The suspension bridge’s roadway is supported from above by cables. Modern suspension bridges are able to span greater distances than other bridge types because of their strength, light weight, and aesthetic appeal. Additionally, their construction expenditures are some of the highest. The majority of suspension bridges were built with automobile traffic in mind, though they can be engineered to be strong enough to support freight trains.
Since the turn of the 20th century, suspension bridges have been designed using deflection theory to examine the interactions between the horizontal deck, curved cables, and carry weights. The Deflection Theory was first put forth by Aᴜsᴛʀᴀʟɪᴀn scholar Josef Melan in 1888. It describes how the deck and cables move together when subjected to the effects of gravity.
As a result, the rigidity of the deck that is necessary actually reduces as spans grow and the weight of the suspended structure rises. When trying to lower the ratio of girder depth to span length in order to obtain a lighter, more graceful appearance without compromising safety, engineers were particularly driven by deflection theory.
To provide the piers for bridges across bodies of water, concrete caissons are lowered into the riverbed and filled with concrete. Caissons are substantial wooden, metal, or concrete cylinders or boxes. Towers are on the caissons used for suspension bridges. Originally composed of stone, the suspension-bridge towers are now made of steel or concrete. The anchorages are then built, typically from reinforced concrete with steel eyebars for cable attachment built into the concrete, on both ends. An eyebar is a metal rod having holes on either end.
Let’s see how to build suspension bridge in the video below:
Source: Machinery Magazine
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