Cristian Toșa, Andrei Mitrea, Tomio Miwa, T. Morikawa
Abstract Attitudes and perceptions expressed by respondents in questionnaire surveys play an important role in creating informed policy decisions. Under a complex environment policy, within the European Union, that is aimed at tackling urban mobility challenges, member states such as Romania have recently been transposing and assimilating Sustainable Urban Mobility Plans into urban development regulations. The legacy of business-as-usual approaches are still dominating urban transport interventions, mainly addressing level-of-service for private motorized transport, while measures dedicated to public and active transport are either lacking consistency or are being delayed for years. With shallow and hastened public consultation procedures, and little consideration for the role of attitudes and perceptions in urban transport quality assessment, this paper aims at providing local administrations with exploratory tools to understand and segment the mobility styles of their citizens. The data used in this article is based on a research-based mobility survey in Cluj-Napoca, Romania, and the results will help decision-makers understand travel behavior and provide them with alternative information in shaping urban transport policy decisions.
{"title":"Mobility Styles and Affinity for Public Transport Services in Romanian Urban Areas","authors":"Cristian Toșa, Andrei Mitrea, Tomio Miwa, T. Morikawa","doi":"10.2478/rjti-2022-0005","DOIUrl":"https://doi.org/10.2478/rjti-2022-0005","url":null,"abstract":"Abstract Attitudes and perceptions expressed by respondents in questionnaire surveys play an important role in creating informed policy decisions. Under a complex environment policy, within the European Union, that is aimed at tackling urban mobility challenges, member states such as Romania have recently been transposing and assimilating Sustainable Urban Mobility Plans into urban development regulations. The legacy of business-as-usual approaches are still dominating urban transport interventions, mainly addressing level-of-service for private motorized transport, while measures dedicated to public and active transport are either lacking consistency or are being delayed for years. With shallow and hastened public consultation procedures, and little consideration for the role of attitudes and perceptions in urban transport quality assessment, this paper aims at providing local administrations with exploratory tools to understand and segment the mobility styles of their citizens. The data used in this article is based on a research-based mobility survey in Cluj-Napoca, Romania, and the results will help decision-makers understand travel behavior and provide them with alternative information in shaping urban transport policy decisions.","PeriodicalId":40630,"journal":{"name":"Romanian Journal of Transport Infrastructure","volume":null,"pages":null},"PeriodicalIF":0.1,"publicationDate":"2022-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46889900","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract Since 2017, several porous asphalt trials have been built in New Zealand in order to investigate the effects of air voids, stone size and layer thickness on tyre/road noise. These trials have shown that all three variables play an important role in noise from porous asphalt surfaces. The trial results have led to a 40 mm thick EPA7 surface (porous asphalt with 7 mm nominal stone size) becoming the preferred low-noise surface for use on New Zealand State highways, with a slightly thicker 50 mm version being preferred in particularly noise-sensitive areas. Regular CPX testing is being conducted to monitor the long-term acoustic behaviour of the surfaces, and this testing has not shown any significant changes in LCPX:P1,80 to date. Further trials are planned for early 2022 to optimise the air voids content for the preferred EPA7 surface.
{"title":"Optimising New Zealand’s State highway low-noise road surface","authors":"R. Wareing, J. Bull, S. Chiles, R. Jackett","doi":"10.2478/rjti-2022-0006","DOIUrl":"https://doi.org/10.2478/rjti-2022-0006","url":null,"abstract":"Abstract Since 2017, several porous asphalt trials have been built in New Zealand in order to investigate the effects of air voids, stone size and layer thickness on tyre/road noise. These trials have shown that all three variables play an important role in noise from porous asphalt surfaces. The trial results have led to a 40 mm thick EPA7 surface (porous asphalt with 7 mm nominal stone size) becoming the preferred low-noise surface for use on New Zealand State highways, with a slightly thicker 50 mm version being preferred in particularly noise-sensitive areas. Regular CPX testing is being conducted to monitor the long-term acoustic behaviour of the surfaces, and this testing has not shown any significant changes in LCPX:P1,80 to date. Further trials are planned for early 2022 to optimise the air voids content for the preferred EPA7 surface.","PeriodicalId":40630,"journal":{"name":"Romanian Journal of Transport Infrastructure","volume":null,"pages":null},"PeriodicalIF":0.1,"publicationDate":"2022-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48903962","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract For ensuring an ideal recycling rate, the extending producer responsibility (Extending Producer Responsibility) has been recognized by more and more governments. And an increasing number of original vehicle manufacturers (Original Vehicle Manufacturers) participated in their End-of-Life vehicles (End-of-Life Vehicles) reusing to fulfil their social responsibility. The Original Vehicle Manufacturers can do well in auto parts remanufacturing due to their knowledge and skills of vehicle manufacturing, and the third-party vehicle recyclers are more capable of recycling the End-of-Life Vehicles due to their skills and facilities of waste recycling. To better improve the End-of-Life Vehicle reusing businesses and improve the efficiency and quality of End-of-Life Vehicle recycling and remanufacturing, this research built a remanufacturing system with dual-cycle End-of-Life Vehicle recycling. Moreover, for the well operation of this system, the researchers established the game model between Original Vehicle Manufacturers and third-party recyclers with the government involved and analyzed this model with evolutionary game theory. This research found that there are two evolutionary stable strategies (ESS) for the two groups. For well operation of remanufacturing system with dual-cycle End-of-Life Vehicle recycling, the government need to use the Extending Producer Responsibility policy to impose strict restrictions on Original Vehicle Manufacturers doing End-of-Life Vehicle recycling through promoting Original Vehicle Manufacturers’ recycling quantity standard and the penalty for insufficient End-of-Life Vehicle recycling. Further, this research also found that the licensing fee that the third-party recycler needs to pay the Original Vehicle Manufacturer for getting the recycling business plays a vital role in the ESS.
为保证理想的回收率，生产者责任延伸(extended producer responsibility)已被越来越多的政府所认可。越来越多的原车制造商(original vehicle manufacturers)参与到报废车辆(end - life vehicles)再利用中来，履行自己的社会责任。原厂拥有汽车制造的知识和技能，可以做好汽车零部件的再制造;第三方汽车回收商拥有废旧汽车回收的技能和设施，更有能力回收报废汽车。为了更好地完善报废汽车回收业务，提高报废汽车回收再制造的效率和质量，本研究构建了双周期报废汽车回收再制造系统。此外，为了保证系统的良好运行，建立了政府参与的整车制造商与第三方回收商之间的博弈模型，并用进化博弈论对该模型进行了分析。本研究发现，这两个群体存在两种进化稳定策略(ESS)。为了使双周期报废汽车回收的再制造体系运行良好，政府需要利用生产者责任延伸政策，通过提高报废汽车制造商的回收数量标准和报废汽车回收不足的处罚，对报废汽车回收的原车制造商进行严格的限制。此外，本研究还发现，第三方回收商为获得回收业务而需要向原厂支付的许可费在ESS中起着至关重要的作用。
{"title":"The Decision-Making Analysis on End-of-Life Vehicle Recycling Extending Producer Responsibility Policy in the Context of Remanufacturing","authors":"Zhang Yu, S. Khan","doi":"10.2478/rjti-2021-0012","DOIUrl":"https://doi.org/10.2478/rjti-2021-0012","url":null,"abstract":"Abstract For ensuring an ideal recycling rate, the extending producer responsibility (Extending Producer Responsibility) has been recognized by more and more governments. And an increasing number of original vehicle manufacturers (Original Vehicle Manufacturers) participated in their End-of-Life vehicles (End-of-Life Vehicles) reusing to fulfil their social responsibility. The Original Vehicle Manufacturers can do well in auto parts remanufacturing due to their knowledge and skills of vehicle manufacturing, and the third-party vehicle recyclers are more capable of recycling the End-of-Life Vehicles due to their skills and facilities of waste recycling. To better improve the End-of-Life Vehicle reusing businesses and improve the efficiency and quality of End-of-Life Vehicle recycling and remanufacturing, this research built a remanufacturing system with dual-cycle End-of-Life Vehicle recycling. Moreover, for the well operation of this system, the researchers established the game model between Original Vehicle Manufacturers and third-party recyclers with the government involved and analyzed this model with evolutionary game theory. This research found that there are two evolutionary stable strategies (ESS) for the two groups. For well operation of remanufacturing system with dual-cycle End-of-Life Vehicle recycling, the government need to use the Extending Producer Responsibility policy to impose strict restrictions on Original Vehicle Manufacturers doing End-of-Life Vehicle recycling through promoting Original Vehicle Manufacturers’ recycling quantity standard and the penalty for insufficient End-of-Life Vehicle recycling. Further, this research also found that the licensing fee that the third-party recycler needs to pay the Original Vehicle Manufacturer for getting the recycling business plays a vital role in the ESS.","PeriodicalId":40630,"journal":{"name":"Romanian Journal of Transport Infrastructure","volume":null,"pages":null},"PeriodicalIF":0.1,"publicationDate":"2021-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42438735","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract The public transport system has an essential role in the sustainability of the urban environment. The accessibility is one of the critical functions for the increase of public transport efficiency. In this framework, the paper presents a methodology to enhance the accessibility of the public transport network. The methodology aims to design a network of dedicated bus lanes to operate in areas with low accessibility and improve the connections to metro and tram lines that provide rapid and high-capacity services.
{"title":"Network of Dedicated Bus Lanes: A Solution to Increase the Accessibility of the Urban Intermodal Transport","authors":"D. Costescu, A. Stere, Alin Marian Șerban","doi":"10.2478/rjti-2021-0008","DOIUrl":"https://doi.org/10.2478/rjti-2021-0008","url":null,"abstract":"Abstract The public transport system has an essential role in the sustainability of the urban environment. The accessibility is one of the critical functions for the increase of public transport efficiency. In this framework, the paper presents a methodology to enhance the accessibility of the public transport network. The methodology aims to design a network of dedicated bus lanes to operate in areas with low accessibility and improve the connections to metro and tram lines that provide rapid and high-capacity services.","PeriodicalId":40630,"journal":{"name":"Romanian Journal of Transport Infrastructure","volume":null,"pages":null},"PeriodicalIF":0.1,"publicationDate":"2021-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43581075","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract Rail transport developments seem to offer tremendous benefits to land use and spatial development. As the development of rail lines induces land use growth and development. However, the veracity of this claim remains unclear in the context of Nigeria rail resuscitation efforts. This research intends to examine the correlation between rail development and land use in Nigeria. The association between state population characteristics, rail line development, population density, and square kilometres is examined. The methodology comprises both qualitative and quantitative designs. The correlation coefficients are used to establish a relationship between the parameters used in the research. The study reveals that spatial development and land uses are greatly influenced by rail transportation infrastructure provision in the state with a rail line. The analysis reveals a positive relationship between rail line development and population density. Therefore, more investment and better management are needed to facilitate nationwide rail transportation links.
{"title":"Spatiotemporal Correlation Between Railway Transport Development and Land Use","authors":"A. Oluwakoya, S. Ogundipe","doi":"10.2478/rjti-2021-0010","DOIUrl":"https://doi.org/10.2478/rjti-2021-0010","url":null,"abstract":"Abstract Rail transport developments seem to offer tremendous benefits to land use and spatial development. As the development of rail lines induces land use growth and development. However, the veracity of this claim remains unclear in the context of Nigeria rail resuscitation efforts. This research intends to examine the correlation between rail development and land use in Nigeria. The association between state population characteristics, rail line development, population density, and square kilometres is examined. The methodology comprises both qualitative and quantitative designs. The correlation coefficients are used to establish a relationship between the parameters used in the research. The study reveals that spatial development and land uses are greatly influenced by rail transportation infrastructure provision in the state with a rail line. The analysis reveals a positive relationship between rail line development and population density. Therefore, more investment and better management are needed to facilitate nationwide rail transportation links.","PeriodicalId":40630,"journal":{"name":"Romanian Journal of Transport Infrastructure","volume":null,"pages":null},"PeriodicalIF":0.1,"publicationDate":"2021-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43843939","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract The inspection of bridges is an essential activity to maintain the viability and safe operation of these structures. The inspection process shall be carried out by visual means using special equipment called bridge inspector. The equipment is similar in design to mobile crane installations – crane lorries, with the rotating part in the form of a boom at the end of which is the work platform for personnel and tools. The structure of the arm has the shape of a lattice girder or beams with closed section (caisson); regardless of the type of construction there is at least one telescopable section. During use, the installation is positioned on the superstructure of the bridges, supporting it by means of folding or telescopic outriggers. Starting from the determination of the loads on the supports of a crane, loads necessary to ensure the stability, in the case study presented in the paper, the authors identify for bridge inspection equipment the value of the loads transmitted through the support system for different positions of the telescopic arm. These values are of interest when, due to space or omission, the outriggers of the installation are positioned on sidewalks or degraded structures and may cause loss of stability leading to technical damage (of the installation and the bridge) but also possible injuries to workers.
{"title":"Considerations on Loads Transmitted By the Bridge Inspection Installation on Support Structures","authors":"Cristina Sescu-Gal, M. Savaniu, C. Frâncu","doi":"10.2478/rjti-2021-0011","DOIUrl":"https://doi.org/10.2478/rjti-2021-0011","url":null,"abstract":"Abstract The inspection of bridges is an essential activity to maintain the viability and safe operation of these structures. The inspection process shall be carried out by visual means using special equipment called bridge inspector. The equipment is similar in design to mobile crane installations – crane lorries, with the rotating part in the form of a boom at the end of which is the work platform for personnel and tools. The structure of the arm has the shape of a lattice girder or beams with closed section (caisson); regardless of the type of construction there is at least one telescopable section. During use, the installation is positioned on the superstructure of the bridges, supporting it by means of folding or telescopic outriggers. Starting from the determination of the loads on the supports of a crane, loads necessary to ensure the stability, in the case study presented in the paper, the authors identify for bridge inspection equipment the value of the loads transmitted through the support system for different positions of the telescopic arm. These values are of interest when, due to space or omission, the outriggers of the installation are positioned on sidewalks or degraded structures and may cause loss of stability leading to technical damage (of the installation and the bridge) but also possible injuries to workers.","PeriodicalId":40630,"journal":{"name":"Romanian Journal of Transport Infrastructure","volume":null,"pages":null},"PeriodicalIF":0.1,"publicationDate":"2021-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43840855","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract The connections with end plates and bolts can be used in steel bridge structures, or joining the decking beams, which can lead to very simple and economical constructive solutions. The paper presents some theoretical aspects concerning the behavior and calculation of the end plate connections which is partially pre-tensioned by high-strength bolts, and supplementary a welded cover plate is added to the tensioned flange of the plate girder. In the case of connections subjected to tension forces, it is not recommended to prestress the bolts as much as is the case when the joints are subjected only to shear because live loads can lead to the overloading of the bolts; the overload is a function of the relative stiffness of the end plate and of the bolts. The additional welded splice at the tension flange contributes to the transfer of the large tension stresses from the extreme bolts to the welded cover plate, resulting in a significantly reduced joint assembly loading and an increased load-bearing capacity. The paper includes a numerical example highlighting the influence of the stiffness of the joint elements and of the welded splice-plate on the joint loading, considering its pre-tensioning effect from the cooling contraction of the longitudinal welding fillets.
{"title":"Connections of Steel Girders with End Plates and Partially Prestressed Bolts","authors":"Ștefan Guțiu, C. Moga, A. Danciu","doi":"10.2478/rjti-2021-0009","DOIUrl":"https://doi.org/10.2478/rjti-2021-0009","url":null,"abstract":"Abstract The connections with end plates and bolts can be used in steel bridge structures, or joining the decking beams, which can lead to very simple and economical constructive solutions. The paper presents some theoretical aspects concerning the behavior and calculation of the end plate connections which is partially pre-tensioned by high-strength bolts, and supplementary a welded cover plate is added to the tensioned flange of the plate girder. In the case of connections subjected to tension forces, it is not recommended to prestress the bolts as much as is the case when the joints are subjected only to shear because live loads can lead to the overloading of the bolts; the overload is a function of the relative stiffness of the end plate and of the bolts. The additional welded splice at the tension flange contributes to the transfer of the large tension stresses from the extreme bolts to the welded cover plate, resulting in a significantly reduced joint assembly loading and an increased load-bearing capacity. The paper includes a numerical example highlighting the influence of the stiffness of the joint elements and of the welded splice-plate on the joint loading, considering its pre-tensioning effect from the cooling contraction of the longitudinal welding fillets.","PeriodicalId":40630,"journal":{"name":"Romanian Journal of Transport Infrastructure","volume":null,"pages":null},"PeriodicalIF":0.1,"publicationDate":"2021-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44089872","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract One of the most used methods of rehabilitation of road structures is the laying of a protective asphalt layer over a degraded concrete. The main problem of this solution is the reflective cracking, more precisely the transmission of the existing cracks in the lower layer in the asphalt pavement. The method presented in this article involves an accelerated laboratory test on specimens composed of a pre-cracked concrete slab over which an asphalt slab is glued, subjected to equivalent traffic loads. This test allows the observation of the crack propagation from the lower layer to the upper layer, until it yields, through parameters such as deformed specimen, opening and length of the crack in asphalt, but also the opening of the existing crack in concrete, relative to the number of cycles. By relating these parameters, important conclusions can be drawn about the behavior of the composite structure at reflective cracking, being able to choose the optimal recipe of the protective asphalt layer.
{"title":"Accelerated Laboratory Testing for Reflective Cracking","authors":"M. Lobază","doi":"10.2478/rjti-2021-0003","DOIUrl":"https://doi.org/10.2478/rjti-2021-0003","url":null,"abstract":"Abstract One of the most used methods of rehabilitation of road structures is the laying of a protective asphalt layer over a degraded concrete. The main problem of this solution is the reflective cracking, more precisely the transmission of the existing cracks in the lower layer in the asphalt pavement. The method presented in this article involves an accelerated laboratory test on specimens composed of a pre-cracked concrete slab over which an asphalt slab is glued, subjected to equivalent traffic loads. This test allows the observation of the crack propagation from the lower layer to the upper layer, until it yields, through parameters such as deformed specimen, opening and length of the crack in asphalt, but also the opening of the existing crack in concrete, relative to the number of cycles. By relating these parameters, important conclusions can be drawn about the behavior of the composite structure at reflective cracking, being able to choose the optimal recipe of the protective asphalt layer.","PeriodicalId":40630,"journal":{"name":"Romanian Journal of Transport Infrastructure","volume":null,"pages":null},"PeriodicalIF":0.1,"publicationDate":"2021-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43989028","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
V. Florescu, Ștefan Mocanu, Ancuta Neagu, Cristina Sescu-Gal
Abstract Estimating the remaining service life of a forklift for an objective reference is not only a requirement of the applicable legislation but also represents a challenge for specialized technical staff. It is well known that the first fatigue failure element of a forklift is its fork. A simulation using the SolidWorks suite and its result is presented in this article. It allows the identification of critical areas of fatigue failure. Based on the design of the subassembly and the loading scheme of the original product, the model under analysis with finite element was made on a 1: 1 scale. The filet areas also required a comparative analysis of the results obtained depending on the choice of mesh and discretization element. Starting from the mechanical properties of the material as well as the association with the characteristic fatigue yield curves (Wohler), a method for estimating the remaining service life of the structure is proposed. The aspect related to obtaining exact results without an excessive consumption of computing resources was also taken into account.
{"title":"Research on the Parameters Influencing the Numerical Analysis of the Fatigue Behaviour of a Forklift-ARM","authors":"V. Florescu, Ștefan Mocanu, Ancuta Neagu, Cristina Sescu-Gal","doi":"10.2478/rjti-2021-0001","DOIUrl":"https://doi.org/10.2478/rjti-2021-0001","url":null,"abstract":"Abstract Estimating the remaining service life of a forklift for an objective reference is not only a requirement of the applicable legislation but also represents a challenge for specialized technical staff. It is well known that the first fatigue failure element of a forklift is its fork. A simulation using the SolidWorks suite and its result is presented in this article. It allows the identification of critical areas of fatigue failure. Based on the design of the subassembly and the loading scheme of the original product, the model under analysis with finite element was made on a 1: 1 scale. The filet areas also required a comparative analysis of the results obtained depending on the choice of mesh and discretization element. Starting from the mechanical properties of the material as well as the association with the characteristic fatigue yield curves (Wohler), a method for estimating the remaining service life of the structure is proposed. The aspect related to obtaining exact results without an excessive consumption of computing resources was also taken into account.","PeriodicalId":40630,"journal":{"name":"Romanian Journal of Transport Infrastructure","volume":null,"pages":null},"PeriodicalIF":0.1,"publicationDate":"2021-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44176721","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract Recent developments in the social sphere also cause an increase in transportation activities. Increased transport activities lead to the construction of new roads and bridges. Different bridge construction systems are available to overcome large span obstacles. Cable-stayed bridges are more advantageous construction systems than other bridge type building carrier systems in overcoming large spans through suspension cables. Therefore, it is also widely preferred by designers. The biggest factor in the development of cable-stayed bridges is undoubtedly steel cables. Cable-stayed bridges are bridge structures that become lighter with the increase of the span, which has a more expanded flexibility, and that includes a cable system with the effect of nonlinear factors. Costs of cable-stayed bridges vary according to different spans. The span as well as the deck material used in the bridge system have a great effect on the cost. In cable-stayed bridge systems, decks are constructed of reinforced concrete and steel. The costs of cable-stayed bridges are widely discussed around the world; therefore, the effect of the span and deck material on the cost of cable-stayed bridges is being investigated. The main bearing elements of such bridges are cables, decks, and towers, and among these elements, the tower bridge carries all the weight of the bridge, even other external loads such as vehicle, wind, etc. In this study, the three-dimensional model of the cable, deck and tower elements that make up the cable-stayed bridge system was created and analysed using the CSI Bridge Program. The AASHTO LRFD Standards, which are widely used in the analysis of bridge systems with the CSI Bridge program and the design of bridge systems in the world, were used. In the study, the analysis and designs of cable-stayed bridges with reinforced concrete and steel deck at 250, 500, 750, 1000, 1500, 2000 meters span were carried out. The amount of materials and costs used in the analysis and design of the cable-stayed bridge systems were obtained and the results were interpreted.
{"title":"Investigation of the Effect of the Deck Material on the Cost in Cable-Stayed Bridges with Different Spans","authors":"Ali Köken, A. Farhad","doi":"10.2478/rjti-2021-0002","DOIUrl":"https://doi.org/10.2478/rjti-2021-0002","url":null,"abstract":"Abstract Recent developments in the social sphere also cause an increase in transportation activities. Increased transport activities lead to the construction of new roads and bridges. Different bridge construction systems are available to overcome large span obstacles. Cable-stayed bridges are more advantageous construction systems than other bridge type building carrier systems in overcoming large spans through suspension cables. Therefore, it is also widely preferred by designers. The biggest factor in the development of cable-stayed bridges is undoubtedly steel cables. Cable-stayed bridges are bridge structures that become lighter with the increase of the span, which has a more expanded flexibility, and that includes a cable system with the effect of nonlinear factors. Costs of cable-stayed bridges vary according to different spans. The span as well as the deck material used in the bridge system have a great effect on the cost. In cable-stayed bridge systems, decks are constructed of reinforced concrete and steel. The costs of cable-stayed bridges are widely discussed around the world; therefore, the effect of the span and deck material on the cost of cable-stayed bridges is being investigated. The main bearing elements of such bridges are cables, decks, and towers, and among these elements, the tower bridge carries all the weight of the bridge, even other external loads such as vehicle, wind, etc. In this study, the three-dimensional model of the cable, deck and tower elements that make up the cable-stayed bridge system was created and analysed using the CSI Bridge Program. The AASHTO LRFD Standards, which are widely used in the analysis of bridge systems with the CSI Bridge program and the design of bridge systems in the world, were used. In the study, the analysis and designs of cable-stayed bridges with reinforced concrete and steel deck at 250, 500, 750, 1000, 1500, 2000 meters span were carried out. The amount of materials and costs used in the analysis and design of the cable-stayed bridge systems were obtained and the results were interpreted.","PeriodicalId":40630,"journal":{"name":"Romanian Journal of Transport Infrastructure","volume":null,"pages":null},"PeriodicalIF":0.1,"publicationDate":"2021-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45977299","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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