Transverse load distribution of skew cast-in-place concrete multicell box - girder bridges subjected to traffic condition

Mohseni, Iman; Rashid, Abdul

doi:10.1590/s1679-78252013000200002

Cited by 16 publications

(6 citation statements)

References 16 publications

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“…The analyses are performed for 30-m-long SIBs with 30° and 60° skew and with four girders spaced at 2,4 m ( Span length (m) 10 Tables 2 and 3 for SIBs with 30° skew. The results for SIBs with 60° skew are similar.…”

Section: Evaluation Of the Most Critical Loading Pattern For Various mentioning

confidence: 99%

“…The acute angle between the abutment and a line perpendicular to the positions when designing SIBs or as a tool for developing LLDFs for SIBs. It is worth mentioning that although many research studies [9][10][11] have been conducted on live load effects in conventional skewed bridges, this study is the first attempt to investigate the live load effects in SIBs.…”

Section: Introductionmentioning

confidence: 99%

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Critical Truck Loading Pattern to Maximize Live Load Effects in Skewed Integral Bridges

Dicleli

Yalçin

2014

Structural Engineering International

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An integral bridge (IB) is one in which the abutments are cast monolithically with the deck to form a rigid frame structure. When the geometry and conditions do not allow for designing straight IBs, skewed IBs (SIBs) are designed. Current bridge design specifications are mainly developed for regular jointed bridges. Thus, provisions for SIBs have not been included in these specifications yet. Consequently, to determine live load effects in SIB components, many practicing engineers built a three-dimensional (3D) finite element model (FEM). In this study, various multiple design truck loading patterns are investigated to determine the most critical loading pattern producing the maximum live load effects in SIB components. The results of the analyses reveal that in the case of SIBs, different truck loading patterns arise when compared to bridges with no skew. Trucks that are placed diagonally across the width of the bridge are observed to produce the most unfavorable live load effects in bridge components.Keywords: skewed integral bridges; live loads; truck loading pattern; girder; abutment; pile.centerline of the bridge deck is defined as skew angle (q ) as shown in Fig. 1b. Currently, two-thirds of the bridge inventory in the USA is skewed. 5 Although skew generally decreases extreme force effects due to live load, it produces negative moments at the deck corners and torsional moments within the end zones and redistributes reaction forces at the supports. 6 Therefore, for estimating live load effects in skewed bridge components, design specifications such as AASHTO LRFD 5 (American Association State Highway Transportation Officials Load and Resistance Factor Design, 2010) require the application of skew correction factors (SCFs) to the live load distribution factors (LLDFs) obtained for straight bridges when the bridge is skewed. The LLDFs and SCFs available in AASHTO and in similar bridge design specifications are developed solely for regular jointed bridges as standard design methods for IBs have not been fully established yet. 7 Thus, many practicing engineers either incorrectly use the provisions for regular jointed skewed bridges in current bridge design specifications or build a three-dimensional (3D) finite element model (FEM) to estimate the live load effects in SIB components (girders, abutments, and piles). In the 3D FEM, accurate positioning of the design trucks in the transverse and longitudinal directions of the bridge is very important in estimating the maximum live load effect in SIB components. This is also equally important for future research studies related to the development of LLDFs for SIBs, where the LLDFs are obtained by dividing the results of 3D FEM of the bridge subjected to single or multiple truck loading (Fig. 2a) by the results of corresponding idealized two-dimensional (2D) frame model of the same bridge (Fig. 2b) under a single truck loading. 8 For straight IBs, the longitudinal position of the design trucks in a 3D FEM to create the maximum live load effect in the IB components ma...

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Section: Evaluation Of the Most Critical Loading Pattern For Various mentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Critical Truck Loading Pattern to Maximize Live Load Effects in Skewed Integral Bridges

Dicleli

Yalçin

2014

Structural Engineering International

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“…To take into account the effectiveness of IDs on LDFs of LRFD formulas, a statistical analysis based on the best minimum least squares fit of data [10] was employed on the data collected from parametric studies. Accordingly, the correction factor the live load distribution of AASHTO LRFD with IDs effectiveness is expressed as following:…”

Section: Development Of R D Equations For Aashto Lrfd Specificationmentioning

confidence: 99%

Contribution of Intermdiate Diaphragms on LDFs of Straight and Skew Concrete Multicell Box-Girder Bridges

2014

Universal Researchers (UR) Dec. 25-26, 2014 at Dubai (UAE)

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Current studies indicate that neglecting the effect of intermediate diaphragms might lead to highly conservative values for bending moment distribution factors and result in non-economic designs for skew bridges. This paper reports on a parametric study performed on 160 prototypes of straight and skew concrete multicell box-girder bridges. The obtained results were used to develop practical expressions to account for the diaphragm effects on American Association of State Highway and Transportation Officials formulas for live load distribution factors. It was observed that decks with internal transverse diaphragms perpendicular to the longitudinal webs are the best arrangement for load distribution in skew bridges.

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“…Shear failure governed beams with a skew angle of 30• or 45• while beams with a skew angle of 60• were controlled by torsional failure. Several studies in the literature have reported the behavior of skewed bridges and examined the effect of skew angle on the stress distribution [19][20][21][22][23]. The collapse mechanism and damage levels of bridges subjected to collision by medium and heavy vehicles were investigated by Li et al [24].…”

Section: Introductionmentioning

confidence: 99%

Effects of Web Height Reduction and Skew Angle Variation on Behavior of RC Inverted T-Beams

2021

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The use of precast inverted T-beams has been frequently used to minimize construction activities and installation time. However, shipping and placement of large invert T-beams can become challenging tasks due to their weight. Decreasing the web height of the beam can be effective in reducing the beam weight. This paper considers inverted T-beams with two overhangs, negative moment regions, and one span, a positive moment region. The examined parameters were the web height and skew angle of the inverted T-beams. To avoid high costs of testing beams and to save time, the application of numerical modeling is, hence, inevitable. A calibrated 3D nonlinear numerical model, using ATENA software, was further used to numerically investigate the effects of reducing the weight, by decreasing the web height and varying the skew angle of inverted T-beams on their structural performance. The outcomes of this study indicated that reducing the web height of the beam was an effective tool to reduce the weight without jeopardizing the strength of the beams. Increasing the skew angle of the inverted T-beam also decreased their ductility.

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Transverse load distribution of skew cast-in-place concrete multicell box - girder bridges subjected to traffic condition

Cited by 16 publications

References 16 publications

Critical Truck Loading Pattern to Maximize Live Load Effects in Skewed Integral Bridges

Critical Truck Loading Pattern to Maximize Live Load Effects in Skewed Integral Bridges

Contribution of Intermdiate Diaphragms on LDFs of Straight and Skew Concrete Multicell Box-Girder Bridges

Effects of Web Height Reduction and Skew Angle Variation on Behavior of RC Inverted T-Beams

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