The Design of Modern Steel Bridges - TEDI

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30 The Design of Modern Steel Bridges Figure 1.30 Pont de Normandie, France. proposed to have a central span of 1018 m (3340 ft). The two single towers of this bridge will rise 290 m (951 ft), in concrete construction under deck level and in steel above. This bridge is planned to be built by 2008. In the last decade China has made a rapid progress in building long-span bridges. The Chinese authorities have proposals to build Sutong Bridge over the Yangtsi river near Shanghai with a cable-stayed main span of 1100 m (3609 ft) and Shanghai–Chongming Bridge over the same river with a 1200 m (3937 ft) central cable-stayed span. Multiple cable-stayed spans, with towers strong enough to resist substantial differential tensions in the cable stays of adjacent spans, was adopted for Tin Kau Bridge in Hong Kong, with two central spans of 448 m (1470 ft) and 475 m (1558 ft). Over the Corinth Sea in Greece, connecting Rion and Antirion, a bridge is being built with two 560 m (1837 ft) cable-stayed spans. Millau Viaduct in south-east France has been proposed to have six spans of 350 m (1148 ft) and two spans of 240 m (787 ft) built end-to-end and supported by towers that will rise 235 m (771 ft). For cable-stayed bridges with concrete deck girders, mention should be made of the Brotonne Bridge at Rouen in France opened in 1977 with 320 m (1050 ft) span, Sunshine Skyway at Tampa Bay, Florida, opened in 1987 with 366 m (1200 ft) span, and Barrios du Luna in Spain with 440 m (1444 ft) span. In the early days of steel bridge construction, riveting and bolting were the means of connecting component parts in plate and trussed girders. The box girder type of construction was the exception to the general practice, e.g. Stephenson’s railway bridges at Menai and Conway. Electric open-arc welding was developed in the 1930s and the Second World War saw its rapid expansion. Then followed the trend of stiffened plate construction and friction-grip bolting. Rivets gradually gave way to shop welding and friction-grip bolting on
site. Erection methods of launching and cantilevering were widened by the development of floating-out techniques and heavy lifting equipment suitable for handling entire structures in one piece. Post-war years also saw a great expansion of the understanding of structural behaviour and analysis of indeterminate interconnected structural systems. The state-of-the-art before the war generally consisted of assuming pin-jointed connections between different structural elements and manually solving simultaneous equations. In the aftermath of the war devastations, the knowledge and experience of the aircraft industry was imported into bridge building in order to Figure 1.31 Sava Bridge, Belgrade, Serbia. Types and History of Steel Bridges 31 Figure 1.32 Auckland Harbour Bridge, New Zealand (1969).
Page 1: The Design of Modern Steel Bridges
Page 5 and 6: The Design of Modern Steel Bridges
Page 7 and 8: Contents Preface vii Acknowledgemen
Page 9 and 10: Preface Bridges are great symbols o
Page 11: Acknowledgements The figures in Cha
Page 14 and 15: 2 The Design of Modern Steel Bridge
Page 22 and 23: 10 The Design of Modern Steel Bridg
Page 58 and 59: Table 2.1 Properties of some commer
Page 63 and 64: Chapter 3 Loads on Bridges 3.1 Dead
Page 65 and 66: 3.3 Design live loads in different
Page 67 and 68: interstate highways are designed fo
Page 69 and 70: a coefficient that depends on the n
Page 71 and 72: Loads on Bridges 59 In Germany, a n
Page 73 and 74: Table 3.6 Typical values of U and P
Page 75 and 76: 3.5 Longitudinal forces on bridges
Page 77 and 78: wind loading on the traffic. An upl
Page 79 and 80: where r is the air density ¼ 1.226
Page 81 and 82: Loads on Bridges 69 minimum and max
Page 83 and 84: 3.8 Other loads on bridges There ar
Page 85 and 86: References Loads on Bridges 73 wher
Page 87 and 88: Chapter 4 Aims of Design 4.1 Limit
Page 89 and 90: critical components of the structur
Page 91 and 92: But this is an attempt to achieve u
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If the basic variables R and S are
Page 95 and 96:
educed variables defined by oi ¼ x
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will have a probability of failure
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Aims of Design 87 g m ¼ g m1 g m2
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Table 4.2 Failure probabilities of
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Chapter 5 Rolled Beam and Plate Gir
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as possible. But deep and thin webs
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eam, with an effective area equal t
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and stresses caused by lateral defl
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Figure 5.3 Beam cross-section. In t
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Rolled Beam and Plate Girder Design
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Table 5.2 Effective length factors
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stress is equal to p 2 E/(Le/r) 2 )
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equation (5.16) has been adopted fo
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The strain energy of the elastic re
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Figure 5.6 Buckling of plates in co
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Figure 5.8 Buckling of plate under
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techniques. It may be noted that th
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5.4.3 Effect of residual stresses R
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Aw ¼ 40 mm 2 , allowing for a smal
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Basler and Thurlimann were the firs
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Ostapenko/Chern gave the following
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where m ¼ Mp b 2 twsyw ty ¼ syw p
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the case of equal flanges, the tota
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emains flat until an elastic critic
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longitudinal compression is given b
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where Peq ¼ s1tB PE Ps Pcro Peq1
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Figure 5.27 Tension-field forces in
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5.5.6 Design of longitudinal web st
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when Le is the effective length for
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pffiffiffiffiffiffiffiffiffiffiffif
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een derived as a condition for trea
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For interaction of various stress c
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must be at least i.e. 1 IsxbB 4 2 a
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Chapter 6 Stiffened Compression Fla
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Stiffened Compression Flanges of Bo
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cross-section in which the secant s
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longitudinal compression of the lon
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webs of main girders is denoted by
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wherefrom Ms ¼ 2 3 PE P The net be
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Chapter 7 Cable-stayed Bridges 7.1
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Cable-stayed Bridges 185 cables con
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The following is a list of cable-st
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(a) Fan system (b) Harp system (c)
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7.3.2 Ropes causing lateral compres
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The spiral winding of wires around
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polyethylene or even steel tube. Or
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See Fig. 7.7. Imagine a cable-stay
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It may be noted that: Et is higher
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Reference Cable-stayed Bridges 201
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204 The Design of Modern Steel Brid
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206 The Design of Modern Steel Brid
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The Design of Modern Steel Bridges - TEDI

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