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Student's Declaration: RETRACTABLE BRIDGE Is An Authentic Record of Our Own Work
Student's Declaration: RETRACTABLE BRIDGE Is An Authentic Record of Our Own Work
We hereby declare that the work being presented in this report entitled
RETRACTABLE BRIDGE is an authentic record of our own work
carried out under the supervision of Dr. K.V. OJHA
The matter embodied in this report has not been submitted by us for
the award of any other degree.
Dated:……………..
……………………. ……………………..
Prof. S.S.S. Govil Dr. K.V.OJHA
HOD Associate Professor
Mechanical Engineering Mechanical Engineering
Acknowledgement
We take this project report as an opportunity to thank all those people
who contributed in this project towards its fulfillment.
Manish Uttam(0703240030)………………………
Shashank Gupta(0703240049)………………….
Deepak Kumar(2703240001)…………………….
2
Table Of Contents
Page no.
Title page
Declaration i
Acknowledgement ii
List of figures iv
Abstract v
1. Chapter-1 6-17
1.1 Introduction 6
1.2 Objective 12
1.3 Methodology 17
2. Chapter-2 18-40
2.1 Mechanism used 18
2.2 Fabrication 20
2.3 Retractable bridge component 21
2.4 Working 22
2.5 Material 30
2.6 Project Gantt chart 40
Chapter-3 41-42
3.1 Result 41
3.2 Conclusion and Recommendation 42
Chapter-4
4.1 References 43
3
List Of Figures
Figure no. Description Page no.
THRUST BRIDGE. These bridges can move in perpendicular and may also in
parallel direction of their axis. A moveable bridge is a bridge that moves to allow
passage for (usually) boats or barges. The principal disadvantage is that the traffic
on the bridge must be halted when it is opened for passages. For seldom used
railroad bridges over busy channels the bridge may be left open and then closed
The four main factors are used in describing a bridge. By combining these terms
through),
Bridge will be divided in some parts. Either one or two part will perform motion.
Moveable parts, first they will slightly lift up from their original position and then
sliding will takes place. Thus this mechanism will provide a gap for proper
movement of ship.
The model of retractable bridge was fabricated with the use of IC’s, motor, gear
and sensors. The model is also tested by moving some object in front of
Introduction
6
.
Types Of Bridges
Beam bridges
Cantilever bridges
Arch bridges
Suspension bridges
7
Cable-stayed bridges
Truss bridges.
Beam bridge
Beam bridges are horizontal beams supported at each end by abutments, hence
their structural name of simply supported. When there is more than one span the
intermediate supports are known as piers. The earliest beam bridges were simple
logs that sat across streams and similar simple structures. In modern times, beam
bridges are large box steel girder bridges. Weight on top of the beam pushes
straight down on the abutments at either end of the bridge. They are made up
mostly of wood or metal. Beam bridges typically do not exceed 250 feet (76 m)
long. The longer the bridge, the weaker. The world's longest beam bridge is Lake
Pontchartrain Causeway in southern Louisiana in the United States, at 23.83 miles
(38.35 km), with individual spans of 56 feet (17 m).
Cantilever bridge
Arch bridge
Arch bridges have abutments at each end. The earliest known arch bridges were
built by the Greeks and include the Arkadiko Bridge. The weight of the bridge is
thrust into the abutments at either side. Dubai in the United Arab Emirates is
currently building the Sheikh Rashid bin Saeed Crossing which is scheduled for
completion in 2012. When completed, it will be the largest arch bridge in the world.
8
Suspension bridge
Suspension bridges are suspended from cables. The earliest suspension bridges
were made of ropes or vines covered with pieces of bamboo. In modern bridges,
the cables hang from towers that are attached to caissons or cofferdams. The
caissons or cofferdams are implanted deep into the floor of a lake or river. The
longest suspension bridge in the world is the 12,826 feet (3,909 m) Akashi Kaikyo
Bridge in Japan.[14] See simple suspension bridge, stressed ribbon bridge,
underspanned suspension bridge, suspended-deck suspension bridge, and self-
anchored suspension bridge.
Cable-stayed bridge
Movable bridge
Movable bridges are designed to move out of the way of boats or other kinds of
traffic, which would otherwise be too tall to fit. These are generally electrically
powered.
Double-decked bridge
9
Shui Mun Bridge in Hong Kong have six lanes on their upper decks, and on their
lower decks there are two lanes and a pair of tracks for MTR metro trains.
Likewise, in Toronto, the Prince Edward Viaduct has four lanes of motor traffic on
its upper deck and a pair of tracks for the Bloor–Danforth subway line. Some
double-decker bridges only use one level for street traffic; the Washington Avenue
Bridge in Minneapolis reserves its lower level for automobile traffic and its upper
level for pedestrian and bicycle traffic (predominantly students at the University of
Minnesota).
Robert Stephenson's High Level Bridge across the River Tyne in Newcastle upon
Tyne, completed in 1849, is an early example of a double-deck bridge. The upper
level carries a railway, and the lower level is used for road traffic. Another example
is Craigavon Bridge in Derry, Northern Ireland. The Oresund Bridge between
Copenhagen and Malmö consists of a four-lane highway on the upper level and a
pair of railway tracks at the lower level.
The George Washington Bridge between New Jersey and New York has two
roadway levels. It was built with only the upper roadway as traffic demands did not
require more capacity. A truss work between the roadway levels provides stiffness
to the roadways and reduced movement of the upper level when installed. Tower
Bridge is different example of a double-decker bridge, with the central section
consisting of a low level bascule span and a high level footbridge.
Old Yamuna Bridge(Delhi) or Bridge No. 249 in technical railway parlance, was
constructed in 1866 by the East India Railway at a cost of £16,16,335. It was built
with a total length of 2,640 feet and consisted of 12 spans of 202.5 feet each. With
the completion of this bridge, two principal cities of North India, Kolkata and Delhi,
were connected by the Railways; this being the last link of the trunk line on this
route. In 1913, this was converted into a double line by adding down line girders of
12 spans of 202 feet each and 2 end spans of 42 feet to the bridge. For the
movement of road traffic, two road bridges were provided below the lines. The
entry of trains into Delhi Junction Railway Station, in such close proximity to the
Red Fort, never ceases to impress the rail traveller, reminding all that after the
10
Uprising of 1857, Delhi was a fortified city. The old Yamuna Bridge has an
identical twin, a bridge further downstream at Naini on the Allahabad —
Mughalsarai section of the now North Central Railways.
1.Abutment
2.Pier
3.Overpass:
4.Underpass
5. Deck
11
Figure1.3: Bridge’s parts
Objective
12
Moveable bridge
Movable bridges are designed to move out of the way of boats or other kinds of
traffic, which would otherwise be too tall to fit. These are generally electrically
powered.
13
Figure1.4: Lifting Bridge
• Draw bridge
• Folding bridge
• Curling bridge
• Lift bridge
14
• Retractable bridge
• Swing bridge
• Submersible bridge
Lift bridge: A vertical-lift bridge or lift bridge is a type of movable bridge in which
a span rises vertically while remaining parallel with the deck. The vertical lift offers
several benefits over other movable bridges such as the bascule and swing-span
bridge. Generally speaking they cost less to build for longer moveable spans. [1]
The counterweights in a vertical lift are only required to be equal to the weight of
the deck, whereas bascule bridge counterweights must weigh several times as
much as the span being lifted. As a result, heavier materials can be used in the
deck, and so this type of bridge is especially suited for heavy railroad use.
Swing bridge: A swing bridge is a movable bridge that has as its primary
structural support a vertical locating pin and support ring, usually at or near to its
center of gravity, about which the turning span can then pivot horizontally as
shown in the animated illustration to the right. Small swing bridges as found over
canals may be pivoted only at one end, opening as would a gate, but require
substantial underground structure to support the pivot.
Retractable bridge:
A retractable bridge is a type of movable bridge in which the deck can be slide
backwards to open a gap for crossing traffic, usually a ship on a waterway.This
type is sometimes referred to as a ”Thrust Bridge”. Retractable bridges date back
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to medieval times. Due to the large dedicated area required for this type of bridge,
this design is not common. A retractable design may be considered when the
maximum horizontal clearance is required (for example over a canal).
Several examples exist in New York City, (e.g., Carroll Street Bridge (built 1889) in
Brooklyn, Borden Avenue Bridge in Queens). A recent example can be found at
Queen Alexandra Dock in Cardiff, Wales, where the bridge is jacked upwards
before being rolled on wheels. Helix Bridge at Paddington Basin, London is a more
unusual example of the type, consisting of a glass shell supported in a helical steel
frame, which rotates as it retracts. The Summer Street Bridge over Fort Point
Channel in Boston is another variant type. This bridge is oriented northwest-
southeast, with the NW-bound lanes of traffic retracting diagonally to the north,
and the SE-bound lanes retracting diagonally to the west.
Methodology
Litreture survey
17
1
Concept generation
Fabrication
Future plans
Figure1.7: Methodology
Chapter-2
18
Mechanism used (RACK AND PINION)
A rack and pinion is a type of linear actuator that comprises a pair of gears which
convert rotational motion into linear motion. The circular pinion engages teeth on a
linear "gear" bar–the rack. Rotational motion applied to the pinion will cause the
rack to move to the side, up to the limit of its travel. For example, in a rack railway,
the rotation of a pinion mounted on a locomotive or a railcar engages a rack
between the rails and pulls a train along a steep slope.The rack and pinion
arrangement is commonly found in the steering mechanism of cars or other
wheeled, steered vehicles. This arrangement provides a lesser mechanical
advantage than other mechanisms such as recirculating ball, but much less
backlash and greater feedback, or steering "feel".
• The Rack and Pinion mechanism converts rotational motion into linear
motion and vice-versa.
• Less effort required.
• Much lesser Backlesh.
19
Specification of Rack Pinion assembly used
No of teeth 68
20
Fabrication of rack and pinion
Fabrication of housing
Installation of pinions
Complete assembly
• Gear arrangement
• Channel system
• Moving Centre tube
• Span
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• Support
• Transformer
• Sliding Switch
• DC Gear Motor
• PCB board
Gear arrangement: We used rack and pinion gear system under the channel to
move centre shaft to back and forth. Here this rack and pinion converting rotary
22
motion of shaft of gear motor into linear motion of centre shaft. This gear
arrangement is situated under the channel and beside the center shaft.
Channel system: There two channel system is used. These channels provide
the support to move the span(retractable span) over it. Our span do sliding motion
over this channel with the help of bearings. Length of one channel, we used ,is 7
inch. These channel are situated over the support.
23
Figure 2.5. Channel system
Moving centre tube: This is main and center part of our bridge,it provides both
support and motion to retracted span. Basically it is a micriscope’s tube which we
used in our project to provide the linear motion to span. This tube is length of
130mm and of 18mm diameter.
24
Figure2.6:Tube casing
Span: Our total bridge length is 24 inch, in which we total gap is open of 4inch
and remaining we have as fixed span length of 10 inch each. Cardboard is used
to make span of both type,fixed and moving.
25
winding. This varying magnetic field induces a varying electromotive force (EMF)
or "voltage" in the secondary winding. This effect is called mutual induction.
Here we used step down transformer,which reduces 230 volt input voltage to 12
volt output voltage.
26
Sliding switch: We used a slide switch. Main function of this slide switch here is
to reverse the direction of current by changing the position of wire on PCB, this
helps in back and forth motion of sliding span.
DC GEAR MOTOR:
27
Figure2.9: DC motor
Electric motors are found in applications as diverse as industrial fans, blowers and
pumps, machine tools, household appliances, power tools, and disk drives.Here
we used a motor having 60rpm in output.
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Printed circuit board (PCB): A printed circuit board, or PCB, is used to
mechanically support and electrically connect electronic components using
conductive pathways, tracks or signal traces etched from copper sheets laminated
onto a non-conductive substrate. It is also referred to as printed wiring board
(PWB) or etched wiring board. A PCB populated with electronic components is a
printed circuit assembly (PCA), also known as a printed circuit board assembly
(PCBA). Printed circuit boards are used in virtually all but the simplest
commercially-produced electronic devices. Conducting layers are typically made of
thin copper foil. Insulating layers dielectric are typically laminated together with
epoxy resin prepreg. The board is typically coated with a solder mask that is green
in color. Other colors that are normally available are blue, black, white and red.
There are quite a few different dielectrics that can be chosen to provide different
insulating values depending on the requirements of the circuit. Some of these
dielectrics are polytetrafluoroethylene (Teflon), FR-4, FR-1, CEM-1 or CEM-3. Well
known prepreg materials used in the PCB industry are FR-2 (Phenolic cotton
paper), FR-3 (Cotton paper and epoxy), FR-4 (Woven glass and epoxy), FR-5
(Woven glass and epoxy), FR-6 (Matte glass and polyester), G-10 (Woven glass
and epoxy), CEM-1 (Cotton paper and epoxy), CEM-2 (Cotton paper and epoxy),
CEM-3 (Woven glass and epoxy), CEM-4 (Woven glass and epoxy), CEM-5
(Woven glass and polyester). Thermal expansion is an important consideration
especially with BGA and naked die technologies, and glass fiber offers the best
dimensional stability.
FR-4 is by far the most common material used today. The board with copper on it
is called "copper-clad laminate".
Copper foil thickness can be specified in ounces per square foot or micrometres.
One ounce per square foot is 1.344 mils or 34 micrometres
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I
nfrared Sensor:
Figure2.11: PCBcircuit
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Material
The traditional building materials for bridges are stone, timber and steel, and more
recently reinforced and prestressed concrete. For special elements aluminium and
its alloys and some types of plastics are used. These materials have different
qualities of strength, workability, durability and resistance against corrosion. They
differ also in their structure, texture and colour or in the possibilities of surface
treatment with differing texture and colour.
For bridges one should use that material which results in the best bridge regarding
shape, technical quality, economics and compatibility with the environment.
Natural Stone
The great old bridges of the Etruscans, the Romans, the Fratres Pontifices of the
Middle Ages (since about 1100) and of later master builders were built with stone
masonry. The arches and piers have lasted for thousands of years when hard
stone was used and the foundations constructed on firm ground. With stone one
can build bridges which are both beautiful, durable and of large span (up to 150
m). Unfortunately, stone bridges have become very expensive, if considered solely
from the point of view of construction costs. Over a long period, however, stone
bridges, which are well designed and well built, might perhaps turn out be the
cheapest, because they are long-lasting and need almost no maintenance over
centuries unless attacked by extreme air pollution. Stone is nowadays usually
confined to the surfaces, the stones being preset or fixed as facing for abutments,
piers or arches. Of course, sound weather-resisting stone must be chosen, and
fundamental rock like granite, gneiss, porphyry, diabas or crystallized limestone
are especially suitable. Caution is necessary with sandstones, as only silicious
sandstone is durable.
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the natural strata occurring in the quarry and on the requirements in the bridge
Very different effects can be produced with stone by the choice of the type of
masonry, the height of the courses, the proportion of the stones (length to height),
the arrangement of the joints, the surface treatment etc., and especially the overall
scale.
The choice of colours of the stone is also relevant. Granite of a uniform grey colour
and sawn surface can look as dull as simple plain concrete. A harmonious mixture
of different colours and slightly embossed surfaces can look very lively, even when
the masonry areas are extensive. Surfaces can also be enlivened by bright or dark
joint-filling. The sizes of the stone blocks and the roughness of their surfaces must
be harmonized with the size of the structure, the abutments, the piers etc. Coarse
embossing does not suit a small pier only 1 m thick and 5 m high, but large sized
ashlar masonry is suitable for large arch bridges such as the Saalebrucke Jena or
the Lahntalbrucke Limburg. Granite masonry was preferred for piers of bridges
across the River Rhine, because it resists erosion by sandy water much better
than the hardest concrete.
Amongst the artificial stones, clinker and hard-burned brick are used in bridges
both as liners and for bearing vaults. They were often used in northern Germany,
the Netherlands, Belgium and Denmark, because there is no suitable natural stone
available. The warm colours of clinker or brick blend happily into the landscape.
Also in an urban environment, they are preferable to plain concrete, if brick is the
regional construction material.
The sizes of these stones are standardized, and one can only choose between
different types of joint arrangements. Small differences in colour and a pleasing
treatment of the joints can embellish the surfaces. Finally, one can also use split
concrete blocks for facing. If the concrete is made with colourful aggregates, which
break when being split, then masonry-work produced with these artificial blocks
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can also look good - similar to masonry of natural conglomerates, which are in fact
nothing else but natural concrete.
Good concrete attains high compressive strength and resistance against most
natural attacks though not against de-icing saltwater, or CO2 and SO2 in polluted
air. However, its tensile strength is low, and the use of concrete alone is therefore
limited to structures which are only subject to compressive stresses. But tensile
stresses also occur in abutments and piers due to earth pressure, wind, breaking
forces and to internal temperature gradients.
To resist these tensile forces, steel bars must be embedded in the concrete, the
so-called reinforcing bars, and this has lead to the development of reinforced
concrete. The steel bars only really come into play after the concrete cracks under
tensile stresses. If the reinforcing bars are correctly designed and placed, then
these cracks remain as fine "hair cracks" and are harmless. A second method of
resisting tensile forces in concrete structures is by prestressing.
The zones of concrete girders which are under tensile stress due to loads or other
actions are first put under compression - are pre-compressed - so that the tensile
33
forces must first reduce these compressive stresses before actual tensile stresses
come into being. This pre-compression is obtained by tensioning high strength
steel bars or wire bundles, which are in ducts inside the concrete girder.
Tensioning elongates the steel bars and they are anchored in this state at the
ends of he girder, transferring this tensioning force as a compressive force onto
the girder. These girders, prestressed with 'active steel" (prestressing steel) are in
addition reinforced with "passive steel" (non-stressed steel bars) for various
reasons. Prestressed concrete revolutionized the design and construction of
bridges in the fifties. With prestressed concrete, beams could be made more
slender and span considerably greater distances than with reinforced concrete.
Prestressed concrete
If correctly designed - also has a high fatigue strength under the heaviest traffic
loads. Prestressed concrete bridges soon became much cheaper than steel
bridges, and they need almost no maintenance - again assuming that they are well
designed and constructed and not exposed to de-icing salt. So as from the fifties
prestressed concrete came well to the fore in the design of bridges.
34
Figure 2.12: Prestressed concrete
All types of structures can be built with reinforced and prestressed concrete:
columns, piers, walls, slabs, beams, arches, frames, even suspended structures
and of course shells and folded plates. In bridge building, concrete beams and
arches predominate. The shaping of concrete is usually governed by the wish to
use formwork which is simple to make. Plain surfaces, parallel edges and constant
thickness are preferred. This gives a stiff appearance to concrete bridges, and
avoiding this is one task of good aesthetic design.
The extra cost for one-way curved surfaces, for tapering piers, for varying depth of
beams or arch ribs is as a rule comparatively small. Therefore one should not
hesitate to choose such divergences from the most primitive and simple forms in
35
order to improve appearance.
There is one great disadvantage to concrete as it emerges from the forms: the
inexpressive, dull grey colour of the cement skin. The surfaces frequently show
stains, irregular streaks from placing the concrete in varying layers, and pores or
even cavities from deficient compaction, which ire then patched more or less
successfully. These deficiencies have lead to a widespread aversion to concrete,
As well as to efforts for improvement. Some of the methods used to achieve a
good concrete finish in buildings, like profiles and patterns on the formwork, ribs or
accentuated timber veins etc are not generally suitable for bridges.
The best effect is obtained by bush hammering as was usual between 1934 and
1945 for the bridges of the German autobahn system. The concrete coating of the
rein- forcement is increased by 10 to 15 mm, so that a thin layer together with the
cement skin can be taken off by fine or coarse bush hammering. The aggregate is
then exposed with its structure and colour.
The protection of the embedded steel is not damaged, because the exterior
cement skin is in any case the worst part of concrete. It is very porous, because
mixing water collects at the forms by vibrating the concrete, and it is the porosity of
the cement skin which makes it so susceptible to collecting the dirt of polluted air.
With bush hammering one can adapt the degree of roughness to the size of the
surfaces. Piers of viaducts, for example, were chiselled very roughly, taking off
pieces 20 to 30 mm in depth by oblique chisel work.
The colour can be favourably influenced by the choice of coloured aggregates like
red porphyry or yellow limestone. Such surfaces age as well as natural stone
masonry, and they retain their texture over a long period of time. The cement skin
can also be washed off by special means after the concrete has hardened - such
"exposed aggregate" surfaces can look pleasing, depending on the colour and
size of the aggregates. Bush hammering was given up after about 1950 due to the
high labour cost. At that time suitable machines were not yet available, but with
36
modern machinery this treatment should now be taken up again to embellish
concrete surfaces.
Another possibility is colouring the concrete it has been well developed during the
last decade. By the use of mineral colour pigments natural warm tones can be
attained - earthy colours with tones of ochre, reddish-brown sepia. umber, greyish-
green, slate-grey. Dark toned piers of a viaduct often look better in the landscape
than with a light grey colour. Bright coloured concrete-with white cement-can for
example be chosen to emphasize a fascia beam.
Fritz Leonhardt has often recommended the painting of bridges in the same way
that steel bridges are painted for corrosion protection. At the same time the dreary
grey of normal concrete is converted into a harmonious colourful statement. For
painting, soft colours should again be chosen and not bright loud colours. Before
painting, the porous cement skin must be removed, so that the paint will not peel
off later.
Mineral colours, especially those with fluor- or silicious compounds, can also give
an additional protection to the concrete. The colourfilm must be hygroscopic, so
that it does not prevent the change of moisture content in the concrete. If the
choice of colour and type of paint is based on the most up-to-date information,
then these paints can last long and keep their colour like the paintwork of many old
houses and churches, particularly in the Alps, which is often more than 200 years
old and still beautiful. Colour painting of concrete bridges has already been used in
several places. A most striking example is that of the long bridges along the
riverbanks in Brisbane, Australia.
Amongst bridge materials steel has the highest and most favourable strength
qualities, and it is therefore suitable for the most daring bridges with the longest
spans. Normal building steel has compressive and tensile strengths of 370
37
N/mm2, about ten times the compressive strength of a medium concrete and a
hundred times its tensile strength. A special merit of steel is its ductility due to
which it deforms considerably before it breaks, because it begins to yield above a
certain stress level. This yield strength is used as the first term in standard quality
terms.
For bridges high strength steel is often preferred. The higher the strength, the
smaller the proportional difference between the yield strength and the tensile
strength, and this means that high strength steels are not as ductile as those with
normal strength.
Nor does fatigue strength rise in proportion to the tensile strength. It is therefore
necessary to have a profound knowledge of the behaviour of these special steels
before using them. For building purposes, steel is fabricated in the form of plates
(6 to 80mm thick) by means of rolling when red hot. For bearings and some other
items, cast steel is used. For members under tension only, like ropes or cables,
there are special steels, processed in different ways which allow us to build bold
suspension or cable-stayed bridges.
The high strengths of steel allow small cross-sections of beams or girders and
therefore a low dead load of the structure. It was thus possible to develop the light-
weight "orthotropic plate" steel decks for roadways, which have now become
common with an asphalt wearing course, 60 to 80 mm thick.
The pioneers of this orthotropic plate construction called it by the less mysterious
and less scientific name "stiffened steel slabs". Plain steel plate, stiffened by cells
or ribs, forms the chord of both the transverse cross girders and the longitudinal
main-girders. Simultaneously it acts as a wind girder. This bridge deck owes its
successful application mainly to mechanized welding, which is now in general use
and which has greatly influenced the design of steel bridges. So plate girder
construction now prevails, in which large thin steel plates must be stiffened against
buckling. Previously, vertical stiffeners were placed by preference on the outer
38
faces; longitudinal stiffeners were then arranged on the inside.
Today all stiffeners are placed on this inside so as to achieve a smooth outer
surface allowing no accumulation of dust or dirt deposits that retain humidity and
promote corrosion - the "Achilles heel" of steel structures. Modern steel girder
bridges now hardly differ from prestressed concrete bridges in their external
appearance - except perhaps in their colour. This is perhaps regrettable, because
stiffeners on the outside enliven the plate-faces, give scale and make the girder
look less heavy. In addition to plate girders, trusses also take full advantage of the
material properties of steel. Very delicate looking bridges can be built by joining
slender steel sections together to form a truss. Again welding has improved the
potential for good form, because hollow sections can be fabricated and joined
without the use of big gusset plates. In this way smooth looking trusses arise
without the "unrest" which occurs by joining two or four profiles of rolled section
with lattice or plates. Steel must be protected against corrosion and this is usually
done by applying a protective paint to the bare steel surface. Painting of normal
steels is technically necessary and can be used for colour design of the bridge.
Aluminium was occasionally used for bridges and the same form was used as for
steel girders. Aluminium profiles are fabricated by the extrusion process which
39
allows many varied hollow shapes to be formed, so that aluminum structures can
be more elegant than those of steel. Aluminium profiles are popular for bridge
parapets because they need no protective paint.
Timber :
Timber has favourable qualities of strength for resisting compression, tension and
bending. Rough tree trunks or sawn timber beams have been used since primitive
times for beam bridges; raking frames and arches soon allowed larger spans. The
Swiss carpenters, the brothers Grubennann reached a 100 m span with the timber
bridge across the River Rhine near Schaffhausen. Timber should be protected
against rain and therefore covered bridges with a roof and sidewalls with windows
evolved, and many of these are rightly preserved in the Alpine countries, testifying
to the high standard of their craftsmanship. Many now only serve pedestrians.
Recently timber bridges have been given a new impetus by glue technology which
allows larger cross-sections and larger lengths of beams to be made than grow
naturally. Moreover timber can now be better protected against weather and insect
attack. So new possibilities have arisen or the choice of structure, for its shaping
and for the size. Large timber trusses and even folded space trusses have been
built using steel gusset plates for jointing the members. Timber bridges, however,
have limits of span and carrying capacity, confining them mainly to bridges for
pedestrians or for secondary roads.
40
Project Gantt chart
15 1- 1- 20- 1- 1-10 11- 21- 1- 11-
-30 31 30 31 28 20 31 10 20
TASKS Sept Oct Nov Jan Feb Mar Mar Mar Apr Apr
Team selection
Literature survey
Problem Formulation
Project synopsis
Concept generation
Sketching
Finalising rough
design
Material selection
Designing
Motion simulation
Bridge assembly
Fabrication
Report Submision
Future plans
Figure2.13:Gantt chart
41
Chapter-3
3.1 Result
The fabricated Retractable bridge assembly with rack and pinion mechanism has
the following specification:
Figure3.1:Final model
42
3.2 Conclusion and Recommendation for further studies
Thus we can conclude that a retractable bridge model gives following advantages
over other bridges:
• Simple mechanism.
43
References
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