DOCSLIB.ORG

Load Path and Equilibrium of Bridge Structures

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Load Path and Equilibrium of Bridge Structures Load Path and Equilibrium of Bridge Structures Zhao LIU, Ph.D., Prof. School of Civil Eng., Southeast University, China Email: [email protected] February 18, 2020 OUTLINE 1. Introduction 2. Graphical method for bridge structures 3. Load path visualization in continuum bodies 4. Conceptual design from perspective of load paths 5. Conclusions 2 1. Introduction Newton’s three laws of motion: Mathematical Principles of Natural Philosophy (1687) First law v =const. Kinetics Second law F = ma Dynamics Third law F = R Statics Force equilibrium is also a cornerstone for bridge design 3 1. Introduction Equilibrium: For a structure to stay put, all forces must cancel out ΣFx = 0; ΣFy = 0; ΣM = 0 Load path: All forces or loads must go through bridge structure and eventually get to the ground. 1. Introduction Equilibrium, reliable? Load path, efficient? 1. Introduction Equilibrium conditions can be established by - Algebraical, or numerical methods - Geometrical, or graphical methods Nowadays- • More and more efforts have been placed on computational and matrix methods; • less and less attention has been given to visual thinking and hand drawing. However, the graphical methods has - an aesthetic power, - a profound engineering insight 6 2.Graphical method for bridge structures 2.1 Girder Bridge RL RR RL=∑ F ii x/ L = 257.5 kN RR=∑ F ii( L −= x ) / L 142.5 kN 7 2.Graphical method for bridge structures 2.1 Girder Bridge Choose for your convenience Force scale factor, and Length scale factor Hands-on exercise? 8 2.Graphical method for bridge structures 2.1 Girder Bridge pole 9 2.Graphical method for bridge structures 2.1 Girder Bridge 10 2.Graphical method for bridge structures 2.1 Girder Bridge parallel projection Funicular polygon Force polygon 11 2.Graphical method for bridge structures 2.1 Girder Bridge 2.Graphical method for bridge structures 2.1 Girder Bridge Bending moment diagram 13 2.Graphical method for bridge structures 2.1 Girder Bridge Moment diagram M= (Length * Lscale )( H f * F scale ) Shear diagram V*= Force Fscale 2.Graphical method for bridge structures 2.2 Arch Bridge Force polygon 15 Funicular polygon 2.Graphical method for bridge structures 2.2 Arch Bridge Funicular polygon Force polygon 16 2.Graphical method for bridge structures 2.2 Arch Bridge Ideal arch axis Horizontal thrust 2.Graphical method for bridge structures 2.2 Arch Bridge 2.Graphical method for bridge structures 2.2 Arch Bridge Robert Maillart: Salginatobel bridge, Switzerland, 1930 2.Graphical method for bridge structures 2.2 Arch Bridge Gustave Eiffel: Ponte de Dona Maria Pia, Porto, Portugal A railway bridge (1877) 2.Graphical method for bridge structures 2.2 Arch Bridge 21 2.Graphical method for bridge structures 2.3 Cable-stayed Bridge 22 2.Graphical method for bridge structures 2.4 Suspension Bridge Who is Steinman? 1922 2.Graphical method for bridge structures 2.4 Suspension Bridge 24 2.Graphical method for bridge structures 2.4 Suspension Bridge Kim, Namhee & Koh, Hyun-Moo. (2013). Preliminary Structural Form Planning for Suspension Bridge According to Force Flow. Journal of The Korean Society of Civil Engineers. 33. 10.12652/Ksce.2013.33.4.1315. 3. Load path visualization in continuum bodies Load path, or force transfer - Different definitions for different investigators Pictures in this slide after Malcolm Millais: Building Structures: From Concepts to Design 2nd Edition 3. Load path visualization in continuum bodies Stress concentration around a hole Stress contour by FEM Force flow analogy Load path model by graphical method 3. Load path visualization in continuum bodies For a beam continuum subjected to a point load, it is hard to find clear load path. Various visualizations and interpretations have been defined. Stress Trajectory Principal tension, and compression Stress contours: Tension Compression 3. Load path visualization in continuum bodies Various visualizations and interpretations have been defined. Funicular polygon Force polygon 29 3. Load path visualization in continuum bodies -For RC structures, the truss model or the strut-and-tie model serves practicing engineers to grasp load path in order to provide good details of reinforcement and to determine load carrying capacity of the members in very effective way. -It demands clear understanding of load path. 30 30 3. Load path visualization in continuum bodies -The STM is based on lower bound theorem of plasticity, so it can be assured to deliver safe designed structure. - However, its uniqueness has been bothering practitioners. 4. Conceptual design: from perspective of load path CASE 1: Sydney Harbor Bridge, Australia (1932) 125m 504m 32 4. Conceptual design: from perspective of load path H H V V From the load path perspective, we can conclude Lower chord is the backbone of the arch bridge The towers at both side are vases, no structural function Its horizontal thrust and vertical reaction can be quickly estimated = 2 = ( 8 2 ⁄ ⁄ � 4. Conceptual design: from perspective of load path CASE 2: Xiegang Bridge, Suzhou, China (2015) A through-type trussed arch bridge 72m 220m 72m 34 4. Conceptual design: from perspective of load path Load path features: tied arch + continuous beam Count er- wei ght 4. Conceptual design: from perspective of load path Case 3: Yingzhou Bridge Luoyan, China(2009) 3 drop-in spans 6 expansion joints 4. Conceptual design: from perspective of load path Although balanced, less robust Expansion joints 37 4. Conceptual design: from perspective of load path Unfavorable aspects of too many expansion joints Render the tension in ties more elusive Leave room for small dislocation or rotation at joints Reduce rideability of roadway Bring maintenance problem Expansion joints 4. Conceptual design: from perspective of load path Case 4: Shunyi Bridge, Beijing, China (2006) Span Length=120m, Width=5m, Height of tower=30m Design load: q=5kN/m2 Two lattice-type steel towers, hinged at their base 39 4. Conceptual design: from perspective of load path Which rotational direction shall be released for the bottom pivot pins? transverse longitudinal 4. Conceptual design: from perspective of load path Free rotation in transverse Restricted in longitudinal 41 On Dec 6, 2006, the bridge collapsed when loading for acceptance test. 42 4. Conceptual design: from perspective of load path Case 5: Tension at hammer head bent cap 4. Conceptual design: from perspective of load path Case 5: Tension at hammer head bent cap 4. Conceptual design: from perspective of load path Case 6: Cracking at corner joint and cap beam of a straddle bent 4. Conceptual design: from perspective of load path Case 7: Corner cracking in dapped-end beam h Drop-in 悬臂梁 h 挂梁 悬臂梁 Cantilever span Cantilever h 4. Conceptual design: from perspective of load path Case 7: Corner cracking in ledge beam Honrizontal tension Vertical tension 47 4. Conceptual design: from perspective of load path Case 8: Built-in bolt under tension Skin rebar is helpful 48 4. Conceptual design: from perspective of load path Case 9: Force transfer from gusset plate to chord Welded on side plates is more effective 49 4. Conceptual design: from perspective of load path Case 9: Force transfer from gusset plate to chord Welded on mid-sides is more effective 50 5. Conclusions (1) For the integrity of a bridge structure, layout of structural system and construction details should be equally emphasized. We i g h t We i g h t L2 L1 L2 Proportioning, dimensioning, detailing - L1/L2, h/L, f/L - Well defined load paths: vertical, transverse, longitudinal - Counterweights - Member sizes - Joints 51 - … … 51 5. Conclusions (2) The form and geometry of a structure is the expression of force in itself. Load path – Short and direct, asap – Smooth transition at nodes – Less-concentrated – Redundant Force equilibrium – Robust – Reliable – Resilience, at extreme events 52 5. Conclusions (3) The family of graphic statics can be illuminating and thought-provoking, since it reveals things otherwise difficult to see when using purely numerical or matrix method. However, graphical statics is not all-powerful, which can be cumbersome to deal with indeterminate structures, or to find displacement solution. 53 5. Conclusions (4) Strut-and-tie models are developed to capture load path in structural concrete, so that to provide good details of reinforcement and to determine load carrying. The STM is based on lower bound theorem of plasticity, so it can be assured to deliver safe designed structure. However, uniqueness problem in STM haunt its users in many circumstances. 54 Thank you for your attention!.
Load more

Recommended publications
  • Steel Bridge Design Handbook Vol. 13
    U.S. Department of Transportation Federal Highway Administration Steel Bridge Design Handbook Bracing System Design Publication No. FHWA-HIF-16-002 - Vol. 13 December 2015 FOREWORD This handbook covers a full range of topics and design examples intended to provide bridge engineers with the information needed to make knowledgeable decisions regarding the selection, design, fabrication, and construction of steel bridges. Upon completion of the latest update, the handbook is based on the Seventh Edition of the AASHTO LRFD Bridge Design Specifications. The hard and competent work of the National Steel Bridge Alliance (NSBA) and prime consultant, HDR, Inc., and their sub-consultants, in producing and maintaining this handbook is gratefully acknowledged. The topics and design examples of the handbook are published separately for ease of use, and available for free download at the NSBA and FHWA websites: http://www.steelbridges.org, and http://www.fhwa.dot.gov/bridge, respectively. The contributions and constructive review comments received during the preparation of the handbook from many bridge engineering processionals across the country are very much appreciated. In particular, I would like to recognize the contributions of Bryan Kulesza with ArcelorMittal, Jeff Carlson with NSBA, Shane Beabes with AECOM, Rob Connor with Purdue University, Ryan Wisch with DeLong’s, Inc., Bob Cisneros with High Steel Structures, Inc., Mike Culmo with CME Associates, Inc., Mike Grubb with M.A. Grubb & Associates, LLC, Don White with Georgia Institute of Technology, Jamie Farris with Texas Department of Transportation, and Bill McEleney with NSBA. Joseph L. Hartmann, PhD, P.E. Director, Office of Bridges and Structures Notice This document is disseminated under the sponsorship of the U.S.
    [Show full text]
  • Steel Bridge Design Handbook
    U.S. Department of Transportation Federal Highway Administration Steel Bridge Design Handbook Design Example 4: Three-Span Continuous Straight Composite Steel Tub Girder Bridge Publication No. FHWA-HIF-16-002 - Vol. 24 December 2015 FOREWORD This handbook covers a full range of topics and design examples intended to provide bridge engineers with the information needed to make knowledgeable decisions regarding the selection, design, fabrication, and construction of steel bridges. Upon completion of the latest update, the handbook is based on the Seventh Edition of the AASHTO LRFD Bridge Design Specifications. The hard and competent work of the National Steel Bridge Alliance (NSBA) and prime consultant, HDR, Inc., and their sub-consultants, in producing and maintaining this handbook is gratefully acknowledged. The topics and design examples of the handbook are published separately for ease of use, and available for free download at the NSBA and FHWA websites: http://www.steelbridges.org, and http://www.fhwa.dot.gov/bridge, respectively. The contributions and constructive review comments received during the preparation of the handbook from many bridge engineering processionals across the country are very much appreciated. In particular, I would like to recognize the contributions of Bryan Kulesza with ArcelorMittal, Jeff Carlson with NSBA, Shane Beabes with AECOM, Rob Connor with Purdue University, Ryan Wisch with DeLong’s, Inc., Bob Cisneros with High Steel Structures, Inc., Mike Culmo with CME Associates, Inc., Mike Grubb with M.A. Grubb & Associates, LLC, Don White with Georgia Institute of Technology, Jamie Farris with Texas Department of Transportation, and Bill McEleney with NSBA. Joseph L. Hartmann, PhD, P.E.
    [Show full text]
  • Over Jones Falls. This Bridge Was Originally No
    The same eastbound movement from Rockland crosses Bridge 1.19 (miles west of Hollins) over Jones Falls. This bridge was originally no. 1 on the Green Spring Branch in the Northern Central numbering scheme. PHOTO BY MARTIN K VAN HORN, MARCH 1961 /COLLECTION OF ROBERT L. WILLIAMS. On October 21, 1959, the Interstate Commerce maximum extent. William Gill, later involved in the Commission gave notice in its Finance Docket No. streetcar museum at Lake Roland, worked on the 20678 that the Green Spring track west of Rockland scrapping of the upper branch and said his boss kept would be abandoned on December 18, 1959. This did saying; "Where's all the steel?" Another Baltimore not really affect any operations on the Green Spring railfan, Mark Topper, worked for Phillips on the Branch. Infrequently, a locomotive and a boxcar would removal of the bridge over Park Heights Avenue as a continue to make the trip from Hollins to the Rockland teenager for a summer job. By the autumn of 1960, Team Track and return. the track through the valley was just a sad but fond No train was dispatched to pull the rail from the memory. Green Spring Valley. The steel was sold in place to the The operation between Hollins and Rockland con- scrapper, the Phillips Construction Company of tinued for another 11/2 years and then just faded away. Timonium, and their crews worked from trucks on ad- So far as is known, no formal abandonment procedure jacent roads. Apparently, Phillips based their bid for was carried out, and no permission to abandon was the job on old charts that showed the trackage at its ' obtained.
    [Show full text]
  • Glulam Timber Bridges for Local Roads Zachary Charles Carnahan South Dakota State University
    South Dakota State University Open PRAIRIE: Open Public Research Access Institutional Repository and Information Exchange Theses and Dissertations 2017 Glulam Timber Bridges for Local Roads Zachary Charles Carnahan South Dakota State University Follow this and additional works at: http://openprairie.sdstate.edu/etd Part of the Civil and Environmental Engineering Commons Recommended Citation Carnahan, Zachary Charles, "Glulam Timber Bridges for Local Roads" (2017). Theses and Dissertations. 1173. http://openprairie.sdstate.edu/etd/1173 This Thesis - Open Access is brought to you for free and open access by Open PRAIRIE: Open Public Research Access Institutional Repository and Information Exchange. It has been accepted for inclusion in Theses and Dissertations by an authorized administrator of Open PRAIRIE: Open Public Research Access Institutional Repository and Information Exchange. For more information, please contact [email protected]. GLULAM TIMBER BRIDGES FOR LOCAL ROADS BY ZACHARY CHARLES CARNAHAN A thesis in partial fulfillment of the requirements for the Master of Science Major in Civil Engineering South Dakota State University 2017 iii DISCLAIMER The contents of this report, funded in part through grant(s) from the Federal Highway Administration, reflect the views of the authors who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the South Dakota Department of Transportation, the State Transportation Commission, or the Federal Highway Administration. This report does not constitute a standard, specification, or regulation. iv ACKNOWLEDGEMENTS This study was funded by the South Dakota Department of Transportation (SDDOT) and the Mountain Plains Consortium (MPC) University Transportation Center.
    [Show full text]
  • Steel Bridge Design Handbook
    U.S. Department of Transportation Federal Highway Administration Steel Bridge Design Handbook Design Example 2A: Two-Span Continuous Straight Composite Steel I-Girder Bridge ArchivedPublication No. FHWA-IF-12-052 - Vol. 21 November 2012 Notice This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for use of the information contained in this document. This report does not constitute a standard, specification, or regulation. Quality Assurance Statement The Federal Highway Administration provides high-quality information to serve Government, industry, and the publicArchived in a manner that promotes public understanding. Standards and policies are used to ensure and maximize the quality, objectivity, utility, and integrity of its information. FHWA periodically reviews quality issues and adjusts its programs and processes to ensure continuous quality improvement. Steel Bridge Design Handbook Design Example 2A: Two-Span Continuous Straight Composite Steel I-Girder Bridge Publication No. FHWA-IF-12-052 - Vol. 21 November 2012 Archived Archived Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA-IF-12-052 - Vol. 21 4. Title and Subtitle 5. Report Date Steel Bridge Design Handbook Design Example 2A: Two-Span November 2012 Continuous Straight Composite Steel I-Girder Bridge 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Karl Barth, Ph.D. (West Virginia University) 9. Performing Organization Name and Address 10. Work Unit No. HDR Engineering, Inc. 11 Stanwix Street 11. Contract or Grant No. Suite 800 Pittsburgh, PA 15222 12.
    [Show full text]
  • Effect of Skew Angle on the Behavior of Bowstring Girder Bridge
    International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 01 | Jan 2019 www.irjet.net p-ISSN: 2395-0072 Effect of Skew Angle on the Behavior of Bowstring Girder Bridge Santhosh Kumar R1, Dr. Mahadev Achar M2, Dr. H Eramma3 1Post Graduate Student, Dept. of Civil Engineering, University B D T College of Engineering, Karnataka, India 2Senior Vice-President, Transys Consulting Pvt. Ltd. Bengaluru, Karnataka, India 3Associate Professor, Dept. Civil Engineering, University B D T College of Engineering, Karnataka, India ---------------------------------------------------------------------***---------------------------------------------------------------------- Abstract - The presence of Skew angle in the bridge plays 1.1 History of Bridge Development an important role. All the times it is not possible to have 0 degree skew bridge or straight bridge, therefore at certain Construction of bridges is not a new science. Since as situations it is necessary to provide certain amount of skew to per reference earliest bridge available across Nile-river built the bridge. In such situations special attention required to in about 2650 BC. The giant trees felling across natural understand the behavior of bridge. The stresses distribution in streams were the simple bridges to cross streams for ancient the bridge is not uniform and it varies with the skew angle. peoples and that was the basic idea for them to development Few studies shows that up to 20 degree skew angle the of bridges. From this idea they started using timber as basic behavior of the bridge is similar to the straight bridge, but material for bridge building and this has been followed by beyond 20 degree the behavior is quite different.
    [Show full text]
  • State of the Art for Long Span Prestressed Concrete Bridges of Segmental Construction
    STATE OF THE ART FOR LONG SPAN PRESTRESSED CONCRETE BRIDGES OF SEGMENTAL CONSTRUCTION Segmental prestressed concrete bridges are described in terms of cross-sectional shape, layout of tendons, casting procedures, jointing techniques, and design details. Techniques of analysis for structures of this type are reviewed. Prospects for use of this type of construction in the United States are discussed and current work outlined. Geoffrey C. Lacey John E. Breen Ned H. Burns University of New South Wales The University of Texas The University of Texas Sydney, Australia Austin, Texas Austin, Texas In highway bridge construction access and minimize obstruction. there is an increasing trend toward With stream crossings, even longer the use of longer spans. This trend is spans in the 300 ft. (90 m) range will the result of a number of different sometimes be necessary. When all requirements relating to safety, factors are considered the trend to- economy, function and esthetics. ward long span bridges seems irre- The February 1967 report(38> of versible. the special AASHO Traffic Safety Precast I-girders, of the type now Committee calls for the "adoption widely used for spans up to 120 ft. and use of two-span bridges for over- (37 m), will not be adequate for passes crossing divided highways .. these longer spans. It was pro- to eliminate the bridge piers normal- posed(48) that AASHO Type VII- ly placed adjacent to the outside girders might be used for simple shoulders." To comply with these spans up to 140 ft. (43 m) and con- safety criteria, two-span, three-span, tinuous spans up to 160 ft.
    [Show full text]
  • G 13.1 Guidelines for Steel Girder Bridge Analysis.Pdf
    G13.1 Guidelines for Steel Girder Bridge Analysis 2nd Edition American Association of State Highway Transportation Officials National Steel Bridge Alliance AASHTO/NSBA Steel Bridge Collaboration Copyright © 2014 by the AASHTO/NSBA Steel Bridge Collaboration All rights reserved. ii G13.1 Guidelines for Steel Girder Bridge Analysis PREFACE This document is a standard developed by the AASHTO/NSBA Steel Bridge Collaboration. The primary goal of the Collaboration is to achieve steel bridge design and construction of the highest quality and value through standardization of the design, fabrication, and erection processes. Each standard represents the consensus of a diverse group of professionals. It is intended that Owners adopt and implement Collaboration standards in their entirety to facilitate the achievement of standardization. It is understood, however, that local statutes or preferences may prevent full adoption of the document. In such cases Owners should adopt these documents with the exceptions they feel are necessary. Cover graphics courtesy of HDR Engineering. DISCLAIMER The information presented in this publication has been prepared in accordance with recognized engineering principles and is for general information only. While it is believed to be accurate, this information should not be used or relied upon for any specific application without competent professional examination and verification of its accuracy, suitability, and applicability by a licensed professional engineer, designer, or architect. The publication of the material contained herein is not intended as a representation or warranty of the part of the American Association of State Highway and Transportation Officials (AASHTO) or the National Steel Bridge Alliance (NSBA) or of any other person named herein, that this information is suitable for any general or particular use or of freedom from infringement of any patent or patents.
    [Show full text]
  • Bridge News January 2021
    State Aid Bridge News January 2021 (Carrolton Township Bridge 23536, Heron Rd. over the South Branch of the Root River, Fillmore County, Minnesota, a winner of the 2019 MnDOT - AGC Bridge Construction Awards.) Bridge Inspection General In the 2020 MnDOT Bridge Inspection Seminars, the afternoon session for Program Adminis- Contents: trators focused on a SIMS tutorial and a Bridge Inspection Program Administrator Checklist (PDF). Another thorough resource to supplement the PA checklist is the Bridge and Structure • Bridge Inspection General (pg. 1-2) Inspection Program Manual (BSIPM) (PDF). Also, at the PA session a presentation on “Stuff • Fatigue Study Update (pg. 2-3) You Should Now” as a PA was delivered. We would encourage all designated PA’s to revisit • Bridge Maintenance (pg. 3-4) this presentation and other available PA materials and resources before each new inspection season to assure your local bridge inspection program remains fully compliant from year to • Bridge Hydraulic News (pg. 4-5) year. But always remember MnDOT staff in the Bridge Inventory Management Unit and • MCEA County Engineers Bridge Committee Bridge Inspection Unit, along with State Aid Bridge and your DSAE are available to advise and Update (pg. 5-6) to help you through situations that can obstruct or distract your efforts to fulfill the NBIS • Local BRIM Update (pg. 6) regulations. And, our friendly FHWA Bridge Engineer, Tim Anderson is your key resource with related NBIS matters and other FHWA Bridge programs. Tim’s contact information can be • 2020 Featured Local Bridge Projects (pg. 7) found on the FHWA Minnesota Division Staff Directory webpage.
    [Show full text]
  • Difference Between Deck Type and Through Type Bridge and Their Components
    Difference between Deck Type and Through Type Bridge and their Components Naveen Choudhary 1 DEFERENCE BETWEEN DECK TYPE AND THROUGH TYPE RAILWAY BRIDGES • Deck-type bridges refer to those in which the road deck is carried on the top flange or on top of the supporting girders. • Through type bridge - The carriageway rests at the bottom level of the main load carrying members. In the through type plate girder bridge, the roadway or railway is placed at the level of bottom flanges. Mr. Naveen Choudhary, GEC Ajmer 2 DEFERENCE BETWEEN DECK TYPE AND THROUGH TYPE RAILWAY BRIDGES Mr. Naveen Choudhary,GEC Ajmer 3 DEFERENCE BETWEEN DECK TYPE AND THROUGH TYPE RAILWAY BRIDGES Through type deck bridge Mr. Naveen Choudhary,GEC Ajmer 4 DEFERENCE BETWEEN DECK TYPE AND THROUGH TYPE RAILWAY BRIDGES Mr. Naveen Choudhary,GEC Ajmer 5 DEFERENCE BETWEEN DECK TYPE AND THROUGH TYPE RAILWAY BRIDGES Mr. Naveen Choudhary,GEC Ajmer 6 Through Type Bridge Mr. Naveen Choudhary,GEC Ajmer 7 Through Type Bridge Mr. Naveen Choudhary,GEC Ajmer 8 Through Type Bridge Mr. Naveen Choudhary,GEC Ajmer 9 Deck Type Bridge Mr. Naveen Choudhary,GEC Ajmer 10 Deck Type Bridge Mr. Naveen Choudhary,GEC Ajmer 11 Deck Type Bridge Mr. Naveen Choudhary,GEC Ajmer 12 Cross-Section deck type bridge Mr. Naveen Choudhary,GEC Ajmer 13 Normal span ranges of bridge system Mr. Naveen Choudhary,GEC Ajmer 14 Normal span ranges of bridge system TYPE Maximum Span 500 m Steel arch bridge 240 m Steel bow-string girder bridge 1200 m Steel cable suspension bridge 30 m Steel plate girder 10 m Steel rolled beam bridge 180 m Steel truss bridge Mr.
    [Show full text]
  • Timber Vs. Steel Bridge Superstructure Construction: a Simplified Structural, Economic and Environmental Analysis
    University of Vermont ScholarWorks @ UVM UVM Honors College Senior Theses Undergraduate Theses 2015 Timber vs. Steel Bridge Superstructure Construction: A Simplified Structural, Economic and Environmental Analysis Jack Dugdale UVM College of Engineering and Mathematical Sciences Follow this and additional works at: https://scholarworks.uvm.edu/hcoltheses Recommended Citation Dugdale, Jack, "Timber vs. Steel Bridge Superstructure Construction: A Simplified Structural, Economic and Environmental Analysis" (2015). UVM Honors College Senior Theses. 88. https://scholarworks.uvm.edu/hcoltheses/88 This Honors College Thesis is brought to you for free and open access by the Undergraduate Theses at ScholarWorks @ UVM. It has been accepted for inclusion in UVM Honors College Senior Theses by an authorized administrator of ScholarWorks @ UVM. For more information, please contact [email protected]. Timber vs. Steel Bridge Superstructure Construction A Simplified Structural, Economic and Environmental Analysis Jack Dugdale Advised by Eric M. Hernandez, PhD Acknowledgements I would like to thank Professor Eric Hernandez for his help in understanding the various nuances of the AASHTO Standards as well as his general assistance with questions regarding structural analysis and SAP modeling. I would also like to thank the rest of my thesis committee, Professors Donna Rizzo and Priyantha Wijesinghe, for their understanding and flexibility. Finally, I would like to thank my family and my friends Flora and Linnea for their support and encouragement. Abstract For thousands of years, bridges were constructed primarily of timber. Then, in 1779, the first cast iron bridge was built, followed by the first primarily steel bridge in 1874. By the 20th century, wood had fallen completely out of favor for all major infrastructure projects.
    [Show full text]
  • An Investigation of a Prefabricated Steel Truss Girder Bridge with A
    AN INVESTIGATION OF A PREFABRICATED STEEL TRUSS GIRDER BRIDGE WITH A COMPOSITE CONCRETE DECK by Tyler William Kuehl A thesis submitted in partial fulfillment of the requirements for the degree of Master of Science in Civil Engineering MONTANA STATE UNIVERSITY Bozeman, Montana April 2018 ©COPYRIGHT by Tyler William Kuehl 2018 All Rights Reserved ii ACKNOWLEDGEMENTS I would like to express the upmost gratitude to my advisor, Dr. Damon Fick, who aided me in my coursework and research during my time at Montana State University. I would also like to recognize the other members of my committee, Dr. Jerry Stephens, Dr. Mike Berry, and Mr. Anders Larsson for their contributions to my research and education. An additional note of gratitude is extended to the various other professors and graduate students who helped with my research and education along the way. Thank you to the Montana Department of Transportation who provided the funding for the research. Lastly, I would like to extend a thank you to my wife, Alyson Kuehl, who has stood by my side through the many years of schooling and came on this adventure of moving across the country to Montana. iii TABLE OF CONTENTS 1. INTRODUCTION .........................................................................................................1 Description of Proposed Prefabricated Bridge System ..................................................1 Summary of Work..........................................................................................................3 2. LITERATURE REVIEW ..............................................................................................5
    [Show full text]