The document summarizes a structure type study for a railroad grade separation project. It presents three alternatives for a new bridge: 1) single span prestressed concrete girders, 2) single span steel plate girders, and 3) single span steel truss girders. The steel truss alternative had the lowest initial cost and life cycle cost, disturbed the smallest area, required the lowest bridge profile, and offered construction advantages like lighter lifts and prefabricated sections. It was therefore selected as the preferred alternative to minimize costs and impacts for the railroad grade separation.
The Performance Evaluation of Concrete Filled Steel Tubular Arch BridgeIJERA Editor
In this paper, the system assessment theory of he concrete filled steel tubular arch bridge which is based on the theory of the reliability of system reliability is researched through the finite element analysis software ANSYS. Because the concrete filled steel tube arch bridge has the characteristics, such as the components numerous, complex forces, unable to list the of the explicit limit state equation, so use the probability design module of ANSYS (PDS) technology for the performance evaluation of the concrete filled steel tubular arch bridge with the combination of the reliability theory of monte carlo (MC) method, the response surface method (RSM) and the equivalent normal distribution method (JC method).According to the measured data and documents, selecte the random variables which have a large influence on structure reliability as the input parameters and use APDL language to write the structural response’s parameterized model of concrete filled steel tubular arch bridge. Then fit the response surface equation and get its statistical sampling parameters, and finally using Matlab program based on JC method to calculate the reliability index of the components. According to the structure characteristics of concrete filled steel tube arch bridge, the whole structure is as a series of arch rib series, derrick, floor system, selection of components of the minimum reliability index as the system's reliability index.
DESIGN OF RIGID PAVEMENT AND ITS COST-BENEFIT ANALYSIS BY USAGE OF VITRIFIED ...IAEME Publication
A country can achieve sustainable and rapid growth in all fields by improving its connectivity and transit systems. Connectivity of people to resources by improved transit mechanism results in improved living standards. Apart from other means, the major part of connectivity of any country is through road systems. Well designed and maintained pavements provide better and long lasting service. In India, all the major road systems are designed as flexible pavements only, because of their ease of construction and less time it takes to be opened to traffic operations. The major problem with flexible pavements is their design life and high maintenance costs. Also, globally reducing petrol reserves, which are used for bitumen and asphalt production are also increasing the need for alternatives. To tackle these problems, rigid pavements can be constructed. Although the cost of construction of rigid pavements is high, its long life, high load carrying capabilities and low maintenance cost will balance the initial cost aspect. Recently, many studies are being conducted on different pozzolanic admixtures which can be used as partial replacement of cement in rigid pavements, thereby reducing its cost and enhancing properties of the mix. Here, an attempt is made to reduce the construction cost of rigid pavements by incorporating Vitrified Polish Waste (VPW) as partial cement replacement in proportions of 5% for M40 grade concrete. Further, to enhance flexural properties of pavement, Recron fibre is added to optimum VPW in increments of 0.1%, then after C.C pavement is designed for two lane two way national highway and cost benefit analysis is performed.
This paper presents a study on flexural behaviour of concrete filled steel tube based on the former
work carried out by Manojkumar. An ANSYS model is developed that can predict the behaviour of concrete
filled steel tube to determine moment carrying capacity at ultimate point for beam Concrete filled steel tube
beams are studied and verified by the finite element program ANSYS against experimental data. The Main
parameters affecting the behaviour and strength of concrete filled beams are geometrical parameters, material
nonlinearities, loading, boundary conditions and degree of concrete confinement. To account for all these
properties ANSYS model is developed. The main parameters varied in analysis study are D/t ratio,
characteristic strength of infilled concrete. The proposed model predicts ultimate moment capacity for CFT
beams. In the numerical analysis, circular and rectangular CFT cross sections are considered using different
grades of concrete. The predicted values are compared with experimental results. Numerical analysis has
shown that for rectangular CFT’s a good confining effect can be provided. Moment capacity results obtained
from the ANSYS model are compared with the values predicted by Lin Han (2004) and different codes such as
AISC-LRFD (1999) and EC4 (1994).
The Performance Evaluation of Concrete Filled Steel Tubular Arch BridgeIJERA Editor
In this paper, the system assessment theory of he concrete filled steel tubular arch bridge which is based on the theory of the reliability of system reliability is researched through the finite element analysis software ANSYS. Because the concrete filled steel tube arch bridge has the characteristics, such as the components numerous, complex forces, unable to list the of the explicit limit state equation, so use the probability design module of ANSYS (PDS) technology for the performance evaluation of the concrete filled steel tubular arch bridge with the combination of the reliability theory of monte carlo (MC) method, the response surface method (RSM) and the equivalent normal distribution method (JC method).According to the measured data and documents, selecte the random variables which have a large influence on structure reliability as the input parameters and use APDL language to write the structural response’s parameterized model of concrete filled steel tubular arch bridge. Then fit the response surface equation and get its statistical sampling parameters, and finally using Matlab program based on JC method to calculate the reliability index of the components. According to the structure characteristics of concrete filled steel tube arch bridge, the whole structure is as a series of arch rib series, derrick, floor system, selection of components of the minimum reliability index as the system's reliability index.
DESIGN OF RIGID PAVEMENT AND ITS COST-BENEFIT ANALYSIS BY USAGE OF VITRIFIED ...IAEME Publication
A country can achieve sustainable and rapid growth in all fields by improving its connectivity and transit systems. Connectivity of people to resources by improved transit mechanism results in improved living standards. Apart from other means, the major part of connectivity of any country is through road systems. Well designed and maintained pavements provide better and long lasting service. In India, all the major road systems are designed as flexible pavements only, because of their ease of construction and less time it takes to be opened to traffic operations. The major problem with flexible pavements is their design life and high maintenance costs. Also, globally reducing petrol reserves, which are used for bitumen and asphalt production are also increasing the need for alternatives. To tackle these problems, rigid pavements can be constructed. Although the cost of construction of rigid pavements is high, its long life, high load carrying capabilities and low maintenance cost will balance the initial cost aspect. Recently, many studies are being conducted on different pozzolanic admixtures which can be used as partial replacement of cement in rigid pavements, thereby reducing its cost and enhancing properties of the mix. Here, an attempt is made to reduce the construction cost of rigid pavements by incorporating Vitrified Polish Waste (VPW) as partial cement replacement in proportions of 5% for M40 grade concrete. Further, to enhance flexural properties of pavement, Recron fibre is added to optimum VPW in increments of 0.1%, then after C.C pavement is designed for two lane two way national highway and cost benefit analysis is performed.
This paper presents a study on flexural behaviour of concrete filled steel tube based on the former
work carried out by Manojkumar. An ANSYS model is developed that can predict the behaviour of concrete
filled steel tube to determine moment carrying capacity at ultimate point for beam Concrete filled steel tube
beams are studied and verified by the finite element program ANSYS against experimental data. The Main
parameters affecting the behaviour and strength of concrete filled beams are geometrical parameters, material
nonlinearities, loading, boundary conditions and degree of concrete confinement. To account for all these
properties ANSYS model is developed. The main parameters varied in analysis study are D/t ratio,
characteristic strength of infilled concrete. The proposed model predicts ultimate moment capacity for CFT
beams. In the numerical analysis, circular and rectangular CFT cross sections are considered using different
grades of concrete. The predicted values are compared with experimental results. Numerical analysis has
shown that for rectangular CFT’s a good confining effect can be provided. Moment capacity results obtained
from the ANSYS model are compared with the values predicted by Lin Han (2004) and different codes such as
AISC-LRFD (1999) and EC4 (1994).
Parametric Study of Square Concrete Filled Steel Tube Columns Subjected To Co...IJERA Editor
The Concrete Filled Steel Tube (CFST) member has many advantages compared with the conventional concrete structural member. This study presents on the behaviour of concrete-filled steel tube (CFST) columns under axial load by changing parameters. The parameters are thickness of steel tube, Grade of concrete and length of column. The study was conducted using ANSYS 13 finite element software. All the columns are 60 X 60 mm in size. The thickness of the tube is taken as 2, 3, 4, 5 and 6 mm for thickness variation. The grades of concrete infill are M25, M30, M40, M50, M60 and M70 used for grade variation. Lengths of columns are taken as 900, 1200, 1500, 1800, 2100, and 2400 mm for length variation. Buckling load is compared with Euro code 4 (1994).
Heavy duty pavements are pavements subjected to the extremely heavy wheel loads associated with freight handling vehicles in industrial facilities, such as container terminals and warehouses. Heavy duty pavement need to handle many types of freight handling vehicles, such as forklifts, straddle carriers, gantry cranes and side loaders. Heavy duty pavement often deals with slow moving or even static traffic load with ultra high load magnitude. Furthermore, the load wandering for heavy duty pavement such as contain port or warehouse is more significant than normal highway or urban road pavement. The goal of pavement design is to determine the number, material composition and thickness of the different layers within a pavement structure required to accommodate a given loading regime.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology.
Parametric Study of Square Concrete Filled Steel Tube Columns Subjected To Co...IJERA Editor
The Concrete Filled Steel Tube (CFST) member has many advantages compared with the conventional concrete structural member. This study presents on the behaviour of concrete-filled steel tube (CFST) columns under axial load by changing parameters. The parameters are thickness of steel tube, Grade of concrete and length of column. The study was conducted using ANSYS 13 finite element software. All the columns are 60 X 60 mm in size. The thickness of the tube is taken as 2, 3, 4, 5 and 6 mm for thickness variation. The grades of concrete infill are M25, M30, M40, M50, M60 and M70 used for grade variation. Lengths of columns are taken as 900, 1200, 1500, 1800, 2100, and 2400 mm for length variation. Buckling load is compared with Euro code 4 (1994).
Heavy duty pavements are pavements subjected to the extremely heavy wheel loads associated with freight handling vehicles in industrial facilities, such as container terminals and warehouses. Heavy duty pavement need to handle many types of freight handling vehicles, such as forklifts, straddle carriers, gantry cranes and side loaders. Heavy duty pavement often deals with slow moving or even static traffic load with ultra high load magnitude. Furthermore, the load wandering for heavy duty pavement such as contain port or warehouse is more significant than normal highway or urban road pavement. The goal of pavement design is to determine the number, material composition and thickness of the different layers within a pavement structure required to accommodate a given loading regime.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology.
Dr. Jaikrishna Memorial Lecture on Evolution of BridgesIEI GSC
2nd Dr. Jaikrishna Memorial Lecture on Evolution of Bridges by Ashok Basa Past President, The Institution of Engineers (India) delivered during #33NCCE National Convention of Civil Engineers at #IEIGSC
Building Bridges: Best Practices in Creating Effective Partnerships between Student Volunteers and their Communities to Support Newcomers in Small Communities.
A PowerPoint companion to the Manual.
Companion Guide for an art unit on This Bridge Will Not Be Gray by Dave Egger...ArtfulArtsyAmy
Companion Guide for an art unit on This Bridge Will Not Be Gray by Dave Eggers and Illustrations by Tucker Nichols
project, presentation, project exemplars by Amy Zschaber www.amyzschaber.com artful.artsy.amy@gmail.com
Indian Dental Academy: will be one of the most relevant and exciting training center with best faculty and flexible training programs for dental professionals who wish to advance in their dental practice,Offers certified courses in Dental implants,Orthodontics,Endodontics,Cosmetic Dentistry, Prosthetic Dentistry, Periodontics and General Dentistry.
Effect of Waste Foundry Sand on Durability Properties of ConcreteIEI GSC
Presentation on Effect of Waste Foundry Sand on Durability Properties of Concrete by Tirth Doshi guided by Dr Urmil Dave & Prof Tejas Joshi at #33NCCE 33rd National Convention of Civil Engineers at #IEIGSC
Note: This presentation uses custom animation, and so to correctly view it and read text on most slides, you will need to download it.
This is the final presentation of my senior design capstone project, delivered to a public audience and a board of reviewing engineers. Slides 1-6, and 55-58 were designed by me, with the remaining slides designed by the other members of our team of six. The movie on the final slide was also my responsibility, as was the Google SketchUp rendering used to create it. As project manager of the team, I had the final approval of each of the slides that went into the presentation.
8. Basis for Comparison
Basis for Comparison: Life Cycle Costs
Initial cost to construct
Annual work activities, maintenance and inspections
Repair and Preservation Activities (10 years)
Minor rehabilitation projects (20 years)
Major rehabilitation projects (50 years)
Residual Values
Net Present Value (NPV)
10. Life Cycle Costs: Net Present Values
Cost basis = Year of Bid Tabulation Data
Design Life Term = 75 years
Interval timeline = 10 years; 20 years; 50 years
Discount rate = 2.7% per year
n
NPV = Σ RCFt / (1+i)t
t=0
where:
RCFt
i
n
=
=
=
Real Cash Flow
Annual Discount Rate
term
to calculate NPV:
11. Life Cycle Costs: Net Present Values
Calculations
Microsoft Office Excel Function
13. Purpose of the Papers
To give local infrastructure managers a guide and
reference to use when scoping and evaluating a site
for a bridge project.
Ensures all costs and factors are considered,
including life cycle costs.
Real world sites and examples.
14. Case Study – Rail Grade Separation
Structure Type Study
Narrative (19 Pages)
Alternate Descriptions
Life Cycle Cost Analysis
Evaluation Matrix
Evaluation of Alternatives
Evaluation of NPV of
Alternatives
Conclusion & Summary
4 Appendices with drawings,
cost estimates, etc.
15. • Low structural rating
• Single lane
• Blind curves on
approach roadway
Ezell Road (Before)
16. 2009 and 2011 aerials provided by USDA NCRS
Ezell Road Alignment (Before & After)
17. Early Feasibility Decisions
One track & two tracks considered along with One
Span and Three Span bridges.
Crane Location & Lifting Method
19. Span Arrangements – Ezell Road
Number of
Spans
Single or Double
Track
Main Span
over Track
(29˚ Skew)
Total
Bridge
Length
Three Single* 45 feet 113 feet
Three Double 62 feet 154 feet
One Single* 112.5 feet 112.5 feet
One Double* 112.5 feet 112.5 feet
*CSXT requested that the bridge span two tracks in the future, although it
was not planned, in terms of which side the track would be added, or if
the tracks would be realigned, symmetrically along the centerline. It was
therefore permitted to assume that the future project would construct
retaining walls using soil nailing or tie backs to accommodate the
required area.
20. Lifting Method – Ezell Road
Lifting
Method
Temporary
Haul Road &
Staging Area
Crane Size
& Crane Pads
Railroad
Impacts
Track Side
• Haul road
envisioned down
the side slopes
of the railroad
cut
• Limited storage
area at track
level
• Lighter Cranes
• Smaller Pads
• More Force
Account Work
and Flagman
Controls
• Slow Progress
• Diminished
Safety
Approach
Roadway
• No haul road
• Simpler staging
• Heavier Cranes
• Larger Pads
• Less Force
Account Work
• Faster Progress
21. Alternatives – Ezell Road
Final Alternates:
Alt. 1 – Single Span P/S AASHTO Girders
Alt. 2 – Single Span Steel Plate Girders
Alt. 3 – Single Span Steel Pony Truss Girders
23. Compare Depths & Weights
Four - AASHTO IV (54”) Girders
Indiv. Girder Weight = 91,130 lbs.
Superstructure Members: $101,250
Grade Raised by 6.5 ft.
Four - 55 3/16” Plate Girders
Indiv. Girder Weight = 27,705 lbs.
Superstructure Members: $112,720
Grade Raised by 5.0 ft.
W30x108 Floor Beam
Indiv. Truss Girder Weight = 35,060 lbs.
Superstructure Members: $200,000
Grade Raised by 3.6 ft
24. Results - Ezell Road
Comparisons Alternate 1
(Single-Span
P/S Girders)
Alternate 2
(Single-Span
Steel Plate Girders)
Alternate 3
(Single-Span Steel
Truss Girders)
Initial Project
Cost (+/- % Min.)
$1,039,609
(+31.2%)
$1,033,157
(+30.4%)
$792,142
(0.0%)
Life Cycle Cost
(+/- % Min.)
$1,402,9417
(+29.7%)
$1,388,823
(+28.4%)
$1,082,055
(0.0%)
Disturbed Area 1.3 Acres 1.1 Acres 0.9 Acres
Right of Way 0.30 Acres 0.28 Acres 0.2 Acres
Profile Grade/
Structure Depth
Raised by 6.5 ft
Ttotal 5.72 ft
Raised by 5.0 ft
Ttotal 4.60 ft
Raised by 3.6 ft
Ttotal 3.56 ft
Foundation
- Pile caps (43’x3.5’)
- Six HP 14x73 /abut
- Pile Wt. = 42,415
lbs
- Retaining walls
- Pile caps (43’x3.0’)
- Four HP 14x73
/abut
- Pile Wt. = 28,035
lbs
- Pile caps (41’x3.0’)
- Eight HP12x53
/abut
- Pile Wt. = 40,600
lbs
Savings of $241,000
Grade change reduction of 2.90
ft.
25. Results – Ezell Road
Comparisons Alternate 1
(Single-Span
P/S Girders)
Alternate 2
(Single-Span
Steel Plate Girders)
Alternate 3
(Single-Span Steel
Truss Girders)
Environmenta
l
Impact
• SWPPP req’d for
disturbance over 1 acre
• Add’l permitting &
const- ruction
inspections
• SWPPP req’d for
disturbance over 1 acre
• Add’l permitting & const-
ruction inspections
• Land disturbance less
than one acre
Construction
Method
• Long beams are difficult
to transport
• Heavy crane and track-
level staging area
req’d for lifting beams
(91 kips)
• Long beams are difficult
to transport
•Medium crane and track-
level staging are req’d for
lifting beam pairs (28
kips)
• Trusses transported in
sections with
bolted conn.’s
• Medium crane and small
staging area from the
approach roadway (35
kips)
Construction
Schedule
• Estimated 10 weeks in
the railroad red
zone
• Add’l time for grading
activities and construction
of retaining walls
• Estimated between 2 and
10 weeks in the
railroad red zone
• Shop welding is labor QC
intensive
• Estimated 2 weeks in the
railroad red zone
• Trusses are
prefabricated
26. Conclusions – Ezell Road
A single span alternative was selected as a prudent
way to minimize current construction costs while
providing for expansion to two tracks in the future.
Alternate 3 (steel truss) had the least impacts to the
project footprint in terms of raised grade, disturbed
area and right-of-way acquisition.
Alternate 3 (steel truss) was the least cost
alternative of the final superstructure alternates
saving the client $241,000.
Alternate 3 (steel truss) has the 2nd lightest
foundation and 2nd lightest crane lifts among the
alternatives.
27. What Have We Learned
Comprehensive costs are important to evaluate.
In the case of smaller bridge projects, changes in
profile grade have a great affect on the overall
project costs.
Costs embedded in items such as “Mobilization”,
“Cofferdams-/Cribbing/Sheeting”, or permitting can
also affect the overall costs and should be evaluated
appropriately.
For certain span lengths and certain sites, steel truss
bridges provide a way to shorten the length that a
controlling member must span and therefore they
provide a way to reduce the project’s profile impacts.