Dynamic Amplification Factor for the Design of Transverse Reinforcement in

the Cantilever Part of Box Girder Bridge

Submitted by
SHAH MD. ASIF

Submitted to the
DEPARTMENT OF CIVIL ENGINEERING
BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY
In partial fulfillment of requirements for the degree of
BACHELOR OF SCIENCE IN CIVIL ENGINEERING
March, 2012
Outline of the Study
 Introduction

 Problem Identification

 Objective and Scope of the Study

 Methodology

 Modeling

 Parametric Study

 Results

 Conclusion

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 Introduction
 DAF= The ratio of maximum dynamic response to maximum static response.
 Box girder bridge: Main beams comprise girders in the shape of hollow box.

 In this study I tried to set a Dynamic Amplification Factor for the most vulnerable
cantilever part of box girder bridge.

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 Problem Identification
 Only static analysis is inadequate for ensuring the structural safety of
bridge.

 Most of the previous studies pertinent to the dynamic amplification

factor of bridges in longitudinal direction, but no studies for the local
dynamic effects of the cantilever part.

 AASHTO (2002) and IRC have specifications in longitudinal direction

but no suggestions for the local dynamic effect in transverse direction.

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 Fig. Cracks in Box Girder Bridge

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 Objective and Scope of the Study
 To model a cantilever box girder bridge with three continuous spans
using shell elements.

 To apply moving vehicle loads as external forces along the course

parallel to the edge of the cantilever at several points on the deck.

 To analyze the model for static and full transient dynamic analysis.

 To propose a reasonable dynamic amplification factor along with the

impact increment over the static results measured through the whole
analysis.

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 Methodology
 Developed 3D finite element modeling of a typical box girder bridge using ANSYS.

 Support condition: Hinged.

 Applied loads: HS20-44 highway standard design truck of AASHTO(2002).

 Both static and dynamic was carried out by applying wheel loads as a function of time
along the course parallel to the edge of the cantilever.

 By comparing the values of dynamic and static responses in terms of stresses in

transverse direction and in terms of vertical deflections DAF was calculated.

 The DAF was calculated at several points along the length of the middle span.

 Recommendation was provided for the selection of a suitable DAF.

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 Modeling

b. Front View
a.3-D View

Fig. Finite Element Model of Substructure

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Animated Deflected Shape for
Dynamic Analysis

a. At T=8 sec b. At T= 26 sec

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 Parametric Study

 Cross section varies along the length of the span.

 Thickness of the cantilever deck slab varies along the transverse direction.

 Analyses were done for 8 different vehicle speeds range from 20km/h to 160km/h.

 Study was done for different span lengths.

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 Results
 Maximum DAF, in terms of deflections is 1.52 for vehicle
speed= 160km/h.
 Maximum DAF, in terms of stresses is 1.25 for vehicle
speed=160km/h
 The maximum DAF was found at both of the piers for different
vehicle speed.
 There is no specific relation of DAF with the distance along the
span span.
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 Findings and Conclusion
 The variation of the DAF in terms of deflections along the span does not
maintain any regularity.

 A relatively high DAF is obtained near the 1st pier.

 Maximum impact of 52% was obtained.

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Thank You….