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Abstract - The presence of skew in a bridge makes the 1.2 Skewed Bridges
analysis and design of bridge complex. Design of bridges by
considering skew angle is becoming more customary in the The term angle of skew or skew angle is generally
engineering community, so there is a need for more research applied to the difference between the normal to the
to study effect of skew angle on the behaviour of skewed centreline of the bridge and the centreline of the abutment
bridges such as bending moment, shear force, torsion and or pier cap. In earlier days, they used to prevent skew
other parameters. This study mainly focuses on the effect of bridges as far as feasible due to lack of information about
skew angle on the design of composite super structures in structural behaviour and construction difficulty. But in the
bridges. Six models have been developed and analyzed by recent days there is rising trend to provide skewed
using Finite element based software CSi Bridge 2015 composite bridges compare to straight bridges.
(Advanced Version). Skew angles are taken as 00, 100, 200, 300,
400 and 500, and all models were subjected to IRC class A and
IRC class 70R vehicle loading. Results for skewed bridges are
compared to the straight or non-skewed bridges.
1. INTRODUCTION
(a)
© 2016, IRJET | Impact Factor value: 4.45 | ISO 9001:2008 Certified Journal | Page 177
International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056
Volume: 03 Issue: 09 | Sep-2016 www.irjet.net p-ISSN: 2395-0072
© 2016, IRJET | Impact Factor value: 4.45 | ISO 9001:2008 Certified Journal | Page 178
International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056
Volume: 03 Issue: 09 | Sep-2016 www.irjet.net p-ISSN: 2395-0072
Shear force
Skew
Class A Class 70R
Figure 4: Plan of skewed bridge section angles in Dead load
loading loading
degrees
5. RESULTS AND DISCUSSIONS 0 1622.749 312.550 257.098
10 1622.822 314.155 245.005
The project work carried out to determine the skew
20 1623.051 315.170 235.357
effect on the design of composite super structure of a bridge.
Total six models were modelled, bridge of span 0 m, 3.565m, 30 1623.479 295.221 219.208
7.130m, 10.695m and 14.260m were analysed for skew 40 1624.191 289.191 220.060
angles of 00, 100, 200, 300, 400, and 500. 50 1625.386 234.181 199.495
The FEA results are obtained and presented in term of
structural response parameters such as longitudinal bending
moment, Shear force and Torsional moment due to dead load
of the structure and applied live load. The variations in
behaviour of structure due to changes in skew angles are
presented as follows.
© 2016, IRJET | Impact Factor value: 4.45 | ISO 9001:2008 Certified Journal | Page 179
International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056
Volume: 03 Issue: 09 | Sep-2016 www.irjet.net p-ISSN: 2395-0072
Torsion
Skew
Class A Class 70R
angles in Dead load
loading loading
degrees
0 0.000 0.000 3278.099
10 94.667 430.232 3186.950
20 218.717 704.623 3040.191
30 385.670 776.179 2834.579
40 589.864 718.708 2558.559
50 809.237 726.366 2193.439
Figure 8: skew angle vs live load bending moment
Shear force
Table 7: Shear force due to IRC class A loading
Skew Left Right
Interfior Interior
angles in Exterior Exterior
girder 1 girder 2
Degrees girder girder 2
Figure 3: Skew angle vs bending moment 0 83.227 84.580 90.190 85.143
Torsion due to deal load and class A loading is zero 10 72.156 83.756 90.295 88.279
in skew in bridge, as skew angle increases torsion also
00 20 61.345 81.960 96.511 81.017
increases for dead load and class A loading. In case of class
70R loading the torsion at 00 skew is maximum. As the skew 30 61.345 81.960 96.511 81.017
angle increases it goes on decreasing. 40 46.092 83.203 87.092 91.527
50 23.743 76.813 96.075 87.715
Individual Girders for IRC class A loading
Bending moment
Skew
Left Right
angles Interior Interior
Exterior Exterior
in girder 1 girder 2
girder girder 2
Degrees
0 1848.795 1891.358 1891.359 1848.795
30 1686.251 1811.554 1877.634 1921.566 Figure 9: skew angle vs live load shear force
40 1618.826 1731.932 1974.485 1846.322 The shear force in each girder is varrying with
50 1481.272 1583.199 1619.706 1746.405 respect to increase in skew angle. Interior girder 1, 2 and
right exterior girder taking more shear force as shown in
figure 9.
© 2016, IRJET | Impact Factor value: 4.45 | ISO 9001:2008 Certified Journal | Page 180
International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056
Volume: 03 Issue: 09 | Sep-2016 www.irjet.net p-ISSN: 2395-0072
Torsion
Table 8: Torsion due to IRC class A loading
Skew
Left Right
angles Interfior Interior
Exterior Exterior
in girder 1 girder 2
girder girder 2
Degrees
0 11.957 3.451 1.153 9.555
10 12.898 16.923 19.528 9.834
20 20.760 41.984 28.494 13.764
30 33.439 44.148 49.090 10.606
40 44.650 58.136 52.287 7.242
50 68.237 78.511 63.520 7.066 Figure 12: skew angle vs live load torsion
Shear force
Table 10: Shear force due to IRC class 70R loading
Skew
Left Interior Right
angles Interior
Exterior girder Exterior
in girder 2
girder 1 girder 2
Degrees
0 126.679 74.271 61.200 98.233
10 110.871 71.546 67.168 108.724
20 95.053 69.058 75.914 97.639
Figure 10: skew angle vs live load torsion
30 78.407 65.073 70.113 111.528
Due to IRC class A loading the torsion is maximum in 40 61.145 65.937 74.306 111.178
500 skew bridge, it seen that as the increase in skew angle 50 42.490 52.228 95.511 122.690
there is increase in torsion also in Left exterior girder,
Interior girder 1 and 2. Whereas in right exterior girder the t
maximum torsion is at 200 skew, thereafter it goes on
decreasing.
Bending moment
© 2016, IRJET | Impact Factor value: 4.45 | ISO 9001:2008 Certified Journal | Page 181
International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056
Volume: 03 Issue: 09 | Sep-2016 www.irjet.net p-ISSN: 2395-0072
© 2016, IRJET | Impact Factor value: 4.45 | ISO 9001:2008 Certified Journal | Page 182
International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056
Volume: 03 Issue: 09 | Sep-2016 www.irjet.net p-ISSN: 2395-0072
BIBLIOGRAPHY
BIOGRAPHIES
MANJUNATH K
M.Tech (CADS),
Department of Civil Engineering,
University B D T College of Engineering
Davangere-577004.
Dr. H R PRABHAKARA
Professor,
Department of Civil Engineering,
University B D T College of Engineering
Davangere-577004.
Author
Photo
© 2016, IRJET | Impact Factor value: 4.45 | ISO 9001:2008 Certified Journal | Page 183