An Optimized Design of Network Arch Bridge Using Global Optimization Algorithm

Islam, Nazrul; Rana, Shohel; Ahsan, Raquib; Ghani, S.N.

doi:10.1260/1369-4332.17.2.197

Cited by 16 publications

(4 citation statements)

References 5 publications

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“…Tey obtained minimal bending moments at the angle values α � 42-55 °. Similar problems were investigated by Islam Ahsan and Ahsan [15,16], and Pipinato [17,18]. Islam Ahsan showed that circular arch network bridges compared to parabolic arch bridges have a lower arch rise and a lesser number of hangers.…”

Section: Introductionmentioning

confidence: 61%

Insights into Optimal Schemes of Radial Network Arch Pedestrian Bridge

Belevičius

Rusakevičius

Valentinavičius

2022

Advances in Civil Engineering

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The main objective of the article is to find the optimal ranges of the cardinal topological, shape, and dimensional parameters that fully describe the constructional scheme of pedestrian radial network arch bridges of moderate spans. This task is solved by formulating the global optimization problem and seeking the minimum mass of the whole bridge structure. An optimal bridge scheme was obtained by tuning a large set of interdependent design parameters of diverse character: the topological parameters–the type of hanger arrangement, and the number of hangers; the shape parameters–hanger spread and central section angles, the alteration of these angles, and the arch rise; and the sizing parameters–all cross-sectional dimensions of structural members. Mathematically, this is a constrained mixed-integer global optimization problem solved by a stochastic evolutionary algorithm. Plane light-deck bridges of typical moderate 30, 45, 60, 75, and 90 m spans were optimized. Decisive design parameters and their rational ranges for all spans were revealed. In addition, the effects of some simplifications of the general bridge scheme were shown: using the constant spread and central section angles; imposing certain values on the ratio arch rise/bridge span; bounding the hanger diameters to a given value; and so on. Obtained results clearly indicate that the design recommendations for the lightweight network arch bridges should differ from the recommendations for similar automotive and railway bridges. Our findings are: the optimal ratio of arch rise to the bridge span is 0.20–0.30, the number of hangers is >40 even for the shortest spans, the spread angle between hangers is 30°–40°, and the girder mass amounts to ∼30% of the total bridge mass, while the mass of hangers amounts up to 20% and increases when imposing constraints on the minimal radius at the expense of diminishing arch mass.

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Section: Introductionmentioning

confidence: 61%

Insights into Optimal Schemes of Radial Network Arch Pedestrian Bridge

Belevičius

Rusakevičius

Valentinavičius

2022

Advances in Civil Engineering

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“…In ref. [78], another optimized design using a global optimization algorithm (EVOP) was presented. EVOP was interfaced with Ansys to evaluate the structural response of the bridge.…”

Section: Hanger Arrangementmentioning

confidence: 99%

A Review of the Network Arch Bridge

Danciu,

Guțiu,

Moga

et al. 2023

Applied Sciences

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The network arch bridge (NAB) is a new structural form of arch bridge that was devised 60 years ago by the Norwegian engineer Per Tveit, who is now prof. dr. docent emeritus at the University of Agder, Norway. The network arch is a tied-arch (also known as a bowstring-arch) bridge that combines the benefits of tied-arch bridges and trusses in a single system. While in a classical tied arch, the hangers are vertical, in a network arch, the suspension of the deck to the arch is ensured through a network of inclined hangers that intersect each other at least twice. Thus, the core of the NAB is the hanger arrangement that minimizes the bending moment in the arch to very small values, leading to compression in the arch. Compression with only small bending leads to very slender cross-sections for the elements of the bridge, and deep reductions in terms of materials used and economic and environmental costs. This paper reviews the research into the structural form proposed by Per Tveit and extended by researchers and engineers worldwide. The research methodology included bibliometric literature research, obtained by interrogating the ISI Web of Science (WoS) database and the cited references from the articles on WoS. While the first structural form of a network arch is still in use today and it has proven to be a good idea for spans around 100–120 m, engineers worldwide devised new bridge cross-sections. A brief view of the types of bridge cross-section in use today is given, with details about the bridges chosen as representative. Using analysis of Prof. Tveit’s map, Structurae database and literature review, a database of the network arches around the world was created, emphasizing the development of network arches from the perspectives of continental distribution, opening year, number of structures in different structural forms, and bridge purposes. The structural form was assessed from the perspective of materials used for the arch and the tie, span, purpose and number of lanes, the presence/absence of upper wind-bracings and arch disposition in the vertical plane. In the last part of this review, the newest research into the development of the network arch is discussed. In the past 15 years we have seen an acceleration in network arch development from multiple perspectives: new materials used, such as glulam for the arch or carbon fiber-reinforced plastic for the hangers; span lengths of 250 m and 380 m for large bridge widths; architectural constraints that lead to the outward inclination of the arch, that is pleasing to the eye, but difficult to address from an engineering perspective; the most slender arch bridge in the world, with very slender cross-sections for the arch and the tie.

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“…erefore, the truss arch design should be optimized by iterating the maximum main tube eccentricity of each truss section to an admissible value range [27,28].…”

Section: Iterative Calculation Of Main Tube Eccentricitymentioning

confidence: 99%

Optimization Method for Solving the Reasonable Arch Axis of Long‐Span CFST Arch Bridges

Liang

An-bang

et al. 2019

Advances in Civil Engineering

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With the continuous construction of 500 m concrete-filled steel-tube (CFST) arch bridges such as the Bosideng Yangtze River Bridge and the Hejiang Changjiang Highway Bridge, the deviation between the dead pressure line and the arch axis produced by extant arch axis optimization methods increases. Therefore, an arch axis optimization method for long-span CFST arch bridges with a truss section must be designed. Following the optimization of the truss arch axis, this study develops the minimum section eccentricity method that aims to optimize the arch axis of long-span CFST arch bridges. To minimize the main tube eccentricity of the truss arch, the bending moment of the main tubes is reduced by applying the main tube eccentricity method iteratively in a finite element model. Afterward, a smooth and reasonable arch axis is fitted by applying a cubic spline interpolation function in MATLAB. The entire optimization procedure is performed using the Bosideng Yangtze River Bridge as an example. Compared with that of optimal arch axis line types (e.g., parabola and catenary) and other traditional arch axes, the bending moment of main tubes optimized by the proposed method is substantially lower and more uniformly distributed along the arch axis span. The mechanical properties of the finished bridge, including its strength, stiffness, and stability, are all improved, thereby verifying the feasibility of using the proposed method to optimize the arch axis of CFST arch bridges with a truss section.

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An Optimized Design of Network Arch Bridge Using Global Optimization Algorithm

Cited by 16 publications

References 5 publications

Insights into Optimal Schemes of Radial Network Arch Pedestrian Bridge

Insights into Optimal Schemes of Radial Network Arch Pedestrian Bridge

A Review of the Network Arch Bridge

Optimization Method for Solving the Reasonable Arch Axis of Long‐Span CFST Arch Bridges

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