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    The Development of Skewness Correction Factor of Bridge System

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    shamsukarim2009
    The document presents research on developing a skewness correction factor for bridge systems. A continuous span bridge is modeled using finite element analysis to analyze the bridge deck under varying skew angles. The bridge responses for maximum longitudinal bending moment, shear force, and displacement are compared between the skewed bridge models and a baseline right bridge model. It is observed that the bridge responses decrease as the skew angle increases. A skewness correction factor is determined by comparing the analysis results of the skewed bridges to the right bridge model at each skew angle.

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    The Development of Skewness Correction Factor of Bridge System

    Uploaded by

    shamsukarim2009
    71 views3 pages
    The document presents research on developing a skewness correction factor for bridge systems. A continuous span bridge is modeled using finite element analysis to analyze the bridge deck under varying skew angles. The bridge responses for maximum longitudinal bending moment, shear force, and displacement are compared between the skewed bridge models and a baseline right bridge model. It is observed that the bridge responses decrease as the skew angle increases. A skewness correction factor is determined by comparing the analysis results of the skewed bridges to the right bridge model at each skew angle.

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    The document presents research on developing a skewness correction factor for bridge systems. A continuous span bridge is modeled using finite element analysis to analyze the bridge deck under varying skew angles. The bridge responses for maximum longitudinal bending moment, shear force, and displacement are compared between the skewed bridge models and a baseline right bridge model. It is observed that the bridge responses decrease as the skew angle increases. A skewness correction factor is determined by comparing the analysis results of the skewed bridges to the right bridge model at each skew angle.

    Copyright:

    © All Rights Reserved
    Download as DOC, PDF, TXT or read online from Scribd
    Download as doc, pdf, or txt
    71 views3 pages

    The Development of Skewness Correction Factor of Bridge System

    Uploaded by

    shamsukarim2009
    The document presents research on developing a skewness correction factor for bridge systems. A continuous span bridge is modeled using finite element analysis to analyze the bridge deck under varying skew angles. The bridge responses for maximum longitudinal bending moment, shear force, and displacement are compared between the skewed bridge models and a baseline right bridge model. It is observed that the bridge responses decrease as the skew angle increases. A skewness correction factor is determined by comparing the analysis results of the skewed bridges to the right bridge model at each skew angle.

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    © All Rights Reserved
    Download as DOC, PDF, TXT or read online from Scribd
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    of 3

    THE DEVELOPMENT OF SKEWNESS CORRECTION

    FACTOR OF BRIDGE SYSTEM


    First Author1, Second Author2 ... and Nth Authorn

    First-Nth Department, First-Nth University/Affiliation, Address Including Country Name


    1
    [email protected]; [email protected]; [email protected]

    ABSTRACT

    Most skewed bridges are treated as the right bridge where the effect of skew angle to the
    bridge responses is neglected. In this study, the skewed bridge of continuous span is used to
    analyzed the bridge deck using finite element method. The bridge responses of skewed bridge
    are compared to the bridge responses of the right bridge and the results are presented in this
    paper. The bridge is modelled using Space Gass 12 software. The variation of bridge skew
    angle is studied for maximum longitudinal bending moment, maximum longitudinal shear
    force and maximum longitudinal displacement. It is observed that the bridge responses for
    maximum longitudinal bending moment decreases as the skew angle increases. The pattern of
    the bridge responses also similar with the maximum longitudinal shear force and maximum
    displacement where as the skew angle increases the bridge responses decreases. The
    skewness correction factor is determined by comparing the analysis of skew bridge with the
    right bridge for each skew angle

    Keywords: skewed bridge; skew angle; finite element method; Space Gass 12; bridge
    responses.

    INTRODUCTION

    Bridge structures are a complex engineering work which consists of superstructure,


    substructure and foundation. Bridge superstructure referred all parts of the bridge over the
    bearing that consists of bridge deck and parapet (OBrien et al., 2014).

    Bridge decks that are not orthogonal to the traffic direction are called as skewed bridge decks.
    Skew bridge decks also can be defined as the angle between centreline of the bridge with the
    normal (Kar et al., 2012: Sindhu et al., 2013). Nowadays, the demanding of the skewed bridge
    deck are considerably increases due to topography of the site, the rising of the urban area, the
    safety requirement for the traffic where the design of the bridge must be as far as possible in
    straight line and etc. The slab of skewed bridge decks are generally more complicated in
    analysis, design and detailing and therefore the tendency for the designer to avoid skewed
    bridge deck structure.

    The present of skew on the bridge structure cause the analysis of the bridge facing difficulties.
    Bridge with small skew angle usually analysed based on the right bridge (non-skewed bridge).
    The assumption are practically considered safe to ignore the skew angle (Kar et al., 2012) if
    the angle less than 20o. However, bridges with larger skewed deck generally have effect on
    the bridge responses.
    Figure 1: Skew Bridge

    METHODOLOGY

    This study will be modelled continuous bridge using bridge at Jalan Batu Gajah -Gopeng,
    Perak. The slab and beam of the bridge will be modelled by the Space Gass 12 software. The
    thickness of the slab is 250 mm while the width is 16.3m and 76 m length of the span. The
    bridge consists of three spans, from abutment to pier 12.5 m, from pier to pier 45 m and from
    pier to abutment 18.5 m. The I-beam will be modelled. Concrete bridge with grade 40 will be
    used for the deck and beam. The following data are to be used in this study.

    Bridge Loading

    Self-weight is simply calculate based on product of dimension of structural elements and


    material density. The density of reinforced concrete is taken as 25kN/m3. For the bridge
    live load, this study will be modelled bridge loading as specified in BD 37/01 Load For
    Highway Bridge. There are two cases of loading that will be considered in this study,
    for case 1 is loading of HA UDL + KEL and case 2 is HA + 45 unit HB. The selection
    of this loading based on the selection from JKR for the Bridge Jalan Batu Gajah
    -Gopeng, Perak. HA UDL will be applied at longitudinal member as a uniformly
    distributed load. The KEL loading or nominal knife load will be taken as 120 kN as
    specified in BD 37/01. Figure 2 show the distribution of the loading case 1 while Figure
    3 illustrated bridge live load for case 2. For one unit of HB loading will be taken 10 kN
    per axel

    Modeling The Bridge

    The bridge modelling and analysis will be performing using Space Gass 12. The continuous
    bridge is modelled for right bridge, bridge with skew 15o, 30o, 45o and 60o of skew
    angle. Then, the effect of the skew angle to the beam responses are observed and
    compared with the normal bridge as the references structure.

    RESULT AND ANALYSIS

    The comparison of the right bridge with the skewed bridge with skew angle of 15o, 30o, 45o
    and 60o will be considered. The bridge loading will be analyze based on two case of
    bridge live load which is case 1 is HA UDL + KEL and case 2 is HA + 45 units HB
    according to BD 37/01.
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