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Aiming to address anchoring challenges associated with carbon fiber–reinforced polymer (CFRP) tendons used as cables, this study introduces a three-segment structure CFRP-bonded anchorage and conducts tests. Building upon the verified accuracy of a finite-element (FE) model, the mechanisms underlying CFRP cable failure are analyzed. Finally, four key parameters—CFRP tendon clear spacing, friction coefficient, elastic modulus of the bonding medium, and pretension force—were selected to optimize the CFRP cable stress distribution and enhance the anchoring effectiveness. The research findings indicate that the three-segment structure anchor design achieves effective anchoring for multitendon CFRP cables, with a mean efficiency exceeding 98%. Observations during testing indicated uneven stress among the anchor system's inner and outer layer CFRP tendons, and FE analysis suggests that the uneven stress primarily manifests as nonuniform axial stress and contact shear stress. The former may lead to failure in CFRP tendons due to the combined tension–bending stress, while the latter may result in interface failure, causing CFRP tendon slippage. Comparative analysis of stress and displacement distribution between inner and outer layer CFRP tendons in the anchor zone elucidates the mechanism of uneven stress, attributing it to the displacement lag effect between layers of CFRP tendons. Further parameter optimization indicates that applying pretension force to CFRP tendons effectively reduces uneven stress, improving the degree of combined tension–bending stress in the CFRP tendons at the loading end. [ABSTRACT FROM AUTHOR]

In 1931, the George Washington Bridge, with a span of 1067 m, was completed, becoming the world's first bridge with a span longer than a kilometer [[11]]. Therefore, there still exists genuine demand for the construction of record-shattering long-span bridges, and bridge engineers will have to grapple with new unique challenges, such as bridge foundations in deep waters and aerodynamic challenges for long-span cable-supported bridges, to name a few. In conclusion, great achievements have been made in the construction of long-span bridges, but bridge engineers still need to embrace new challenges. Girder bridges, arch bridges, cable-stayed bridges, and suspension bridges are the most basic types of bridges. [Extracted from the article]

A bi-cable scheme of a triple-pylon suspension bridge can greatly decrease the unbalanced horizontal force on the top of mid-pylon and is more economical compared with a single-cable scheme. This article proposes an appropriate simplified method for static analysis of bi-cable triple-pylon suspension bridges in the conceptual design phase. First, theoretical analysis was performed considering the elastic extension of hangers. And the analytical solutions to cable extension under live-load, dead-load intensity, and the static characteristics were obtained. Second, verification of the accuracy of the analytical solutions was conducted by establishing FEM model of triple-pylon steel-box-girder suspension bridges with main spans from 1500 to 2500 m. The comparative analysis shows that the results of the analytical solutions are in good agreement with the Finite Element Models and of great reference value in the conceptual design phase. [ABSTRACT FROM AUTHOR]

Given the ineffective anchorage of the middle tower, a triple-tower suspension bridge shows a different mechanical behavior when compared with a traditional suspension bridge. Accordingly, this work investigates the mechanical performance of triple-tower suspension bridges. First, theoretical analysis was performed while considering the top displacement of the side tower and the stiffness of the middle tower. And the analytical solutions to live load of cable force, girder deflection, and anti-slip coefficient between the cable and saddle were obtained. Second, finite element models were established to perform a parametric analysis on tower stiffness, sag–span ratio, and side–main span ratio. These parameters influence the mechanical behaviors of bridges in different ways, and determining these parameters at the conceptual design stage should fulfill the requirements of mechanical performance of these structures while comprehensively considering their economic performance. [ABSTRACT FROM AUTHOR]