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Stunning Bridges From Around The World
January 9th, 2008 · 114 Comments
With the technological boom of the last century came a huge increase in construction capability, and rivers, seas or valleys which were once thought to be completely uncrossable were finally overcome by the advent of numerous new, spectacular bridges. So in honour of these incredible engineering achievements, we have selected our favourite few bridges from around the world. We have the very old, the very new, the very-nearly-finished, the very long and of course the ones which just look very, very cool. Take your pick!
Millau Bridge, Tarn Valley
Millau Bridge: Towering 1,125ft above the Tarn Valley in southern France, driving along the Millau Bridge, the largest cable-stayed vehicular bridge in the world, is said to feel like flying. This Foster + Partners marvel is slightly taller than the Eiffel Tower, took three years to build and opened to the public in 2004. While it may provide picturesque views of the valley below, once the mist descends it is not a route for the faint hearted! The Millau Bridge has a total length of 8,071ft with the longest single span at 1,122ft and a maximum clearance below of 886ft; in short the bridge is massively impressive both on paper and in real life. The deck is lofted on 7 pylons and weighs 36,000 tonnes. A series of 7 masts, each 292ft tall and weighing 700 tonnes, are attached to the corresponding pylons.
Fehmarn Belt Bridge, Baltic Sea
Fehmarn Belt Bridge: When completed in 2018 the Fehmarn Belt Bridge will stretch 11.8 miles and connect the German island of Fehmarn with the Danish island of Lolland at an estimated cost of $2.2 billion. Initial plans show the bridge will be constructed with 3 cable-stayed spans each approximately 2,375ft long and supported by four 918ft tall pillars giving 213ft of vertical clearance beneath. The proposed bridge has been controversial with opposition from businesses and conservationists who fear it may damage local wildlife.
Gateshead Millennium Bridge, Gateshead
Gateshead Millennium Bridge: The award winning $44 million Gateshead Millennium Bridge is the first and only tilting bridge in the world. Hydraulic rams at each end of the bridge allow it to tilt so small ships may pass through, and it is this innovative technology which won its designers the prestigious Stirling Prize for architecture in 2002. Thanks to the 19,000 tonnes of concrete poured into 98ft deep foundations and enough steel to build 64 double decker buses, the bridge can withstand a collision with a 4,000 tonne ship moving at 4 knots.
Bering Straits Bridge, Bering Straits
Bering Straits Bridge: The proposed Bering Straits bridge will hopefully act as a transcontinental link by land, connecting Asia, Africa and Europe with North and South America. Possible locations for the bridge have been suggested, with Cape Dezhnev, Chukotka, and Cape Prince of Wales, Alaska looking the most likely sources. Some suggestions have called for a series of three bridges spanning over 50 miles in total, although the tough Arctic conditions which make the area so notorious will almost definitely hinder construction and maintenance.
Erasmusbrug, Rotterdam
Erasmusbrug: Nicknamed ‘The Swan’ due to the shape of the pylon supporting it, the Erasmusbrug was completed in 1996 and acts as a link between the north and south of the city of Rotterdam. To allow ships to pass, the southern span boasts a 292ft long bascule bridge, the largest and heaviest if its kind in Europe. Popular for its aesthetic appeal, the bridge featured in the 2005 film ‘Who Am I?’ in which Red Bull Air Race planes flew underneath! Construction of the 2,650ft long, 6,800 tonne Erasmusbrug cost $110 million and was completed in 1996. Soon after opening to road traffic it was discovered that the bridge would sway under high wind and had to be retrofitted with dampeners.
Kintaikyo, Iwakuni
Kintaikyo: Possibly one of the most unlucky bridges in the world, Kintaikyo was reconstructed in the town of Iwakuni in 1673 after every other attempt to cross the Nishiki River via bridge had been foiled by seasonal flooding. Remarkably, the five wooden arches remained intact right up to 1950 when a typhoon finally destroyed them. However, intent on not being beaten, the bridge was again reconstructed three years later and is still crossable today!
Ponte Vecchio, Florence
Ponte Vecchio: The Ponte Vecchio is one of the most famous tourist spots in Italy, and is thought to be the oldest wholly-stone built, segmental arch bridge in Europe, although there are many partial segments which date further back. It was originally built of wood until destroyed by floods in 1333, and twelve years later it was rebuilt using stone. Famous for its lining of shops, the bridge has housed everybody from Medieval merchants and butchers to souvenir stalls and art dealers.
Golden Gate Bridge, San Francisco
Golden Gate Bridge: Completed in 1937 as the then longest suspension bridge in the world at a total length of 8,921ft, the Golden Gate Bridge is perhaps the most famous bridge in the world. Situated in San Francisco, the bridge was an enormous construction achievement at the time. It broke safety records as ‘only’ eleven construction workers were killed during construction, 19 others saved by the innovative safety net placed beneath. Photographed by thousands of tourists each year, the distinctive red paint coat is actually officially ‘international orange’, and was originally chosen to enhance visibility during the foggy conditions that are synonymous with the Bay area. The Golden Gate Bridge was brought in $1.3 million under budget at a cost of $27 million, carries 100,000 vehicles on an average day and requires 38 full-time painters for maintenance. 26 people are known to have survived the 4 second, 220ft fall at 75 mph into the strait below.
Tower Bridge, London
Tower Bridge: Completed in 1894 and designed by Horace Jones and Wolfe Barry, Tower Bridge (so named after the two, striking, 141ft high towers) is one of the most famous landmarks in London. The 800ft long bridge has a 28ft clearance when closed but raises in the centre to a maximum clearance of 140ft that allows ships to pass down the Thames. Back in the days when goods were moved by sea instead of air the bridge was raised around 50 times daily. Tower Bridge took 432 workers 8 years to build. During that time they sank 70,000 tonnes of concrete into 2 huge piers, lowered 2 counterbalanced bascules into place each weighing 1,000 tonnes and then clad the whole bridge in Portland stone and Cornish granite to disguise the 11,000 tonnes of steel beneath.
Oresund Bridge, Oresund Strait
Oresund Bridge [PDF]: At over 25,000ft long in total and 669ft tall the cable-stayed Oresund was opened in 2000 to connect Denmark and Sweden. The entire bridge weighs in at 82,000 tonnes, has one of the longest cable-stayed spans in the world at 1,608ft and carries 60,000 travellers by car, bus and train per day. Driving from Denmark you first pass through the man made island of Peberholm, disappearing into 13,287ft of undersea tunnel which takes you onto the Oresund Bridge proper before completing the journey into Sweden. Crossing the Oresund Bridge doesn’t come cheap (~$53, single, car) even though there are steep discounts for frequent travellers, which isn’t surprising considering it cost $3.8 billion.
Tsing Ma Bridge, Hong Kong
Tsing Ma Bridge: The gravity-anchored Tsing Ma Bridge in Hong Kong is the 6th largest suspension bridge in the world, and carries more rail traffic than any other bridge on earth. Construction of the Tsing Ma Bridge cost $900 million and opened in 1997 after 5 years of constant work. It has a main span of 4,518ft and is named after the two islands it connects - Tsing Yi and Ma Wan. Interestingly, 49,000 tonnes of structural steel were used in the construction of the deck while each 675 foot tall tower used 65,000 tonnes of concrete. The bridge has become a tourist attraction and is renowned for looking particularly spectacular when lit up at night. You can check it out on their live webcam.
Sydney Harbour Bridge, Sydney
Sydney Harbour Bridge, Sydney: Having celebrated its 75th birthday in 2007, the Sydney Harbour Bridge remains the widest long-span bridge in the world at a total length of 3,770ft, carrying rail, pedestrian and vehicular traffic across the harbour. Nicknamed ‘the coat hanger’ due to its arched shape, the bridge is often photographed with the nearby opera house, the pair acting as one of the most iconic images for the city and Australia itself. The longest span measures 1,650ft with the highest point on the arch 429ft above sea level. 800 homes in the area had to be demolished to make way for the bridge, which took 1,400 workers 8 years to build at a cost of about $12 million. Surprisingly (because it wasn’t massively expensive), the bridge was finally paid off in 1998!
Hong Kong - Zhuhai - Macao Bridge, SE Asia
Hong Kong - Zhuhai - Macao Bridge: The Hong Kong - Zhuhai - Macao Bridge is still at proposal stage, but if it does get a green light the 18 mile dual 3-lane carriageway bridge will reduce road travel times between Hong Kong and Macau from 4.5 hours currently to 40 minutes. It will include the construction of 2 man-made islands connected by an undersea tunnel to facilitate the safe passage of shipping.
Bosphorus Bridge, Istanbul
Bosphorus Bridge: Although it may not be the longest or largest bridge in the world, the Bosphorus Bridge in Turkey is renowned because it separates two continents, namely Europe and Asia. The Bosphorus Bridge was completed in 1973 with a main span of 3,523ft and clearance of 210ft. In 2005, American tennis star Venus Williams played a five-minute tennis match on the bridge with Turkish player Ipek Senoglu, the first tennis match ever to be played across two continents.
San Diego-Coronado Bridge, San Diego
San Diego-Coronado Bridge:
Construction of the vehicle-only San Diego-Coronado Bridge finished in
1969 at a cost of $47.6 million, featuring a 90 degree curve during
it’s 11,288ft length. It was built at a maximum height of 200ft to
allow vessels to travel underneath; in fact it is tall enough to allow
an empty aircraft carrier to pass. It has the unfortunate title of the
third most popular suicide bridge in the USA with more than 200
recorded suicides between 1972 and 2000, behind the Golden Gate in San
Francisco and the Aurora bridge in Seattle. It costs $1 nothing to use the bridge, which raised $8 million in revenue per annum when the (now defunct) toll booths were in operation. Oddly enough,
a man who survived the 200 foot drop into San Diego Bay after he jumped
holding a captured Belgian Malinois police dog (that was presumably
chasing him) is now being held in lieu of $1 million bail and pleading
not guilty to harming the animal!
Akashi-Kaikyo, Kobe-Naruto
Akashi-Kaikyo: The Akashi-Kaikyo bridge in Japan is the daddy of all suspension bridges, over 1,200ft longer than the 2nd place Great Belt Bridge in Denmark. Originally built to replace the dangerous Kobe-Iwaya ferry in 1998 which had suffered at the hands of numerous storms, the bridge crosses the Akashi Strait and cost around $4.5 billion to build. The statistics on this build are staggering; it took 2 million workers 10 years to build the Akashi-Kaikyo Bridge. During that time they poured 1.4 million cubic meters of concrete, assembled 181,000 of structural steel, built 350,000 tonne anchor blocks at either end of the bridge and hooked up enough steel cable to circle the world 7 times!
Hangzhou Bay Bridge, Zhejiang
The Hangzhou Bay Bridge: When opened in 2007 at 22.4 miles long, the Hangzhou Bay Bridge linked the provinces of Shanghai and Ningbo is the second longest bridge in the world and has a $1.4 billion price label to match. The bridge won’t be open to the public until late 2008 and was the centre of huge controversy with many locals questioning the need to build a bridge of this type, as well as whether it was simply being constructed to rival the Lupu, a competing bridge in Shanghai. There are 2 main spans in the bridge, a 1,470 foot long northern span and a shorter 1,040 southern span. When it comes to length the Hangzhou Bay Bridge is second only to Lake Pontchartrain Causeway in Louisiana.
Magdeburg Water Bridge, Magdeburg
Magdeburg Water Bridge: One of the most distinctively designed bridge on the list, the Magdeburg Water Bridge is exactly what its name suggests; a bridge made over water. It was built to connect the Elbe-Havel Canal and the Mittellandkanal, allowing cargo to travel between Berlin and the ports along the River Rhine without a tedious 7.5 mile detour. It does in fact actually cross the River Elbe! It took 6 years, $733 million, 68,000 cubic meters of concrete and 24,000 tonnes of structural steel to construct the 3,010ft long bridge.
refrence: http://frikoo.com/18-stunning-bridges-from-around-the-world
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The principle of composite action
The principle of composite construction can be demonstrated by comparing the action of two joists placed one on top of the other. If these are physically connected the bending strength and stiffness are significantly improved.
The principle of composite beam behaviour can be illustrated with reference to a pair of timber joists. If these are simply placed one on top of the other and loaded as a beam there will be some relative movement between the two.
Both joists will contribute independently to the bending strength which will simply be the sum of the strengths of the two joists. If each joist has a breadth b and depth d the bending strength of each can be quantified as
-
bd2 / 6
and hence the combined strength is simply
-
bd2/3
If the joists are now connected together, say by spiking them at regular intervals or by gluing, the two will act together as a single unit with a depth of 2d.
The bending strength of the beam then becomes
-
b(2d)2 / 6 = 2bd2 / 3
Representing a doubling of the previous strength. The forces developed along the interface preventing slip are referred to as longitudinal shear forces.
Similar improvements in performance can be achieved by connecting the concrete floor slab to the steel beams which support it, using 'shear connectors'.
In traditional construction of steel framed buildings the steel beam and concrete slab which it supports are not positively connected. The contribution of the slab to the strength of the beam is generally small and can be ignored. The steel section alone is used to determine the beam strength and stiffness.
If the slab and steel beam are now connected, preventing any slip between the two, the strength will be increased as it was in the case of the timber joists.
The connectors accommodate the longitudinal shear force in the same way as the connection between the two timber joist sections described above. They are therefore referred to as shear connectors.
Significant savings are possible using composite beam construction, but details such as holes in the slabs need careful consideration.
Precisely how much better a composite beam is compared with the same beam used non-compositely depends upon both the beam size and the slab details. However it is likely that improvements of about 20% may typically be achieved. This means that composite beams are correspondingly lighter than non-composite beams for the same span and loading conditions. It should of course be recognised that the composite action is dependent on the integrity of the concrete slab. This means that great care must be exercised where openings occur in the slab, particularly if they are close to a beam and in such cases it may be that composite action cannot be used.
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Drawings to Accompany the Building Guidelines
Section C: Timber Construction
Introduction | Section A | Section B | Section C | Section D | Section E | Section F | Section G
Download AutoCAD DWG files (zip archive): Section A | Section B | Section C | Sections D-G
Figure C-1: Alternative Foundation for a Small Timber Building
With timber construction the foundation must ensure that the building is adequately supported. For most timber buildings the foundation must be firmly anchored to the ground to prevent the building from being moved by high winds. This foundation alternative describes a timber post concreted into a hole in firm soil. Greenheart or pressure treated timber must be used.
Figure C-2: Fixing Detail for Timber Joist Bearing on a Concrete Beam
Figure C-3: Fixing Detail for Timber Rafter to a Timber Header
Figure C-4: Alternative Fixing Arrangements for Pillar Supports at Floors to Resist Uplift
Introduction | Section A | Section B | Section C | Section D | Section E | Section F | Section G
| USAID/OAS Post-Georges Disaster Mitigation: http://www.oas.org/pgdm |
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A basic introduction to the design codes and methods of anlysis.
- Method of determining critical loading for maximum bending moments using influence lines. HA and HB loading explained.
- Clauses from the design codes are briefly explained with animated diagrams.
- Click onto the Tutorial or Example in the table below to connect to the relevant web page.
SUBJECT
CODES
TUTORIALS
EXAMPLES
LOADING
&
ANALYSIS
BS 5400 Pt.2
BD 37
for more information go to this links
www.childs-ceng.demon.co.uk/
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Prestressed Concrete
Since concrete is weak in tension
in normal reinforced concrete construction cracks develop in
the tension zone at working loads and therefore all concrete
in tension is ignored in design.
Prestressing involves inducing compressive stresses in the
zone which will tend to become tensile under external loads.
This compressive stress neutralizes the tensile stress so
that no resultant tension exists, (or only very small
values, within the tensile strength of the concrete).
Cracking is therefore eliminated under working load and all
of the concrete may be assumed effective in carrying load.
Therefore lighter sections may be used to carry a given
bending moment, and prestressed concrete may be used over
much longer spans than reinforced concrete.
The prestressing force also reduces the magnitude of the
principal tensile stress in the web so that thin-webbed I
- sections may be used without the risk of diagonal tension
failures and with further savings in self-weight.
The prestressing force has to be produced by a high tensile
steel, and it is necessary to use high quality concrete to
resist the higher compressive stresses that are developed.
There are two methods of
prestressing concrete :
1) Pre-cast Pre-tensioned
2) Pre-cast Post-tensioned
Both methods involve tensioning cables inside a concrete
beam and then anchoring the stressed cables to the concrete.
1) Pre-tensioned Beams
Stage 1
Tendons and reinforcement are positioned in the beam mould.
Stage 2
Tendons are stressed to about 70% of their ultimate strength.
Stage 3
Concrete is cast into the beam mould and allowed to cure to the required initial strength.
Stage 4
When the concrete has cured the stressing force is released and the tendons anchor themselves in the concrete.
2) Post-tensioned Beams
Stage 1
Cable ducts and reinforcement
are positioned in the beam mould. The ducts are usually raised towards
the neutral axis at the ends to reduce the eccentricity of the
stressing force.
Stage 2
Concrete is cast into the beam mould and allowed to cure to the required initial strength.
Stage 3
Tendons are threaded through the cable ducts and tensioned to about 70% of their ultimate strength.
Stage 4
Wedges are inserted into the end
anchorages and the tensioning force on the tendons is released. Grout
is then pumped into the ducts to protect the tendons.
Loss of Prestress
When the tensioning force is released and
the tendons are anchored to the concrete a series
of effects result in a loss of stress
in the tendons. The effects are :
- relaxation of the steel tendons
- elastic deformation of the concrete
- shrinkage and creep of the concrete
- slip or movement of the tendons at the anchorages during anchoring
- other causes in special circumstances , such as when steam curing is used with pre-tensioning.
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چند پاور پوینت در زمینه تیر های بتنی ...
Beam-Column Connections
Lecture 7 - Flexure
Stress Analysis of a Singly Reinforced Concrete Beam with ...
Lecture 17 - Design of Reinforced Concrete Beams for Shear
Lecture 35 - Beam Deflection
Lecture 22 – Shear Design
Lecture 16 – Shear Design
Lecture 6 - Flexure
Lecture 33 - Design of Two-Way Floor Slab System
Lecture 5 - Fundamentals
Lecture 35 - Design of Two-Way Floor Slab System
Elastic Flexural Analysis for Serviceability
Lecture 2 Structural System Overview
Lecture 23 - Slender Columns and Two-way Slabs
Lecture 4 - Fundamentals
Lecture 19 - Reinforced Columns
Lecture 3 - Fundamentals
Lecture 2 - Fundamentals
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بسم الله الّرحمن الّرحیم
Bridges & Civil Nonlinearities Solution - Capabilities
MODELING (PREPROCESSOR)
Cross section definition
Definition of common bridge cross sections by specifying basic dimensions.
- Slab cross sections.
- Box cross sections.
- Solid or hollow sections. This capability allows the user
to define hollow or solid sections for a particular mileage point.
- Possibility
of defining
different depth for the cross sections along the bridge.
Definition of bridges with composite section.
- Beams (with or without bracing)
and concrete slab (symmetric or not)
- Concrete slab (symmetric or not) and
trapezoidal metallic box.
Automatic �mesh� generation for the defined sections
to calculate section properties. Any generic bridge section can be easily defined
through the GUI.
Layout definition
Definition of mileage points that represent the structure axis in both
plan and elevation views independently. The software later creates automatically
the 3D alignment of the structure.
Plan view:
- Defined by means of engineering parameters (MP, clothoid parameters,
curvature radius, etc.)
- It is possible to define straight lines, arcs and
clothoids to describe the layout in plan view.
Elevation view:
- Defined by means of engineering parameters (MP, slope %, etc.)
- It is possible to define the elevation view by means of straight lines
and parabolic fillet.
Mileage points in plan and elevation view
3D Model Generation
The program allows generating the complete geometrical model of the structure from the cross sections definition.
- Section location
- Offsets: allows the definition of an offset with respect to the road axis
- Banks and section�s transition (straight segments, splines, etc).
Definition of support situation (boundary condition). Automatic
Generation
of the Finite Element Model
- Beam element model: Allows for a trial and error
process using beam elements.
- Automatic discretization of the beam elements
cross sections (allows for analysing section internal behaviour using beam
elements)
- Solid element model: More accurate design can be performed using
SOLID elements by only changing the element type and running again.
- Elements
188 and 189 allow the visualization of the structure.
Automatic FE model generation
Meshing
The program offers two modelling options:
- Only the solid model is created. In this case the user can use the corresponding
CivilFEM commands to mesh the model.
- Create the solid modelling and
the complete Finite Element Model. In this option the Finite Element model
is automatically generated.
It is possible to generate the Finite Element
model using both Beam and Solid elements.
Construction sequence analysis
Simulation of real non-linear construction process taking advantage of
CivilFEM�s time-dependent material properties and the possibility of activating
and deactivating elements and materials during the analysis.
Each construction
step has a time associated to it. In such way it allows for the calculation
of all material ages that constitute the model.
Bridge model wizard
Suspension bridge:
- Concrete section.
- Steel section.
- Composite section.
- Optimization of the initial tension of cables.
Arch bridge:
- Entering the number of segments and the corresponding data, it generates
the entire bridge model for both 3D beam and solid elements.
- Top bridge floor.
- Intermedium bridge floor.
- Low bridge floor.
Cable Stayed bridge:
- Cable disposition possibilities.
- Several kinds of connection between bridge floor and mast.
- Optimization of the dimensions of the bridge.
- Unlimited number of towers, variable cross sections, vertical or inclined
with different cable arrangements.
LOADS
Moving load generator
Automatically generates the required loadsteps for one or more vehicles moving
throughout the bridge deck taking into account:
- Vehicle type: Rigid or flexible
(vehicle which adapts to the path -trains-).
- Number of vehicles crossing
the bridge simultaneously. The vehicles can be of different types (different
number of wheels, axis, weight, etc).
- Vertical and horizontal loads (starting
and breaking loads).
Data base of standard design codes vehicle loads (Caltrans,
AASHTO, High-speed trains, etc.) and possibility of defining any generic vehicle
with its corresponding load pattern.
Loads are automatically combined during
postprocessing using the smart combination tool of CivilFEM.
Surface loads
The program automatically generates the loads corresponding to all kinds
of surface loads that may act over the bridge deck (traffic, snow, etc) taking
into account:
- Vertical and horizontal loads (starting and breaking loads).
- The most unfavourable case scenario for these loads (loading
all the bridge deck or only a part of it).
Definition of an overload grid over the deck
Prestressed Loads (please refer to the Prestressed Concrete Module to more advanced features)
Introduction of pretensioned cables along the structure.
The program calculates an equivalent system of forces at each node of
the element crossed by the tendon.
3D Spline generation for tendons
User-defined loads
The user can create its own user loads and assign them to the bridge
model.
Loads combinations
The program performs the solution/analysis of all the loads applied on
the structure using the load generator as well as the user-defined loads. The
different types of loads are combined using the capabilities of CivilFEM combination
module that will look for the worst load case scenario according to meet
user-defined targets (maximum bending moments, minimum reaction, maximum displacements and
so on).
ANALYSIS AND RESULTS (POSTPROCESSOR)
Non linear analysis
Changes in the cross section geometry and time-dependent
properties due
to construction processes
Large Deflection Buckling of Concrete Beam Elements,
Non-linear redistribution analysis and Cracking and Yielding Phenomena
Creep
and Shrinkage.
Dynamic analysis
In addition to all CivilFEM dynamic analysis features, a transient
analysis can be automatically performed for the traffic loads. Possibility
of introducing the vehicle�s velocity while defining the moving loads.
Checking & Design
It is possible to check and design the bridge model according to codes
both for a solid model (using solid elements) and for a beam
model (using beam
elements).
- Serviceability Limit State : Checking of cracking according to
codes
- Ultimate Limit State: Checking and design of the bridge reinforcement
according to codes, taking into account all the loads applied over the structure.
Moment-Curvature Diagrams
CivilFEM allows the calculation of the real moment-curvature diagram
for a given section.
متفرقه و قالب وبلاگ
مجموعه لینک های مهندسی ساختمان
كليات جوشكاري ترميمي
تكنيك جوشكاري Temper Bead
پی های نواری و برخی ابهامات در طراحی این پی ها
جوشكاری ترميت
كاربرد مواد نانو در صنعت بتن
ضد آب کردن بتن با فناوری کریستالی
شیوه ی ساخت پل ماکارونی
233 نکته اجرایی ساختمان (3)
۲۲۳ نکته اجرایی ساختمان (2)
۲۲۳ نکته اجرایی ساختمان(1)
بتن و قالب بندی (قسمت پنجم)
بتن و قالب بندی(قسمت چهارم)
بتن و قالبندی (قسمت سوم )
بتن و قالببندی (قسمت دوم)
قالببندی و بتن (قسمت اول)
چگونه با استفاده از گوگل مقالات تخصصی را بیابیم؟
معرفی عمومی ژئوممبران
کاربرد مواد نانو در بتن
نكاتي حائز اهميت در جوشكاري
پایگاه های مفید عمران
فیلم های تخصصی عمران (رایگان)
جوش-2
جوش-1
درز گیر ها-3
درز گیر ها-2
درز گیر ها-1
لیکا چیست؟
پرلیت چیست؟
یک منبع جالب برای دریافت کتاب و نرم افزار
دستورالعملهاي حفاظتي و ايمني کارگاه هاي ساختماني
بتن سبک (هبلکس)
انواع اتصالات در ساختمان های فلزی
در ساخت یک ساختمان فرضی با ما باشید
سنگهای ساختمان سازی
جزوات عمران
آرشیو پیوندهای روزانه
مکانیک خاک و محاسبات فنی
کارگاه
کار آموزی
انتشارات وبلاگ
سیمای عمران
مسابقات
آموزش نرم افزار
دانلود نرم افزار
طراحی معماری
بخش لاتین
نقشه کشی-نقشه برداری
مصالح ساختمانی و تکنولژی بتن
اخبار
سازه بنایی و زلزله
تجهیزات و تکنولژی ساختمانی
پل سد وسازه هیدرولیک
کتابخانه
ساختمان های فلزی
ساختمان های بتنی
محوطه سازی
وبلاگی در خصوص مهندسی عمران
مهندسی عمران در جنوب
کلوپ عمران
سایت سیویل
انجمن عمران دانشگاه آزاد گرگان
رایگان برای عمرانی ها
Allycad
الکترو کتابهای رایگان لاتین-مهندسی عمران
مركز اطلاع رساني عمران
وبلاگ تخصصی عمران-سازه
مهندسی عمران
وبلاگ تخصصی مهندسی عمران
تیم بتن دانشگاه آزاداسلامی واحد اسلامشهر
انجمن بتن آمریکا ACI
انجمن بتن آمریکا ACI شاخه ی ایران
مقررات کارگاه (ایمتی و بهداشت)
اطلاعات عمومی برای عمرانی ها
مقالات علمی_عمران
یکی از بهترین منابع عمران
تکنولژی عمران
مهندسی ساختمان
دانلود کتب لاتین
مهندسی عمران (سعید محمدی)
پایگاه علمی مهندسی عمران
مهندسی مکانیک
شرکت فنی ومهندسی اویول سازان (نوآوران سبلان)
وبلاگ شخصی علی رضا مقصودی
وبلاگ آموزشی رسته ساختمان
وبلاگ جامع نرم افزار و آموزش مهندسی عمران
Free civil Engineering Books
Civil Engineering Software
عمران سازه ی پارسیان
نظارت کارگاهی و ایمنی کارگاه
Site Safety & Supervision
پایگاه علمی آب ایران
سایت دانشجویان مهندسی عمران ایران
خاک زاد دات کام
انجمن عمران آذربایجان
لینک های عمران
مجله ی راه و ساختمان
به پایگاه تخصصی عمران ایران
iranbuilders
عمران دانشگاه قم
عمران_احسان میلانی
سایت تخصصی عمران معماری
مرکز عمران ایران
اصفحان عمران
عمران
هنر _ معماری
طرح نو
مهندسی ژئوتکنیک
مهندسی عمران
E-book lovers
وبلاگی در زمینه ی مهندسی عمران
معین عمران
مهندسی عمران-عمران
معماری موسسه آموزش عالی ایوانکی
سایت دکتر کشاورز
تازه ها و اخبار مهندسی عمران
پارسه سیویل
انواع دکراسیون منزل
طراحی
انجمن علمی عمران
پایگاه ملی علوم زمین ایران
پایگاه جامع مهندسی عمران
محیط سازه کادوس
وبلاگ مهدي عليرضايي _ رشته ساختمان
ایران سیویل سنتر
Green House Plan
گروه معماری تکین
ایران بتن
گروه نقشه کشی
مجموعه كتب، جزوات و پروژه هاي شهرسازي
پرتال جامع مهندسین عمران
archpaper blog
Geotechnical, Rock and Water Resources Library
انجمن مهندسان عمران اصفهان
/stommel.tamu.edu/
وبلاگ نشریه تخصصی سرامیک و ساختمان
