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this document deals with analysis of skew of single lane shear connector of a bridge

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SINGLE-LANE SHEAR-CONNECTED CONCRETE PLANK BRIDGES

by

Baidar Bakht

**21 Whiteleaf Crescent
**

Scarborough ON M1V 3G1

bbakht@rogers.com

Phone: (416) 292 4391

Fax: (416) 292 7374

June 19, 2004

(b) Calculate the magnifier Cv from the following equation. 2 EXECUTIVE SUMMARY The proposed simplified method for skew bridges involves the following two steps. obtain the maximum longitudinal shear per plank by the simplified method proposed by Bakht (2004) for right bridges. The shear thus obtained will be the longitudinal shear per plank in the skew bridge. (a) By assuming that the bridge is right with a span equal to the skew span of the original skew bridge. Ly Ce = 1 + 8000 where the span length L is in metres and skew angle y is in degrees. Multiply the longitudinal shear per plank obtained in (a) with Cv. .

1 a). relating to the idealisation of the bridge as an orthotropic plate.5çç ÷÷ç ÷ è Dx øè S ø where S is the girder spacing. It can be seen from Fig. (1988).8 m apart and the loads between the two lines of wheels are divided 50:50. e and h. 1 (a) that the skew span is always greater than the right span. y is the angle of skew. are smaller than the same response in the skew bridge. were derived by Jaeger et al. 1 b) is the same as the skew span of the skew bridge (Fig. Dy is the transverse flexural rigidity per unit length. a special case of the orthotropic plate in which Dy is equal to zero. provides values of the skew multipliers based on two dimensionless parameters. As discussed by Bakht (2004). It is recalled that the CHBDC multipliers are applicable to only slab-on-girder bridges. the shear-connected bridges under consideration are analyzed as articulated plates.e. 3 1. and subjected to a design truck. which are always greater than 1. From Equation [2]. The longitudinal shears obtained by the simplified method. in which Dy = 0. 2. The British Columbia Ministry of Forests wanted the above simplified method to be extended to skew bridges through the use of the kind of multipliers that are specified in the Clause CA5. safe) results for longitudinal moments. referred to above. the analysis always gives conservative (i. these parameters. h is always zero. BACKGROUND TO CHBDC METHOD The CHBDC method.1 (b)(i) of the Commentary to the CHBDC (2001).e. L is the span length. which are defined as follows. are applied to only longitudinal shears. S tany [1] e= L 4 æ Dy öæ L ö [2] h = 0. in which the centres of the two lines of wheels are 1. it can be seen that for articulated plates. It is for this reason that the CHBDC (2001) multipliers. in right bridges). This report provides the details of the simplified method for skew shear-connected bridges with one lane. INTRODUCTION A simplified method has been presented by Bakht (2004) to determine longitudinal moments and shears due to a variety of design live loads in single-span shear-connected concrete plank bridges with zero angle of skew (i. this truck is identified as Truck A2 by Bakht (2004). . however. and are described by Jaeger and Bakht (1989). and Dx is the longitudinal flexural rigidity per unit width. Bakht (1988) has shown that when skew bridges are analysed as right bridges by assuming that the equivalent span of the right bridge (Fig. It is concluded that the longitudinal shear is likely to depend only on the angle of skew.0.

0 434.011 2.65 In the previous study (Bakht 2004). (b) equivalent right bridge 3.0 125. m 6N 6. Accordingly.65 6W 6.52 10N 10.0 630.0 125. 2 a) can be analysed realistically by analysing the skew bridge as right in which the orthogonal pattern of wheel loads is made skew so that longitudinal positions of the loads on the equivalent right bridge with respect to the transverse reference section are the same as those on the original skew bridge (Fig.0 283.146 250.04 8N 8. kN·mm2 Dx.583 3. kN·mm2 b Span.224 104.600 1. when the design truck is placed as eccentrically as possible.897 106.0 283.0 540.224 175. 2 b).958 2.146 150.0 540.052 24. 4 Right span Skew span 2b 2b (a) (b) Figure 1 Analysing skew bridge as right: (a) skew bridge.72 12N 12. it was decided to use the same governing longitudinal and .897 64. Table 1 Parameters of idealized bridges Designation Dx. ANALYSIS OF SKEW BRIDGE AS RIGHT Bakht (1988) has shown that the effect of vehicles with an orthogonal pattern of wheel loads of a truck on a skew bridge (Fig.052 40.0 434.11 14W 14.11 14N 14.52 10W 10.838 5.242 3.000 210.72 12W 12.006 2.439 5.04 8W 8.303 2.000 351.540 1. it was shown that the maximum intensities in bridges under consideration are induced in the outer-most plank.0 630.

Two bridge widths were considered: 4. . The orthotropic plate properties for the 10 idealised bridges were the same as used in the previous study. Thus for each of the idealised bridges listed in Table 1. the longitudinal shears were investigated at transverse section that is 765 mm from the closer supported edge. 2 b) were obtained by summing the results due to the separate lines of wheels. As shown in the latter figure. four load cases were considered corresponding to each of these skew angles. 3.50 m.26 m 1. and two values of width 2b were considered. the span length L was varied from 6 to 14 m. 10 and 14 m. 2 (a) and (b) represents a rectangular patch load measuring 300 mm in the longitudinal direction and 600 mm in the transverse direction.0 m. Similar to the previous study. (b) equivalent right bridge with skew load pattern Each wheel load. 2 (a) for the skew bridges. this position is shown in Fig.50 m. 3 was 6. these being 4.26 m and 5. one for each line of loads. Since the orthotropic plate program PLATO (Bakht et al.6 m 1. 15º.26 and 5.. 2002) can handle only similar longitudinal lines of wheels. The results for dissimilar lines of loads (Fig. It is noted that L in Fig. As shown in Fig.8 m 0.26 L 675 mm x 1. 2 (b) for the equivalent right bridges.0 0. represented by a + sign in Figs.0 1. but in steps of 4. These properties are listed in Table 1 for easy reference. 5 transverse load position of the dual-axle tandem of the A2 Truck with respect to the closer longitudinal and transverse free edges of the articulated plate. 30º and 45º. and in Fig.26 L 1.8 m 2b 2b (a) (b) Figure 2 Analysing a skew bridge as right: (a) original skew bridge with orthogonal load pattern. m m 1. Four skew angles were considered in the analyses.6 m 1. these skew angles were 0º. each load case involved two sets of analyses.

15º. However.0. This observation confirms that no arithmetical errors were committed in the analyses. From Appendix A. The reasons for some values of Cv being smaller than 1. the magnifier for longitudinal shear is denoted herein as Cv. Following the notation of CHBDC Commentary. in kN/m. respectively. The increase become less rapid for the smaller span length of 10 m. DETAILS OF ANALYSES Numerical results of analyses described above are presented in spreadsheet format in Appendix A. for the smallest span of 6 m. it can be seen that the values of Cv for nearly all analysed skew bridges are greater than 1. A study of the three Cv-y angle curves in Fig. 4 shows a systematic change with respect to both the span length and skew angle. The variation of Cv with respect to the angle of skew can be studied readily when the results are presented graphically. the magnifier rises initially with increase in the angle of skew. It can be seen in this figure that Cv increases most rapidly with increase in the skew angle when the span length is the largest.0 are discussed in the following. 4. . being 14 m. the absolute values of longitudinal shear intensity is calculated. but drops just below 1. 30º and 45º.0 for higher angles of skew. as in Fig. For each idealised bridge. The value of Cv for a bridge with given angle of skew is obtained by dividing the maximum longitudinal shear/plank for the skew bridge with the corresponding value in the right bridge having the same span length. width and relative position of the design truck. 6 L L 15º L L 30º 2b 45º 2b Figure 3 Four skew angles considered in the analyses 4. for skew angle = 0º.

respectively.0 L=6m 0. The results shown in Table 2 clearly show that the effect of bridge width can be neglected in developing the magnifiers.2 1. 7 1.50 m. and that small changes in the bridge width have negligible effect on Cv.6 0. having widths of 4.7 0. Further.9 Cv 0.1 L = 14 m L = 10 m 1.0 0º 15º 30º 45º Skew angle.8 0. It can be seen in this table that the magnifier always has a larger value for the outer planks. y Figure 4 Cv plotted against angle of skew The values of Cv for outer and inner planks in some of analysed the shear-connected bridges are listed in Table 2 for both narrow (N) and wide (W) bridges. it is also obvious that similar to the simplified method for right bridges. .26 and 5. the magnifiers need be developed only for the outer planks.

05 only for large span bridges having skew angles greater than about 20º. 1991). 5 with an exaggerated vertical scale.01 step in Cv. Notwithstanding this observation.000 1.000 1. a simplified method is now developed so that no theoretical error is involved in the simplified method. in which each division represents a 0.000 .052 1.000 1. An 8% increase in the maximum longitudinal shear intensity is very small and can be neglected.013 1.015 0. 5 that Cv is larger than 1. the curves are redrawn in Fig. the degree of unsafe error in analysing them as right bridges will be 5% or smaller. as explained later. The curves drawn in Fig.084 14W 1.000 1. a case can also be made for increasing this limit to 8%.017 1.034 1.018 1.016 0.047 1.000 1. For all other skew bridges. - While the trends of three Cv-y curves are well defined.052 1.998 1. 4 have a relatively small vertical scale. . specified that the simplified analysis for live loads could be applied to a skew slab-on-girder bridge provided that the value of the skew parameter.08.065 1. In order to study them microscopically.076 1.076 1.016 0. it can be seen that the maximum value of the magnifier is nearly 1.018 0.000 1. Since an unsafe error of up to 5% is considered acceptable by a state-of-the-art bridge design code. The 3rd edition of the Ontario Highway Bridge Design Code (OHBDC.973 14N 1. making it difficult to visualise minute variations. . defined by Equation [1].990 6W 1. 8 Table 2 Values of Cv for some cases Bridge Cv for outer planks for skew angle = Cv for inner planks for skew angle = 0º 15º 30º 45º 0º 15º 30º 45º 6N 1. only a few bridges will have an unsafe error of more than 5%. It is noted that.021 1. is less than 1/18. The commentary to the OHBDC (1991) states that this limit ensures that the shear values obtained by the simplified method are not in unsafe error by more than 5%.039 1.989 1. It can be seen from Fig. the predecessor of the CHBDC (2000).000 1.

y Figure 5 Cv plotted against angle of skew with an exaggerated scale for Cv 5. two of which are illustrated in Fig. PROPOSED METHOD In the interest of keeping the simplified method really simple three simplifying assumptions are made regarding the Cv.04 Cv 1. .y curves.07 1. (b) for L = 6 m.00 0.03 L=6m Obtained from analysis 1. 9 1.05 1. Cv does not drop with increase in the skew angle.02 Assumed for simplified method 1.06 L = 10 m 1.00 0º 15º 30º 45º Skew angle.08 L = 14 m 1. 5: (a) Cv varies linearly with respect to the angle of skew.01 Projected for simplified analysis 1.

in which the difference is 0.00 Equation [3] 1.0. CONCLUSIONS A simplified method has been developed for skew shear-connected bridges with one design lane to correct the design values of longitudinal shear obtained by the simplified method proposed by Bakht (2004). then the effect of skew angle need not be considered.03 1.01 1.05 Equation [3] 1.05 1.03 on the safe side. Similar to the method specified in the Commentary to the CHBDC (2001).07 1. that depends upon the span length and angle of skew (Equation 1). 7. By adopting these assumptions. If this degree of error is deemed to be acceptable.05 1.03 1. 5. Table 3 Comparison of values of Cv obtained from rigorous analysis and Equation [3] L.08 Equation [3] 1. As shown later.02 1. The application of the magnifier Cv is quite simple: Obtain the maximum intensity of longitudinal shears by the simplified method proposed by Bakht (2004). .02 1.02 1.0 Rigorous 1.01 in all cases except one.03 It can be seen in Table 3 that the differences in values of Cv given by rigorous analysis and obtained by Equation [3] are less than 0. 6.06 6.08 10.0 Rigorous 1. the curves of Fig. ACCURACY OF PROPOSED METHOD The values of Cv obtained from rigorous analysis (Appendix A) are compared in Table 3 with those obtained from Equation [3].03 1. 5 can be represented by the following equation. Ly [3] Ce = 1 + 8000 where the span length L is in metres and skew angle y is in degrees. m Method Cv for skew angle = 15º 30º 45º 14. and (c) Cv varies linearly with span length. always greater than 1.02 1. although based on simplifying assumptions. It has been shown that the maximum unsafe error involved in predicting the design values of longitudinal shear in the bridges under consideration is likely to be under 8%. 10 but keeps rising as shown in Fig. is fairly accurate. and multiply this intensity by Cv obtained from Equation [3]. the proposed method utilises a multiplier. It is thus concluded that the proposed method.0 Rigorous 1.04 1. these assumptions lead to miniscule errors.

No. REFERENCES Bakht. Proceedings of the Second International Colloquium on Concrete in Developing Countries. Simplified analysis of single-span shear-connected plank bridges. May. Canadian Highway Bridge Design Code. January. Report prepared for British Columbia Ministry of Forests..A. 2002. Ontario Highway Bridge Design Code. 1989. 2000. Bridge Analysis by Microcomputer. . and Surana C.. pp. Toronto. CHBDC.52-66.10. Mufti. B. Ministry of Transportation of Ontario. pp. 2004. Vol. Jaeger. L.114. and Bakht.M. l988. and Bakht. B. ISIS Canada.1-00. S6. Ministry of Transportation of Ontario. 1991. 1991. Section 5.. PLATO User Manual. New York. Downsview. Ontario Highway Bridge Design Code. and Desai. L. B... Downsview. Bombay. Ontario. McGraw Hill. 2001. Y. A. Commentary to OHBDC. Commentary on CAN/CSA-S6-00. ASCE Journal of Structural Engineering. Bakht. l988. OHBDC. B. University of Manitoba. Ontario. Canadian Highway Bridge Design Code CAN/CSA-S6-00.G. Jaeger. India. Toronto. CSA International. CSA International.2307-2322. Bakht. 11 8. Commentary. Analysis of Skew Bridges as Right Bridges. Application of Analysis of Three-Girder Skew Bridges. B.G.

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