Also, if I change BPM or time signature while in play, this is also triggering the splice loop to start playing trough the Splice bridge. Pretty annoying cause basically i have to mute the Splice bridge track every time i use a sample or a loop, then un mute it again.
I was working on a new project and was pretty hyped with new track. I was just browsing thru splice and found out about splice bridge which I somehow didn't know existed even after a year. So downloaded it and used it on the new project. I was pretty happy that now I can hear samples thru my daw(fl studio). Saved the project and now opening it , the project after loading everything just get stuck. It doesn't get any prompts or error , just stuck. Every other project is working fine but only new project which was saved with splice bridge is showing this issue. I even uninstalled the splice in the hope that not finding the plugin the project might show an error but nothing changed. Even installed again but same thing. Did anyone faced this issue. Pls help or I'll have to ditch the project n start the new one.
Splice Bridge Download Mac
DOWNLOAD 🔥 https://urluso.com/2y4OWY 🔥
Fibre management is available in many different forms to suit most applications. For fibre management within enclosures there are options for splice cassettes, for managing fibre and securing splice protectors. Splice bridges for holding splice protectors. Kurly Lok self adhesive twist clips for placeing individually or mounting on a base.
Our splice bridges are used to hold 24 splice protectors. It comes with a self adhesive base and a label so you can identify splices and also have a clip on lid. Splice bridges are important as they allow engineers to work productivity and become organised.
The bridge I am working on has 4 splice locations at each member. For some reason, after running an analysis, the first and last field splice do not appear to be updated and the program is still prompting me to run an analysis at those locations before I can design the splice. I've tried running FEM, Grillage, and Line Girder, but still get the same result. I even tried deleting out all the section breaks in the member definition and adding them back in to make sure there weren't any rounding errors, but the issue still occurred.
The only thing I have seen that is different about these 2 locations is they are also defined as a "mid-bracing point" within Point of Interest Locations dialog. I'm thinking this may be what is causing the issue during analysis as I tried adding a splice at another arbitrary mid-brace point and the same issue was happening there as well. I am not sure why this would be preventing the analysis to run and I haven't been able to find a way to un-assign a mid brace point.
The Garden State Parkway in New Jersey connects land in the state separated by Great Egg Harbor, with two recently replaced bridge structures separated by Drag Island. South of the island is the structure over Great Egg Harbor Bay, made up of 21 spans of precast, pre-stressed concrete bulb tee girders varying in length from 148 ft to 250 ft, with an overall bridge length of more than 3,800 ft. To the north of the island is the structure over the Drag Channel, consisting of 10 spans of precast, pre-stressed concrete I-beams, 77 ft in length.
In ladder deck and multi-girder bridges, the structural connections are the splices in the longitudinal girders and the connections of the bracing or cross girders to the main girders. These connections can be made either using bolts or by welding and the choice between these two options has implications for both design and construction.
This article discusses the two forms of connection and their suitability in different applications for these forms of bridge. Although connections in truss bridges are not explicitly discussed, many of the comments are also valid for that form of construction.
Weathering steel bolts
Current advice for designing using weathering steel would be to talk to fabricators at an early stage in the construction to check the availability of suitable bolts. Note that supply of weathering steel bolts may be in imperial sizes rather than metric. Further guidance is given in the article on weathering steel bridges.
There are five categories of bolted connections outlined in Table 3.2 of BS EN 1993-1-8[2], designated A to E. Most bolted connections in bridges will transfer the forces between the plates using shear connections (Categories A, B and C), tensile connections (Categories D and E) are rarely used between primary members.
Category A: Bearing Type connections
The design force is transmitted by shear in the bolt shank and bearing between the bolt shank and the connected plies. In order for this mechanism to work, the plies must slip relative to each other. The key advantage of not preloading the bolts are that the bolts only require nominal tightening. However, these types of connections are not to be used in bridges as they have a low fatigue resistance and a tendency to work loose under vibration. These connections may be used in temporary situations.
Category B: Slip-resistant at serviceability limit state
For this category, high strength structural preloaded bolts of property class 8.8 or 10.9 are to be specified. This category is used for connections where a loss of stiffness at ULS is not important. The category is commonly applied to splice connections as these are normally positioned at the points of contra flexure and therefore slip will not shed significant load into the hogging or sagging regions. As well as verifying that there is no slip at SLS, Category B connections need to be checked for bearing resistance and shear resistance at ULS.
In bridge structures, connections are normally designed not to slip at SLS but are allowed to slip into shear and bearing at ULS (Category B); this would normally allow the connection to develop a greater capacity, for the same number of bolts. Some connections however should be designed to ensure there is no slip at ULS (Category C), these would include:
For bridge structures, if a moment is applied to a joint, the distribution of internal forces should be linearly proportional to the distance from the centre of rotation (BS EN 1993-2[1], clause 8.1.9(1)). This stipulation is met for a typical girder splice by the practice of calculating the elastic stress in the beam cross-section and then considering the flanges and webs separately.
Web splice bolts need to be designed for the resultant force from the addition of the forces due to the moment carried by the web and the web shear, noting that an additional moment is present due to the shear force times the eccentricity of the bolt group. The force on each bolt in the web splice is as follows:
For a cross girder connection in a ladder deck, there is normally very little end moment carried by the steel girder and so the splice connection is assumed to transmit the vertical shear and a sagging moment equal to the shear times the distance from the web to the centroid of the bolt group. A cross girder can either be connected using double covers or detailing a single lap between the cross girder web and the main girder stiffener.
A typical connection is a splice in the main longitudinal beams of a bridge. These should normally be located where a change in the section size is appropriate. In medium span bridges this is often near the points of contra flexure where the bending moments are lower. Splices at points of maximum bending moment are rarely justified as the loss of section in the tension flange through hole deductions will dictate a significant increase in section.
In highly loaded splices, tapered cover plates may be used to provide a more efficient connection detail. The first and last bolt rows of each bolt group are detailed with fewer bolts to improve the stress flow from the flange plate into the cover plate.
A butt weld is used for joining two plates together to form a single continuous plate. In this case, the butt welds should be a full penetration butt weld. The full penetration butt weld will normally be specified by the fabricator in flange plates or web plates and normally the bridge designer will not need to design this weld. The design resistance of a full penetration butt weld should be taken as equal to the design resistance of the weaker of the connected parts.
In medium span bridges, access for bolting operations can usually be provided with a temporary access platform on from a mobile platform. With larger spans, and where access from beneath is not possible, the provision and removal of access platforms may require significant planning and effort.
Perfect for use with a variety of fiber termination panels, this Fiber Optic Splice Bridge accepts up to 12 mechanical splices or up to 24 fusion splices. The Fiber Optic Splice Bridge also comes with a protective lid along with a designation label. Secure the Fiber Optic Splice Bridge by using the included self-adhesive backing or screws (size of the holes are M3).
To determine the adequacy of the development length equations in the ACI 318 and AASHTO LRFD design codes and a development length equation proposed by ACI Committee 408 at high bar stresses, the University of Texas, the University of Kansas, and North Carolina State University are each testing 22 beam-splice specimens designed to fail at bar stresses between 80 ksi and 140 ksi. Test variables include bar size, concrete compressive strength, splice length, concrete cover, and amount of transverse reinforcement (confinement). The results of 45 tests completed by the researchers are reported in this thesis. Splice design recommendations are presented for bars spliced at high stress, and general design considerations are outlined for flexural members reinforced with high strength reinforcing bars.
Many concrete structures have to be now repaired or replaced due to salt attack in Japanese coastal area. However, their residual strength is not well considered in practice. This is because only few studies have so far been made on the residual strength of deteriorated concrete structures. Objective of this research is to study about the load carrying capacity and the failure behaviour of corroded real RC bridge. Firstly, we sawed the reinforced concrete bridge to take out beam specimens. The bridge was seriously corroded because it was built about 80 years ago in Japanese coastal area. Two beam specimens were carried into experimental room and loaded until failure. Load carrying capacities of these two specimens were quite different. Maximum load of the relatively sound beam was about 96% of the estimated capacity of non damaged beam. On the other hand, the relatively deteriorated beam had only 48% of load carrying capacity. To examine the cause of the reduction in loading strength, layout of reinforcement and corrosion rate of longitudinal bars in concrete were carefully inspected. In the inspection, several lap splices were found in tensile area while the difference in corrosion rate is much smaller than the difference in strength. Thus, the cause of reduction in loading capacity is considered as bonding failure at lap splice. Finite Element analysis was conducted to simulate test results. It was confirmed that FE analysis can estimate the structural behaviour of test beams if the bond strength of each lap splice is obtained first. e24fc04721
notebook online free no download