Thesis PDF

Parametric Study for Single Cell Skewed and Curved RC Box Girder Bridge
Chapter 1
INTRODUCTION
1.1 General
As increasing the rate of urbanization and rapid growth of infrastructure, the alignment
issues are develop into more vital and to resolve such issues and to make smooth passage of
congested traffic, the need for construction of complex transportation systems has increased.
Although, the construction of skewed and curved bridges are most economical choice to
satisfying these demand, while certain aspect of their behavior during construction and in service
are not well understood. The effect of geometry on the design, construction, economy and load
distribution in skewed and curved bridge system are areas in which further study are required.
Skewed and curved bridges are those bridges where bridge superstructure is curve in plan and
not perpendicular to bridge abutment or pier. Fig 1.1 show skewed and curved bridge. 5.43 m
Fig.1.1 Skewed and Curved Bridge

Dept. of civil engineering, RIT Rajaramnagar
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Usually in straight bridges, loads path is straight toward the support in the direction of the
span. In skewed and curved bridges, this is not the case. Because of skewness, the load tends to
take a shortcut to the obtuse corners of the bridge and their possibility of uplift reaction forces at
the acute corners, while radius of curvature is responsible for to develop the torsion moment in
bridge deck and maximum bending moment is occur at outer edge of the bridge deck. Hence, to
improve the characteristic i.e. tension moment, transverse moment, longitudinal moment and
more concentration of reaction force, negative moment and uplift reaction force at the acute
corner. These special characteristics of curved and skewed bridge make their analysis intricate
than for straight bridge.
A box girder bridge is well suited in skewed and curved situation because of high torsion
resistivity and flexural stiffness. High torsion rigidity enables box girders to resist efficiently the
torsion effect induced by curvatures and has flexural stiffness to resist bending effect that occur
in bridge deck. R.C. box girders cast in situ or precast in segments. The cross section of box
girders can be consisting as single cell, double cell or multicell. It may be monolithically
constructed with the deck, called closed box girder or the deck can be separately constructed
called open box girder. Box girders may be in the shape of rectangular, trapezoidal and circular.
Fig 1.2 Cross-section of box girder bridges

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1.2 Significance of the Study

The behavior of skewed and curved box girder bridges is significantly different from straight
bridges and it is depend upon many parameters such as skew angle, radius of curvature and
cross-section. Therefore, it is interested to observe the effect of such parameters on the response
of skewed and curved box girder bridges. This analysis convenient for better understood the
behavior and the design approximations on the safety, constructability and economy of curved
and skewed box girder bridges.
1.3 Objectives
Following are the objectives of dissertation work.
To study FEM for analysis of single cell skewed and curved RC box Girder Bridge.
To analyze single cell skewed and curved RC box Girder Bridge by varying parameters like
skew angles, radius and cross-sections.
To optimize and validate of single cell skewed and curved RC box Girder Bridge.
1.4 Scope
The present study is limited to identify the behavior of skewed and curved box girder
bridges
With regard to the geometry of superstructure considered, the present study is limited to
o Radius of curvature
o Skew support
o Cross-section
Parametric study on box girder is limited to linear static. However, dynamic analysis and
nonlinear analysis is not considered.
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Study is carried for reinforced concrete box girder section and not applicable to prestressed bridges.
Analysis carried out for single cell, two span box girders.
Zero percentage gradients of the superstructure and super elevation are not considered in
the modeling.
1.5 Methodology
In present study, finite element analysis (FEA) is carried out for single cell skewed and curved
R.C. box Girder Bridge. Analysis is done for two span continuous bridges having constant
length. In order to validate the finite element modeling method, an example of box Girder Bridge
is selected from literature to conduct a validation study. The example of box girder is modeled
and analyzed in SAP 2000 and the responses are found to be fairly matching. For the purpose of
the parametric study, FE models of box girder established in sap2000 for various parameters
such as skew angle, radius of curvature and cross-section of box girder. All the models are
subjected to self-weight and moving load as per IRC 6-2014 i.e. IRC 70R and IRC class A
tracked vehicle. A static analysis for dead load, moving load and model analysis are performed.
The result is computed in the form of torsion moment, bending moment, reaction at support,
deflection and stress in superstructure. The responses of skewed and curved box girder bridges
are expressed in terms of a parameter.
1.6. Organization of the Thesis

This dissertation report is divided into 6 chapters which describe the different investigations
conducted in this study.
Chapter 1: In this chapter gives the introduction about the present study which covers the
significance, objective and scope of the study.
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Chapter 2: This chapter includes literature review which includes different analytical methods
and present study related to box girder bridges.
Chapter 3: This chapter contains three parts. Part 1 presents Validation study of a Rectangular
cross-section Box Girder by already published journal values in SAP2000. Second
part the modeling of single cell box girders under different values of radius of
curvatures. Third the parametric study on the models, how they behave in different
curvatures under same loading conditions, material property, boundary condition and
constant span length.
Chapter 4: Results of all the parametric study and the experimental work are summarized in this
chapter. Comparative study and discussion is done further more.
Chapter 5: Provide details regarding to optimization of geometries for skewed and curved box
girder bridges.
Chapter 6: In this chapter presents summary and conclusion of the present study.
1.7 Definition
Below are the theoretical definitions of key terms as they function in this thesis.
Coupled Skew-Curve Effect: - Because of skewness, the load tends to take a shortcut to the
obtuse corners of the bridge and their possibility of uplift reaction forces at the acute corners, while
radius of curvature is responsible for to develop the torsion moment in bridge deck and maximum
bending moment is occur at outer edge of the bridge deck.
Full 3D Analysis: - The utilization of the beam-plate model that is detailed in this report. More
generally, the utilization of a modeling technique that captures 3D effects that cause response
variation transversely along the bridge width.
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Girder: - A structural component whose primary function is to resist loads in flexure and shear.
The webs of box girder bridges are also called girders when combined with the deck and soffit
slabs, which are referred to as the girder flanges.
Obtuse and acute Corner: - The corner of a skewed bridge where the angle between the
superstructure alignment and the abutment direction is greater than 90 degrees. A bridge with one
skewed abutment will have one obtuse corner, one acute corner, and two orthogonal corners. A
bridge with two skewed abutments will have two obtuse corners and two acute corners. A curved
bridge with two skewed abutments will have two outside corners and two inside corners.
Span-to-radius ratio: - Span-to-radius ratio is defined as ratio between total span of bridge to the
radius of bridges.
Skew Angle: - The off-normal angle between a line along the length of an abutment or bent and
the bridge alignment at the point of interest.
Fig 1.3: schematic diagram of skew angle
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Skewed and curved bridges: - Skewed and curved bridges are those bridges where bridge
superstructure is curve in plan and not perpendicular to bridge abutment or pier.
Fig 1.4: Schematic diagram of skewed and curved bridges
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Chapter 2
LITERATURE REVIEW
2.1 General
In this chapter provide details review of literature related to skewed and curved box girder
bridges. This literature review focused on finite element method for analysis of skewed and
curved box girder bridges. Based on data, literature review divided into three segments. First
segment deals with parametric study related to horizontal curved bridges. Second segment
related to skewed bridges and third segment is related to skewed and curved bridges.
2.2. Analytical Methods for Box Girder Bridges

2.2.1 Finite element method
The finite element method of analysis is generally the most powerful, versatile and accurate
analytical method of all the available methods and has rapidly become a very popular technique
for the computer solution of complex problems in engineering. It is very effective in the analysis
of complicated structures such as that of a box girder bridge with complex geometry, material
properties and support conditions and subjected to a variety of loading conditions. In the finite
element analysis the structure is modeled by subdividing the whole structure into discrete
elements using appropriate finite elements. The individual element stiffness matrix is assembled
to the whole matrix. The nodal displacements and the internal stresses in the finite element are
then obtained. Different kind of elements has been developed for finite element analysis, such as
beam element, shell element, or solid element. The numerical effectiveness and the accuracy of
the finite element method in analysis have been well established. Therefore, many researchers
have been attracted to adopt the finite element method to analyze the complex mechanics of
skewed and curved box girder bridges.
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Ronald R. Wakefield et.al (1991) presented a case study of the Foothill Boulevard
Undercrossing, a four-span skew bridge in the San Fernando Valley, Calif. This study used two
different finite element models for the analysis of the Foothill Boulevard Undercrossing: a
simplified beam model and a sophisticated built-up plate model. These two models were used to
compare the capability and adequacy of the far less expensive beam model in capturing all
features of the dynamic response of skew multicell box girder bridges. This model was analyzed
using the finite element program SEISAB, which was developed by the Engineering Computer
Corporation, Sacramento, Calif., The model uses three-dimensional, six-degree-of-freedom beam
elements to represent the multicell box girder, the columns, and the column caps (cross girders at
column bents). James A. Kankam and Habib J. Dagher (1995), who developed of a program
(NARCOS) for the nonlinear finite-element analysis of RC skewed slab bridges. In this analysis,
Concrete layers are simulated with overlapped four-node plate elements and four-node planestress quadrilateral elements. Each corner node, located at the mid surface of the layer, contains
five degrees of freedom. Simulation of Steel Layers at each location and in each direction of
reinforcement, the cross-sectional area of the employed membrane layer is equal to the total
cross-sectional area of the reinforcement. Four-node quadrilateral plane stress elements are used
to simulate such membrane layers. Magdy Samaan et.al (2005) executed finite element analysis
for curved continuous composite box girder bridges to find out the distribution factor. Threedimensional modeling of the bridges was carried out using the finite element method based on
the ABAQUS software. In this study, empirical formulas for load distribution factors for
maximum longitudinal flexural stresses and maximum deflection due to dead load as well as
AASHTO live loading were deduced. Thomas Wilson et.al (2014) presented seismic
performance of skewed and curved reinforced concrete bridges in mountainous states, using
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finite element analysis. The structural performance of the bridges selected for this study is
evaluated using 3-D FE models constructed in SAP2000. The results show a considerable impact
on the seismic performance due to the effects of skew and curvature, with stacking effects
observed in the combined geometries.
2.2.2. Finite stripe method
This is the method of semi-numerical and semi-analytical nature. It is suitable for the analysis of
rectangular plates and plane-stress elements or structures being the combination of both.
Therefore, the following types of civil engineering structures can be dealt with: bridge slabs, box
girders, roofs consisting of plane elements, etc.
W. Y. Li et.al (1988) done finite stripe method is extended to the elasto-static analysis for
circular and noncircular box-girder bridges. The webs of the bridges have to be treated as thin
shells and the flanges as flat curved plates. In this study found that stress-strain and stiffness
matrices which compare with standard finite element method.
S.A.Halkude and Akim C.Y (2012) performed an analysis of straight and skewed box girder
bridges by using finite strip method. This study carried for various values of skew angles
considering their effect on each nodal line at specific distance interval along the span of girder by
considering self-weight and point load.
2.3 Present Study

2.3.1 Study Related to Horizontally Curved Bridges
Curved beam theory introduces by Saint-Venant (1843) and extended by Vlasov (1965) for the
analysis and design of straight and curved box-girder bridges. In 1969, AASHTO was conducted
research work on horizontally box girder bridges, referred as CURT. This comprehensive
research produced an ample knowledge on the static and dynamic behavior of curved bridges.
The CURT research is used for the development of the first Guide Specifications for
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Horizontally Curved Highway Bridges in 1980, and then it is revised in 1993 by AASHTO. In
1982 Syed Amjad Ali researched parametric instability of curved girders. In this paper,
instability of a curved girder subjected to equal and opposite periodic moments at the ends is
examined.
W. Y. Li et al (1988) investigated the effect of curvature on curved box girder bridges. This
paper intrudes the finite stripe method is extended to the elasto-static analysis of circular and
non-circular box girder bridges. Further J. Senthilvasan et al (2001) carried out dynamic analysis
of curved box girder bridges under moving truck load. An experimental investigation was done
on a continuous curved twin cell box girder under heavy vehicle at different speed and results are
recorded in the form of strain and deflections of curved box girder bridges. Byung H. Choi1 and
Chai H. Yoo, F. (2005) performed parametric studies for curved box girder bridges to find out
minimum required rigidity for the longitudinal stiffeners. Eduardo DeSantiago et al (2005)
carried out finite element analysis for horizontal curved I girder bridges. This analysis is
performed for typical truck load and dead load as primary load cases. The results such as torsion
moment, bending moment and deflection of curved I girder bridges compare with straight
bridges, followed by Hailing Zhang et al (2005), who developed live load distribution formulas
to predict positive moment, negative moment, and shear distribution for one-lane and multiplelane horizontally curved steel I-girder bridges.Magdy Samaan et al (2005) executed parametric
study on 180 continuous curved multi-box girder bridges. This paper presented an expression for
impact factor for deflection, reactions, tangential flexural stresses and shear forces for AASHTO
truck loading, tracked by Magdy Samaan et al (2005) who investigated formulas for load
distribution factors for maximum deflection and maximum longitudinal flexural stresses due to
dead load and AASHTO live loading were deduced.
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2.3.2 Study Related to Horizontally skewed Bridges

Skewed bridges are provided in urbanization area where lack of space and necessitates to use of
skew geometries such that it facilitates easy access or way out from complex intersections and
dense urban areas. However, behavior of such bridges is different under static and dynamic
loads. Several research efforts using analytical as well as experimental approaches have been
made over the past two decade to understand the actual behavior of this type of bridge when
subjected to static and dynamic loads. Ronald R. Wakefield et al (1991) done static and dynamic
analysis for skewed RC box Girder Bridge to find out bridges response and failure mode of
bridges. James A. Kankam and Habib J. Dagher (1995) carried out nonlinear dynamic analysis
for slab girder bridges. It stated that bridges designed with increased reinforcement at the obtuse
corner have a higher crack-initiation load and a higher ultimate strength than bridges designed
with uniform reinforcement in the slab, followed by Shervin Maleki (2001), who investigated the
seismic analysis of single span skewed slab Girder Bridge to find out the effects of deck stiffness
on the translational and torsional periods of vibration. C. Menassa et al (2007) carried out finite
element analysis to find out the effect of the effect of a skew angle on simple-span reinforced
concrete bridges. X. Sharon Huo and Qinghe Zhang (2008) studied the distribution factors of
reactions at the piers are higher than those for shear near the same piers. The increase in reaction
distribution factor at the piers in the interior beam lines is more significant than that in shear
distribution factor the skew angle is greater than 30 also Gokhan Pekcan and Ahmed AbdelMohti (2008) showed for horizontal Bridges with larger skew angles (>30 degrees) having larger
deformations, which resulted in larger ductility demands; however, forces in the substructure
elements remained relatively unaffected with exception to the torsional response of the columns
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that are on the diagonal with respect to the acute corners of the bridges, followed by Zahed
Ahmadi and Gholamreza Nouri(2012), it found that the existence of skew angle ( more than 300)
leads to significant reductions in moment distribution factor in mid-span of bridges and the effect
of skew angle on internal girders is more significant than external girders. Gholamreza Nouri and
Zahed Ahmadi (2012) presented that an increase of skew angle causes a reduction in both the
exterior and interior support moment girders. The reduction was about 10% for skew angles less
than to 20 and it reached 33% for a skew angle of 45. Iman Mohseni and
Khalim
Rashid(2013) done parametric study to examine the effect of main parameters on the maximum
distribution factors of deflection and tensile stress at the mid-span and compressive stress at the
intermediate piers of skewed MCB bridges. Ahmed Abdel-Mohti and Gokhan Pekcan (2013)
found that the relative effectiveness of shear keys in controlling the seismic response of bridges
diminishes as the skew angle becomes larger.
2.3.3 Study Related skewed and curved bridges.
Few researches are available to describe the behavior of skewed and curved bridges. More
recently in a study by Thomas Wilson et al (2014), it was found that for three-span finite element
model of curved and skewed reinforced concrete (RC) bridges to identify the behavior under
seismic activity. It also found that amplification and reduction of axial compression forces
particularly associated with vertical ground motion accelerations in the pier-columns of the
bridge substructure and found that subsequent reduction in the column capacity to resist shear
and bending demand (2015). Thermal behavior was studied by Yaohua Deng et al (2015), it was
carried parametric study to investigate the influence of curvature and skew angle on the stresses
induced in the girders and also found the impact of having two fixed piers on the design of these
curved and skewed bridges.
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2.4. Summary
This chapter reviewed the literature regarding the skewed and curved box girder bridges. First
segment dealt with the review of skewed bridges, review of curved bridges and review of skewed
and curved bridges. The Second part of this chapter is focused on different analytical method
used for analysis of Box Girder Bridges. From the literature review it is observed that most of
researchers use finite element method for the analysis of bridges. Finite element method is more
comfort, easily handle and gives optimum solution with minimum error of margin.
2.5 Literature Gap

From the literature survey, it is observed that most of studies focused on the analysis of
horizontal skewed or curved box girder bridge independently, while very few literatures are
available to shows the combine effect of skew and curve on the behavior of box girder bridges.
Therefore, the effect of geometry on the design, construction, economy and load distribution in
skewed and curved bridge system are areas in which further study are required.
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Chapter 3
FINITE ELEMENT ANALYSIS

3.1. Overview
Parametric study of skewed and curved single cell RC box girder bridges using finite element
method is described in this chapter. As recognized in literature review, finite element method is
considered to be one of the most powerful tools to solved complex problem. A complex
geometry such as that of skewed and curved box girder bridges can be modeled using finite
element technique. The commercially available finite element program SAP-2000 was used
throughout this study to determine the behavior of skewed and curved box girder bridges
subjected to IRC truck load.
Numerical analysis carried out by Laxmi Priya Gouda et al (2013) is used for validation of the
finite element model. The parametric study is carried out for single cell box girder bridges, to
investigate the behavior under different radius of curvature.
3.2 Validation of the Finite Element Model

To validate the finite element model of box girder bridges in SAP 2000, a numerical example
from the literature Laxmi Priya Gouda et al (2013) is considered. Fig. 3.1 shows the cross section
of simply supported Box Girder Bridge considered for validation of finite element model. Box
girder considered is subjected self-weight as dead load and IRC class A live load as per IRC: 62014. Span Length consider in this study is 66 m.
Table 3.1: Cross-section dimensions of box Girder Bridge.
Parameters
Depth box girder
Width of top flange
Thickness of top flange and bottom flange
Notation
H
btf
ttf and tbf
M
2.31
9.6
0.381
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Width web
Width box top side
Cantilever length top flange
Depth webs
bw
bboxts
L cant
H box
0.381
5.445
2.08
1.547
Fig. 3.1: Cross-section of trapezoidal box Girder Bridge.

The maximum bending moment and torsion moment at span are observed and compare the
obtained values with the values reported in literature. The table 3.3 shows that comparison of
torsion and bending moment along with % error. The same modeling approach is followed for
further studies on modeling of skewed and curved box girder bridges.
Table 3.2: Comparison of Torsion and bending moment
Parameter
Bending moment
(KN-mm)
Torsion moment
(KN-mm)
Present
Study
Tung and
Fountain (1970)
Laxmi Priya
Gouda et al (2013)
% Error
79.015x 106
72.11 x 106
60 x 106
8.87
8.921x 106
8.87 x 106
9.24 x 106
1.24
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3.3. Finite Element Modeling

The modeling of Box Girder Bridge is carried out using Bridge Module in SAP-2000. An
advantage of SAP-2000, compared with other software, is that SAP-2000 can apply truckload on
any beam line automatically. Finite models were constructed to simulate the actual structural
geometry such as radius of curvature, skew angle, cross-section etc. boundary condition and
material properties of the bridges components. The Shell element is used in this finite element
model to discretize the bridge cross section. At each node it has six degrees of freedom:
translations in the nodal x, y, and z directions and rotations about the nodal x, y, and z axes. The
typical finite element discretized model of skewed and curved simply supported box Girder
Bridge in SAP 2000 is shown in fig 3.3.
3.3.1 Bridges configuration
The parametric study carried for two-span continuous single cell RC skewed and curved box
girder bridges. These bridges consist of 60 m total span and 9.6 m width of deck. The bridges
examine in this study by vary in skew angle (from 00 to 600), radius of curvature(120 m, 150 m,
180 m and 210 m) and cross-section (trapezoidal and rectangular).
Table 3.3: parameter of skewed and curved box girder bridges
Sr.
no
cross
section
Length
in m
Deck width
in m
Radius of
curvature in m
Skew angle
No. of
model
Trapezoidal
60
9.6
120, 150, 180, 210
0, 10, 20, 30,

40, 50, 60
28
Rectangular
60
9.6
120, 150, 180, 210
0, 10, 20, 30,

40, 50, 60
28
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Fig.3.2: Typical cross section of trapezoidal and rectangular box Girder Bridges
Fig.3.3 (a): Trapezoidal cross-section
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Fig 3.3 (b): Rectangular cross-section

Fig 3.3: Finite element modeling in SAP-2000
3.3.2. Structural component

The bridge superstructure consists of RCC box girder having the modulus of elasticity of
concrete and Poissons ratio are 31.6 GPa and 0.2 respectively. Grade and density of concrete
considered as M40 and 2500 kg/m3 respectively.
Table 3.4: Material properties
Material Properties
weight /unit volume
Young's modulus (E)
Poisson's ratio ()
Coefficient of thermal expansion (A)
Specific compressive strength of concrete
(fc')
Values
2500 kg/m3
31600 x 106 N/m2
0.2
1.17 x 10-5/ 0C
M40
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Support conditions were defined using a hinge at the middle support of the bridge and rollers the
other supports. A hinge was modeled by restraining all three translation degrees of freedom, UX,
UY, and UZ. A roller was modeled by restraining only the UY and UZ degree of freedom, which
allowed translation in only the longitudinal direction of the bridges. Fig. 3.4 shows boundary
condition used in this analysis for two spans continuous skewed and curved bridges.
Fig.3.4: Girder boundary condition

3.2.3. Loading condition
In this study loads are considered as self-weight as dead load and live load as per Indian
standards. The live load used in the parametric study as per IRC: 6-2014 standards truck load
IRC-70R and IRC class A loading.
IRC-70R loading
This loading is to be normally adopted on all roads on which permanent bridges and culverts are
constructed. The lean load consists of moving load having maximum 17 t. For partially loaded
lane, nose to tail spacing between two successive vehicles considered as 30 m. Wheel load
applied closed to the curbs at a distance of 1.2 m from inside edge of the curb. Following fig 3.5
shows the loading position of 70R wheeled load.
Fig 3.5: loading position of 70R wheeled load

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IRC class A loading

This loading is to be normally adopted on all roads on which permanent bridges and culverts are
constructed. The lean load consists of moving load having maximum 11.4 t. For partially loaded
lane, nose to tail spacing between two successive vehicles considered as 18 m. Wheel load
applied closed to the curbs at a distance of 1.2 m from inside edge of the curb. Following fig 3.6
shows the loading position of IRC class A wheeled load.
Fig 3.6: loading position of IRC class A wheeled load
3.2.4. Combination of Live Load

The carriageway live load combination shall be considered for the analysis as shown in
following fig 3.7.
Fig 3.7: Combination of live load

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Fig 3.8: Load applied in SAP-2000
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Chapter 4
RESULT AND DISSCATION

4.1. Introduction
In this chapter, parametric study for 56 bridges were investigated for various configurations such
as radius of curvature, skew angle, and cross-section etc. keeping constant span length of skewed
and curved box girder bridges. In each run, the maximum deflection, support reaction, maximum
bending moment, maximum torsion moment and maximum shear stress were obtained. These
obtained results of bridges for various skew angles were compared with results of 00 skew angle
bridges for respective radius of curvature.
4.2 Combine effect of skew angle and curvature on the deflection of bridges
After the conducting the parametric study the deflection of rectangular and trapezoidal skewed
and curved bridges were recorded at the mid span of bridges. The results in Fig 4.2 show the
effect of skew angle and radius of curvature on the vertical deflection of these bridges. Form the
figure (or graph) observed that deflection of bridges for both section were increases with
increasing skew angle until reaches up to 500 skew angle, subsequently it started to decrease. It
also observed that deflection of bridges decreases with increasing the radius of curvature. The
maximum deflection 10.07 mm and 11.045 mm occurred for trapezoidal and rectangular box
girder bridges respectively at 500 skew angle and 120 m radius curvature, which is 4.95% and
5.09 % greater than 00 skew angle bridges. The results in table 4.1 show ratio of vertical
deflection of skewed bridges to deflection of 00 skew bridges for respective radius of curvature.
After the investigation of this table 4.1 found that, when skew angle increases from 00 to 200, the
maximum deflection increases 1.92% (avg.) and 1.3% (avg.) for rectangular and trapezoidal box
girder bridges respectively. As skew angle increases from 200 to 400 the maximum deflection
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increases 3.96 % (avg.) and 3.48 % (avg.), when skew angle increases from 400 to 500 the
maximum deflection increases 4.16% (avg.) and 3.93 % (avg.), when skew angle increases from
500 to 600 the maximum deflection increases 2.92% (avg.) and 3.41 % (avg.) for rectangular and
trapezoidal box girder bridges respectively.
10.1
11.1
10
11
Deflection in mm
Deflection in mm
Fig 4.1: Deflection of skewed and curved box girder bridges
9.9
9.8
9.7
9.6
10.9
10.8
10.7
10.6
10.5
9.5
10.4
0
20
40
60
20
40
60
skew angle
skew angle
radius 120 m
radius 150 m
radius 120 m
radius 150 m
radius 180 m
radius 210 m
radius 180 m
radius 210 m
Fig 4.2 (a) Deflection of trapezoidal section
Fig 4.2 (b) Deflection of rectangular section
Fig 4.2: Deflection of box girder bridges.

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Table 4.1: Ratio of Vertical Deflection of skewed bridges to deflection of 00 skew bridges
skew angle
rectangular section
trapezoidal section
120 m
150 m
180 m
210 m
120 m
150 m
180 m
210 m
10
1.003
1.004
1.004
1.005
1.004
1.00
1.002
1.003
20
1.019
1.016
1.009
1.009
1.022
1.020
1.017
1.016
30
1.032
1.028
1.022
1.017
1.03
1.032
1.03
1.02
40
1.043
1.037
1.030
1.028
1.045
1.04
1.037
1.034
50
1.050
1.042
1.034
1.029
1.049
1.044
1.038
1.034
60
1.049
1.039
1.027
1.019
1.040
1.034
1.024
1.018
4.3 Effect of span to radius ratio on deflection

The results in fig 4.3 show that effect of span to radius ratio on deflection of skewed and curved
box girder bridges subjected to dead load and live load. It is observed that deflection of bridges
increases with increasing span to radius ratio. It is also observed that deflection of bridges
increasing with increasing span to radius ratio. For 200 skew angle, deflection of bridges
increases from 0.91% to 1.9% and 1.6 % to 2.24 %, similarly, for 500 skew angle, deflection of
bridges increases from 2.95 % to 5.098 % and 3.44 % to 4.95 % when span to radius ratio
increases from 0.28 to 0.5 for trapezoidal and rectangular section respectively.
Fig 4.3Graph of deflection vs. span to radius ratio

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4.4. Combine effect of skew angle and curvature on the reaction of bridges
In many researchers found that as providing skew support to the bridges, their chances of load
take shortcut toward the obtuse support and their possibility of uplift force act at acute support.
In this parametric study support reaction recorded at each obtuse and acute corner for skewed
and curved box girder bridges. Fig 4.4 shows the position of obtuse and acute support in skewed
and curved rectangular box girder bridges.
Fig. 4.4 Position of obtuse and acute support

During this sensitive study found that the reaction at inside obtuse support, outside acute and
obtuse support goes on increases with increasing skew angle, at same time reaction at inside
acute support goes on reduces with increasing skew angle. Compare with 00 skewed bridges
reaction, the average reduction in reaction of inside acute support are 2.89 % and 3.13 % when
200 skew angle, 8.66 % and 7.58 % when skew angle 400, 19.26 % and 14.87 % when skew
angle 600 for rectangular and trapezoidal box girder bridges respectively. Average increasing in
the reaction of inside obtuse support, outside obtuse and acute support are 0.10%, 1.9%, 0.16%
when 200 skew angle, 1.15%, 5.32%, 1.05% when skew angle 400, 3.09%, 9.91%, 4% when
Page 26
skew angle 600 respectively for rectangular box girder bridges. Similarly, average increasing in
the reaction of inside obtuse support, outside obtuse and acute support are 0.21%, 1.85%, 0.13%
when 200 skew angle, 1.2%, 4.3%, 0.78% when skew angle 400, 3.26%, 7.58%, 3.28% when
skew angle 600, respectively for trapezoidal box girder bridges. Fig 4.4 and fig 4.5 shows the
reaction at different support.
4300
Reaction at outside acute

support in kN (R-120 m)
Reaction at inside obtuse
support in KN (R-120 m)
support in kN ( R-150 m)
Reaction in kN
4200
4100
4000
3900
3800
3700
3600
3500
0
20
40
60
skew angle
Fig 4.4 (a): Trapezoidal box girder bridges

4400
Reaction in kN
4300
4200
4100
4000
3900
3800
3700
0
20
40
60
80
skew angle

support in KN (R-120 m)
Fig 4.4 (b): Rectangular box girder bridges

Fig 4.4: Reaction at outside acute and inside obtuse support
Page 27
1600
Reaction at outside obtuse

Reaction at inside acute
1550
Reaction
1500
1450
1400
1350
1300
1250
1200
0
20
40
60
skew angle
Fig 4.5 (a): Trapezoidal box girder bridges
Reaction
1650
1600

1550

1500

1450

1400
1350

1300

1250
1200
0
20
40
60
80

skew angle
Fig 4.5 (b): Rectangular box girder bridges
Fig 4.5: Reaction at outside obtuse and inside acute support
Page 28
4.5 Combine effect of skew angle and curvature on bending moment of

bridges
During this comprehensive parametric study, positive and negative bending moments were
recorded at various skew angle and radius of curvature for these bridges. Results in table 4.2 and
4.3 shows ratio of negative and positive moment of skewed bridges to negative and positive
moment of 00 skew bridges.
Fig 4.6: bending moment diagram for skewed and curved box girder bridges in SAP-2000
After the investigation of this table found that negative branding moment is directly proportional
to skew angle, while positive bending moment is inversely proportional to skew angle. This
Page 29
investigation shows that negative bending moments for 400 skewed bridges are increases 3.3%
(avg.) and 2.69 % (avg.) while positive bending reduces 0.81% (avg.) and 0.7 % (avg.),for 400
skewed bridges negative bending moments are increases 6.4 % (avg.) and 5.7% (avg.) while
positive bending reduces 2.22% (avg.) and1.5 % (avg.), also for 600 skewed bridges are increases
13.14% (avg.) and 9.57% (avg.) while positive bending reduces 5.12% (avg.) and 3.58% (avg.)
compare to 00 skewed bridges for rectangular and trapezoidal box girder bridges respectively.
Table 4.2: Ratio of negative and positive bending moment of skewed bridges to negative and
positive bending moment of 00 skew bridges for trapezoidal box girder bridges
Negative moment
Positive moment
skew angle
120 m
150 m
180 m
210 m
120 m
150 m
180 m
210 m
10
0.9994
1.0012
1.001
1.0012
0.99959
0.99917
1.00121
0.99855
20
1.002
1.0092
1.003
1.0045
0.99843
0.99873
1.00339
0.99704
30
1.02
1.0175
1.009
1.0124
0.9969
0.99773
1.00931
0.99501
40
1.0372
1.0344
1.032
1.0311
0.99335
0.99544
1.03197
0.99089
50
1.0652
1.0632
1.053
1.0497
0.98976
0.98722
1.05253
0.98055
60
1.1136
1.1103
1.097
1.0736
0.96905
0.96853
1.09653
0.9572
Table 4.3: Ratio of negative and positive bending moment of skewed bridges to negative and
positive bending moment of 00 skew bridges for rectangular box girder bridges
Negative moment
Positive moment
skew angle
120 m
150 m
180 m
210 m
120 m
150 m
180 m
210 m
10
0.9982
0.9985
0.984
0.999
0.9986
0.999
1.0087
0.9994
20
0.9909
0.9958
0.997
0.9979
1.0006
1.001
0.9982
0.9981
30
1.0094
1.0067
1.004
1.0039
0.9995
0.999
0.9962
0.9952
40
1.032
1.0286
1.025
1.022
0.994
0.994
0.9905
0.988
50
1.0704
1.0674
1.061
1.057
0.98
0.9817
0.9758
0.9733
60
1.1407
1.1358
1.126
1.122
0.95
0.9557
0.9474
0.9417
Page 30
4.6 Effect of span to radius ratio on bending moment

The results in fig 4.6 and fig 4.7 show that effect of span to radius ratio on bending moment of
skewed and curved box girder bridges subjected to dead load and live load. It is observed that
negative branding moment reduces simultaneously positive bending moment increases with
increasing radius of curvature. For 400 skewed bridges, negative bending reduces from 3.2 % to
2.5% and 3.7 % to 3.1 % simultaneously positive bending moment increases from 1.4 % to 2.2 %
and 0.7 % to 1 %, further for 500 skewed bridges, negative bending reduces from 7.04 % to 6.1
% and 6.5 % to 4.9 %, at same moment positive bending moment increases from 1.2 % to 2.3 %
and 1 % to 2 %, similarly for 600 skewed bridges, negative bending reduces from 14.07% to
12.29% and 11.36% to 7.36% at the same time positive bending moment increases from 4.99%
to 5.83% and 3.09% to 4.27% when radius of curvature increases 120 m to 210 m for rectangular
and trapezoidal box girder bridges respectively.
Fig 4.6 (a)
Fig 4.6 (a)
Fig 4.6Graph for bending moment of rectangular box girder bridges vs. span to radius ratio
Page 31
23000
15200
Positie bending moment in kN-m
Negative bending moment in kN-m
22500
22000
21500
21000
20500
20000
15100
15000
14900
14800
14700
14600
14500
14400
0.28
0.33
0.38
0.43
0.48
0.28
span to radius ratio
0.33
0.38
0.43
0.48
0 degree
10 degree
20 degree
0 degree
10 degree
20 degree
30 degree
40 degree
50 degree
30 degree
40 degree
50 degree
60 degree
60 degree
Fig 4.7 (a)
Fig 4.7 (b)
Fig. 4.7: Graph for bending moment of rectangular box girder bridges vs. span to radius ratio
4.7 Combine effect of skew angle and curvature on bending moment of shear
stress
The maximum shear stresses for rectangular and trapezoidal box girder bridges at 00 skew are
recorded for various radiuses of curvatures. Following table 3 shows ratio of maximum shear
stress of skewed bridges to maximum shear stress of 00 skew bridges. This analysis shows that
shear stress are directly proportional to skew angle while inversely proportional to radius of
curvature. Shear stress increases 0.5 % and 0.97 % for 200 skew angle, 3.75% and 3.95% for 400
skew angle and 14.37% and 10.57% for 600 skew angle for rectangular and trapezoidal box
girder bridges respectively.
Page 32
Fig 4.8: shear stress of skewed and curved box girder bridges
Table 3; Ratio of maximum shear stress of skewed bridges to maximum shear stress of 00 skew
bridges
rectangular section
trapezoidal section
skew
angle
120 m
150 m
180 m
210 m
120 m
150 m
180 m
210 m
10
0.9982
0.9984
0.9834
0.9989
1.0047
1.0046
1.00064
1.0008
20
1.0175
1.0065
1.0034
1.0056
1.0167
1.0118
1.00335
1.0069
30
1.0195
1.0168
1.0143
1.013
1.0203
1.0177
1.03002
1.0133
40
1.042
1.0392
1.0355
1.032
1.038
1.0351
1.02945
1.0240
50
1.0819
1.0788
1.0698
1.0662
1.066
1.0645
1.05379
1.051
60
1.1531
1.1481
1.1386
1.1351
1.116
1.1125
1.09821
1.0962
Page 33
4.8 Effect of span to radius ratio on shear stress

The results shows in fig 4.8, that effect of span to radius ratio on shear stress of skewed and
curved box girder bridges subjected to dead load and live load. It is observed that shear stress
increases with increasing radius of curvature. For 200 skew angle, shear stress reduces from
1.75% to 0.56 % and 1.67% to 0.69 %, further for 400 skew angle it reduces from 4.2% to 3.2%
and 3.8% to 2.4 %, similarly for 600 skew angle stress reduces from 15.31% to 13.51 % and 11.6
% to 9.62 % when radius of curvature increases from 120 m to 210 m for rectangular and
trapezoidal box girder bridges respectively.
4.5
shear stress in N/mm2
4.4
shear stress in N/mm2
4.3
4.2
4.1
4
3.9
3.8
3.7
4.3
4.25
4.2
4.15
4.1
4.05
4
3.95
3.9
3.85
3.8
3.75
0.25
0.25
0.35
0.45
0.35
0.45

0 degree
10 degree
20 degree
30 degree
40 degree
50 degree
60 degree
Fig 4.8 (a) rectangular section
0 degree
10 degree
20 degree
30 degree
40 degree
50 degree
60 degree
Fig 4.8 (b) trapezoidal section
Fig. 4.8: Graph for shear stress of box girder bridges vs. span to radius ratio
Page 34
Chapter 5
Optimization
5.1 General
The optimum solution for the geometries (skew angle, radius of curvature and cross-section) of
skewed and curved box girder bridges is essential to achieve the design approximations on the
safety, constructability and economy of the bridges. The optimization of geometries for skewed
and curved box girder bridge are done which is based on computed results such as deflection,
reaction and flexure responses and their relation.
6.2 Deflection criteria

The optimization of geometries for skewed and curved box girder bridges is done by considering
deflection of bridges. As per IRC 112: 2011, the maximum deflection of bridges for vehicular
load should be equal or less than span/800. Therefore, the results of deflection presented in
article 4.2 are satisfying IRC standards. After the investigation of results presented in article 4.2
and 4.3, observed that effect of geometries (skew angle, radius of curvature and cross-section) on
deflection of skewed and curved box girder bridges was negligible. The maximum deflection
11.045 mm occurred for rectangular box girder bridge having 500 skew angle and 120 m radius
of curvature. This computed maximum deflection is 5.04 % greater than 00 skewed rectangular
box girder bridge.
6.2 Flexure criteria

For the optimization of geometries for skewed and curved box girder bridges is done by
considering flexure responses of bridges. The investigation of results presented in article 4.5 and
4.6 for bending moment of box girder bridges, it is observed that negative moment is directly
proportional to skew angle and inversely proportional to radius of curvature. While, positive
Page 35
moment of bridges is directly proportional to radius of curvature and inversely proportional to

skew angle of bridges. Similarly, maximum shear stress is directly proportional to skew angle
and inversely proportional to radius of curvature
Optimum solution for skew angle considering flexure criteria, provide maximum 400 skew angle
for curved bridges, because average increasing negative bending moment is 3.39 % and 2.6 %
greater than 00 skewed bridges for trapezoidal and rectangular box girder bridges. Similarly,
average increasing shear stress is 3.15 % and 3.7 % greater than 00 skewed bridges for
trapezoidal and rectangular box girder bridges respectively. Effect of skew angle on positive
bending of box girder bridges is negligible.
Optimum solution for radius of curvature and cross-section considering flexure criteria, provide
radius of curvature for box girder bridges as large as possible because negative bending moment,
deflection and maximum shear stress are proportional to radius of curvature. In this study, results
(such as negative bending moment, deflection and maximum shear stress) for rectangular box
girder bridges are greater than trapezoidal box girder bridges, therefore trapezoidal cross-section
is suitable for skewed and curved box girder bridges (limited for this thesis only).
5.3 Reaction criteria

Considering reaction criteria for the optimization of geometries for skewed and curved box
girder bridges are done. The investigation of results presented in article 4.4 for support reaction
of skewed and curved box girder bridges, it is observed that the reaction at inside obtuse support,
outside acute and obtuse support goes on intensifications with increasing skew angle, at same
time reaction at inside acute support goes on diminishes with increasing skew angle.
Optimum solution for skew angle considering reaction criteria, provide maximum 400 skew
angle for curved bridges, because average increasing the reaction at inside obtuse support,
Page 36
outside acute and obtuse support are 4.2 %, 0.78%, 1.2 % and 5.3 %, 1.05 %, 1.5 %
greater
than 00 skewed bridges for trapezoidal and rectangular box girder bridges respectively. Similarly,
average reductions in the reaction at inside acute support are 7.6 % and 8.66 % for trapezoidal
and rectangular box girder bridges respectively compare with 00 skewed bridges.
Optimum solution for radius of curvature and cross-section considering reaction criteria, provide
radius of curvature for box girder bridges as large as possible because inside obtuse support,
outside acute and obtuse support are proportional to radius of curvature. In this study, results
(such as inside obtuse and acute support, outside acute and obtuse support) for rectangular box
girder bridges are greater than trapezoidal box girder bridges, therefore trapezoidal cross-section
is suitable for skewed and curved box girder bridges (limited for this thesis only).
Page 37
Chapter 6
CONCLUSIONS
6.1 General
The analysis of skewed and curved trapezoidal box girder models is carried out in SAP2000
software by varying skew angle and radius of curvature for constant span length. The analysis
performed for trapezoidal and rectangular single cell RC box Girder Bridge using simple finiteelement models subjected to IRC 70 R and IRC class A truckload and dead load as primary
forces. During this parametric study, the variations in deflection, reaction at support, bending
moment and shear stress were computed. After the examinations of these results, the following
conclusions are made.
6.2 Concluding remarks

Following concluding remarks can be drawn from the study carried out in this dissertation,
1. During the comprehensive parametric study for skewed and curved box girder bridges,
point out that the combine effect of skew angle and radius of curvature cannot be
neglected for design consideration.
2. During the sensitive study related to deflection of bridges observed that the effect of both
geometry (i.e. skew angle and radius) on deflection was negligible. It is also observed
that the maximum deflection occurred for 500 skew angle which is 4.16 % (avg.) greater
than 00 skewed bridges.
3. In a comparative study between obtuse and acute support, inside obtuse support were
found to induce higher reaction than outside acute support. It is also observed that,
Page 38
gathering of reaction at inside obtuse support while dispersing of reaction at inside acute
support and there possibility of uplift forces acting at inside acute support.
4. Comprehensive study associated with flexure response of skewed and curved box girder
bridges observed that negative moment of this bridges goes on intensification while
positive moment of this bridges goes on diminution with increasing skew angle, vice
versa for increasing radius of curvature.
5. Shear stress for skewed and curved box girder bridges is directly proportional to the skew
angle while inversely proportional to radius of curvature.
6. The effect of skew angle can be minimize by increased the radius of curvature.
7. Comprehensive study associated with optimization of geometries of skewed and curved
box girder bridges, provide trapezoidal box girder bridge with 400 skew angle and
maximum radius of curvature (as much as possible)
6.3 Future scope

Following is the future scope of study in skewed and curved bridges
1. Dynamic analysis of skewed and curved single cell RC box girder bridges.
2. Parametric study of skewed and curved multi-cell RC box girder bridges.
3. Parametric study of skewed and curved I-girder bridges.
Page 39

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Parametric Study for Single Cell Skewed and Curved RC Box Girder Bridge

Fig.1.1 Skewed and Curved Bridge

Fig 1.2 Cross-section of box girder bridges

1.2 Significance of the Study

Dept. of civil engineering, RIT Rajaramnagar

1.6. Organization of the Thesis

Dept. of civil engineering, RIT Rajaramnagar

Fig 1.3: schematic diagram of skew angle

Dept. of civil engineering, RIT Rajaramnagar

Fig 1.4: Schematic diagram of skewed and curved bridges

Dept. of civil engineering, RIT Rajaramnagar

2.2. Analytical Methods for Box Girder Bridges

Dept. of civil engineering, RIT Rajaramnagar

2.3 Present Study

Dept. of civil engineering, RIT Rajaramnagar

2.3.2 Study Related to Horizontally skewed Bridges

Dept. of civil engineering, RIT Rajaramnagar

Dept. of civil engineering, RIT Rajaramnagar

2.5 Literature Gap

Dept. of civil engineering, RIT Rajaramnagar

FINITE ELEMENT ANALYSIS

3.2 Validation of the Finite Element Model

Fig. 3.1: Cross-section of trapezoidal box Girder Bridge.

Dept. of civil engineering, RIT Rajaramnagar

3.3. Finite Element Modeling

120, 150, 180, 210

0, 10, 20, 30,

120, 150, 180, 210

0, 10, 20, 30,

Dept. of civil engineering, RIT Rajaramnagar

Fig.3.3 (a): Trapezoidal cross-section

Dept. of civil engineering, RIT Rajaramnagar

Fig 3.3 (b): Rectangular cross-section

3.3.2. Structural component

Dept. of civil engineering, RIT Rajaramnagar

Fig.3.4: Girder boundary condition

Fig 3.5: loading position of 70R wheeled load

IRC class A loading

Fig 3.6: loading position of IRC class A wheeled load

3.2.4. Combination of Live Load

Fig 3.7: Combination of live load

Fig 3.8: Load applied in SAP-2000

Dept. of civil engineering, RIT Rajaramnagar

RESULT AND DISSCATION

Fig 4.1: Deflection of skewed and curved box girder bridges

Fig 4.2 (a) Deflection of trapezoidal section

Fig 4.2 (b) Deflection of rectangular section

Fig 4.2: Deflection of box girder bridges.

4.3 Effect of span to radius ratio on deflection

Fig 4.3Graph of deflection vs. span to radius ratio

Fig. 4.4 Position of obtuse and acute support

Reaction at outside acute

Fig 4.4 (a): Trapezoidal box girder bridges

Reaction at outside acute

Fig 4.4 (b): Rectangular box girder bridges

Reaction at outside obtuse

Fig 4.5 (a): Trapezoidal box girder bridges

Reaction at outside obtuse

Reaction at inside acute

Reaction at outside obtuse

Reaction at inside acute

Reaction at outside obtuse

Reaction at inside acute