1. Why do bridge engineers consider Non-linear Temperature Gradients?

Temperature loads threaten bridge safety, especially for long-span bridges. If the bridge is located with a big temperature difference, A structural engineer analyzes and designs a bridge based on the beam theory. The temperature gradient should be considered with the beam theory. The beam theory assumes the beam deforms primarily in one direction, the material behaves linearly elastic, and the beam has a uniform cross-section. It means even if the beam cross-section gets a different thermal expansion depending on the depth, the cross-section does not change, and it is also possible to substitute thermal stress as a self-equilibrating stress in restraint conditions.

1. Plug-in for Creating Load Combinations Using Only Basic Loads

To design structures, we must necessarily create load combinations. These combinations change depending on the state of the loads affecting the structure, and the coefficients considered for these loads vary according to standards. Therefore, while automatically generated load combinations are used for convenience in creating various load combinations, it is difficult to generate combinations that satisfy all conditions.

1. MIDAS OpenAPI

   I would like to introduce the basic and advanced information about MIDAS API. I was surprised that many users wanted to use MIDAS API and asked when we could start to use it. Users have contacted us worldwide regardless of specific regions, company size, and areas.

Hello civil engineers . This is Connor and Ben!! 👬

   In railway or highway design projects, structure engineers always receive decided alignment from the project manager. Highway or Railway alignment usually changes slightly because of many external factors while working on a project. Sometimes, slightly changed alignment can have potential critical issues to construction or other project steps, serviceability, and even a legal issue. For example, a transition curve is related to drivability and driving safety. If so, structural engineers must recognize and consider that minor change. Let's look into how structure engineers change alignment during their projects.

Hello civil engineers . This is Connor and Ben!! 👬

Happy New years 🌞 civil engineers . This is CoBen!! 👬

It's time for a review, as usual. Do you remember Offset function in CIVIL NX?

Let me reiterate. You cannot apply a Beam End Offset at the same time when a Section Offset is in place. It is not possible to apply Offsets simultaneously.

For more details, you can click on 'Offset function in CIVIL NX' to check it out!

Hello everyone, Welcome back 🎉. This is CoBen!! 👬

Do you remember the content we shared last week?

For those who may have missed the previous content or are a bit unclear, let me briefly summarize it. 🤓

Last week, we shared a method for simultaneously checking multiple loads.

Click on the Display menu in the View tab, and in the Load tab, check on specific loads or load combinations you want to represent. This will display all selected loads on the model.

For more details, you can click on 'Displaying Multiple Loads Simultaneously' to check it out!

Hello everyone, CoBen here! 🎉

The Fundamentals of midas General Section Designer

Bridge Load Rating of Steel Composite Bridge as per AASHTO LRFR

How to Manually Define Construction Stages

How to Utilize AutoCAD in Geometry Modeling

Rail Structure Interaction Wizard in midas Civil

Section Stiffness Scale Factor

Contents

Section property must be applied when performing analysis as well as material properties. midas Civil provides 'Section Properties' function to define various section shape of structures. Section properties function has an option to define a geometry shape and to calculate section properties for the analysis. And also it has an option for the design feature in midas Civil. Therefore, you can use section properties function on your purpose. 

Please fill out the Download Section (Click here) below the Comment Section to download the Full Webinar Presentation File 

This case study covers the following aspects:

Prestress does not remain constant with time. Prestress loss is nothing but the reduction of initial applied prestress loss to an effective value. Loss of prestressing affects the strength of members and also significantly affects the member’s serviceability. Prestress loss is classified into two types:

The centrifugal force (Horizontal Moving Load) has two components, the radial force and the overturning force. The radial component of the centrifugal force is assumed to be transmitted from the deck through the end cross frames or diaphragms and to the bearings and to the substructure. The overturning component of centrifugal force occurs because the radial force is applied at a distance above the top of the deck. The overturning component causes the exterior wheel line to apply more than half the weight of the truck and the interior wheel line to apply less than half the weight of the truck by the same amount. Thus, the outside of the bridge is more heavily loaded with live load. The overturning force is computed by taking the sum of the moments about the inside wheel and setting the sum equal to zero. The result is that the outermost girder will receive slightly higher load and the innermost girder will receive slightly lower load. Thus, it is also necessary to compute the condition with no centrifugal force, i.e., a stationary vehicle, and select the worst case.