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DFSFSDF

This document provides an overview of preliminary suspension bridge design considerations and processes. It discusses examining site factors and comparing to existing bridges, determining typical span ratios and sag ratios, and considering aerodynamic criteria and allowable stresses and deflections. The document also includes a table summarizing details of major suspension bridges for reference in preliminary design.

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Nian S Ko
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© © All Rights Reserved
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Download as PDF, TXT or read online on Scribd
90 views

DFSFSDF

This document provides an overview of preliminary suspension bridge design considerations and processes. It discusses examining site factors and comparing to existing bridges, determining typical span ratios and sag ratios, and considering aerodynamic criteria and allowable stresses and deflections. The document also includes a table summarizing details of major suspension bridges for reference in preliminary design.

Uploaded by

Nian S Ko
Copyright
© © All Rights Reserved
Available Formats
Download as PDF, TXT or read online on Scribd
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15.

68 SECTION FIFTEEN

A. G. Pugsley, ‘‘Theory of Suspension Bridges,’’ Edward Arnold (Publishers), Ltd., Lon-


don.
A. G. Pugsley, ‘‘A Flexibility Coefficient Approach to Suspension Bridge Theory,’’ Insti-
tute of Civil Engineering Proceedings, vol. 32, 1949.
S. A. Saafan, ‘‘Theoretical Analysis of Suspension Bridges,’’ ASCE Proceedings, ST4,
August, 1966, pp. 1–12.
S. P. Timoshenko, ‘‘The Stiffness of Suspension Bridges,’’ ASCE Transactions, vol. 94,
pp. 377–405, 1930.
S. P. Timoshenko and D. H. Young, ‘‘Theory of Structures,’’ 2d ed., McGraw-Hill Book
Company, New York.)

15.17 PRELIMINARY SUSPENSION-BRIDGE DESIGN

Since suspension bridges are major structures, it is desirable even in preliminary design to
proceed into rather detailed refinement of the involved mathematical computations. Often,
complete deflection-theory analysis is advisable at that stage. Such refinement is economi-
cally feasible with computers. Two procedures for preliminary design are described in the
following.
Preliminary design may be started by examining pertinent site factors (clearance require-
ments, roadway width, foundation materials, etc.) and studying the details of existing struc-
tures of similar proportions and conditions. Table 15.10 gives typical data. Such data should
be used with discretion, however, because of major differences in codes with regard to live
loads, safety factors, allowable working stresses, and deflections. There also may be signif-
icant differences in details, such as roadway structure, which has a major effect on dead
loads; as well as different underclearances, lengths of side spans, wind conditions, and other
site conditions that influence the weight of steel required. Many published weights per unit
area may be misleading because of inclusion of sidewalks, bicycle paths, and other elements
in the widths of continental bridges.

Span Ratios. With straight backstays, the ratio of side to main spans may be about 1⬊4
for economy. For suspended side spans, this ratio may be about 1⬊2. Physical conditions at
the site may, however, dictate the selected span proportions.

Sag. The sag-span ratio is important. It determines the horizontal component of cable force.
Also, this ratio affects height of towers, pull on anchorages, and total stiffness of the bridge.
For minimum stresses, the ratio should be as large as possible for economy, say 1⬊8 with
suspended side spans, or 1⬊9 with straight backstays. But the towers may then become high.
Several comparative trials should be made. For the Forth Road Bridge, the correct sag-span
ratio of 1⬊11 was thus determined. The general range of this ratio in practice is 1⬊8 to 1⬊12,
with an average around 1⬊10.

Truss Depth. Stiffening-truss depths vary from 1⁄60 to 1⁄170 the span. Aerodynamic condi-
tions, however, play a major role in shaping the preliminary design, and some of the criteria
given in Art. 15.21 should be studied at this stage.

Other Criteria. Allowable stresses in main cables may vary from 80 to 86 ksi. Permissible
live-load deflections in practice are seldom specified but usually do not exceed 1⁄300 the span.
In Europe, greater reliance is placed on limiting the radius of curvature of the roadway (thus,
to 600 or 1,000 meters); or to limiting the cross slope of the roadway under eccentric load
(thus, to about 1%); or to limiting the vertical acceleration under live load (thus, to 0.31
meter per sec2).
TABLE 15.10 Details of Major Suspension Bridges*

San
Severn Francisco-
Verrazano Golden George Salazar Forth Bridge Tacoma Oakland Bronx- Delaware Walt
Narrows Gate Mackinac Washington Bridge Bridge (England- Narrows Bay Whitestone Memorial Whitman
Item Bridge Bridge Bridge Bridge (Portugal) (Scotland) Wales) Bridge II Bridge† Bridge Bridge I Bridge

Length of main span, ft 4,260 4,200 3,800 3,500 3,323 3,300 3,240 2,800 2,310 2,300 2,150 2,000
Length of each side span, ft 1,215 1,125 1,800 610,650 1,586 1,340 1,000 1,100 1,160 735 750 770
Length of suspended structure, ft 6,690 6,450 7,4000 4,760 6,495 5,980 5,240 5,000 10,450 3,770 3,650 3,540
Length including approach structure, ft 13,700 8,981 19,205 5,800 10,575 8,244 7,640 5,979 43,500 7,995 10,750 11,687
Width of bridge (c to c cables), ft 103 90 68 106 77 78 75 60 66 74 57 79
Number of traffic lanes 12 6 4 14‡ 4 4 4 4 9 6 4 7
Height of towers above MHW, ft 690 746 552 595 625 512 470 500 447 377 440 378
Clearance at center above MHW, ft 228 215 148 220‡ 246 150 120 187 203 150 175 150
Deepest foundation below MHW, ft 170 115 210 75 260 106 75 224 235 165 115 107
Diameter of cable, in 357⁄8 36 241⁄2 36 231⁄16 24 29 201⁄4 283⁄4 22 193⁄4 231⁄8
length of one cable, ft 7,205 7,650 8,683 5,235 7,899 7,000 5,600 5,500 5,080 4,166 4,015 3,845
Number of wires per cable 26,108 27,572 12,580 26,474 11,248 11,618 8,300 8,702 17,464 9,842 8,284 11,396
Total length of wire used, miles 142,500 80,000 41,000 105,000 33,600 30,800 18,000 20,000 70,800 14,800 12,600 16,600
Year of completion 1964 1937 1957 1931 1966 1964 1966 1950 1936 1939 1951 1957

* Courtesy of Engineering News-Record.


† Twin spans.
‡ With new lower deck.
15.69

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