New technologies of steel/concrete composite bridges

Nakamura, Shingo; Momiyama, Yoshiyuki; Hosaka, Tetsuya; Homma, Katsunori

doi:10.1016/s0143-974x(01)00030-x

Cited by 117 publications

(36 citation statements)

References 4 publications

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“…This provides application possibility of LACFST in future. Japan has successfully used LACFST in "Shinkansen" project (high-speed railway bridge) [11]. But according to the published literature [12], it shows that the study about the performance of LACFST is still in a primary stage.…”

Section: Introductionmentioning

confidence: 99%

Behavior of Lightweight Aggregate Concrete Filled Steel Tubular Slender Columns Under Axial Compression

Fu¹,

Ji²,

Lv³

et al. 2011

Volume 7 Number 2

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Based on axially compressive tests on 6 short columns and 27 slender columns of lightweight aggregate concrete filled steel tube (LACFST)，macroscopic deformation characters，axial force-longitudinal strain curves，failure mode and failure mechanism are studied. The results are also compared with these of the normal concrete filled steel tube. The test results demonstrated that slenderness ratio is the main influence factor to the behavior of LACFST long columns under axial load. The greater the slenderness ratio is, the lower the ultimate bearing capacity and stability coefficient of the specimen are, and the performances of core concrete affect the stability behavior of lightweight aggregate concrete and normal concrete filled steel tube long columns. The stability coefficient of specimens is determined by the peak strain of concrete and unrelated to the peak strength of concrete. The stability coefficient increases when the peak strain of concrete increasing. Comparison results show that calculation formula in Europe code EC4 (1996) can be applied to calculate the bearing capacity of LACFST columns under axially compressive load.

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Section: Introductionmentioning

confidence: 99%

Behavior of Lightweight Aggregate Concrete Filled Steel Tubular Slender Columns Under Axial Compression

Fu¹,

Ji²,

Lv³

et al. 2011

Volume 7 Number 2

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“…Metro train is assembled using 3 train cars with an overall length of 61m providing a crush carrying capacity of 600 persons at single journey with a headway between consecutive metro of 5-6 minute with no further possibility of extension of station as currently designed. During peak hour traffic the passenger transportation gets slowed down due to only 600 persons can be transported at a time, even though headway decrement can be brought down to 1min only with an another possible alternative being extending the platform by addition of a platform through girder [1] addition which will in turn allow an addition of a coach or two. Girders being the one of the type of suitable or possible way of an extension [2].…”

Section: Introductionmentioning

confidence: 99%

Extension of Existing Platform of Kochi Metro to Accommodate More Train-Cars

Sofi¹,

Kannan²

2018

IJET

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The metro rail being successfully a mode of transportation that is by far largely the main and the most used service for easier travelling is posed with restriction limited due to the existing design. Kochi metro being elevated throughout has provision of extension of platform to allow more passenger thereby more train cars. In this paper an attempt is made to provide easy, efficient and low cost method of extension of platform using steel plate girders as the main super structure component. The model is developed and analysed in SAP2000 which is then checked for deflection and reinforcement criterion. A 3D finite element model of the composite steel concrete girder is developed using ABAQUS to observe the load and stress transfer as well as the behaviour of shear studs.

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“…The greatest benefits are currently visible in the application of steel-concrete composite structures [24]. These are mainly used in bridge construction but are also used in other areas of the construction industry, especially in the industrial construction [16].…”

Section: Introductionmentioning

confidence: 99%

“…The constituent parts of the cross section are made of materials with different Young's moduli, which interact with each other through the use of fasteners. These elements are joined to maximise both their strength properties and operating characteristics with respect to their location within the feature.The greatest benefits are currently visible in the application of steel-concrete composite structures [24]. These are mainly used in bridge construction but are also used in other areas of the construction industry, especially in the industrial construction [16].…”

mentioning

confidence: 99%

Experimental and numerical studies of continuous composite beams taking into consideration slab cracking

Śledziewski¹

2016

EiN

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IntroductionSpecial requirements with regard to the theory of composite structures and their creative shaping make them one of the most interesting solutions for load-carrying structures in the construction technology. The constituent parts of the cross section are made of materials with different Young's moduli, which interact with each other through the use of fasteners. These elements are joined to maximise both their strength properties and operating characteristics with respect to their location within the feature.The greatest benefits are currently visible in the application of steel-concrete composite structures [24]. These are mainly used in bridge construction but are also used in other areas of the construction industry, especially in the industrial construction [16].The importance of the issue of cracking in the context of continuous composite structures is still a topic of discussion. Although the structure safety is not compromised in any way, its operating lifespan is significantly affected. Non-structural cracks can cause damage to insulation and -in the long -cause corrosion of the reinforcement, as well. Therefore, it must be remembered that the operating lifespan of the structure is one of the basic assumptions in the design process and it significantly affects the adopted design solutions and materials [26]. The feature's operating lifespan is maintained when the structure fulfils its function within a given time both for its load-bearing capacity (ultimate limit states) and serviceability (limit states related to the reduction of cracks, stresses and deflections). The correct structure design ensures that it is fit for purpose for at least the period of expected operating lifespan. The requirements for the bridge structure operating lifespan are particularly high, though. In accordance with [26], bridges are classified as the S5 design category (class), which means the approximate design lifetime of at least 100 years.Nowadays, in order to meet the increasingly stringent operating lifespan criteria, the design phase for composite bridges should take into account non-structural concrete cracking and the change of its stiffness between the cracks Eksploatacja i NiEzawodNosc -MaiNtENaNcE aNd REliability Vol.18, No. 4, 2016 579 sciENcE aNd tEchNology 579[28] in the ultimate limit state and serviceability limit state. Concrete cracking affects the stiffness of the composite section and can cause an overload of the steel section. The change in the stiffness causes redistribution of excessive bending moments along the length of the continuous beam. The problem of the behaviour of the composite structure with the cracked concrete slab is complicated and not fully explored. For this reason, the stiffness of the concrete in tension in often overlooked in the design of civil engineering structures. This approach leads to an irrational assessment of the load-bearing capacity and serviceability of the composite structure, which causes a reduction in the lifetime of the feature [36].This problem also occur...

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New technologies of steel/concrete composite bridges

Cited by 117 publications

References 4 publications

Behavior of Lightweight Aggregate Concrete Filled Steel Tubular Slender Columns Under Axial Compression

Behavior of Lightweight Aggregate Concrete Filled Steel Tubular Slender Columns Under Axial Compression

Extension of Existing Platform of Kochi Metro to Accommodate More Train-Cars

Experimental and numerical studies of continuous composite beams taking into consideration slab cracking

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