Fettucine Truss Bridge (B.Structrure Project 1 )

BUILDING STRUCTURES [ARC2523]

FETTUCINE TRUSS BRIDGE ANALYSIS REPORT CHIA YI LING

0318606

EDWARD CHENG MUN KIT

0313466

EE XIN HUA

0314089

LIM PUI YEE

0313605

NICOLE HOOI YI TIEN

0313611

TAN JOU WEN

0313752 Tutor: Ms. Norita johar

ARC 2523 Building Structures Project 1: Fettucine Truss Bridge

Table of Content 1.0 Introduction___________________________________________________________1 2.0 Methodology __________________________________________________________2-3 2.1 Precedent Study 2.2 Making of Fettucine bridge 2.3 Requirement 3.0 Precedent Study_______________________________________________________4-6

4.0 Materials & Equipment__________________________________________________7-9 4.1 Strength of Material 4.1.1 4.1.2 4.1.3 4.1.4

Properties of Fettucine Testing of Fettucine Experiments Conclusion

5.0 Bridge Testing and Load Analysis _______________________________________10-18 5.1 5.2 5.3 5.4 5.5

Timeline First Bridge Second Bridge Third Bridge Fourth Bridge

6.0 Final Bridge __________________________________________________________19-41 6.1 Amendments 6.2 Final model making 6.3 Joint Analysis 6.3.1 6.3.2 6.3.3 6.3.4 6.3.5

Joint A Joint B Joint C Joint D Joint E

6.4 Final Bridge Testing and Load Analysis 6.5 Calculations 6.6 Design Error and Suggestion

7.0 Conclusion ____________________________________________________________42 8.0 Appendix _____________________________________________________________43-71 8.1 8.2 8.3 8.4 8.5 8.6

Case Study 1 Case Study 2 Case Study 3 Case Study 4 Case Study 5 Case Study 6

9.0 Reference_____________________________________________________________72

ARC 2523 Building Structures Project 1: Fettucine Truss Bridge

1.0 Introduction This project aims to develop our understanding of tension and compressive strength of construction materials by understanding force distribution in a truss.

In a group of 6, we were required to design and construct a fettucine bridge of 350mm clear span and maximum weight of 80g. We had to first analyse the material strength, connection, arrangements and orientation of the members in order to construct the fettucine bridge.

The bridge is then tested to fail. Following, we were to analyse the reason of its failure and calculate its efficiency.

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2.0 methodology 2.1 Precedent Study Precedent studies helps us to have a better understanding of the types of trusses available. Next, by understanding the forces that would be exerted to the trusses (compression and tension) allowing us to make adjustment to our bridge that would best suit the given material (fettucine).

2.2 making of Fettucine Bridge Phase 1: Strength of Material In order to build a bridge that can carry maximum load, first we have to understand the property of the fettucine. For the tensile strength in the fettucine is considerable low when compared to aluminium which has the same amount of stiffness to the fettucine.

Phase 2: Adhesive The type of adhesive plays a huge role in this assignment as this is the only tool that binds the fettucine together and resists separation. There are various types of adhesive in the market that has their own function and characteristic. Not only that, the brand of the adhesive is important as well because different brand of adhesive offers different quality. Thus, we choose one that suits to construct the fettucine bridge by considering the listed consideration.

Phase 3: Model Making First, we had drafted our design of the fettucine bridge by using AutoCAD in 1:1 scale to ensure the precision in our model making. Next, we have chosen out the smooth fettucine to be used for our model as most of them are bent or twisted. Each pasta is marked their own location of placement and are glued accordance.

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Phase 4: Model Testing Completed models are being tested. By placing weight on the middle of intermediate member to ensure that load is evenly distributed. All these are being recorded to allow us to fix and analyse our bridge.

2.3 requirement 

To have a clear span of 360mm.



Not exceeding the weight of 80g.



Fettucine and adhesive are the only material allowed.



Other than aesthetic value, the design of the bridge must be of high efficiency.



Quality or workmanship of the model produced to put into consideration.

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3.0 precedent study The detail of the precedent study, a real truss bridge connections, arrangement of members and orientation of each member is to be studied and put into the truss model structure design. Thus, the truss model’s structure will be depended on the information obtained from the precedent studies.

Figure 3.0.1 Pratt Truss Bridge

Pratt Truss Bridge A Pratt truss bridge is a bridge whose load-bearing superstructure is composed of a truss, a structure of connected elements forming triangular units. The connected elements (typically straight) may be stressed from tension, compression, or sometimes both in response to dynamic loads. Truss bridges are one of the oldest types of modern bridges.

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Design Strategies

Figure 3.0.2 Identification of members in Pratt Bridge

The Pratt truss was first developed in 1844 under patent of Thomas and Caleb Pratt. Prevalent from the 1840s through the early twentieth century, the Pratt has diagonals in tension, verticals in compression, except for the hip verticals immediately adjacent to the inclined end posts of the bridge. Pratt trusses were initially built as a combination wood and iron truss, but were soon constructed in iron only. The Pratt type successfully survived the transition to iron construction as well as the second transition to steel usage. The Pratt truss inspired a large number of variations.

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Figure 3.0.3 Exploded isometric views of Baltimore & Ohio Railroad Bridge

Figure 3.0.4 Standard High Truss Steel Bridge

Figure 3.0.5 Detail Plans of Truss Span

In the bridge illustrated in the info box at the top, vertical members are in tension, lower horizontal members in tension, shear, and bending, outer diagonal and top members are in compression, while the inner diagonals are in tension. The central vertical member stabilizes the upper compression member, preventing it from buckling. If the top member is sufficiently stiff then this vertical element may be eliminated. If the lower chord (a horizontal member of a truss) is sufficiently resistant to bending and shear, the outer vertical elements may be eliminated, but with additional strength added to other members in compensation.

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4.0 Materials and Equipment Equipment Olfa Pen Knife

Cut fettucine in the model making.

S hook

Hook the pail on the bridge.

Pail

Carry the load.

Mineral water

Use as load.

Super Glue

Adhesive for material bridge.

Sand paper

Sand the edges of the components of the bridge to fit.

Weighing machine

Measure the load of the weight placed in the pail and the weight of the fettucine bridge.

Table 4.0.1 Equipment used in model making

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4.1 Strength of Material Fettucine is the main material used to construct the truss bridge. Research and analysis on its strength were conducted beforehand.

Figure 4.1.1 Brand of Fettucine used in model making

4.1.1 Properties of Fettucine The fettucine used in the making of the truss bridge model has the thickness of 1mm and the width of 4mm. It is brittle and therefore is stronger under tension. However, fettucine has low compressive strength.  

Ultimate tensile strength: 2000 psi Stiffness (Young’s Modulus) E: 10, 000, 000p psi (E=stress/strain)

4.1.2 Testing of Fettucine We made sure the fettucine are glued with a proper method before proceeding in the model making to prevent uneven surface and to ensure the ease of building with modular units.

Figure 4.1.2 Wrong way of connecting method

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Figure 4.1.3 Correct way of connecting method

ARC 2523 Building Structures Project 1: Fettucine Truss Bridge

4.1.3 Experiments We have decided to use the staggered arrangement for the fettucine beams to ensure that the breaking points are not aligned and thus, minimising the number of weak points.

Figure 4.1.4 Staggered arrangement

Next, we have tested several types of beam with different orientations to understand which type of orientation is the best to be implemented in our fettucine bridge. By doing this, we are able to identify its efficiency and the maximum load each can carry.

Length of

Clear Span

Load Sustained

Load Sustained (Horizontal

fettucine (cm)

(cm)

(Vertical Facing)(g)

Facing)(g)

1 Layer

26

5

420

205

2 Layer

26

5

500

320

3 Layer

26

5

770

630

4 Layer

26

5

1300

1110

5 Layer (I-beam)

26

5

-

1700

Layers of Members

Table 4.1.1 The test results for the fettuccine strength

4.1.4 Conclusion Based on the testing, we have come to conclude that the I-beam made up of 5 pieces of fettuccine is the strongest among all as it could withstand the heaviest load. The 4 layered of fettucine is quite strong compared to 1, 2 and 3 layered of fettucine.

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5.0 Bridge Testing and Load Analysis 5.1 Timeline Date

Work Progress

22nd September 2015

- Testing the strength fettucine by using different layers in the form of I-beam.

- Discussion and research on suitable truss for the fettuccine bridge.

23rd September 2015

- Testing different ways of fettucine joints and decide on which truss design to proceed and construct.

- Making of first bridge model.

- Load testing on first bridge.

24th September 2015

- Proceed with making the second bridge and third bridge.

- Load testing on both bridges.

25th September 2015

- Proceed with making the fourth bridge and fifth bridge.

- Load testing on both bridges.

27th September 2015

- Proceed with making the sixth bridge and seventh bridge.

- Load testing on both bridges.

- Continuing making and refining the final bridge.

28th September 2015

- Final submission and load testing of final fettucine bridge.

Table 5.1.1 Timeline of our work progress

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5.2 First bridge We have used Warren (vertical support) truss as our guideline for the first trial. In this first trial, we did not restrain ourselves much on the weight but emphasis more on aesthetic and thus, we came up with this form.

Figure 5.1.1 The design of our first bridge

Figure 5.1.2 Our bridge before load testing

Figure 5.1.3 Horizontal I-beam failed

The failure occur on the I-beam (Figure 5.1.3) because the orientation of the I-beam was placed at a wrong direction. The I-beam bents once the bucket has hung on the beam.

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Figure 5.1.4 Diagram showing the wrong direction placement of I-beam

Bridge weight: 83g Load: 1500g Efficiency: (1.500)2 0.083

=

2.7%

Failed component

Main base I-beam

Failing reasons

Wrong direction placement, weak load distribution

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5.3 Second bridge After discussion, we have decided to use warren with vertical truss for our bridge. This time we focus more on reinforcement, adhesive, joints and orientation of the trusses. Joining method is further explored and applied to the bridge and the orientation of the I-beam is altered.

Figure 5.2.1 Load distribution diagram

Figure 5.2.2 The design of our second bridge

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Figure 5.2.3 Bridge before load testing

Figure 5.2.4 Bridge after load test

The failure occur at both top chords and the main base I-beam where the whole bridge broke into half.

This is because the whole structure is overweight and also too high leading it to unable to withstand the tension.

Bridge weight: 85g Load: 650g Efficiency: (0.650)2 0.085

=

4.97%

Failed component

Top chords and I-beam

Failing reasons

Overweight, structure too high and weak load distribution

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5.4 Third bridge After testing and analysing our first two bridge, we decided to change our design to increase our efficiency of the bridge. This time we change our bridge by using Pratt Bridge as our reference.

Figure 5.3.1 Load distribution diagram

Figure 5.3.2 The design of our third bridge.

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Figure 5.3.3 Bridge after load testing.

Figure 5.3.4 Failed component.

The failure occurred due to poor workmanship and impropriate joint of triangle frame caused sliding on the top chords of the bridge.

Bridge weight: 78g Load: 5300g Efficiency: (5.3)² 0.078

= 360.1%

Failed Components Failing reasons

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Top chord triangle peak point joint.

Touched surface too fragile caused sliding easily. Uneven load distribution caused by rough workmanship

ARC 2523 Building Structures Project 1: Fettucine Truss Bridge

5.5 Fourth bridge After and analyzing our first three bridges, we decided to make some improvements to increase our efficiency of the bridge. We increase the height of our third bridge from 70mm to 100mm to increase the bending resistance. We have changed the joining method of the top chord (peak point of triangle) to prevent sliding.

Figure 5.4.1 Load distribution diagram

Figure 5.4.2 The design of our fourth bridge.

Figure 5.4.3 Bridge after load testing.

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Figure 5.4.4 Bridge testing

Figure 5.4.5 New joining method

Figure 5.4.6 Failed component

Shorter height is more stable. Two point load is better compared to one point load

Bridge weight: 80g Load: 6500g Efficiency: (6.5)² 0.08

= 528.1%

Failed Components Failing reasons

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Top chord and bottom chord.

Weak load distribution, I-beam not strong enough

ARC 2523 Building Structures Project 1: Fettucine Truss Bridge

6.0 FINAL BRIDGE

Figure 6.0.1 Final Bridge Design

The design above is the design and construction of our final fettucine bridge. After several times of bridge testing, the Pratt truss has been chosen as our final bridge testing as this design is able to sustain the highest load and reach the highest efficiency among all the bridges we have tested on. Amendments had been made using the previous truss bridges results as references to achieve a higher efficiency during the final testing.

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6.1 AMENDMENTS MADE 1. Dimension of the bridge The length of each horizontal member changed from 360cm to 390cm to allow more surface of the edges of the bridge to rest on the table. This has allowed force of the edge of the table to be transferred directly to the vertical members of the bridge in order to prevent the horizontal members from failing.

Figure 6.1.1 Dimension of previous final bridge model

Figure 6.1.2 Amendments of dimension of final bridge model

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2. Design of the top of the bridge The design of top of the bridge has been clearly changed from a sharp triangle end to a flat horizontal member. The reason being is that a sharp end of a triangular design tend to tear apart easily.

Figure 6.1.3 Top chord design of previous final bridge model

Figure 6.1.4 Amendment of top chord design of final bridge model

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6.2 FINAL MODEL MAKING

Figure 6.2.1 Diagram showing fettucine placed above the AutoCAD drawing

Firstly, an AutoCAD drawing of the bridge is printed out as a guide for the bride construction.

Figure 6.2.2 Diagram showing selecting suitable fettucine

Secondly, choose and select the flat and suitable fettucine and eliminate the bended and twisted fettucine to ensure the fettucine can be stick together firmly.

Figure 6.2.3 Diagram showing the lower horizontal chord

The lower horizontal chord is cut and stick according to the dimension. The lower horizontal member is made up of three layers of fettucine by overlapping the upper layer with lower layer so that it can be extended to the desired length.

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Figure 6.2.4 Diagram showing the vertical members connected with horizontal chord

After constructing the horizontal chord, the vertical members are cut with 2 layers of fettucine. However, the middle two vertical members are made up of 5 layers – 3 in between and 2 each on left and right to make the member stronger.

Figure 6.2.5 Diagram showing the upper chord segments connected with the vertical members

The upper chord segemets are cut and joined nicely. Then, connected with the vertical members to join the upper chord and lower chord together.

Figure 6.2.6 Diagram showing the horizontal short members connected with the two truss bridge sections

Lastly, the horizontal short members are cut and stick in between the two truss bridge sections acting as the load distribution members.

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6.3 JOINT ANALYSIS Joining method is the most important factor to consider of during the construction of truss bridge. The joining method of the truss bridge will directly affect the efficiency of the bridge and cause failure of the bridge. Each joint is connected differently to ensure the overall performance of the bridge. Therefore, respective methods of joints are designated according to requirement of each joint of the bridge.

Figure 6.3.1 Joints of the final bridge design

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6.3.1 Joint A

Figure 6.3.2 Joint A connection

The vertical member is carefully shaped to join firmly with the upper horizontal member at the joint not overlapping whereas the diagonal member is joint with the vertical member facing horizontally which has a larger surface area to ease the procedure of jointing. This is to ensure that the vertical member will support the upper horizontal member and not affect the internal force of other members.

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6.3.2 Joint B

Figure 6.3.3 Joint B connection

The beam is connected facing horizontally perpendicular to the long bottom chord of the I-beams. These short members are made up of two fettucine stick together. The larger area of the fettucine is stick on top of the bottom chord functioning as the load distribution members to channel the downward loads from the vertical members along the stretch of the bridge.

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6.3.3 Joint C

Figure 6.3.4 Joint C connection and amendment

The upper short members which are the beams act as the load distribution members to channel the loads downward equally along the stretch of the bridge. Improvement was made from the first design, which the beam was connected by placing it above the upper horizontal member. However, the design was not efficient as it didn’t help to spread the load along the stretch but instead it acted as a load to the bridge.

The amendment we made was placing the beam facing vertically between the two upper horizontal members. This way it efficiently helped to spread the load and supported the two upper horizontal members to prevent from collapsing inwards when force is acted upon it.

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6.3.4 Joint D

Figure 6.3.5 Joint D connection

The top horizontal chords are designed in segments. Segments are preferable rather than one long strip of horizontal member as a long stretched member is more fragile due to its length compared to segments which are shorter. The diagonal segment is shaped carefully allowing an accurate segment to segment connection to make sure the joint is durable.

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6.3.5 Joint E

Figure 6.3.6 Joint E connection

The two I-beams are placed facing vertically above the long bottom horizontal chord and on top of that an I-beam is added. The I-beam consists of 5 layers- 3 in between and one each on top and the bottom.

The intention was to withstand more load when a load is acted upon it. However, joint E was the main reason caused the failure of the bridge.

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6.4 FINAL BRIDGE TESING and load analysis

Figure 6.4.1 Filling the pail with bottle of water

Figure 6.4.2 Filling the pail with bottle of water

Figure 6.4.3 Breaking of the bridge

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LOAD ANALYSIS

Figure 6.4.4 Final bridge design load analysis

To ensure the bridge can withstand a high efficiency, we calculated the compression, tension and redundant members in our truss bridge as shown in the figure. As the strength of the fettucine is high under tension force and low under compression force. The top and bottom chords have the equal layer of fettuccine which are 5 layers, 3 in between and one each top and bottom to ensure load transferred will be equal along. The vertical members which are mostly tension force are strengthen with 2 layers each and only the middle two are strengthen with 5 layers, 3 in between and one each top and bottom as the load force is larger in the middle. The diagonal members are all in 2 layers to strengthen under compression force.

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Figure 6.4.5 Final bridge design load analysis

After calculating the compression, tension and redundant members, we concluded that there are 3 redundant members. However, the diagonal redundant member placed in the middle was taken out from the final bridge design as the redundant member is a diagonal member which after the calculation proven that it was not an important member that would affect the efficiency as it did not help to transfer load and furthermore it was taken out to reduce the weight of the bridge in order to meet the weight constraint of this project.

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EFFICEINCY

Figure 6.4.6 Final bridge failure component

From the formula given, the efficiency of the bridge is calculated as square of maximum load applied on the bridge divided by the total weight of the bridge itself in kg.

Bridge Weight : 81 g Load : 8500 g (đ?&#x;–.đ?&#x;“)đ?&#x;?

Efficiency : đ?&#x;Ž.đ?&#x;Žđ?&#x;–đ?&#x;? = 892%

From the calculation, the efficiency we achived is 892% which proven that the bridge is able to withstand the load without damaging the main structure. Other than the I-beams attached above the bottom chord to support the laod the other parts of the bridge were still in good condition after the load test. We concluded that the I-beams are the design error we made that caused the failure of the bridge.

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6.5 CALCULATION

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6.6 DESGIN ERROR and SUGGESTION

Figure 6.6.1 Final bridge design

The I-beams placed in the middle are the main reason that caused the failure of the bridge during the testing. The bridge did not break completely but instead the middle I-beams are the only members that broke and caused the bridge to collapse during the testing. The I-beams are placed above the below chord which eventually added load to the bridge instead of distributing load through the vertical members.

Figure 6.6.2 Suggested members to be included in the final bridge design

The beams are suggested to be placed between the two vertical members connected with the vertical members to allow the load distribution from the vertical member to the beam. A bracing is suggested to add between the two beams as well to further strengthen the bridge and cause a higher efficiency of the bridge.

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7.0 CONCLUSION By the end of this project, we had constructed a total of 4 fettucine bridges and experimented to achieve the highest efficiency possible. The precedent study we chose to study on is McKeown Road bridge which uses a Pratt truss to help us understand how load is distributed in a truss bridge system. We had also concluded to use Pratt truss. The Pratt truss remains popular until now. This design can be identified by its diagonal members, which all slant down and in toward the center of the span. All the diagonal members are subject to tension forces only, while the shorter vertical members handle the compressive forces. Since the tension removes the buckling risk, this allows for thinner diagonal members resulting in a more economic design.

In our final model making, we achieved the highest efficiency of 892% compared to the previous 4 models we have tested on withstanding a total load of 8500 g and its weight is only 81g. This project has made us understand load distribution in a truss bridge. We learnt how to calculate the different forces applying in each different members and by calculating we are able to understand how each member is able to work together in a structural system in attaining a higher efficiency.

To understand how each member works, we have also experimented with various trusses and designs in order to select the best design with a high efficiency. We understood which member is important to ensure the durability of the bridge. Therefore, these important members are heavily strengthen using few layers of fettucine. We also understood preferable ways of joining different joints in order to ensure the strong adhesiveness. Not only that, we also realized the importance of proper planning, in terms of delegation and the time interval between completion bridge and load testing as the bridge had to be done just for enough time for the adhesive to dry out and maintain its strength until load testing.

To conclude, the project required quite a long period of time as we had to go through a few times of trialerror before getting the one with highest efficiency. The process was long and needed a lot of patience to construct the bridge carefully to ensure its efficiency. However, it has been a pleasant experience working on this project. Using a non-construction material to construct a bridge somehow has amazed us and taught us that method and design of the bridge is the most important elements during the construction process. We learnt a great deal in proper structural design and it will definitely benefit us in designing a building with considerations of the building structures for future projects.

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8.0 APPENDIX

ARC 2523 Building Structures Project 1: Fettucine Truss Bridge

8.1 Case Study 1 Done by Chia Yi Ling [0318606]

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8.2 Case Study 2 Done by Lim Pui Yee [0313605]

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8.3 Case Study 3 Done by Ee Xin Hua [0314089]

]

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8.4 Case Study 4 Done by Edward Cheng Mun Kit [0313466]

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8.5 Case Study Done by Nicole Hooi Yi Tien [0313611]

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8.6 Case Study 6 Done by Tan Jou Wen [0313752]

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9.0 Reference Rio Puerco Bridge. (n.d.). Retrieved October 7, 2015, from http://bridgehunter.com/nm/bernalillo/rio-puerco/ Pratt Truss. (n.d.). Retrieved October 7, 2015, from http://www.garrettsbridges.com/design/pratttruss/ What are the differences among Warren Truss, Howe Truss and Pratt Truss? (n.d.). Retrieved October 7, 2015, from http://www.engineeringcivil.com/what-are-the-differences-among-warrentruss-howe-truss-and-pratt-truss.html National Register of Historic Places. (n.d.). Retrieved May 6, 2015, from http://dnr.mo.gov/shpo/nps-nr/90002173.pfd Ching, Francis D.K (2008) Building Construction Illustrated Fourth Edition. New Jersey: John Wiley & Sons. Inc. Cicero Avenue Cal-Sag Bridge. (n.d.). Retrieved October 7, 2015, from http://historicbridges.org/bridges/browser/?bridgebrowser=illinois/cicerosag/

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