THEORY OF DESIGN OF STRUCTURE

CABLE STRUCTURE

MANTHAN S. NAIK 15
SEM: IX FIFTH. YR. B. ARCH
VIVA SCHOOL OF ARCHITECTURE
Cable structure, Form of long-span structure that is subject to tension and uses
suspension cables for support. Highly efficient, cable structures include
the suspension bridge, the cable-stayed roof, and the bicycle-wheel roof. The
graceful curve of the huge main cables of a suspension bridge is almost a
catenary, the shape assumed by any string or cable suspended freely
between two points. The cable-stayed roof is supported from above by steel
cables radiating downward from masts that rise above roof level. The
bicycle-wheel roof involves two layers of tension cables radiating from an
inner tension ring and an outer compression ring, which in turn is supported by
columns.

 A cable is a flexible structural component that offers no resistance when

compressed or bent in a curved shape.
 Technically we can say cable has zero bending rigidity.
 It can only support tensile loading.
 Cables are often used in engineering structures for support and to transmit
load from one point to another when used to support suspension roofs,
bridges and trolley wheels, cables form the main load carrying element in
the structure.
 In analysis of cables the weight of itself cable is rejected .
 We assume that cable is flexible and inextensible.
 Due to its flexibility cables offers no resistance to shear or bending.
 Being inextensible the cable has constant length before and after the
load is applied.
 As a result once the load is applied the geometry of cable remains fixed.
 The easiest structure type to think is a tension structure to resist only tensile
force and of these , the simplest are those which sustain only
unidirectional tension as represented by a cable or thin rod.
 A cable is the main component of cable supported bridge or suspended
roof structures that are classified as follows.
COMPONENTS OF A CABLE STRUCTURE:

CLASSIFICATION:

Radial : cables connect evenly throughout the deck, but all converge on the
top of the pier.

Harp : cables are parallel, and evenly spaced along the deck and the pier.
Fan : a combination of radial and harp types.

Star-shaped : cables are connected to two opposite points on the pier.

SHAPES OF PYLONS:
CABLE:
 A cable may be composed of one or more structural ropes, structural
strands, locked coil strands or parallel wire strands.
 A strand is an assembly of wires formed helically around centre wire in one
or more symmetrical layers.
 A strand can be used either as an individual load-carrying member,
where radius or curvature is not a major requirement, or as a component
in the manufacture of the structural rope.
 A rope is composed of a plurality of strands helically laid around a core. In
contrast to the strand, a rope provides increased curvature capability
and is used where curvature of the cable becomes an important
consideration.

TYPES OF CABLES:

SELECTION OF CABLE:
 The selection of cable configuration and number of cables is dependent
mainly on length of the span, type of loadings, number of roadway lanes,
height of towers, and the designer’s individual sense of proportion and
aesthetics.
 Cost also plays important role in deciding the selection.
 Using less number of cables increases concentrated load at a single point
thereby requiring additional reinforcement for the deck slab as well as
pylon .
TYPES OF CABLES:
 Suspension type Cables.

A suspension bridge is a type of bridge in which the deck (the load-bearing

portion) is hung below suspension cables on vertical suspenders. This type
of bridge has cables suspended between towers, plus vertical suspender
cables that carry the weight of the deck below, upon which traffic crosses.
This arrangement allows the deck to be level or to arc upward for additional
clearance. The main type of force in a suspension bridge are tension in
cables and compression in the pillars.

The suspension cables must be anchored at each end of the bridge, since
any load applied to the bridge is transformed into a tension in these main
cables. The main cables continue beyond the pillars to deck-level supports,
and further continue to connections with anchors in the ground. The roadway
is supported by vertical suspender cables or rods, called hangers. The bridge
will usually have two smaller spans, running between either pair of pillars and
the highway, which may be supported by suspender cables or may use a
truss bridge to make this connection. In the latter case there will be very little
arc in the outboard main cables.
 Stayed type Cables.

A cable-stayed bridge has one or more towers (or pylons), from which cables
support the bridge deck. There are two major classes of cable-stayed bridges:
harp and fan. In the harp or parallel design, the cables are nearly parallel so
that the height of their attachment to the tower is proportional to the
distance from the tower to their mounting on the deck. In the fan design, the
cables all connect to or pass over the top of the towers. The fan design is
structurally superior with minimum moment applied to the towers but for
practical reasons the modified fan is preferred especially where many cables
are necessary. In the modified fan arrangement the cables terminate near to
the top of the tower but are spaced from each other sufficiently to allow
better termination, improved environmental protection, and good access to
individual cables for maintenance.
In the cable-stayed bridge, the towers are the primary load-bearing
structures which transmit the bridge loads to the ground. A cantilever
approach is often used to support the bridge deck near the towers, but
lengths further from them are supported by cables running directly to the
towers.
By design all static horizontal forces of the cable-stayed bridge are balanced
so that the supporting towers do not tend to tilt or slide, needing only to resist
horizontal forces from the live loads.
Cable-to-cable connection (clamps):
Cable-to-frame connection:
Cable-to-ground connection (tension anchors):
Project Name:- Golden Gate Bridge, San Francisco.
Type:- Government
Completion Year:- 1933-1937
Architects:- Irving Morrow
Design:- Art Deco, Suspension,Truss Arch And Truss Causeways
Material:- Steel
Construction began on January 5, 1933. The project cost more than
$35 million, and was completed ahead of schedule and $1.3 million under
budget (equivalent to $23.8 million today). The Golden Gate Bridge
construction project was carried out by the McClintic-Marshall Construction
Co., a subsidiary of Bethlehem Steel Corporation founded by Howard H.
McClintic and Charles D. Marshall, both of Lehigh University.
Strauss remained head of the project, overseeing day-to-day construction
and making some groundbreaking contributions He innovated the use of
movable safety netting beneath the construction site, which saved the lives
of many otherwise-unprotected ironworkers. Of eleven men killed from falls
during construction, ten were killed on February 17, 1937, when the bridge
was near completion and the net failed under the stress of a scaffold that
had fallen
The platform fell into the safety net, but was too heavy and the net gave way.
Two out of the twelve workers survived the 200-foot (61 m) fall into the icy
waters, including the 37-year-old foreman, Slim Lambert. Nineteen others who
were saved by the net over the course of construction became members of
the Half Way to Hell Club.
The project was finished and opened May 27, 1937. The Bridge Round
House diner was then included in the southeastern end of the Golden Gate
Bridge, adjacent to the tourist plaza which was renovated in 2012. The Bridge
Round House,
During the bridge work, the Assistant Civil Engineer of California Alfred
Finnila had overseen the entire iron work of the bridge as well as half of the
bridge's road work. With the death of Jack Balestreri in April 2012, all workers
involved in the original construction are now deceased.

Seismic vulnerability and improvements

Modern knowledge of the effect of earthquakes on structures led to a
program to retrofit the Golden Gate to better resist seismic events. The
proximity of the bridge to the San Andreas Fault places it at risk for a
significant earthquake.
Once thought to have been able to withstand any magnitude of foreseeable
earthquake, the bridge was actually vulnerable to complete structural failure
(i.e., collapse) triggered by the failure of supports on the 320-foot (98 m) arch
over Fort Point. A $392 million program was initiated to improve the structure's
ability to withstand such an event with only minimal (repairable) damage.
One challenging undertaking is completing this program without disrupting
traffic. A complex electro-hydraulic synchronous lift system was custom built
for construction of temporary support towers and a series of intricate lifts,
transferring the loads from the existing bridge onto the temporary supports.
This was completed with engineers from Balfour Beatty and Enerpac,
accomplishing this task without disrupting day-to-day San Francisco
commuter traffic.