Hubei Provincial Transport Planning and Design Institute

Wuhan, China

Hubei Provincial Transport Planning and Design Institute

Wuhan, China
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Zhan J.-H.,Hubei Provincial Transport Planning and Design Institute
Bridge Construction | Year: 2016

The main bridge of the Hanjiang River Bridge on an expressway is a prestressed concrete continuous box girder rigid-frame bridge with variable section and with span arrangement (85+3×150+85) m. The main girders of the bridge were constructed by the cantilever casting-in-situ method by the form travelers. At the time the whole bridge of the right bridge was closed and the closure prestressing strands in the right main girder were being tensioned, it was found that the bursting cracks of the concrete of large area occurred in the bottom slab of the girder of the 3 main spans. The major problems of the cracks were specifically the radial tensile splitting, damage and spalling of the concrete and exposing of the main reinforcement and prestressing strands in lower edge of the bottom slab. With reference to the calculation of the acting forces and the corresponding resistant forces of the bursting cracks, the construction process of the bridge and the actual conditions of the damage to the bottom slab, the causes leading to the cracks were analyzed. In consideration of the conditions of the structure after the damage occurred and by means of making full use of the existing conditions, the strengthening scheme of not demolishing the closure segments and of only replacing the damaged slab locally was proposed, the explicit requirements for the strengthening target and for the structural force conditions in the process of the strengthening were set and through the calculation of the multiple load cases, the specific procedures of the strengthening were determined. After the bridge was strengthened, the bridge has been put into operation for 6 years and the working conditions of the bridge are so far so good. © 2016, Journal Press, China Railway Bridge Science. All right reserved.


Yuan R.-Z.,Hubei Provincial Transport Planning and Design Institute | Zhang M.-J.,Hubei Provincial Transport Planning and Design Institute | Zhang M.-J.,Southwest Jiaotong University | Gan X.-J.,Hubei Provincial Transport Planning and Design Institute
Bridge Construction | Year: 2013

The main bridge of Yunshi Hanjiang River Bridge is a prestressed concrete extradosed bridge with double pylons, a single cable plane and with span arrangement (128+238+128) m. The main girder of the bridge is the concrete continuous triple-cell single box girder of long cantilevers and variable sections. The pylons, each being 39.9 m high, are the single-column concrete structures and are designed into the structural form of rigid fixity of the pylons, girder and piers. The stay cables are arranged in fan shape and the piers of the pylons are supported on the group bored pile foundations. In the design, the software MIDAS Civil was used to establish the finite element model for the whole bridge and to carry out the global calculation of the bridge, the stress analysis of the stay cables and the dynamic behavior of the whole bridge. The software ANSYS was used as well to establish the finite element model for the segments of the main girder and to carry out the local stress analysis of the bridge. The results of the calculation and analysis indicate that the global structure of the bridge is safe and reliable and the structure can meet the requirements for highway vehicle riding safety and comfort. No significant local stress concentration appears in the main girder, the stress amplitude values of the stay cables are within 30 MPa and the structure can meet the requirements for durability in the service process of the bridge.


Zhang J.-Y.,Hubei Provincial Transport Planning and Design Institute | Ding W.-X.,Hubei Provincial Transport Planning and Design Institute | Zhu S.-F.,Bridge Science Research Institute Ltd.
Bridge Construction | Year: 2015

The main bridge of Jingyue Changjiang River Highway Bridge is a asymmetric span hybrid girder cable-stayed bridge with double pylons and with a main span of 816 m. The anchorage in a pylon of the bridge in completion state is of the steel anchor beam structural system with its two ends being fixed. To study the function of the anchor beam balancing the stay cable forces and to verify the rationality of the anchor beam of the statically indeterminate structural system, the software ANSYS was used to set up the finite element model for the anchorage in the pylon, 2 different support schemes adopted for construction of the anchor beam were analyzed and the ratios of the stay cable forces distributed by the anchor beam were studied by means of the full-scale model tests. The results of the study show that the anchor beam using the structural system with its side span end being fixed, its central span end being slide at the time of initial tensioning of the stay cables and with its two ends being fixed after tensioning of the stay cables can bear 83.7% horizontal component of the stay cable forces and the ratio of the horizontal component distributed by the anchor beam and pylon wall is 8:2, proving that the anchor beam can play the role of balancing the stay cable forces and is also structurally highly reliable. ©, 2015, Wuhan Bridge Research Institute. All right reserved.


Zhan J.-H.,Hubei Provincial Transport Planning and Design Institute | Peng X.-B.,Hubei Provincial Transport Planning and Design Institute
Bridge Construction | Year: 2016

To make the structural performance of long span composite girder cable-stayed bridge more optimal, the design scheme of a semi-floating system composite and hybrid girder cable-stayed bridge with double pylons, double cable planes and with span arrangement (80+290+768+70+70+70+60) m was selected as an example and the influences of the main girder section types, main girder parameters (e.g. the girder depth, girder section areas and deck slab thickness), pylon height, deck pavement thickness and the locations of the steel and concrete joint sections of the main girder on the structural performance of the composite girder cable-stayed bridge were comparatively analyzed. The results of the analysis indicate that in point of the theoretic calculation and analysis, the scheme of the composite girder cable-stayed bridge with a main span of about 800 m can be implemented. The composite girder of box section is more applicable to the long span and wide deck cable-stayed bridge. The increase of the effective area of the steel main girder section and the increase of the pylon height are helpful to the improvement of the force conditions of the composite girder cable-stayed bridge. The determination of the deck pavement thickness of the composite girder cable-stayed bridge should consider the general force conditions, the atmospheric environment and the load types and the selection of the location of the steel and concrete joint section should simultaneously consider the force behavior, construction technology simplicity and economy. © 2016, Journal Press, China Railway Bridge Science. All right reserved.


Yang X.-Q.,China Communications Construction Company Ltd. | Li Y.,Hubei Provincial Transport Planning and Design Institute
Bridge Construction | Year: 2015

To study the influences of the bond acting forces between the casting materials and steel plate, the tenon acting forces in the shear pockets and through reinforcement acting forces on the bearing capacity of the PBL shear connectors, the actual structures of the shear connectors used for the steel and concrete joint section of a hybrid girder cable-stayed bridge were taken as a case study. The C55 concrete and the reactive powder concrete (RPC) were respectively used as the casting materials, 16 PBL shear connector specimens were designed and fabricated, the plug-in load tests of the single plate were made and the load~relative slip displacement curves, the failure modes of the specimens and the proportions of the various acting forces accounting for the total bearing capacity of the shear connectors were analyzed. The results of the analysis show that the specimens are all the shear transfer components that fail in shear. As regards the bearing capacity and ductility, the specimens using the RPC as the casting material are superior to those using the C55 concrete. After the through reinforcement are arranged, the bearing capacity and ductility of the shear connectors have been significantly increased and the bond acting forces, tenon acting forces and through reinforcement acting forces respectively account for about 20%, 40% and 40% of the total bearing capacity of the shear connectors. ©, 2015, Wuhan Bridge Research Institute. All right reserved.

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