Gibraltar Strait Crossing – A Challenge to Bridge and Structural Engineers

Lin, T. Y.; Chow, Philip Y.

doi:10.2749/101686691780617779

Cited by 24 publications

(7 citation statements)

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“…Although there have been attempts to identify improved designs for very long-span bridges by using engineering intuition [ 12 , 13 ], an alternative is to use layout optimization, the theoretical basis of which was developed by Michell [ 14 ] in the early twentieth century, building on earlier work by Clerk Maxwell [ 15 ]. This theory later stimulated the development of computer-based numerical layout optimization methods [ 16 , 17 ].…”

Section: Introductionmentioning

confidence: 99%

Theoretically optimal forms for very long-span bridges under gravity loading

et al. 2018

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Long-span bridges have traditionally employed suspension or cable-stayed forms, comprising vertical pylons and networks of cables supporting a bridge deck. However, the optimality of such forms over very long spans appears never to have been rigorously assessed, and the theoretically optimal form for a given span carrying gravity loading has remained unknown. To address this we here describe a new numerical layout optimization procedure capable of intrinsically modelling the self-weight of the constituent structural elements, and use this to identify the form requiring the minimum volume of material for a given span. The bridge forms identified are complex and differ markedly to traditional suspension and cable-stayed bridge forms. Simplified variants incorporating split pylons are also presented. Although these would still be challenging to construct in practice, a benefit is that they are capable of spanning much greater distances for a given volume of material than traditional suspension and cable-stayed forms employing vertical pylons, particularly when very long spans (e.g. over 2 km) are involved.

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Section: Introductionmentioning

confidence: 99%

Theoretically optimal forms for very long-span bridges under gravity loading

et al. 2018

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“…The "spindle-type" bridge deck he proposed had the deck divided into two symmetric box decks on the main span only, while on the lateral spans a conventional closed box deck was used; however the critical flutter modes proved to be asymmetric for the main span and symmetric for the side spans. Several twin-box deck bridges have been constructed recently, such as Stonecutters Bridge of 1,377 m main span [13], Tsing Ma Bridge with main span of 1,650 m [14], and Xihoumen Bridge of 1,410 m main span [11], and three-box bridge decks have also been designed for Messina Bridge [7,15], Gibraltar Strait Bridge [16], and Sunda Strait Bridge [17]; however none of these bridges were constructed yet. In order to investigate the impact of different deck cross-sectional configurations for bridges with torsional to vertical frequencies ratio lower than unity, on the aerodynamic stability, but also on the cost reductions, implied by the construction solution, Bartoli et al [18] analyzed several deck cross sections using the same width and then increased width with regard to the reference Messina Bridge, but eliminating the middle deck.…”

Section: Introductionmentioning

confidence: 99%

Flutter Derivatives Identification and Aerodynamic Performance of an Optimized Multibox Bridge Deck

Wang

Dragomirescu

2016

Advances in Civil Engineering

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The bridge deck sections used for long-span suspension bridges have evolved through the years, from the compact box deck girders geometrical configurations to twin-box and three-box bridge decks sections. The latest generation of split and multiple-box bridge decks proved to have better aerodynamic behavior; thus further optimization methods are sought for such geometrical configurations. A new type of multibox bridge deck, consisting of four aerodynamically shaped deck boxes, two side decks for the traffic lanes and two middle decks for the railway traffic, connected between them by stabilizing beams, was tested in the wind tunnel for identifying the flutter derivatives and to verify the aerodynamic performance of the proposed multibox deck. Aerodynamic static force coefficients were measured for the multibox bridge deck model, scaled 1 : 80, for Reynolds numbers up to 5.1 × 105, under angles of attack between −8° and 8°. Iterative Least Squares (ILS) method was employed for identifying the flutter derivatives of the multibox bridge deck model, based on the results obtained from the free vibration tests and based on the frequency analysis the critical flutter wind speed for the corresponding prototype of the multibox bridge was estimated at 188 m/s.

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“…As a human dream and an engineering challenge, the structural engineering of bridging larger obstacles has entered into a new era of crossing wide rivers and sea straits. Table 2 collects some proposed suspension bridges with ultra-long span, including 2,100m for Bali Strait in Indonesia (Wangsadinata et al, 1992), 2,300m for Tokyo Bay in Japan (Ge, 2011a), 2,800m for Qiongzhou Strait in China (Ge, 2011a), 3,000m for Sunda Strait in Indonesia (Wangsadinata et al, 1992), 3,300m for Messina Strait in Italy (Castellani, 1994), 3,500m for Gibraltar Strait I linking Spain and Morocco (Lin and Chow, 1991), and 5,000m as Gibraltar Strait II and the limit span scheme in China (Xiang and Ge, 2003). With the rapid increase of span length, suspension bridges are becoming lighter, more flexible, and lower damping, which result in more and more sensitive to wind actions, in particular related to aerostatic and aerodynamic instability.…”

Section: Introductionmentioning

confidence: 99%

3D Nonlinear Aerostatic Stability Analysis for Suspension Bridges with Ultra-Long Span

Ge¹,

Shao²

2013

Proceedings of the Eighth Asia-Pacific Conference on Wind Engineering

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With the rapid increase of span length, suspension bridges are becoming lighter, more flexible, and lower damping, which result in more and more sensitive to wind actions, in particular related to aerostatic and aerodynamic instability. The intrinsic limit of span length due to aerodynamic flutter stability seems to be about 1,500m for a traditional suspension bridge, but both twin and triple box stiffening girders could provide a 5,000m suspension bridge with high enough critical flutter speed. Three-dimensional nonlinear aerostatic stability analysis has been performed on the suspension bridges with single and multi-box girders having ultralong spans from 1,500m to 5,000m. It can be concluded that the single and the multi-box girders can support a 1,500m and 5,000m spanned suspension bridge with high enough aerostatic critical speed, which can meet with the requirement of strong wind.

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Gibraltar Strait Crossing – A Challenge to Bridge and Structural Engineers

Cited by 24 publications

References 0 publications

Theoretically optimal forms for very long-span bridges under gravity loading

Theoretically optimal forms for very long-span bridges under gravity loading

Flutter Derivatives Identification and Aerodynamic Performance of an Optimized Multibox Bridge Deck

3D Nonlinear Aerostatic Stability Analysis for Suspension Bridges with Ultra-Long Span

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