Relevant bibliographies by topics / Cantilever bridges

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Cantilever bridges'

Author: Grafiati
Published: 4 June 2021
Last updated: 26 July 2024

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Journal articles on the topic "Cantilever bridges"

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Li, Xiao Ke, Jun Lian Yin, and Shi Ming Liu. "Static Analysis of Prestressed Concrete Cantilever Bridge." Applied Mechanics and Materials 438-439 (October 2013): 913–16. http://dx.doi.org/10.4028/www.scientific.net/amm.438-439.913.

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Due to geological conditions at abutment, working mechanism and economy, a prestressed concrete bridge with double cantilevers is designed. Main dimensions and drawings are introduced and static analytical results of prestressed concrete cantilever bridge are discussed. The numerical model was built by the integrated solution system for bridge and civil Engineering-MIDAS/Civil. The main loads which affect internal force and deflection at key sections of bridge are studied, such as mid-point, support point and free end of cantilever bridge. The rules which loads affect internal forces and deflections are revealed. The results show that dead weight is an important load to control internal force and deformation of bridge with double cantilevers. The design and numerical results would give some references to the optimization of similar bridges.
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Liu, Chun Lei, and Su Juan Dai. "The Best Position to Determine the Hinge in the Cantilever Bridge." Applied Mechanics and Materials 578-579 (July 2014): 814–17. http://dx.doi.org/10.4028/www.scientific.net/amm.578-579.814.

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The simple-supported beam bridge is a common structure form widely used in small and medium span bridges. When the span is longer, the maximum bending moment is accordingly bigger. The maximum positive and negative bending moment numerical of beam decreases obviously because of cantilever bridge with cantilever beams to reduce the amount of materials. This article analyzes the current commonly used cantilever bridge with large span. The two-span cantilever bridge is analyzed under various loads about the internal force according to the condition of the absolute value of the maximum positive and negative bending moment being equal. It carries on the contrast and analysis about simple-supported beam bridges and obtains the best location of the hinge in the cantilever bridge. Moreover, it provides some reference for the optimum design of similar bridges and projects.
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Rajeshirke, Shriket P., Prof Yogesh R. Suryawanshi, and Prof Dr Navnath V. Khadake. "Comparative Study of Balance Cantilever Bridge and Extradosed Bridge." International Journal for Research in Applied Science and Engineering Technology 10, no. 5 (May 31, 2022): 3365–75. http://dx.doi.org/10.22214/ijraset.2022.43126.

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Abstract: Now a days, in India Balance Cantilever bridges are widely used in hilly region were supporting from the bottom is difficult. The name Balance Cantilever Bridge is arrived due to the application of construction methodology which balances out the cantilever portion. It is one of the most effective methods of building bridges without the need of false work. Balanced cantilever bridges are used for special requirements like construction over traffic, short lead time compared to steel and use local labour and materials. Extradosed bridge is a unique idea bridge between Girder Bridge and cable-stayed bridge. A balanced cantilever bridge with construction stage analysis consideration a model is prepared in the Midas Civil software and analysed, we can see how it considers construction stage analysis with creep & shrinkage effect. The construction stage analysis in the Midas Civil considers shrinkage and creep during construction stages to simulate the construction process of a incremental stage. As most of the literature covers either balance cantilever bridge or extradosed bridge, this paper introduces and attempt to summaries comparative study of balance cantilever and extra dose bridge with its span arrangement, span by depth ratio, prestressing steel etc. Keywords: Construction stage, balance cantilever , extradosed, prestress
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Bukhari, Meisan Ali, Ola Hisham Fatani, Juman Alhusain Alrifai, Safa Wajdi Kabli, Manar Ali Alhomood, Mona Hassan Alnomani, Abdullah Musri Al Abu Saber, et al. "Advantages and disadvantages of cantilever bridges." International Journal Of Community Medicine And Public Health 9, no. 1 (December 27, 2021): 359. http://dx.doi.org/10.18203/2394-6040.ijcmph20214865.

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Utilizing cantilever bridges to perform fixed partial prostheses has been reported in the literature based on the increasing demands in this field to improve the outcomes and relieve extensive therapeutic approaches associated with complete oral rehabilitation. The current evidence indicates that cantilever bridges can effectively replace missing teeth with more favorable outcomes than removable partial dentures. However, evidence also shows that decreasing the number and size of cantilevered pontics and increasing abutment teeth are necessary to enhance the outcomes. Furthermore, if the occlusion is harmonious and stable, it has been demonstrated that cantilever bridges can be applied with the minimal periodontal ligament, which adds to its favorable outcomes. However, it should be noted that cantilever bridges are not applicable for all patients as it needs proper oral health status to be installed. Besides, it might also be associated with complications that may lead to failure. Therefore, further studies are still needed.
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Machelski, Czesław. "Concrete creep effects during bridge span construction using cantilever concreting technology." Roads and Bridges - Drogi i Mosty 18, no. 3 (October 1, 2009): 193–210. http://dx.doi.org/10.7409/rabdim.019.013.

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A characteristic feature of many long-span cantilever prestressed concrete bridges are excessive deflections of their spans due to the rheological processes in the concrete and in the prestressing steel. Such bridges are subject to monitoring during which geodetic surveys are usually conducted. The latter reveal changes in the deflection curves of the spans. In this paper span displacements resulting from concrete creep are analysed. A specific situation occurring when the span static scheme is changed from the cantilever (assembly stage) to continuous beam (exploitation stage) is considered. Assuming a regular three-span structure, a general solution to the problem is obtained for the following bridge parameters: dead load, span length, and the variable concrete creep index. The proposed algorithm is used in calculation examples in which different creep index distributions along the cantilevers are assumed. The results of the analyses are compared with the behaviour of a monitored existing bridge of this type. The analyses presented in this paper can be useful for the design of spans and the assessment of the safety of such bridges which are in service.
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WU, Min-jie, Xiao-jing WANG, Li-dong ZOU, Wei-hua XU, and Xiang-hao ZHANG. "Evaluation of the therapeutic efficiency of mandibular anterior implant-supported fixed bridges with cantilevers." Chinese Medical Journal 126, no. 24 (December 20, 2013): 4665–69. http://dx.doi.org/10.3760/cma.j.issn.0366-6999.20131291.

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Background Dental implant technology has developed rapidly in recent years. However, the use of implant-supported fixed bridges with cantilevers has been controversial. The purpose of this study was to evaluate the clinical results of the mandibular anterior implant-supported fixed bridges with a cantilever. Method Thirty-three patients (15 males, 18 females; mean age, 42.6 years; range 20-54 years) with two missing anterior mandibular teeth had single implant-supported fixed bridges with a cantilever. Clinical examination was recorded and radiographs were taken. The mean duration of follow-up was 30 months (15-44 months). Results All implants survived. Loosening or fracture of the prosthesis was not observed. All patients were satisfied with the treatment. The mean bone resorption values after 12, 24, and 36 months of implant loading were 0.94, 1.18 and 1.35 mm respectively. The changes of gingival papilla height ranged from 0 to 0.5 mm. There was significant difference between 1-year and 2 or 3 years restoration groups regarding the average gingival height changes (P <0.05). Conclusion After careful and precise selection of patients, restoration with a single implant-supported fixed bridge with a cantilever can be recommended if two anterior mandibular teeth are missing.
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Maryono and Eka Juliar. "METODE PLAKSANAAN PEKERJAAN SLAB PADA JEMBATAN CILUTUNG DI KEC. TOMO KAB. SUMEDANG." SEMINAR TEKNOLOGI MAJALENGKA (STIMA) 7 (September 27, 2023): 54–64. http://dx.doi.org/10.31949/stima.v7i0.882.

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Cilutung Bridge is one of the bridges located on Jalan Raya Tolengas, Tolengas, Tomo District, Sumedang Regency. Bridges have various types of bridges, namely girder bridges, arch bridges, truss bridges, suspension bridges. The bridge component is divided into two, namely the superstructure and the substructure. The structure of the bridge generally includes: sidewalks, vehicle floor slabs, girders, diaphragm beams, and platforms. The structure under the bridge generally includes: the base of the bridge (abutments), bridge pillars (piers) and foundations. The bridge slab is a horizontal structural element that functions to distribute dead and live loads to the vertical support frame of a structural system. The stages of implementing the bridge slab work are 1. Preparatory work, 2. Steel bridge deck installation, 3. Steel bridge deck grouting work, 4. Cantilever slab formwork assembly, 5. Slab and parapet reinforcement assembly, 6. Cantilever slab formwork installation, 7. Check completeness and measurement, 8. Bridge slab reinforcement installation, 9. Bridge parapet reinforcement installation, 10. Bridge slab formwork installation 11. Measurement, 12. Block out deck drain installation, 13. Bridge slab floor cleaning, 14. Inspection, 15. Bridge slab casting, 16. Slump and quality check, 17. Formwork demolition work, 18. Maintenance and tidiness.
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Pisarek, Bartosz, and Czesław Machelski. "Rheological Effects in the Bridges Constructed with Cantilever Method." Romanian Journal of Transport Infrastructure 9, no. 1 (July 1, 2020): 77–93. http://dx.doi.org/10.2478/rjti-2020-0005.

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Abstract A characteristic feature of bridges made using cantilever concreting technology is their excessive deflections, which are a result of rheological processes in concrete and prestressing steel. These deflections can be caused by the destruction of the material, e.g. concrete cracking, as well as the changing of the static scheme of the bridge structure, such as the subsidence of supports. The final result of a structure’s operation is changes in its grade line, which in this paper are considered as the deflection line of a bridge’s span. The purpose of the paper is to determine the participation of a structure’s rotation over supports in the deformation of the span with the largest length. The authors proposed an algorithm for determining the deflection function and rotation angles, which were obtained on the basis of changes in the curvature of the beam. It is characterised by an accurate mapping of the rheological processes that occur in the bridge, which is calculated on the basis of the changes of the grade line obtained from geodetic measurements on site. The paper proposes a general geometric indicator of the box cross-section cantilever, which is calculated for the construction phase, and a different indicator for the operation phase. They can be used for comparative analyses of various bridges. The analysis of deflections in cantilever bridges during the operation phase of their longest spans indicates that there is a significant influence of the angles of rotation over the supports. In the paper, such a group of bridges is qualified as unstable, in which the static scheme changes from a determinate cantilever state (the construction phase) into a multi-span system with different span lengths (the operation phase).
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Nguyen, Duy Tien, Xuan Tung Nguyen, and Van Minh Ngo. "Survey and analysis long term deflection of cantilever bridge in Vietnam." IOP Conference Series: Materials Science and Engineering 1258, no. 1 (October 1, 2022): 012063. http://dx.doi.org/10.1088/1757-899x/1258/1/012063.

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The deflection and camber of bridge, especially of the box girder bridge as well as their effected factors have been important research topics since the end of the last century. In Vietnam, the box girder bridge constructed by cantilever method had been introduced since the 1990s and become popular in the last twenty years. After more than two decades of exploitation, these bridges face various problems such as over deflection, cracks... To clarify the actual deflection of the cantilevered box girder bridge and the effected factors such as creep and shinkage, the survey of long-term deflection of such box girder bridge (Hung Ha bridge) has been carried out and compare with the numerical analysis. The results show the significant effect of creep and shinkage to the long-term deflection of the cantilevered box girder bridge.
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Petzek, Edward, Anamaria Butiscă, and Luiza Toma. "Eye Bars - Pins Connections." Advanced Materials Research 814 (September 2013): 222–29. http://dx.doi.org/10.4028/www.scientific.net/amr.814.222.

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This type of connections was used from the beginning of the steel constructions and is very efficient in some typical cases. Connections with eye bars and pins were used initially in suspension bridges, cantilever truss girders and other structures. In modern steel structures this type of connection is often used in cases when simple solutions are necessary like scaffoldings, mobile structures, emergency bridges, etc, or cases in which a certain rotation (pin connection) is desired like structures on cables, chimney, cable stayed bridges and bowstring bridges. At the end of the 19th century and the beginning of the 20th century, when the technology of foundation was not yet developed, engineers preferred the cantilever arrangement (known also as the Gerber system) to the continuous bridge, because it has favourable moments along its length and is not subjected to settlement stresses. It is important to mention that the cantilever truss girder is easier to analyse. However a cantilever arrangement requires special hinge connections and is less rigid than a continuous one. Some famous bridges have been built in this system. One of these structures of the past is the Traians bridge over the Mures in Arad, erected in 1910. The main cantilever truss has the following spans: L = 50,05 + 85,30 + 50,05 = 185,40 m. After two World Wars and other damages the bridge is still in operation for usual traffic - cars and tramways (with restrictions for trucks). The bridge is a historical monument of the engineering science and has a remarkable aesthetic aspect and an emblematical importance for the city of Arad. One of the aspects of the rehabilitation project is the analysis of the Gerber hinge which consists of lug plates and bolts in order to assure the movement of the suspended central part of the structure. These elements have to support the reaction force from all the loads on the bridge and they have a complex stress distribution. Due to the different events, the increasing of the traffic and traffic loads, the existence of cracks in these plates is possible and probable. The paper includes also the evaluation of the technical state of the bridge, stress evaluation based on 3D analysis, assessment of the remaining fatigue life.
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Dissertations / Theses on the topic "Cantilever bridges"

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Takács, Peter F. "Deformations in Concrete Cantilever Bridges : Observations and Theoretical Modelling." Doctoral thesis, Norwegian University of Science and Technology, Faculty of Engineering Science and Technology, 2002. http://urn.kb.se/resolve?urn=urn:nbn:no:ntnu:diva-112.

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The thesis deals with the deformation problem of segmental, cast-in-place concrete cantilever bridges. This type of bridge has shown some propensity to develop larger deflections than those were predicted in the design calculation. Excessive deflections may lead to deterioration of aesthetics, serviceability problems and eventually early reconstruction of the bridge. Also in the construction stages the deflections have to be properly compensated to achieve the smooth camber in the completed bridge deck.

Deformation prediction in concrete cantilever bridges is not as reliable as it would be necessary due to several factors. The high degree of uncertainty in creep and shrinkage prediction in concrete constitutes the major difficulty. Other factors are the complex segmental construction procedure and the sensitivity of the deformations to variations in the construction schedule, the uncertainty in estimating the frictional loss of prestress and relaxation in the prestressing tendons and uncertainty in estimating model parameters such as temperature and relative humidity.

The doctoral study was initiated with the objective to improve deformation prediction in segmentally cast concrete cantilever bridges and to establish guidelines for deformation analysis based on advanced numerical methods.

A database on observed deformations in three modern long span concrete cantilever bridges in Norway has been established. Two of the bridges were partly constructed from lightweight aggregate concrete. The deformations have been monitored since the construction stages up to the present time. The measurements cover the construction stages and the service life of 14, 8 and 3 years, respectively for the three bridges. The measured deformations are deflections in the superstructure and in one of the bridges, also strain measurements in the piers and the superstructure.

A sophisticated numerical model was created for deformation analysis. The numerical model realistically simulates the segmental construction procedure and the entire life span of the bridge. The effects of the segmental construction method, temporarily supports and constraints and changes in the structure system during construction are taken into account. The model considers the different concrete age from segment to segment, the sequential application of permanent loads and prestressing and the effect of temporary loads. The prestressing tendons are individually modelled with their true profile taking into account the variation of the effective prestressing force along the length of the tendon and with time.

The finite element model consists of beam elements which are based on an advanced beam element formulation. The beam model was verified against a robust two-and-a-half dimensional shell model concerning its general performance and some specific issues. The comparison confirmed the accuracy of the beam model. Existing experimental data on creep and shrinkage in lightweight aggregate concrete and high strength concrete were evaluated in comparison with theoretical models. The main focus was on the CEB-FIP Model Code 1990 and its subsequent extensions. The findings were considered in the numerical studies.

Deformations of the three bridges were computed. The CEB-FIP Model Code 1990 material model was used for concrete for the most part. The elastic moduli were taken from test results where they were available. The creep coefficient and the shrinkage strain of the lightweight aggregate concrete were assumed equal to those of normal density concrete of the same strength. The agreement between the calculated and the measured deformations were satisfactory in view of the large uncertainty involved in theoretical prediction. While moderate differences were observed in most cases, no clear overall tendency toward underor overestimation was found. In subsequent numerical studies, the sensitivity of the deformations to variations in various model parameters was investigated. The B3 model was compared to the CEB-FIP Model Code 1990 in the analysis of one of the bridges, where the latter model showed somewhat better agreement with the measurements.

The last part of the work concerned a robust probabilistic analysis which was based on a Monte Carlo simulation. The objective of the probabilistic analysis was to estimate the statistical properties of the deformation responses. With the distribution function of a given deformation response being known, the confidence limit for the deformation can be determined. It is recommended to design the bridge for the long-time deflection which represents a certain confidence limit (e.g. the 95 % confidence limit) of the response rather than its mean. Such way the risk that the bridge will suffer intolerable deflection over its life span can be minimised.

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Diogo, Honório José. "Conceptual design of long-span cantilever constructed concrete bridges." Thesis, KTH, Bro- och stålbyggnad, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-36994.

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Papatheodorou, Marianthi. "Dynamic finite element modelling, measurement and updating of cable stayed bridges." Thesis, University of Bristol, 2001. http://hdl.handle.net/1983/9bc30f08-7040-4ade-be27-8a56eacc1826.

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Demartini, Christopher J. "Strength and durability of the Story Bridge approach spans." Thesis, Queensland University of Technology, 1992. https://eprints.qut.edu.au/36060/1/36060_Demartini_1992.pdf.

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A great number of reinforced concrete bridges in Australia are in excess of 30 years old and beginning to show signs of distress. The vehicle loads carried by these structures have increased since their construction and will continue to increase in the future. A rational procedure for inspection, testing and analysis of these bridges is vital if this important national asset is to be managed effectively and the useful life of these structures economically extended. The Story Bridge provides a major traffic corridor over the Brisbane River. It is now over 50 years old and beginning to show signs of distress. The author has undertaken a detailed procedure of testing, inspection and analysis of the approach spans to this structure. The procedure formulated for the Story Bridge can be effectively applied to other reinforced concrete bridge structures. The major mechanisms of concrete corrosion have been identified and methods to test for these in concrete stn,ictures detailed. These testing methods have been applied in the investigation of the approach spans to the Story Bridge. Several applicable structural analysis techniques have been described and implemented in the analysis work undertaken. Test loading of the structure was carried out using two 38 tonne test vehicles and employing a computer based data logging system for data collection. The results of the test loading were used to calibrate the various analytical models used in the investigation. The results of the investigation of the approach spans to the Story Bridge have shown that the major problems are corrosion of reinforcement with associated concrete spalling at expansion and construction joints and significant carbonation of the concrete in the structure. The causes of these problems and remedial measures to economically extend the useful life of the structure have been formulated. The work undertaken highlighted the need for improved design techniques with respect to limiting the number of joints in bridges, and also the need for further research into the long term behaviour of coating systems for the protection of concrete against carbonation. Also highlighted was the need for a national mobile testing facility for bridges to enhance the ability of public authorities to undertake effective investigations of the numerous ageing bridges under their control.
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Akbar, Sidra, and Mathias Carlie. "Long-term deformation of balanced cantilever bridges due to non-uniform creep and shrinkage." Thesis, KTH, Betongbyggnad, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-300449.

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Balanced cantilever bridges have historically experienced excessive deformations. Previous researchsuggeststhat the cause may be due to differential thickness in the box girder cross-section and underestimation of creep and shrinkage.In this project, the long-term deformationof balanced cantilever bridges due tonon-uniformcreep and shrinkage have been investigated. The non-uniformcreep and shrinkage arecaused by variations in drying rates for the different parts of the box-girder cross-sections.A finite element model was createdintheprogram Abaqusas a case study of the Alvik bridge.The finite element model was used to evaluate the difference betweennon-uniform and uniform creep and shrinkage with Eurocode 2.Further, a comparison between Eurocode 2 and Bažant’sB4 modelwas conductedfor non-uniform creep and shrinkage. The comparison aimedto evaluate the difference between industry and research specific calculation models, forthe effect of creep and shrinkage on deformations.A parameter study was alsoconducted to discern theeffect of parameters: ballast load, water-cementratio and conditions related to drying of concrete (relative humidity and perimeter exposed to air).Acomparison withthe deformationmeasurementsof theAlvik bridge was conductedto validate the resultsfrom the model.The results showed that there was a significant difference in the calculateddeformationof the bridge during the first ten years between analyses based onnon-uniform and uniformdistribution of creepand shrinkage,respectively.The non-uniformanalysis gave largerdeformations.However, only minor differences between the two approachescould be detected in the final deformation after 120 years. The main reason for the differences in the early behaviour is primarily caused by the differences in shrinkage rate between the top and bottom flanges. In these analyses, the top flange was assumed tonotdry out from the top. Thereby, the shrinkage rate of the top flange caused by one-way drying was similar to the bottom flange that was assumed to be exposed for two-waydrying.TheB4 model gave larger deformations compared to Eurocode2.This may be due to difference in the definition ofperimeter and surface. Eurocode 2 considers the perimeter exposed to air. The B4 model instead considers the entire surface area of the part.TheB4 model and Eurocode 2 show similar results asthe measurements. However, the B4 model gaveresults more consistent with the measurements.In the parameter study,lowerrelative humidity gave smaller deformations, since concrete shrinksquicker in dry ambient air.Varying the water-cement ratiodid not affect the deformationsnoticeably.Higher ballastheight gave significantly larger deformations. The height of the ballast was an uncertainfactor due to varying heights in the structural drawings of the case study. Accurate height of ballast is therefore important.
Freivorbau broar har historiskt sett haft problem med kraftiga deformationer. Tidigare forskning föreslår att detta har orsakats av tjockleksskillnader i lådtvärsnitt och underskattning av krypning och krympning. Denna studie har undersökteffektenav ojämn krypningoch krympning på freivorbau broars långtidsdeformationer.Den ojämna krypningen och krympningen orsakas av skillnader i uttorkningshastigheterför lådtvärsnittets olika delar. En finitaelementmodell definieradesi programmet Abaqus som en fallstudie på Alviksbron.Modellen användes för att utvärdera skillnaden mellan ojämn och jämn krypning och krympning med Eurokod 2. En jämförelsemellan Eurokod 2 och Bažant’s B4 modellgenomfördes med hänsyn till ojämn krypningoch krympning.Syftet med jämförelsen var att utvärdera skillnadermellan byggnormeroch forskningmodeller med hänsyn till deformationer orsakade av ojämnkrypningoch krympning.Vidare genomfördes enparameterstudie för att urskilja effekten av parametrarna: ballast last, vatten-cement-tal och förhållanden relaterade till betongensuttorkning(relativ fuktighet och omkrets utsatt för luft).Deformationerna från finita elementmodellen jämfördes med uppmätta deformationer av Alviksbron.Resultaten visade att det fanns en signifikant skillnad i beräknad deformationunder de första tio årenmellan ojämn och jämn krypning och krympning.Ojämn krypning och krympning gav större deformationer.Mindre deformationsskillnad gavs dock i slutgiltig deformationefter 120 år. Den främsta anledningentill skillnaderna i deformation under de första tio årenär orsakat av skillnaderi krympningens hastighet mellan övre-och undre fläns.I analyserna antogs det att övre flänsen inte torkade ut från dess övre del.Därmed varkrympningens hastighetlikartad för övre flänsen som torkade ut åt ett håll, och undre flänsen som torkade ut åttvå håll.B4 modellen gav större deformationerjämfört med Eurokod 2.En möjlig förklaring för detta är definieringen av omkrets gentemot ytans area.Eurokod 2 definierar en omkrets utsatt för luft. B4 modellen definierar i stället arean av en yta, utan att ta hänsyn till om den är utsatt för luft.Även om B4 modellen och Eurokod 2 ger likartade deformationer, ger B4 modellen oftare deformationer som stämmer bättre överens med deformationsmätningarna av Alviksbron.Lägre relativ fuktighet gav mindre deformationer, eftersom betong krymper fortare i torrt klimat. Ändring av vattencementtal gav inte någon märkbar ändring i deformationer.Högre ballasthöjd gav betydligt större deformationer. Höjden på ballast var en osäker faktorpå grund av varierandehöjder i Alviksbrons konstruktionsritningar.Noggrann höjdbestämmelse av ballasten är därför viktigt.
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Farre, Checa Josep. "Simulation of cantilever construction of cable-stayed bridges taking into account time dependent phenomena." Thesis, KTH, Bro- och stålbyggnad, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-208405.

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In the design of cable-stayed bridges, the construction analysis is very important since the worst stresses are usually reached during the construction process. In addition, if the bridge is made of concrete, the effects of time dependent phenomena have great importance. Some commercial software are able to simulate the construction process, but one of their main drawbacks is that they simulate in a backward approach where creep is difficult to analyze. In this thesis a new criterion to define the Objective Service Stage (OSS) is presented which takes the constructive process into account. Tensioning operations are very expensive, so the main goal is to define the pretension forces in the stays such that only one pretension operation is necessary in each stay.  Furthermore, an algorithm has been developed to simulate the construction process of cable-stayed bridges erected by cantilever method. This algorithm includes the creep effects into the structure. The Dischinger simplification, which is explained in this document, has been improved in order to better take into account the loading time and the age of the concrete in every stage. The creep simulation of the algorithm has been validated with some patch tests. The developed algorithm has been implemented in a full scale FEM model adapted from the Giribaile Dam project developed in 1990. In this study case, the new OSS criterion is implemented. Moreover, the axial forces in the stays, the bending moments, and the displacements are analyzed during the construction process and a comparison is carried out between two cases: with and without taking creep into account. With the new OSS criterion, the Objective Service Stage is achieved without taking the creep into account. However the creep effects, which are of huge importance in concrete bridges built by cantilever method, require the definition of an OSS which considers time dependent phenomena.
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Lucko, Gunnar. "Means and Methods Analysis of a Cast-In-Place Balanced Cantilever Segmental Bridge: The Wilson Creek Bridge Case Study." Thesis, Virginia Tech, 1999. http://hdl.handle.net/10919/35904.

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Different means and methods exist in the construction industry to erect bridge superstructures. In planning and execution of the complex construction operations the effects of the chosen erection method need to be considered to achieve a safe and economical process. Failures of bridges under construction have underlined the importance of this issue.

Hence, constructability issues need to be considered from the very beginning of projects. Structural analysis mathematically models geometry, boundary conditions, and other structural details, material properties, and so-called actions and incorporates factors of safety. Aforementioned actions, i.e. loads or restraints of deformations may act only temporarily during construction, depending on the method and sequence of erection. However, these construction loads can create considerable stresses in the unfinished structure prior to completion when it still lacks additional redundancy against failure. Furthermore, time-dependent material properties such as creep, shrinkage, and relaxation play a major role, especially in segmental construction.

A case study is provided as an example of how constructability issues are dealt with in engineering practice. The Wilson Creek Bridge is a five-span cast-in-place concrete segmental bridge that was erected with Balanced Cantilever Construction. The bridge superstructure incorporated a camber to account for time-dependent deflections in final alignment.

Form travelers were used in an alternating manner about the bridge piers to construct cantilever arms that were finally connected at midspan. These travelers remained in place until the box girder segments had reached sufficient strength to be post-tensioned to their predecessors. Casting cycle duration on this project was one week.
Master of Science

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Lima, Vanessa dos Santos. "Projeto de superestruturas de pontes de concreto protendido aplicando a técnica de balanços progressivos." Universidade Federal de São Carlos, 2011. https://repositorio.ufscar.br/handle/ufscar/4657.

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This dissertation deals with main considerations on design of bridge superstructures, applying the cantilever balanced technique, bringing a procedure to be followed during pre-dimensioning this type of bridge. Presents the literature review used as the basis to dissertation, with the theories already studied on the subject. Based on these studies is drawn up the roadmap, involving the step of choosing the geometry, defining the structural scheme, the calculation of structural strain, calculating the losses of prestress, predimensioning of the prestressing steel considering the ultimate limit state and the service limit state, evaluation of the moment of closure and some important items for the detail section with steel. A numerical example is solved to illustrate the use of the concepts presented throughout the dissertation. Ends with considerations on the results obtained in the example and work and presents suggestions for future work.
Esta dissertação trata das principais considerações num projeto de superestruturas de pontes aplicando a técnica em balanços progressivos, fornecendo um procedimento para pré-dimensionamento deste tipo de ponte. Apresenta-se a revisão bibliográfica utilizada como base para dissertação, com as teorias já estudadas sobre o assunto. Com base nestas pesquisas elaborou-se um procedimento, envolvendo a etapa de escolha da geometria, definição do esquema estrutural, cálculo dos esforços solicitantes, cálculo das perdas de protensão, pré-dimensionamento da armadura de protensão levando em consideração o estado limite último e o estado limite de serviço, avaliação do momento de fechamento e alguns itens importantes para o detalhamento da seção com armadura. Um exemplo numérico é resolvido de forma a ilustrar a utilização dos conceitos apresentados ao longo da dissertação. Finaliza-se com as considerações sobre os resultados obtidos no exemplo e no trabalho e apresenta-se sugestões para trabalhos futuros..
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Bueno, Jorge García-Brioles, and Gustavo Zelmanovitz Ciulla. "Structural Optimization of Bridge Cantilever Decks : Applications of an Automated Design." Thesis, KTH, Bro- och stålbyggnad, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-232735.

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Civil engineering projects involve great investments and great impacts. For that reason,engineers have a commitment with an efficient and optimal use of resources. Researchers inuniversities claim that a lot could be achieved by applying structural optimization into realprojects, even though this approach has not gained the same popularity in the industry over thelast decades.The purpose of the present thesis is to explore the possibilities offered by structural optimizationand to verify its applicability in realistic and complex structural engineering problems. Amongthe questions regarding design optimization, it was emphasized feasibility, efficiency and userfriendliness. The chosen structural system was a bridge cantilever deck. The analysis was limitedto the transversal design of the structure and the goal of the optimization was to reduce investmentcosts. In order to guarantee efficiency of the simulations, a "longitudinal length convergence"analysis was performed. It consisted of determining the minimum required longitudinal length(perpendicular to the cantilever length) that ensured reasonable accuracy. The purpose of thisanalysis was to reduce the computational time during the optimization process. In order toautomate the analysis, MATLAB was used in connection to Abaqus (to perform the FE Analysis).There were three different sets of results presented: the length convergence, application toreal projects and parametric study. In the first application, it was shown that the requiredlongitudinal length (lx) proportionally decreased as the cantilever length (lc) increased. It wasalso observed the presence of the edge beam implied in consistently larger longitudinal lengthsfor the same accuracy tolerance. With respect to the second application, two projects wereconsidered and the structural optimization presented alternatives with significant investment costreduction in a reasonable time. Furthermore, it was observed that a design solution without theedge beam reduced the costs even more. Finally, the parametric study confirmed that the costreduction obtained by eliminating the edge beam was not restricted to only certain cantileverlengths. Furthermore, it was possible to obtain the pattern of thickness variation as function ofthe cantilever length.The results of this research suggest that structural optimization could be an alternative totraditional design methods used today in consulting offices and its possibilities transcend puredesign achievements.
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Hassan, Musaab Abdalla. "Silicon carbide MEMS : characterisation and actuation of 3C-SiC cantilevers and bridges." Thesis, University of Newcastle Upon Tyne, 2006. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.424338.

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Books on the topic "Cantilever bridges"

1

Forces, building a cantilever bridge. Cambridge [Cambridgeshire]: Cambridge University Press, 1987.

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L'Hébreux, Michel. Le pont de Québec. Sillery, Québec: Septentrion, 2001.

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Le pont de Québec: Une merveille du monde : son historique, sa technique de construction, ses effondrements, ses reconstructions. Sainte-Foy, Québec: Editions La Liberté, 1986.

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D, Middleton William. The bridge at Québec. Bloomington: Indiana University Press, 2001.

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Jianxun, Liu, ed. Du he qiao liang zhuang bei she ji yu ji suan: The Design of Military Bridging and River-Crossing Equipment. Beijing: Guo fang gong ye chu ban she, 2013.

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Johnson, W. S. Investigation of fiber bridging in double cantilever beam specimens. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 1986.

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Xiao, Yilin. Analyses of reinforced concrete cantilever bridge decks under the live truck loads. Halifax: Nova Scotia CAD/CAM Centre, Dalhousie University, 1997.

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von, Amelunxen Hubertus, Désy Louise 1952-, Lambert Phyllis, and Centre canadien d'architecture, eds. Dieter Appelt: Forth Bridge-cinema.metric space = Forth Bridge-cinema.espace métrique. Montréal: Canadian Centre for Architecture/Centre canadien d'architecture, 2005.

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Helmicki, Arthur J. Instrumentation of the US Grant Bridge for monitoring of fabrication, erection, in-service behavior, and to support management, maintenance, and inspection. Columbus: Ohio Dept. of Transportation, Research, 2013.

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Raitt, Gordon. Forces: Building a cantilever bridge. Cambridge: Cambridge University Press, 1987.

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Book chapters on the topic "Cantilever bridges"

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Bakht, Baidar, and Aftab Mufti. "Cantilever Slabs." In Bridges, 171–205. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-17843-1_5.

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Lacroix, R. "Cantilever Built Bridges with Prefabricated Segments." In Advanced Problems in Bridge Construction, 27–54. Vienna: Springer Vienna, 1991. http://dx.doi.org/10.1007/978-3-7091-2614-1_3.

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Yuan, Chao, Feng Li, Min Wang, and Fei Tian. "Research on Key Technology of Rapid Integrated Construction of Fully Prefabricated Rigid Frame Bridge." In Lecture Notes in Civil Engineering, 223–38. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-99-2532-2_19.

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AbstractBased on the reconstruction and expansion project of an expressway, a set of rapid construction technology for integrated erection of fully prefabricated rigid frame bridges is proposed, which solves the problems of unmatched work efficiency of each working face in the conventional integrated bridge erectors and long construction period of traditional suspension assembly technology. This method realizes the rapid construction of this type of bridges in highly urbanized areas. In this method, a new bridge girder integrated erection machine is used to synchronously install precast segmental beams, pier top blocks and precast pier column. At the same time, precast segmental beams near the middle pier are assembled by conventional cantilever assembly method, and the installation method of the precast segmental beams near the transition pier is optimized from the half span suspension assembly method to the cantilever assembly method by temporarily fixing the pier top block and arranging temporary prestressed tendons. This new integrated construction method improves the construction efficiency from 39.5d/unit to 32d/unit, and reduces the interference to traffic and environment.
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Miyashita, Takeshi, Eiji Iwasaki, and Masatsugu Nagai. "Performance Evaluation of Hinges in Cantilever Steel Truss Bridges by Temperature Induced Strain." In Lecture Notes in Civil Engineering, 192–99. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-67443-8_16.

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Kasapgil, S. M., and K. Ergüner. "Structural assessment and maintenance of a balanced cantilever bridge." In Risk-Based Strategies for Bridge Maintenance, 247–54. London: CRC Press, 2023. http://dx.doi.org/10.1201/9781032638294-22.

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Jiang, Yu, and Peiheng Long. "Parameter Sensitivity Analysis of Long Span PC Continuous Beam Bridge with Corrugated Steel Webs." In Lecture Notes in Civil Engineering, 298–305. Singapore: Springer Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-1260-3_26.

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AbstractIn order to explore the regularity of alignment and stress variation of long-span corrugated steel web (CSW) continuous beam bridge during cantilever casting construction was taken as the engineering background. Based on numerical simulation, the sensitivity of parameters of alignment and stress of the main beam is carried out on cast-in-place section weight, modulus of elasticity and temperature gradient. The results show that the obvious influence of cast-in-situ section weight and temperature gradient on the alignment and stress is the key control parameters, while modulus of elasticity is the secondary control parameters. Therefore, it is necessary to monitor concrete dense and environmental temperature change in real time during construction, closure at a suitable temperature. Correct construction errors in time, ensure structural safety and smooth alignment.
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Yang, Yan, and Yingxue Chen. "Cantilever construction technology of long span asymmetric continuous rigid frame bridge." In Advances in Measurement Technology and Disaster Prevention, 248–56. London: CRC Press, 2024. http://dx.doi.org/10.1201/9781032629506-31.

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Hiraoka, Aoi, Gen Hayashi, and Takashi Yamaguchi. "Influence of Intermediate Hinge Damage on Bridge Response and Modal Parameters of Cantilever-Suspended Girder Bridge." In Lecture Notes in Civil Engineering, 745–53. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-031-07258-1_75.

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Caner, Alp, Nurdan Apaydın, Melike Cınar, Erol Peker, and Mehmet Kılıc. "Reconstruction of Partially Collapsed Post-tensioned Beğendik Bridge During Balanced Cantilever Construction." In Springer Tracts on Transportation and Traffic, 203–12. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-59169-4_17.

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Xiao, Yancai, Kun Fu, Zhuang Li, Zhiping Zeng, Jian Bai, Zhibin Huang, Xudong Huang, and Yu Yuan. "Research on Construction Process of Steel Beam Incremental Launching Based on Finite Element Method." In Lecture Notes in Civil Engineering, 254–62. Singapore: Springer Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-1260-3_22.

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AbstractIn order to ensure the normal operation of the traffic under the bridge, reasonable calculation methods and construction techniques should be adopted for the construction of the newly added railway station. This paper establishes a structural calculation finite element model to calculate and analyze the various construction stages of the steel beam incremental launching construction of the newly-added Gaoping station on the Yichuang-Wanzhou Railway, and systematically study the mechanical properties of the steel beam in the process. The results show that: (1) The deflection of each rod can meet the requirements of the railway bridge steel structure construction specification. However, when the length of the front cantilever of the steel beam reaches 11.4 m, the maximum deflection of the upper and lower chord bars is close to the limit. (2) The load-bearing capacity of each member of the steel beam meets the requirements, which indicates that the structural design of the steel beam and the incremental launching construction plan are reasonable. (3) In view of the complexity and uncertainty of the incremental launching construction process, real-time monitoring of the construction process is required, and the beam should be dropped in time when abnormal conditions occur to ensure the safe operation of the existing line.
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Conference papers on the topic "Cantilever bridges"

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Potucek, Jindrich, and Vojtěch Kolínský. "Optimization Process of Railway Segmental Bridges Constructed by Balanced Cantilever Method." In IABSE Symposium, Manchester 2024: Construction’s Role for a World in Emergency. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2024. http://dx.doi.org/10.2749/manchester.2024.1303.

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<p>This paper highlights the challenges faced in large urban bridge infrastructure projects, including excessive material consumption and negative environmental impact. It focuses on the optimization process conducted for a new pair of railway double-track bridges in Tel-Aviv, Israel, featuring continuous prestressed concrete box girders. The design works began in late 2020, with construction currently underway. COWI was responsible for the superstructure design packages, optimizing the box section, resulting in increased post-tensioning design efficiency and a 30% reduction in materials. Through careful planning and teamwork with the contractor, the project achieved lower carbon footprint, decreased cost, and increased speed of mobilization.</p>
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Wei Zhang and Zonglin Wang. "Flexural rigidity of segmental joints in cantilever casting concrete bridges." In 2011 International Conference on Remote Sensing, Environment and Transportation Engineering (RSETE). IEEE, 2011. http://dx.doi.org/10.1109/rsete.2011.5964742.

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Chen, Taicong, and Cheng Su. "Global parametric sensitivity analysis in cantilever erection practice of bridges." In 2010 International Conference on Mechanic Automation and Control Engineering (MACE). IEEE, 2010. http://dx.doi.org/10.1109/mace.2010.5536339.

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Potucek, Jindrich, and Jerry Pfuntner. "Stay-cable Bridge Construction Accelerated." In IABSE Symposium, Istanbul 2023: Long Span Bridges. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2023. http://dx.doi.org/10.2749/istanbul.2023.0434.

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<p>The standard cast-in-place segmental balanced-cantilever construction technique for long-span, cable-stayed bridges has been well known and widely used; however, it can lead to extensive construction time and places the construction of the pylon on the critical path of the schedule. The Oakley C. Collins Memorial Bridge over the Ohio River (between Ironton, Ohio and Russell, Kentucky, USA) was built with a new construction technique targeting this issue and accelerating construction by implementing several innovative value engineering ideas proposed by COWI, the Contractor’s Construction Engineer. These include the use of back-span falsework, allowing the side span superstructure to be cast-in-place on falsework during pylon construction; the use of precast stay anchor blocks for rapid installation and better geometry control of the stay anchorages; and guide pipes and unidirectional cantilever casting, reducing the casting cycle duration to as little as one segment per week. This paper presents the construction details that significantly reduced the superstructure casting schedule and design modifications to the superstructure.</p>
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Chong, Yau Hong, Andrew Alexander Sun, Naeem Hussain, and Eddie Ho Koon Ho. "Innovative Construction Technique of Two Bridges in Hong Kong." In IABSE Congress, Nanjing 2022: Bridges and Structures: Connection, Integration and Harmonisation. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/nanjing.2022.0972.

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<p>The multi-storey Yuen Long Town development in Hong Kong is separated by a live Light Rail Track. To connect the two sides of the development, a footbridge and vehicular bridge has been constructed using a novel construction technique. The footbridge is a 45m long fully enclosed steel warren truss bridge located at a lower level and the vehicular bridge is a 50m long steel concrete composite bridge located at the top of the podium.</p><p>The erection of each bridge took 3 days. Both bridges were in turn assembled on top of the adjoining podium of the development. They were then connected to a turntable constructed at the edge of the podium and temporarily made into a cantilever cable stay bridge. In an overnight rail possession, the bridges were rotated 120 degrees over the railway. Temporary cables were then removed, and each bridge were lowered by strand jacks to the final level over the next two rail possessions.</p>
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Svendsen, Martin N., and Sirwan Ghaderzadeh. "Section Force Correlation under Dynamic Wind Excitation of Balanced Cantilever Bridges." In The 9th International Conference on Civil, Structural and Transportation Engineering. Avestia Publishing, 2024. http://dx.doi.org/10.11159/iccste24.181.

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Furunes, Eirik Wie. "Trysfjord bridge, parametric analysis and modelling for drawingless construction of a concrete balanced cantilever bridge." In IABSE Congress, Ghent 2021: Structural Engineering for Future Societal Needs. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2021. http://dx.doi.org/10.2749/ghent.2021.1999.

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<p>The Trysfjord bridge is a concrete balanced cantilever bridge with a main span of 260m, being built at the present time and will, when finished, be among the largest bridges within its type. The bridge is part of the E39 highway under construction between Kristiansand and Mandal in the southern part of Norway. The concurrent design and construction process are being done with parametric analysis and modelling (PAM) as well as building information modelling in x dimensions (4D, 5D, xD, BIMxD).</p><p>This design and building project utilize the underlying power of computers not directly accessible through commercial software, by programming our own adapters and pre-/postprocessing algorithms in Dynamo, Python, and C#. This is creating new connections between the profession of computer programmers and civil engineers. Different layers in the architecture from calculations to modelling is also coupled.</p>
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Furunes, Eirik Wie. "Trysfjord bridge, parametric analysis and modelling for drawingless construction of a concrete balanced cantilever bridge." In IABSE Congress, Ghent 2021: Structural Engineering for Future Societal Needs. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2021. http://dx.doi.org/10.2749/ghent.2021.1999.

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<p>The Trysfjord bridge is a concrete balanced cantilever bridge with a main span of 260m, being built at the present time and will, when finished, be among the largest bridges within its type. The bridge is part of the E39 highway under construction between Kristiansand and Mandal in the southern part of Norway. The concurrent design and construction process are being done with parametric analysis and modelling (PAM) as well as building information modelling in x dimensions (4D, 5D, xD, BIMxD).</p><p>This design and building project utilize the underlying power of computers not directly accessible through commercial software, by programming our own adapters and pre-/postprocessing algorithms in Dynamo, Python, and C#. This is creating new connections between the profession of computer programmers and civil engineers. Different layers in the architecture from calculations to modelling is also coupled.</p>
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9

Taicong Chen and Dajian Han. "Sequential Bayesian estimation of segmental paramters in cantilever erection practice of bridges." In 2010 International Conference on Mechanic Automation and Control Engineering (MACE). IEEE, 2010. http://dx.doi.org/10.1109/mace.2010.5535957.

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Cai, Haochu, Sihao Wang, Yuqing Liu, Hao Tian, and Jun Wei. "In-Situ Test and Simulation of the Web-Self-Supporting Construction for the Composite Bridge with Corrugated Steel Webs." In IABSE Congress, Nanjing 2022: Bridges and Structures: Connection, Integration and Harmonisation. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/nanjing.2022.0956.

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<p>In order to improve the safety and economics of the construction for long-span composite bridges with corrugated steel webs(CSWs), the web-self-supporting construction method with the characteristic of using the CSWs to carry the construction load is one of the effective ways. In this paper, a composite bridge with CSWs with a span of 55+100+55 m is taken as the research object. The stress distribution of main components and the stability of the CSWs in each segment during the construction process are analyzed by finite element simulation. The applicability of the construction method is verified by comparing the simulated with the test results of the practical bridge, and corresponding optimization measures are proposed. The results show that the stresses and stability within the scope of specification requirements, and the web-self-supporting cantilever construction method is safe. The transition sections between the concrete slabs and the cantilever CSWs are critical positions, which should be appropriately strengthened during construction. The arrangement of transverse braces can effectively prevent the lateral-torsional buckling of the CSWs.</p>
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Reports on the topic "Cantilever bridges"

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Four construction workers die after cantilever launching gantry collapses at bridge construction site - Ohio. U.S. Department of Health and Human Services, Public Health Service, Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health, May 2006. http://dx.doi.org/10.26616/nioshface200405.

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