-rol dan jenis jembatan single span. Variasi sudut jembatan lengkung horizontal yang digunakan adalah 0°, 15°, dan 30°. Analisis dilakukan dengan menggunakan program Midas Civil 2020 sesuai dengan standar pembebanan SNI 1725 : 2016. Hasil dari analisis ini menunjukkan bahwa dengan meningkatnya ketebalan web prestressed concrete box girder, akan menyebabkan meningkatnya tegangan dan juga defleksi pada jembatan.

scholarly journals Study on Design of Concrete Box Girder of A Railway Swivel Cable-Stayed Bridge

2021 ◽  
Vol 237 ◽  
pp. 03026
Author(s):  
Yang Liu ◽  
Tenghui Ding ◽  
Qinyun Xie ◽  
Guangli Xu ◽  
Chao Li
Keyword(s):  
Prestressed Concrete ◽  
Mechanical Performance ◽  
Dead Weight ◽  
Box Girder ◽  
Finite Element Software ◽  
Cable Stayed Bridge ◽  
Floating System ◽  
Concrete Box Girder ◽  
The Dead ◽  
Spherical Hinge

A swivel cable-stayed bridge over the existing railway is a span across the existing railway. The recommended scheme for the main bridge is (128 + 388 + 128) m steel mixed composite beam swivel diagonal pull bridge with span. The cables of the diagonal pull bridge are arranged according to the fanshaped central double cable plane, taking into account the mechanical performance and aesthetics. The bridge structure adopts semi floating system. The concrete swivel diagonal pull bridge is adopted in the comparison scheme. The design of the bridge is three spans and (138 + 268 + 138) m prestressed concrete box girder is adopted. The cables are arranged according to the central double cable plane, and the bridge composition adopts the consolidation system. Considering the needs of bridge operation and maintenance in the later stage of the bridge, when the dead weight of concrete diagonal pull bridge is within the ideal range, the concrete swivel diagonal pull bridge can be preferred. In order to calculate the dead weight of the selected bridge, the author uses the finite element software to model the whole bridge and calculate the weight of the bridge. The results show that the dead weight of the concrete swivel diagonal pull bridge is too large, which has exceeded the maximum bearing capacity of the existing spherical hinge. In order to continue to use the concrete swivel diagonal pull bridge scheme, it is necessary to optimize the design of the concrete swivel diagonal pull bridge scheme.

Construction Technology of Jiu-Jiang Yangtze River Highway Bridge

2014 ◽  
Vol 501-504 ◽  
pp. 1274-1278 ◽  
Author(s):  
Yong Tao Zhang ◽  
Xin Li ◽  
Xin Peng You
Keyword(s):  
Yangtze River ◽  
Control Measures ◽  
Highway Bridge ◽  
Construction Technology ◽  
Box Girder ◽  
Cable Stayed Bridge ◽  
Long Span ◽  
North Side ◽  
Steel Box Girder ◽  
Main Girder

Jiu-Jiang Yangtze River Highway Bridge, with a main span of 818m, is another long span hybrid girder cable-stayed bridge which connects Jiang Xi province and Hu Bei province in China. Steel box girder is adopted in main span and north side span, and main girder of south side span and south tower nearby is designed of concrete box girder. The pylon is concrete structure, with the height of 242.3m and H-shape. There are 216 cables used in this bridge, of which are assembled by parallel strands. Jiu-Jiang Yangtze River Highway Bridge began to construct in 2009, and was closed in December, 2012. The bridge opened to traffic officially in the next year. Design concept, construction method and vibration control measures about Jiu-Jiang Yangtze River Highway Bridge are introduced in this article.

scholarly journals DESIGN OF PONDOK NONGKO BRIDGE BANYUWANGI USING BOX GIRDER

2019 ◽  
Vol 3 (1) ◽  
pp. 38
Author(s):  
Arifa An Nuur ◽  
Dewi Junita Koesoemawati ◽  
Winda Tri Wahyuningtyas
Keyword(s):  
Reinforced Concrete ◽  
Prestressed Concrete ◽  
Precast Concrete ◽  
Tidal Flow ◽  
Box Girder ◽  
Main Structure ◽  
Concrete Box Girder ◽  
Post Tension ◽  
Main Girder ◽  
O 10

Pondok Nongko bridge is a bridge that connects between Sukojati and Pondok Nongko villages in Kabat district Banyuwangi regency. This research aims to design the Pondok Nongko bridge by using a box girder as the main structure. This bridge is designed 50 m long, which consists of tidal flow in which each wide is 3,5 meters. The main structure of the Pondok Nongko bridge is redesign using precast prestressed concrete box girder, while the selected prestress method is the post-tension method. The basic planning refers to the SNI T-12-2004 and the calculation of load based on SNI 1725-2016. According to the calculation result, it is known the main girder is using precast concrete box girder as high as 2,5 m with 2,5 m span using four cable type 5-4 super wire strands of ASTM-A-416-06 grade 270. The pedestrian barrier consists of two pipes using circular hollow sections profile Ø 139,8 mm BJ-37, WF 200.200.8.12 steel column with 500 height, and reinforced concrete parapet with 25 cm thickness and 50 cm height. The landing plate uses steel with a size of 10x10x1 cm using bolt 8 Ø 10 mm. Protostar slab uses reinforced concrete with 25 cm thickness. The total loss of prestressing is 15,439 %. Therefore, this bridge has 53,585 mm ↓ deflection. Jembatan Pondok Nongko adalah jembatan penghubung Desa Sukojati dan Desa Pondok Nongko yang berada di Kecamatan Kabat, Kabupaten Banyuwangi. Jembatan Pondok Nongko ini akan direncanakan dengan bentang 50 meter yang terdiri dari 2 lajur 2 arah dengan lebar lajur per arahnya 3,5 meter. Struktur atas Jembatan Pondok Nongko akan direncanakan menggunakan box girder pracetak beton pratekan sementara metode prategang menggunakan metode pascatarik (post-tension method). Dasar-dasar perencanaan yang digunakan mengacu pada peraturan perencanaan struktur beton untuk jembatan SNI T-12- 2004 dan pembebanan jembatan SNI 1725-2016. Berdasarkan perencanaan yang telah dilakukan, diperoleh gelagar utama yang digunakan adalah precast concrete box girder setinggi 2,5 m dengan panjang span 2,5 m dan menggunakan 4 tendon jenis 5-43 wire super strands ASTM-A-416-06 grade 270. Sandaran terdri dari dua buah pipa sandaran menggunakan profil circular hollow sections Ø 139,8 mm BJ 37, tiang sandaran mengunakan profil baja WF 200.200.8.12 setinggi 50 cm dan dinding sandaran menggunakan beton bertulang dengan tebal 25 cm setinggi 50 cm. Plat landas direncanakan menggunakan plat baja dengan ukuran 10x10x1 cm dengan menggunakan 8 baut Ø 10 mm. Trotoar menggunakan beton bertulang dengan tebal 25cm. Kehilangan prategang yang terjadi adalah 15,239 %. Sementara, lendutan total yang terjadi 53,535 mm ↓.

scholarly journals STUDI PERENCANAAN JEMBATAN CUMPLENG DENGAN METODE PRATEKAN DI KEC. SLAHUNG KABUPATEN PONOROGO

2018 ◽  
Vol 1 (2) ◽  
Author(s):  
Adi Susanto ◽  
Yosef Cahyo ◽  
Sigit Winarto
Keyword(s):  
Economic Development ◽  
Traffic Flow ◽  
Cross Section ◽  
Prestressed Concrete ◽  
Main Beam ◽  
Planning Study ◽  
Transverse Beam ◽  
Concrete Quality ◽  
Development Area ◽  
Main Girder

                                                                                                                                    ABSTRACTIn planning Cumpleng Bridge in Slahung Subdistrict, Ponorogo Regency with an overall span of 30 meters, the overall width of the bridge is 4.20 meters and the width of the pavement is 3.50 meters. Considering the Cumpleng Bridge is one of several bridges in the development area of the Slahung District. This bridge has an important meaning as a liaison between Slahung Village and Galak Village, so that it is expected to facilitate traffic flow and improve economic development and development in the region.In this planning study we use a calculation method to calculate the backrest and backrest, vehicle floor, main girder and abutment / lower building. The results of the planning of the bridge include: planning of the backpost, floor of the vehicle, main beam and transverse beam. The main beam uses post tensile composite prestressed concrete (post-tensioning with height, 1.10 meters, concrete quality (fc) 40 Mpa, consisting of 2 tendons using type VSL 12 with strands of 10 pieces and other buildings using concrete ordinary bone).Keywords / keywords: Concrete, Voltage, Precast and Cross Section.

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