Effectiveness of Skewness on Dynamic Impact Factor of Concrete Multicell Box-Girder Bridges Subjected to Truck Loads

Mohseni, Iman; Khalim, Abdul; Nikbakht, Ehsan

doi:10.1007/s13369-014-1276-3

Cited by 7 publications

(4 citation statements)

References 18 publications

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“…e bridges were simply supported with a hinge at the right abutment at the bottom of each web that resisted both vertical and lateral displacement. Other supports were treated as supported on rollers at the bottom of each web that prevented only vertical translation [22,24].…”

Section: Numerical Modeling Of Prototype Bridgesmentioning

confidence: 99%

“…Since the IFs computed from the various bridge analysis methods can differ significantly, further study is clearly needed if we are to obtain a deeper understanding of the relationship between the dynamic impact factors (IFs) for various bridge types and bridge behavior and to apply them more correctly in structural practice [20][21][22][23][24][25]. On the other hand, the distribution factor and dynamic impact factor equations provided in the current AASHTO LRFD specifications [15] included only a limited range of applicability; when these limitations are not satisfied, the specifications mandate a refined analysis.…”

Section: Introductionmentioning

confidence: 99%

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Development of Dynamic Impact Factor Expressions for Skewed Composite Concrete‐Steel Slab‐On‐Girder Bridges

Mohseni

Ashin

Choi

et al. 2018

Advances in Materials Science and Engineering

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In order to take into account the dynamic effects of moving vehicles, bridges are designed to carry static loads that are increased by dynamic impact (IFs) factors (or dynamic amplification factors) that are a function of either the span or the first flexural natural frequency of the bridge. However, this approach tends to produce very conservative designs as the IFs are calculated based on a relatively few general parameters, ignoring many significant bridge and truck dynamic characteristics. is paper presents a method for determining more realistic dynamic impact factors for skewed composite slab-on-girder bridges under AASHTO LRFD truck loading. An extensive parametric study of over 125 bridge prototypes examined key parameters, namely, the number of girders, number of lanes, skew angle, and span length. Based on the data generated by this analysis, appropriate expressions for dynamic impact factors for the longitudinal moment and deflection are proposed. In order to reduce the complexity of proposed expressions, the effects of road surface roughness on dynamic responses of bridge-vehicle interaction are considered in bridge modeling. e findings of this study are expected to help bridge engineers to design composite slab-on-girder bridges more reliably and economically and can also be used to reassess the safe live-load capacity of existing structures, potentially preventing the unnecessary posting or closing of busy highway bridges.

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Section: Numerical Modeling Of Prototype Bridgesmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Development of Dynamic Impact Factor Expressions for Skewed Composite Concrete‐Steel Slab‐On‐Girder Bridges

Mohseni

Ashin

Choi

et al. 2018

Advances in Materials Science and Engineering

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“…The effect of dead load and impact factor to produce the absolute maximum moment was studied by estimating the number of wheels and location of IRC Class A and Class 70 R wheeled vehicles [15]. The impact factor of various types of bridges due to moving loads have been estimated using the vehicle bridge interaction analysis [16][17][18][19][20][21]. Banerjee et al [22] studied the effect of corrosion on the strength and stiffness of a slab girder bridge and concluded that the moment carrying capacity of the girder reduces to lesser than the actual capacity under dead load and rated live load.…”

Section: Introductionmentioning

confidence: 99%

Effect of vehicle speed and road surface roughness on the impact factor of simply supported bridges due to IRC Class A and B loading

et al. 2020

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Indian Road Congress (IRC)-06 specifies consideration of impact factor for dynamic analysis of bridge loaded with Class A and Class B vehicles. As per IRC-06 specifications, the impact factor is estimated based only on the span length of the bridge. In the present study, the effect of vehicle speed, road surface roughness condition and span length of the bridge on the impact factor is investigated. The dynamic response of a simply supported bridge loaded with IRC Class A and Class B vehicle loads are considered for the study. For simplifications, the vehicles are idealized as a series of moving mass spring damper system. The interaction between the bridge and vehicle is accomplished by coupling the equation of motion using the interaction force at the contact point of the wheel and bridge. The coupled equation of motion is solved using Newmark's beta method. The model is validated using past available literature. The vehicle is considered to move at a consistent speed between 20 and 100 km/h. The excitation caused due to the presence of road surface roughness at various vehicle speeds on the bridge response with span lengths varying between 20 and 100 m is investigated. Parametric studies are also conducted using frequency ratio. From the studies, it is observed that the response of the bridge subjected to IRC Class A vehicle is 40% higher than the response of the bridge subjected to IRC Class B vehicle. It is also observed from the parametric study that, the bridge response becomes critical when the vehicle moves at resonance speed and the amplitude increases with deterioration of road surface condition. The results of the impact factor study show that IRC-06 specifications underestimate the response of the bridge for high speed moving vehicles under different road surface conditions. The findings of this study can be utilized to update the IRC specifications at the time of analysis and design of both short and as well as long-span highway bridges.

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“…Du [5,6] analysed the stress response of the concrete box girder bridge deck pavement under moving loads, studied the influence of different speeds and overload levels on the mechanical indexes of the flexible bridge deck pavement layer, and proposed that the surface of the bridge deck pavement layer was affected. Mohseni et al [7] studied the dynamic characteristics of multicell box girder bridges under moving loads. Dynamic impact factor expressions for skew bridges were deduced based on upper-bound values of obtained results.…”

Section: Introductionmentioning

confidence: 99%

Comparative Study on Dynamic Response of Deck Pavement of Two Kinds of Box Girder Bridges under Moving Loads

Chen

et al. 2019

Shock and Vibration

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The objective of this study is to analyse the difference of dynamic response of the deck pavement between a box girder bridge with corrugated steel webs and a concrete web box girder bridge. In this study, a simply supported beam with a span of 34 m is taken as the research object. According to the principle of equal shear stress of the box girder section, the three-dimensional finite element model of the superstructure of two kinds of box girder bridges is established by the finite element software ABAQUS. The DLOAD and UTRACLOAD subroutines are called to impose a movement load on the bridge deck. The dynamic response of the bridge deck pavement under different vehicle speeds (36 km/h, 72 km/h, and 108 km/h) and different load types (single wheel rectangular uniform load and double wheel rectangular uniform load) is calculated. The variation trends of vertical displacement, longitudinal shear stress, and transverse stress of two bridges are compared. The results show that, under the same conditions, the dynamic response of the box girder bridge with corrugated steel webs is greater than that of the equivalent concrete web box girder bridge. The box girder bridge with corrugated steel webs has lightweight, good seismic performance and bending resistance, and more obvious advantages in deflection control. The equivalent concrete web box girder bridge has good shear and torsional properties. The response of two kinds of deck pavement systems of the box girder bridge under dynamic loads is more obvious than that under static loads. This study would provide some theoretical reference for the dynamic response of the deck paving system of box girder bridges.

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Effectiveness of Skewness on Dynamic Impact Factor of Concrete Multicell Box-Girder Bridges Subjected to Truck Loads

Cited by 7 publications

References 18 publications

Development of Dynamic Impact Factor Expressions for Skewed Composite Concrete‐Steel Slab‐On‐Girder Bridges

Development of Dynamic Impact Factor Expressions for Skewed Composite Concrete‐Steel Slab‐On‐Girder Bridges

Effect of vehicle speed and road surface roughness on the impact factor of simply supported bridges due to IRC Class A and B loading

Comparative Study on Dynamic Response of Deck Pavement of Two Kinds of Box Girder Bridges under Moving Loads

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