Structural damage is inherent in civil engineering structures and bridges are no exception. It is vital to monitor and keep track of damage on bridge structures due to multiple mechanical, environmental, and traffic-induced factors. Monitoring the formation and propagation of structural damage is also pertinent for enhancing the service life of bridges. Bridge Health Monitoring (BHM) has always been an active research area for engineers and stakeholders. While all monitoring techniques intend to provide accurate and decisive information on the remaining useful life, safety, integrity, and serviceability of bridges; maintaining the uninterrupted operation of a bridge highly relies on understanding the development and propagation of damage. BHM methods have been extensively researched on bridges over the decades, and new methodologies have started to be used by domain experts, especially within the last decade. Emerging methods, as the products of the technology advancements, resulted in handy tools that have been quickly adopted by bridge engineers. State-of-the-art techniques such as LiDAR, Photogrammetry, Virtual Reality (VR) and Augmented Reality (AR), Digital Twins, Computer Vision, Machine Learning, and Deep Learning are now integrated part of the new-generation BHM operations. This paper presents a brief overview of these latest BHM technologies.
{"title":"A Review of Latest Trends in Bridge Health Monitoring","authors":"N. Catbas, Onur Avcı","doi":"10.1680/jbren.21.00093","DOIUrl":"https://doi.org/10.1680/jbren.21.00093","url":null,"abstract":"Structural damage is inherent in civil engineering structures and bridges are no exception. It is vital to monitor and keep track of damage on bridge structures due to multiple mechanical, environmental, and traffic-induced factors. Monitoring the formation and propagation of structural damage is also pertinent for enhancing the service life of bridges. Bridge Health Monitoring (BHM) has always been an active research area for engineers and stakeholders. While all monitoring techniques intend to provide accurate and decisive information on the remaining useful life, safety, integrity, and serviceability of bridges; maintaining the uninterrupted operation of a bridge highly relies on understanding the development and propagation of damage. BHM methods have been extensively researched on bridges over the decades, and new methodologies have started to be used by domain experts, especially within the last decade. Emerging methods, as the products of the technology advancements, resulted in handy tools that have been quickly adopted by bridge engineers. State-of-the-art techniques such as LiDAR, Photogrammetry, Virtual Reality (VR) and Augmented Reality (AR), Digital Twins, Computer Vision, Machine Learning, and Deep Learning are now integrated part of the new-generation BHM operations. This paper presents a brief overview of these latest BHM technologies.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-09-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83672848","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}
The new Broadway Bridge over the Arkansas River is located in downtown Little Rock, Arkansas, USA. The Arkansas Department of Transportation replaced the existing historical structure, which was costly to maintain and considered structurally deficient. The new iconic structure consists of two basket-handled 134 m tied-arch bridges which are designed to accommodate 24 000 vehicles daily and includes a shared-used path. The US$98 million bridge was completed in 2017. Located along the existing alignment in a downtown metropolitan area, impacts to traffic were a prime concern. The bridge was closed to traffic for 6 months to allow for construction and to float the new arches into place. Throughout design, fracture critical members were given careful consideration. The tie-girder was designed with a bolted connection to prevent a fracture in one plate from propagating throughout the cross-section. It was then analysed as a three-sided section at the extreme event limit state. This internal redundancy minimised the potential risk of a catastrophic structural failure. This paper discusses the design considerations for the fracture-critical members, the construction technique, and the expected movement of the main-span tied-arch superstructures.
{"title":"Broadway Bridge tied arches replacement project, USA","authors":"Natalie McCombs, Sarah Larson","doi":"10.1680/jbren.21.00101","DOIUrl":"https://doi.org/10.1680/jbren.21.00101","url":null,"abstract":"The new Broadway Bridge over the Arkansas River is located in downtown Little Rock, Arkansas, USA. The Arkansas Department of Transportation replaced the existing historical structure, which was costly to maintain and considered structurally deficient. The new iconic structure consists of two basket-handled 134 m tied-arch bridges which are designed to accommodate 24 000 vehicles daily and includes a shared-used path. The US$98 million bridge was completed in 2017. Located along the existing alignment in a downtown metropolitan area, impacts to traffic were a prime concern. The bridge was closed to traffic for 6 months to allow for construction and to float the new arches into place. Throughout design, fracture critical members were given careful consideration. The tie-girder was designed with a bolted connection to prevent a fracture in one plate from propagating throughout the cross-section. It was then analysed as a three-sided section at the extreme event limit state. This internal redundancy minimised the potential risk of a catastrophic structural failure. This paper discusses the design considerations for the fracture-critical members, the construction technique, and the expected movement of the main-span tied-arch superstructures.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-09-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88648148","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}
Pub Date : 2022-09-01DOI: 10.1680/jbren.2022.175.3.133
S. Mitoulis, M. Domaneschi, J. Casas, G. Cimellaro, N. Catbas, B. Stojadinović, D. Frangopol
{"title":"Editorial: The crux of bridge and transport network resilience – advancements and future-proof solutions","authors":"S. Mitoulis, M. Domaneschi, J. Casas, G. Cimellaro, N. Catbas, B. Stojadinović, D. Frangopol","doi":"10.1680/jbren.2022.175.3.133","DOIUrl":"https://doi.org/10.1680/jbren.2022.175.3.133","url":null,"abstract":"","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89594294","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}
A replacement bridge for U.S. 59 across the Missouri River, from Atchison, Kansas to Winthrop, Missouri in the United States has been constructed. Interactions between the flow around this bridge and two existing bridges adjacent to the new bridge had the potential to create large scour holes. Since the original bridge would need to remain open during construction, a scour study was performed to determine the placement of the piers. The new bridge uses prestressed concrete bulb tee girder spans for the approaches and one 160.6 m (527 foot) steel network tied arch for the main navigation span. The bridge was designed in 2008 and was one of the first modern tied arch bridges that used internal redundancy for fracture critical members using bolted angles at the intersection of the tie girder webs and flanges in the United States. Due to vertical clearance constraints, the tied arch contains a framed-in-floor system to minimize structure depth. This also required a specific slab pouring sequence to relieve the elongation effects of the tie girder during construction. This signature structure opened to traffic in 2012 and project completion occurred in summer of 2013. This paper focuses on the pier placement relating to the scour concerns and the design of the tied arch span.
{"title":"The Amelia Earhart Network Tied Arch Bridge Replacement Project","authors":"Natalie McCombs, Mark Hurt, T. Konda","doi":"10.1680/jbren.21.00102","DOIUrl":"https://doi.org/10.1680/jbren.21.00102","url":null,"abstract":"A replacement bridge for U.S. 59 across the Missouri River, from Atchison, Kansas to Winthrop, Missouri in the United States has been constructed. Interactions between the flow around this bridge and two existing bridges adjacent to the new bridge had the potential to create large scour holes. Since the original bridge would need to remain open during construction, a scour study was performed to determine the placement of the piers. The new bridge uses prestressed concrete bulb tee girder spans for the approaches and one 160.6 m (527 foot) steel network tied arch for the main navigation span. The bridge was designed in 2008 and was one of the first modern tied arch bridges that used internal redundancy for fracture critical members using bolted angles at the intersection of the tie girder webs and flanges in the United States. Due to vertical clearance constraints, the tied arch contains a framed-in-floor system to minimize structure depth. This also required a specific slab pouring sequence to relieve the elongation effects of the tie girder during construction. This signature structure opened to traffic in 2012 and project completion occurred in summer of 2013. This paper focuses on the pier placement relating to the scour concerns and the design of the tied arch span.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-08-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81014549","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}
M. Fallahian, E. Ahmadi, Saeid Talaei, F. Khoshnoudian, M. Kashani
Damage detection of bridge structures plays a crucial role in in-time maintenance of such structures, which subsequently prevents further propagation of the damage, and likely collapse of the structure. Currently, the application of machine learning algorithms are growing in smart damage detection of structures. This work focuses on application of a new machine learning algorithm to identify the location and severity of damage in truss bridges. Frequency Response Functions (FRFs) are used as damage features, and are compressed using Principal Component Analysis (PCA). Couple Sparse Coding (CSC) is adopted as a classification method to learn the relationship between the bridge damage features and its damage states. Two truss bridges are used to test the proposed method and determine its accuracy in damage detection of truss bridges. It is found that the proposed method provides a reliable detection of damage location and severity in truss bridges.
{"title":"Application of Couple Sparse Coding in Smart Damage Detection of Truss Bridges","authors":"M. Fallahian, E. Ahmadi, Saeid Talaei, F. Khoshnoudian, M. Kashani","doi":"10.1680/jbren.22.00017","DOIUrl":"https://doi.org/10.1680/jbren.22.00017","url":null,"abstract":"Damage detection of bridge structures plays a crucial role in in-time maintenance of such structures, which subsequently prevents further propagation of the damage, and likely collapse of the structure. Currently, the application of machine learning algorithms are growing in smart damage detection of structures. This work focuses on application of a new machine learning algorithm to identify the location and severity of damage in truss bridges. Frequency Response Functions (FRFs) are used as damage features, and are compressed using Principal Component Analysis (PCA). Couple Sparse Coding (CSC) is adopted as a classification method to learn the relationship between the bridge damage features and its damage states. Two truss bridges are used to test the proposed method and determine its accuracy in damage detection of truss bridges. It is found that the proposed method provides a reliable detection of damage location and severity in truss bridges.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-08-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90710971","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}
Mosabreza Tajali, Shervan Ataei, A. Miri, E. Ahmadi, M. Kashani
A large part of Iranian railway bridge asset comprises masonry arch bridges, which have been in service for over 70 years. Seismic assessment of such structures is of great importance, particularly for high-seismic regions. Hence, this study assesses the seismic performance of Veresk masonry arch bridge, the longest masonry arch bridge of Iranian railway network (a span length of 99 m), spanned over a valley of depth 110 m, through a reliable sensor-based model updating. Dynamic tests are carried out using a test train, composed of 6-axle locomotives and 4-axle freight wagons, which travels across the bridge, and subsequently, vibration response of the instrumented bridge is measured. A high-fidelity 3D Finite Element (FE) model of the bridge is developed and updated using the measured vibration characteristics: mid-span displacements and natural frequencies. Finally, the seismic performance assessment of the bridge is performed through non-linear static and dynamic analyses for two seismic hazard levels with return periods of 150 and 1000 years. It is found that for the hazard level with a return period of 150 years, both nonlinear static and dynamic analyses give very similar results. However, for the seismic hazard level with the return period of 1000 years, the results of the static analysis are more conservative.
{"title":"Seismic Assessment of a Railway Masonry Arch Bridge Using Sensor-Based Model Updating","authors":"Mosabreza Tajali, Shervan Ataei, A. Miri, E. Ahmadi, M. Kashani","doi":"10.1680/jbren.22.00019","DOIUrl":"https://doi.org/10.1680/jbren.22.00019","url":null,"abstract":"A large part of Iranian railway bridge asset comprises masonry arch bridges, which have been in service for over 70 years. Seismic assessment of such structures is of great importance, particularly for high-seismic regions. Hence, this study assesses the seismic performance of Veresk masonry arch bridge, the longest masonry arch bridge of Iranian railway network (a span length of 99 m), spanned over a valley of depth 110 m, through a reliable sensor-based model updating. Dynamic tests are carried out using a test train, composed of 6-axle locomotives and 4-axle freight wagons, which travels across the bridge, and subsequently, vibration response of the instrumented bridge is measured. A high-fidelity 3D Finite Element (FE) model of the bridge is developed and updated using the measured vibration characteristics: mid-span displacements and natural frequencies. Finally, the seismic performance assessment of the bridge is performed through non-linear static and dynamic analyses for two seismic hazard levels with return periods of 150 and 1000 years. It is found that for the hazard level with a return period of 150 years, both nonlinear static and dynamic analyses give very similar results. However, for the seismic hazard level with the return period of 1000 years, the results of the static analysis are more conservative.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-07-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82240028","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}
Bridge aerodynamic studies are essential in ensuring the safety and acceptable performance of long-span bridges vulnerable to the effects of crosswinds. Aerodynamic studies were traditionally carried out in wind tunnel facilities, but there are now greater opportunities for using computational fluid dynamics modelling. Few studies of three-dimensional aerodynamic simulations of lightweight vehicles on bridges exist but there has been limited validation and verification work done to date. In the study reported in this paper, three-dimensional computational fluid dynamics models were developed for the Queensferry Crossing cable-stayed bridge in Scotland, containing wind shields and sample vehicles. The models considered the wind effects from a range of yaw wind angles and subsequently determined the aerodynamic coefficients of vehicles. The models were verified by means of a mesh sensitivity study, a domain sensitivity study and comparisons with wind-tunnel test results. The models were then validated by using the same modelling process with a different type of wind shield, and again comparing results with wind-tunnel test data for the same configuration. Results demonstrated that the modelling can determine the aerodynamic coefficients to a similar level of accuracy to that of wind tunnel tests.
{"title":"Comparing computational modelling of bridge wind shields to wind tunnel tests","authors":"Licheng Zhu, D. McCrum, J. Keenahan","doi":"10.1680/jbren.21.00095","DOIUrl":"https://doi.org/10.1680/jbren.21.00095","url":null,"abstract":"Bridge aerodynamic studies are essential in ensuring the safety and acceptable performance of long-span bridges vulnerable to the effects of crosswinds. Aerodynamic studies were traditionally carried out in wind tunnel facilities, but there are now greater opportunities for using computational fluid dynamics modelling. Few studies of three-dimensional aerodynamic simulations of lightweight vehicles on bridges exist but there has been limited validation and verification work done to date. In the study reported in this paper, three-dimensional computational fluid dynamics models were developed for the Queensferry Crossing cable-stayed bridge in Scotland, containing wind shields and sample vehicles. The models considered the wind effects from a range of yaw wind angles and subsequently determined the aerodynamic coefficients of vehicles. The models were verified by means of a mesh sensitivity study, a domain sensitivity study and comparisons with wind-tunnel test results. The models were then validated by using the same modelling process with a different type of wind shield, and again comparing results with wind-tunnel test data for the same configuration. Results demonstrated that the modelling can determine the aerodynamic coefficients to a similar level of accuracy to that of wind tunnel tests.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-07-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"72382802","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}
The Cross Bay Link (CBL) bridge is a 1km sea crossing that forms the centrepiece of the new East-West express highway link in Hong Kong. This £250 million project features an iconic 200m-span butterfly double-arch bridge and a series of concrete box girder spans supported on the specially-sculpted V-piers and large-size piled foundations. This paper describes the innovative construction methods adopted for building the bridge safely and efficiently in an extremely challenging marine environment, which leveraged on the extensive use of the Design for Manufacture and Assembly (DfMA) solutions with most of the bridge elements above the sea level being prefabricated or precast offsite. This includes the construction of the 10,000 tonnes steel arch bridge, which was fully prefabricated near Shanghai, then transported to Hong Kong by a semi-submersible barge, and eventually erected onto the piers by using the float-over method. In addition, most of the concrete decks, piers and the pile cap shells were precast offsite and then lifted into position on site. This project holds a number of engineering records in Hong Kong, including the longest arch bridge, the first-time adoption of S690QL high-strength steel for major bridge elements and the largest-scale implementation of the float-over erection method.
{"title":"The Construction of the Cross Bay Link Bridge in Hong Kong","authors":"Yangtian Wang, Haijuan Liu, S. Mak, Chengrui Hu","doi":"10.1680/jbren.22.00016","DOIUrl":"https://doi.org/10.1680/jbren.22.00016","url":null,"abstract":"The Cross Bay Link (CBL) bridge is a 1km sea crossing that forms the centrepiece of the new East-West express highway link in Hong Kong. This £250 million project features an iconic 200m-span butterfly double-arch bridge and a series of concrete box girder spans supported on the specially-sculpted V-piers and large-size piled foundations. This paper describes the innovative construction methods adopted for building the bridge safely and efficiently in an extremely challenging marine environment, which leveraged on the extensive use of the Design for Manufacture and Assembly (DfMA) solutions with most of the bridge elements above the sea level being prefabricated or precast offsite. This includes the construction of the 10,000 tonnes steel arch bridge, which was fully prefabricated near Shanghai, then transported to Hong Kong by a semi-submersible barge, and eventually erected onto the piers by using the float-over method. In addition, most of the concrete decks, piers and the pile cap shells were precast offsite and then lifted into position on site. This project holds a number of engineering records in Hong Kong, including the longest arch bridge, the first-time adoption of S690QL high-strength steel for major bridge elements and the largest-scale implementation of the float-over erection method.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87552817","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}
With daily traffic of 260,000 vehicles, the San Francisco-Oakland Bay Bridge is a major connection in the San Francisco Bay Area. The new bridge is a designated lifeline structure (to remain open for emergency traffic after a major seismic event) with a design life of 150 years. The new bridge is 3.6 km long and consists of four distinct structures: a low-rise post-tensioned concrete box girder near the Oakland shore; a 2.4 km long segmental concrete box girder (Skyway); a first-of-its-kind self-anchored suspension (SAS) bridge with a 385 m main-span over the navigational channel; and a post-tensioned concrete box girder that connects to the east portal of the Yerba Buena Island tunnel. Opened in 2013, the signature span of the bridge is the self-anchored suspension (SAS) bridge with a length of 624 m and a total deck width of 79 m accommodating 10 lanes of traffic in addition to a bike/pedestrian path. The $6.4 billion USD mega project was procured under multiple contracts and was delivered using the traditional design-bid-build method. This paper describes the key design innovations and construction methods which address the unique challenges on this project.
{"title":"The San Francisco-Oakland Bay Bridge – Eastern Span","authors":"M. Nader, B. Maroney","doi":"10.1680/jbren.21.00078","DOIUrl":"https://doi.org/10.1680/jbren.21.00078","url":null,"abstract":"With daily traffic of 260,000 vehicles, the San Francisco-Oakland Bay Bridge is a major connection in the San Francisco Bay Area. The new bridge is a designated lifeline structure (to remain open for emergency traffic after a major seismic event) with a design life of 150 years. The new bridge is 3.6 km long and consists of four distinct structures: a low-rise post-tensioned concrete box girder near the Oakland shore; a 2.4 km long segmental concrete box girder (Skyway); a first-of-its-kind self-anchored suspension (SAS) bridge with a 385 m main-span over the navigational channel; and a post-tensioned concrete box girder that connects to the east portal of the Yerba Buena Island tunnel. Opened in 2013, the signature span of the bridge is the self-anchored suspension (SAS) bridge with a length of 624 m and a total deck width of 79 m accommodating 10 lanes of traffic in addition to a bike/pedestrian path. The $6.4 billion USD mega project was procured under multiple contracts and was delivered using the traditional design-bid-build method. This paper describes the key design innovations and construction methods which address the unique challenges on this project.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-06-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89869777","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}
The Temburong Bridge is a 27km long crossing linking the two parts of Brunei across Brunei Bay. It includes 13km of marine viaduct, split into 2 sections by a cable stayed bridge. Construction of its twin road decks in the shortest possible time called for a new type of lifting gantry that could lift and place both decks simultaneously. Each pair of 50m full-span precast concrete box girders was delivered by barge to both sides of the piers, lifted, tracked sideways and lowered on to their bearings, all by the gantry, which then launched itself to the next span. This cycle was repeated 267 times. The gantry had an overall length of 130m, a ‘wingspan’ of 59m and could lift the 870 tonne deck sections 26m from its centreline. Having completed the first 165 spans the gantry was relocated to the other side of the cable stayed spans in one piece by floating crane. This paper describes the engineering challenges posed by this unique method, and their solution. One such challenge was catering for the dynamic out-of-balance loading on the gantry's cantilever ‘wings’ generated when lifting simultaneously off independent barges.
{"title":"Sultan Haji Omar Ali Saifuddien Bridge (Temburong Bridge): span by span deck erection","authors":"David P. Taylor","doi":"10.1680/jbren.21.00096","DOIUrl":"https://doi.org/10.1680/jbren.21.00096","url":null,"abstract":"The Temburong Bridge is a 27km long crossing linking the two parts of Brunei across Brunei Bay. It includes 13km of marine viaduct, split into 2 sections by a cable stayed bridge. Construction of its twin road decks in the shortest possible time called for a new type of lifting gantry that could lift and place both decks simultaneously. Each pair of 50m full-span precast concrete box girders was delivered by barge to both sides of the piers, lifted, tracked sideways and lowered on to their bearings, all by the gantry, which then launched itself to the next span. This cycle was repeated 267 times. The gantry had an overall length of 130m, a ‘wingspan’ of 59m and could lift the 870 tonne deck sections 26m from its centreline. Having completed the first 165 spans the gantry was relocated to the other side of the cable stayed spans in one piece by floating crane. This paper describes the engineering challenges posed by this unique method, and their solution. One such challenge was catering for the dynamic out-of-balance loading on the gantry's cantilever ‘wings’ generated when lifting simultaneously off independent barges.","PeriodicalId":44437,"journal":{"name":"Proceedings of the Institution of Civil Engineers-Bridge Engineering","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-05-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87740839","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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