STUDIES ON MAJOR ELEMENTS OF AN

ELEVATED METRO
BRIDGE
KUPPUMANIKANDAN A
ROLL NUMBER: 211CE2019
Departe!t "# C$%$&
E!'$!eer$!'
Nat$"!a& I!(t$t)te "#
Te*+!"&"', R")r-e&a
O.$(+a / 019002
STUDIES ON MAJOR ELEMENTS OF AN
ELEVATED
METRO BRIDGE
A thesis
Submitted
by
KUPPUMANIKA
NDAN A
R"&& N)3er:
211CE2019
in partial fulfilment of the requirements
for the award of the degree
of
MASTER OF
TEC4NOLOG5
in
STRUCTURAL
ENGINEERING
Departe!t "#
C$%$& E!'$!eer$!'
Nat$"!a& I!(t$t)te "#
Te*+!"&"', R")r-e&a
O.$(+a /
019002
MA5 2016
STUDIES ON MAJOR ELEMENTS OF AN
ELEVATED
METRO BRIDGE
A thesis
Submitted
by
KUPPUMANIKA
NDAN A
R"&& N)3er:
211CE2019
in partial fulfilment of the requirements
for the award of the degree
of
MASTER OF
TEC4NOLOG5
in
STRUCTURAL
ENGINEERING
Under the
Guidance of
Pr"#7 R"3$! Da%$(
P8 NIT R")r-e&a
S+r$ N7P7 S+ara8
BMRC L$$te.8
Ba!'a&"re
Departe!t "#
C$%$& E!'$!eer$!'
Nat$"!a& I!(t$t)te "#
Te*+!"&"', R")r-e&a
O.$(+a /
019002
MA5 2016
Departe!t "# C$%$& E!'$!eer$!'
Nat$"!a& I!(t$t)te "# Te*+!"&"', R")r-e&a
R")r-e&a8 O.$(+a / 019002
T4ESIS CERTIFICATE
This is to certify that the thesis entitled 9STUDIES ON MAJOR ELEMENTS OF AN
ELEVATED METRO BRIDGE: submitted by KUPPUMANIKANDAN A bearing Roll
Number: 211CE20198 in partial fulfilment of the requirements for the award of the degree of
Master of Technology in Civil Engineering with specialization in !tructural Engineering" at
National #nstitute of Technology Rour$ela% is a bonafide record of pro&ect wor$ carried out by
him under our supervision' To the best of our $nowledge% the contents of this thesis% in full or
in parts% have not been submitted to any other #nstitute or (niversity for the award of any
degree or diploma'
)ro&ect *uides
Pr"#7 R"3$! Da%$( P S+r$ N7 P7 S+ara
+epartment of Civil Engineering% Chief Engineer%
N#T Rour$ela% ,MRC -imited%
Rour$ela' ,angalore'
ACKNO;LEDGEMENTS
.nowledge in itself is a continuous process' # would have never succeeded in completing the
tas$ without the cooperation% encouragement and help provided by various personalities'
/t this point% # li$e to e0press my sincere heartfelt than$s and appreciation to my guides
Pr"#7 R"3$! Da%$( P8 /ssistant )rofessor% +epartment of Civil Engineering% N#T Rour$ela
and S+r$ N7 P7 S+ara8 Chief Engineer% ,angalore Metro Rail Corporation -imited%
,angalore' # am greatly indebted to them for their unwavering commitment% thought
provo$ing and constructive comments to improvise the quality of my wor$' They have
always been a source of inspiration and encouragement and have helped me tide over many a
rough patch in my pro&ect' #t gives me immense pleasure to than$ them for sparing their
precious time with me in all my tough times'
My special than$s to Pr"#7 S7 K7 Sa+) a!. "t+er #a*)&t, e3er( of +epartment of Civil
Engineering% N#T Rour$ela for conducting the pro&ect reviews at regular intervals% which
enables me to be in constant touch with my pro&ect and for giving me valuable suggestions at
various stages of the pro&ect reviews to e0tract quality and professionalised wor$ from me'
/lso% # would li$e to than$ our beloved 1ead of the +epartment% Pr"#7 N7 R", for his support
and encouragement throughout the pro&ect'
# am grateful to our beloved +irector% Pr"#7 S7 K7 Sara!'$% and S+r$7 B7 S7 S).+$r C+a!.ra%
Chairman% ,oard of *overnors% N#T Rour$ela and +irector 2)ro&ect and )lanning3%
,angalore Metro Rail Corporation -imited% ,angalore for giving me an opportunity to do this
intriguing pro&ect'
-ast but not the least # than$ all my family members and close friends for their constant
motivation and support without which this wor$ would not have been possible'
KUPPUMANIKANDAN A
Pa'e < $
ABSTRACT
Ke,="r.(: Elevated Metro Structure, Bridge ier, Bo! Girder Bridge, "irect "isplacement
Based Seismic "esign, erformance Based "esign, #orce Based "esign
/ metro system is a railway transport system in an urban area with a high capacity% frequency
and the grade separation from other traffic' Metro !ystem is used in cities% agglomerations%
and metropolitan areas to transport large numbers of people' /n elevated metro system is
more preferred type of metro system due to ease of construction and also it ma$es urban areas
more accessible without any construction difficulty' /n elevated metro system has two ma&or
elements pier and bo0 girder' The present study focuses on two ma&or elements% pier and bo0
girder% of an elevated metro structural system'
Conventionally the pier of a metro bridge is designed using a force based approach' +uring a
seismic loading% the behaviour of a single pier elevated bridge relies mostly on the ductility
and the displacement capacity' #t is important to chec$ the ductility of such single piers' 4orce
based methods do not e0plicitly chec$ the displacement capacity during the design' The codes
are now moving towards a performance5based 2displacement5based3 design approach% which
consider the design as per the target performances at the design stage' )erformance of a pier
designed by a +irect +isplacement ,ased +esign is compared with that of a force5based
designed one' The design of the pier is done by both force based seismic design method and
direct displacement based seismic design method in the first part of the study'
#n the second part% a parametric study on behaviour of bo0 girder bridges is carried out by
using finite element method' The finite element model is validated with model of *upta et al'
267873' The parameters considered to present the behaviour of !ingle Cell ,o0 *irder%
+ouble Cell ,o0 *irder and Triple Cell ,o0 *irder bridges are radius of curvature% span
Pa'e < $$
length and span length to the radius of curvature ratio' These parameters are used to evaluate
the responses of bo0 girder bridges namely% longitudinal stresses at the top and bottom% shear%
torsion% moment% deflection and fundamental frequency of three types of bo0 girder bridges'
The performance assessment of selected designed pier showed that% the 4orce ,ased +esign
Method may not always guarantee the performance parameter required and in the present
case the pier achieved the target requirement' #n case of +irect +isplacement ,ased +esign
Method% selected pier achieved the behaviour factors more than targeted 9alues' These
conclusions can be considered only for the selected pier'
The parametric study on behaviour of bo0 girder bridges showed that% as curvature decreases%
responses such as longitudinal stresses at the top and bottom% shear% torsion% moment and
deflection decreases for three types of bo0 girder bridges and it shows not much variation for
fundamental frequency of three types of bo0 girder bridges due to the constant span length' #t
is observed that as the span length increases% longitudinal stresses at the top and bottom%
shear% torsion% moment and deflection increases for three types of bo0 girder bridges' /s the
span length increases% fundamental frequency decreases for three types of bo0 girder bridges'
/lso% it is noted that as the span length to the radius of curvature ratio increases responses
parameter longitudinal stresses at the top and bottom% shear% torsion% moment and deflection
are increases for three types of bo0 girder bridges' /s the span length to the radius of
curvature ratio increases fundamental frequency decreases for three types of bo0 girder
bridges'
Pa'e < $$$
TABLE OF CONTENTS
TITLE
PAGE
N"7
ACKNO;LEDGEMENTS i
ABSTRACT ii
TABLE OF CONTENTS iv
LIST OF
FIGURES vi
LIST OF
TABLES viii
LIST OF S5MBOLS i0
ABBREVIATION
S 0i
C4APTER 1 INTRODUCTION
8'8 :verview 8
8'6 !ignificance of the study ;
8'; :b&ective ;
8'< !cope ;
8'= :rganization of the thesis <
C4APTER 2 LITERATURE REVIE;
6'8 :verview =
6'6 +esign of )ier =
6'6'8 4orce ,ased +esign Method >
6'6'6 +irect +isplacement ,ased +esign Method ?
6'; ,o0 *irder ,ridges @
6'< !ummary 8=
C4APTER 6 PERFORMANCE STUD5 OF A PIER DESIGNED
B5 FBD AND DDBD
;'8 :verview 8?
;'6 +esign of )ier using 4orce ,ased +esign 8?
;'6'8 Material )roperty 8@
;'6'6 +esign -oad 8@
;';
+esign of )ier using +irect +isplacement ,ased
+esign 67
Pa'e < $%
;'< )erformance /ssessment 68
;'= !ummary 6;
C4APTER > PARAMETRIC STUD5 ON BE4AVIOUR OF
CURVED BO? GIRDER BRIDGES
<'8 :verview 6<
<'6 9alidation of the 4inite Element Model 6<
<'; Case !tudy of ,o0 *irder ,ridges 6=
<'< 4inite Element Modelling 6?
<'= )arametric !tudy 6@
<'='
8 Radius of Curvature 6@
<'='
6 !pan -ength ;;
<'='; !pan -ength to Radius of Curvature Ratio ;?
<'> !ummary <8
C4APTER @ SUMMAR5 AND CONCLUSIONS
='8 !ummary <6
='6 Conclusions <;
REFERENCES <<
Pa'e < %
LIST OF FIGURES
F$')re
N"7 T$t&e
Pa'e
N"7
8'8 Typical Elevated Metro ,ridge and its Elements 6
8'6 Types of ,o0 *irder 6
;'8 Typical )ier Model 8?
;'6 Effect of displacement ductility on base shear for different 67
)erformance levels
;';
Typical )ushover response curve for evaluation of
performance 66
parameters
<'8 Cross !ection of !imply !upported ,o0 *irder ,ridge 6=
<'6 Cross !ection of !imply !upported ,o0 *irder ,ridge 6=
<';2a3
+iscretized model of simply supported !traight ,o0 *irder ,ridge
in 6?
!/) 6777
<';2
b3 +iscretized model of simply supported Curved ,o0 *irder
<'<
9ariation of -ongitudinal !tress with Radius of Curvature at
Top
of ,o0 *irder
<'=
9ariation of A
-ongitudinal !tress at top
with Radius of Curvature of ,o0
*irder
<'>
9ariation of -ongitudinal !tress with Radius of Curvature at
,ottom
of ,o0 *irder
<'?
9ariation of A -ongitudinal !tress at bottom with Radius of
Curvature of ,o0 *irder
<'@ 9ariation of !hear 4orce with Radius of Curvature of ,o0 *irder
<'B 9ariation of A
S+ear F"r*e
with Radius of Curvature of ,o0 *irder
<'87 9ariation of Torsion with Radius of
Curvature of ,o0 *irder
6?
6B
6B
6B
6B
;7
;7
;8
Pa'e < %$
F$')re
N"7 T$t&e
Pa'e
N"7
<'88 9ariation of A
Torsion
with Radius of Curvature of ,o0 *irder ;8
<'86 9ariation of Moment with Radius of Curvature of ,o0 *irder ;8
<'8; 9ariation of A
Moment
with Radius of Curvature of ,o0 *irder ;8
<'8< 9ariation of +eflection with Radius of Curvature of ,o0 *irder ;6
<'8= 9ariation of A
+eflection
with Radius of Curvature of ,o0 *irder ;6
<'8> 9ariation of Natural 4requency with Radius of Curvature of ,o0 ;;
<'8? 9ariation of A
4requency
with Radius of Curvature of ,o0 *irder ;;
<'8@
9ariation of -ongitudinal !tress at top with !pan -ength at Top of
,o0
;<
*irder
<'8B
9ariation of -ongitudinal !tress at bottom with !pan -ength at
,ottom ;<
of ,o0 *irder
<'67 9ariation of !hear 4orce with !pan -ength of ,o0 *irder ;=
<'68 9ariation of Torsion with !pan -ength of ,o0 *irder ;=
<'66 9ariation of Moment with !pan -ength of ,o0 *irder ;>
<'6; 9ariation of +eflection with !pan -ength of ,o0 *irder ;>
<'6< 9ariation of 4requency with !pan -ength of ,o0 *irder ;>
<'6= 9ariation of -ongitudinal !tress at top with2-CR3 Ratio of ,o0 *irder ;@
<'6> 9ariation of -ongitudinal !tress at bottom with2-CR3 Ratio of ,o0 ;@
<'6? 9ariation of !hear 4orce with 2-CR3 Ratio of ,o0 *irder ;B
<'6@ 9ariation of Torsion with 2-CR3 Ratio of ,o0 *irder ;B
<'6B 9ariation of Moment with 2-CR3 Ratio of ,o0 *irder <7
<';7 9ariation of +eflection with 2-CR3 Ratio of ,o0 *irder <7
<';8 9ariation of 4requency with 2-CR3 Ratio of ,o0 *irder <7
Pa'e < %$$
LIST OF TABLES
Ta3&e
N"7 T$t&e
Pa'e
N"7
;'8 Material )roperty for )ier 8@
;'6 /ppro0imate +esign -oad 8B
;'; Reinforcement +etails as per 4orce ,ased +esign 8B
;'<
Reinforcement +etails as per +irect +isplacement ,ased
!eismic 67
;'= )erformance /ssessment of designed )ier 6;
<'8 Mid !pan +eflection of !imply !upported ,o0 *irder ,ridge 6=
<'6 *eometries of ,ridges used in )arametric !tudy 6>
<'; Material )roperties 6>
Pa'e < %$$$
LIST OF S5MBOLS
E!'&$(+ S,3"&(
/ Coefficient of Thermal E0pansion
/h +esign 1orizontal !eismic Coefficient
E Modulus of Elasticity
f
c
D !pecific Concrete Compressive !trength
* Modulus of Rigidity or !hear Modulus
h 1eight of the building
1 Column 1eight
h
c !ection +epth of Rectangular Column
# #mportance factor
.
e Effective !tiffness at pea$ response
-sp
Effective additional height representing strain penetration
effects
R 4orce Reduction 4actor
RD ,ehaviour factor
R
E +uctility Reduction factor
R
s :ver !trength 4actor
!aC
g /verage response acceleration coefficient
T 4undamental Time )eriod
T
e Effective response period of pier
9
, +esign !eismic ,ase !hear
9
e Elastic response strength
9
s 4irst significant yield strength
Pa'e < $B
9
w
/llowable stress design
strength
9
y
#dealised yield strength
F
!eismic weight of the
building
G /llowable stress factor
H Hone factor
Gree- S,3"&(
8 +amping

c%n
+isplacement at the corner period for n I damping
8E +isplacement +uctility
8A Non +imensional Ratio Curved to !traight *irder
Dma0 Ma0imum !tructural +rift
d +esign +isplacement
y Gield +isplacement
J
y Gield !train of pier
K
d +rift -imit
L
D !tructure !tability
Meq
Equivalent 9iscous
damping
N )oissonOs Ratio
8 +iameter of bar
P
y
Gield curvature of pier
Pa'e < B
ABBREVIATIONS
,MRC,angalore Metro Rail Corporation
C) Collapse )revention
+C,* +ouble Cell ,o0 *irder
++,++irect +isplacement ,ased +esign
+- +ead -oad
+R- +erailment -oad
E- Construction Q Erection -oads
ER Earthqua$e -oads
4,+ 4orce ,ased +esign
4EM/ 4ederal Emergency Management /gency
#,C #nternational ,uilding Code
#: #mmediate :ccupancy
#! #ndian !tandards
-- -ive -oad or #mposed -oads
-! -ife !afety
:T Temperature -oads
!C,* !ingle Cell ,o0 *irder
!#+- !uper #mposed +ead -oads
!R !urcharge -oads 2Traffic% building etc'3
TC,* Triple Cell ,o0 *irder
F- Find -oads
Pa'e < B$
C4APTER 1
INTRODUCTION
171 OVERVIE;
/ metro system is an electric passenger railway transport system in an urban area with a high
capacity% frequency and the grade separation from other traffic' Metro !ystem is used in
cities% agglomerations% and metropolitan areas to transport large numbers of people at high
frequency' The grade separation allows the metro to move freely% with fewer interruptions and
at higher overall speeds' Metro systems are typically located in underground tunnels% elevated
viaducts above street level or grade separated at ground level' /n elevated metro structural
system is more preferred one due to ease of construction and also it ma$es urban areas more
accessible without any construction difficulty' /n elevated metro structural system has the
advantage that it is more economic than an underground metro system and the construction
time is much shorter'
/n elevated metro system has two ma&or components pier and bo0 girder' / typical elevated
metro bridge model is shown in 4igure 8'8 2a3' 9iaduct or bo0 girder of a metro bridge
requires pier to support the each span of the bridge and station structures' )iers are
constructed in various cross sectional shapes li$e cylindrical% elliptical% square% rectangular
and other forms' The piers considered for the present study are in rectangular cross section
and it is located under station structure' / typical pier considered for the present study is
shown in 4igure 8'8 2b3'
,o0 girders are used e0tensively in the construction of an elevated metro rail bridge and the
use of horizontally curved in plan bo0 girder bridges in modern metro rail systems is quite
suitable in resisting torsional and warping effects induced by curvatures' The torsional and
Pa'e < 1
INTRODUCTION
warping rigidity of bo0 girder is due to the closed section of bo0 girder' The bo0 section also
possesses high bending stiffness and there is an efficient use of the complete cross section'
,o0 girder cross sections may ta$e the form of single cell% multi spine or multi cell as shown
in 4igure 8'6'
2a3 Typical Elevated Metro ,ridge 2b3 Typical )ier
F$')re 171: Typical Elevated Metro ,ridge and its Elements
283 !ingle Cell ,o0 *irder
263 Multi !pine ,o0 *irder
2;3 Multi Cell ,o0 *irder
F$')re 172: Types of ,o0 *irder
Pa'e < 2
INTRODUCTION
172 SIGNIFICANCE OF T4E STUD5
/ force based seismic design approach is conventionally used to design the metro bridge pier'
+uring a seismic loading% the behaviour of elevated bridges relies mostly on the ductility and
the displacement capacity of the pier' #t is important to chec$ the ductility of such single
piers' 4orce based methods do not e0plicitly chec$ the displacement capacity at the design
stage' The codes are now moving towards a performance5based 2displacement5based3 design
approach% which consider the design as per the target performances at the design stage'
The behaviour of a bo0 girder curved in plan is significantly different from a straight bridge
and it is dependent on many parameters' / limited number of studies have been conducted on
this aspect'
8'; OBJECTIVE
8STo study the performance of a pier designed by 4orce ,ased +esign Method 24,+3
and +irect +isplacement ,ased +esign 2++,+3 Method'
6STo study the parametric behaviour of a Curved ,o0 *irder ,ridges'
8'< SCOPE
8SThe present study is limited to those practical cases that come across in an elevated
metro pro&ect'
6SFith regard to the geometry of the pier considered% the present study is limited to
o Rectangular pier cross section
o !ingle pier structural system
8= Reinforced concrete pier
6S)arametric !tudy on ,o0 *irder is limited to%
8= -inear static and dynamic analysis and Nonlinear analysis is not considered
o Rectangular bo0 section with flanges'
Pa'e < 6
INTRODUCTION
8= Reinforced concrete bo0 girder section and not applicable to pre5stressed
bridges'
8= !ingle Cell and Multi Cell ,o0 *irder and not applicable to Multi !pine bo0
girder'
8= Hero percentage gradient of the superstructure and super elevation is not
considered in the modelling
8'< ORGANICATION OF T4E T4ESIS
This thesis consists of five chapters' Chapter 8 gives the introduction about the present study
which covers the significance% ob&ective and scope of the study' Chapter 6 gives literature
review which includes a method of design of the pier and parametric studies on bo0 girder'
Chapter ; presents the performance study of a pier designed by 4orce ,ased +esign Method
and +irect +isplacement ,ased +esign Method' Chapter < describes the parametric study on
the behaviour of curved bo0 girder bridges' Chapter = presents summary and conclusion of
the present study'
Pa'e < >
C4APTER 2
LITERATURE REVIE;
271 OVERVIE;
To provide a detailed review of literature related to Metro bridge pier and ,o0 *irder ,ridge
in its entirety is too immense to address in this thesis' 1owever% there are many good
references that can be used as a starting point for research' This literature review focuses on
design of metro bridge pier and also review on research related to bo0 girder bridges'
The literature review is divided into two segments' 4irst segment deals with the design of the
pier and the second part deals bo0 girder' The first part of the chapter reviews +esign of
Metro ,ridge )ier by 4orce ,ased +esign 24,+3 Method and +irect +isplacement ,ased
!eismic +esign 2++,+3 Method' The !econd part of this chapter is focused on ,o0 *irder
,ridges and brief discussion on its research'
272 DESIGN OF PIER
Conventionally the pier of a metro bridge is designed using a force based approach' Recent
studies 2)riestley et al'% 677?3 show that the force based design may not necessarily guarantee
the required target performances' The codes are now moving towards a performance5based
design approach% which consider the design as per the target performances at the design stage'
/s the present study focus on the application of displacement based approaches to pier
design% a brief introduction of the two methods% force5based and displacement based design is
summarised in the following sections'
Pa'e < @
LITERATURE REVIE;
27271 FORCE BASED DESIGN MET4OD
4orce ,ased +esign Method 24,+3 is the conventional method to design the metro bridge
pier' #n 4orce based design method% the fundamental time period of the structure is estimated
from member elastic stiffnesses% which is estimated based on the assumed geometry of the
section' The appropriate force reduction factor 2R3 corresponding to the assessed ductility
capacity of the structural system and material is selected in the force based design and
applied to the base shear of the structure'
The design of a pier by force based seismic design method is carried out as per #! 8@B;: 6776
Code' The design procedure to find the base shear of the pier by 4,+ method is summarized
below'
!tep 8: The structural geometry of the pier is assumed'
!tep 6: Member elastic stiffness are estimated based on member size'
!tep ;: The fundamental period is calculated by:
T T 7'7?= h
7'?=
Fhere h T 1eight of ,uilding% in m
!tep <: !eismic Feight of the building 2F3 is estimated'
!tep =: The design horizontal seismic coefficient /
h
for a structure determined by
/
h
T
Fhere% H T Hone factor
# T #mportance factor
R T Response reduction factor%
!aCg T /verage response acceleration coefficient
Pa'e < 1
LITERATURE REVIE;
H% #% R and !aCg are calculated as per #! 8@B;:6776 Code'
!tep >: The total design lateral force or design seismic base shear force 29
,
3 along any
principal direction is given by
9
,
T /
h
F
Fhere /
h
T +esign 1orizontal !eismic Coefficient and
FT !eismic Feight of the ,uilding
27272 DIRECT DISPLACEMENT BASED DESIGN MET4OD
The direct displacement based seismic design 2++,+3 is proposed by )riestley et al' 2677?3
is used in the present study to design a metro bridge pier' The design philosophy of ++,+ is
based on the determination of the optimum structural strength to achieve a given performance
limit state% related to a defined level of damage% under a specified level of seismic intensity'%
)riestley et al' 2677?3' The pier designed by ++,+ method gives the uniform ris$ factor for
the whole structure'
The design procedure to find the base shear of the pier by ++,+ method is summarized
below'
!tep 8: Gield Curvature is calculated by
P
y
T 26'87 U J
y
3Ch
c
Fhere% J
y
is the yield strain and
h
c
is the section depth of rectangular
column !tep 6: Gield +isplacement is calculated by
y
T P
y
21 V -
sp
3
6
C ;
Fhere% 1 is the Column 1eight and
-
sp
is the Effective additional height representing strain penetration effects
Pa'e < 0
LITERATURE REVIE;
!tep ;: +esign +isplacement is lesser of
d
T K
d
U1 or EU
y
The ductility at design displacement is% E T
d
C
y
Fhere% K
d
T +rift limit
!tep <: Equivalent viscous damping
M
eq
T 7'7= V 7'<<<2E 58C E W3
!tep =: Ma0imum spectral displacement is calculated from +esign +isplacement !pectra
given in )riestley et al' 2677?3'
!tep >: +esign !trengthC,ase !hear is given by
9
,
T .
e d
<
6
m

6
c%
n
$ B
'
%
6

d
e

7'7?
_
1
6

'

7'76 +
,1
]
Fhere% .
e
T Effective !tiffness at pea$
response
T
e
T Effective response period
of pier
8 T +amping
8
c%n
T +isplacement at
the corner period for n I
damping
6'; BO? GIRDER BRIDGES
#n the past three decades% the finite
element method of analysis has rapidly
become popular and effective
technique for the analysis of bo0 girder
bridges' !o many researchers
conducted studies on ,o0 girder
bridges by using finite element
method'
.haled
et al'
26778%
67763
have
conduct
ed
detailed
literatur
e
review
on
analy
sis of
bo0
girde
r
bridg
es'
,ase
d on
.hal
ed et
al'
26778
% 67763% the following literature review
has been done and presented'
Malcolm and Redwood 28B?73 and
Moffatt and +owling 28B?=3 studied
the shear lag phenomena in steel bo05
girder bridges'
!isodiya et al' 28B?73 appro0imated the
curvilinear boundaries of finite
elements used to model the curved
bo05girder bridges by a series of
straight boundaries using parallelogram
Pa'e < 2
LITERATURE REVIE;
elements' This appro0imation would require a large number of elements to achieve a
satisfactory solution' !uch an approach is impractical% especially for highly curved bo0
bridges'
.omatsu and Na$ai 28B>>% 8B?73 presented several studies on the free vibration and forced
vibration of horizontally curved single% and twin bo05girder bridges using the fundamental
equation of motion along with 9lasovOs thin5walled beam theory' 4ield tests on bridges
e0cited either by a sha$er or by a truc$ travelling at various speeds showed reasonable
agreement between the theory and e0perimental results'
Chu and )in&ar$ar 28B?83 proposed a finite element formulation of curved bo05girder bridges%
consisting of horizontal sector plates and vertical cylindrical shell elements' The method can
be applied only to simply supported bridges without intermediate diaphragms'
Chapman et al' 28B?83 carried out a finite element analysis on steel and concrete bo05girder
bridges to study the effect of intermediate diaphragms on the warping and distortional
stresses'
-im et al' 28B?83 proposed an element that has a beam5li$e5in5plane displacement field' The
element is trapezoidal in shape% and hence% can be used to analyse right% s$ew% or curved bo05
girder bridges with constant depth and width'
Filliam and !cordelis 28B?63 presented an elastic analysis of cellular structures of constant
depth with arbitrary geometry in the plane using quadrilateral elements'
Cheung and Cheung 28B?63 described the application of the finite5strip method for the
determination of the natural frequencies and mode shapes of vibration of straight and curved
beam5slab or bo05girder bridges'
Pa'e < 9
LITERATURE REVIE;
Tabba 28B?63 utilized the thin5walled beam theory to estimate the natural modes and
frequencies of a curved simply supported girder of asymmetric multi cell section' Results
from testing two curved cellular ple0iglass models were used to verify the proposed method'
4am 28B?;3 studied the behaviour of curved bo05girder bridges using the finite5element
method for applied dynamic loads' Results from testing a single5cell ple0iglass model having
high curvature were used to verify the proposed method'
/rmstrong and -andon 28B?;3 and *reig and /rmstrong 28B?;3 reported the results of a field
study of a curved twin5spine composite bo05girder bridge in !pringfield% Mass'
,azant and El Nimeiri 28B?<3 attributed the problems associated with the neglect of
curvilinear boundaries in elements used to model curved bo0 beams to the loss of continuity
at the end cross sections of two ad&unct elements meeting at an angle' They developed a
s$ew5ended finite element with shear deformation using straight elements and adopted a more
accurate theory that allows for transverse shear deformations'
,uchanan et al' 28B?<3 conducted an e0perimental field investigation on the impact factor of
a twin cell bo05girder bridge with a composite dec$ near ,altimore'
4am and Tur$stra 28B?=3 described a finite5element scheme for static and free5vibration
analysis of bo0 girders with orthogonal boundaries and arbitrary combinations of straight and
horizontally curved sections using a four5node plate bending annular element with two
straight radial boundaries% for the top and bottom flanges% and conical elements for the
inclined web members'
Rabizadeh and !hore 28B?=3 conducted a finite5element method for the dynamic analysis of
curved multiple bo05girder bridges% which formed the basis for the impact factor adopted by
//!1T: 28B@73' The vehicle was simulated by two sets of concentrated forces having
Pa'e < 10
LITERATURE REVIE;
components in the radial and transverse directions% and moving with constant angular
velocities on circumferential paths of the bridge'
Ramesh et al' 28B?>3 uncoupled in5plane and out5of5plane forces and neglected shear
deformation to introduce a curved element with > degrees of freedom at each node' Their
method is applicable to single and multi5cell sections'
Moffat and -im 28B?>3 presented a finite5element technique to analyse straight composite
bo05girder bridges will complete or incomplete interaction with respect to the distribution of
the shear connectors'
Chu and Xones 28B?>3 e0tended the developed finite5element formulation of curved bo05
girder bridges 2Chu and )in&ar$ar 8B?83 to the dynamic analysis of such bridges'
Tur$stra and 4am 28B?@3 demonstrated the importance of warping and distortional stresses in
a single5cell curved bridge% in relation to the longitudinal normal bending stresses obtained
from curved beam theory'
!argious et al' 28B?B3 studied the behaviour of end diaphragm with opening in single5cell
concrete bo05girder bridges supported by a central pier'
+aniels et al' 28B?B3 presented the results of a finite5element study concerning the effect of
spacing of the rigid interior diaphragms on the fatigue strength of curved steel bo0 girders'
The results showed that reducing the interior diaphragms spacing effectively controls the
distortional normal and bending stresses and increases the fatigue strength of curved steel bo0
girders'
Xirouse$ and ,ouberguig 28B?B3 presented an efficient macro5element formulation for static
analysis of curved bo05girder bridges with variable cross section'
Templeman and Finterbottom 28B?B3 used the finite5element method to investigate the
minimum cost design of concrete spine bo0 beam bridge dec$s'
Pa'e < 11
LITERATURE REVIE;
1eins and !ahin 28B?B3 evaluated the first natural frequency of straight and curved% simply
supported and continuous% multispine bo05girder bridges using a finite5difference technique
to solve the differential equations of motion based on 9lasovOs thin5walled beam theory'
1eins and -ee 28B@83 presented the e0perimental results obtained from vehicle5induced
dynamic field testing of a two5span continuous curved composite concrete dec$5steel single5
cell bridge% located in !eoul'
Cheung et al' 28B@63 published results of e0perimental tests for moment impact factors for
bo0 girders with straight alignments'
+ezi 28B@=3 e0amined the influence of some parameters on the deformation of the cross
section in curved single5cell bo0 beams over those in straight single5cell bo0 beams' The
parameters considered in this study were transverse and longitudinal locations of e0ternal
loads% span5to5radius ratio% width5to5depth of the cell% and number of cross diaphragms'
#shac and !mith 28B@=3 presented simple design appro0imations for determining the
transverse moments in single5span single5cell concrete bo05girder bridges'
Mirza et al' 28B@=3 and Cheung and Mirza 28B@>3 investigated e0perimentally and
theoretically% using the finite5element method% the influence of the bracing systems on the
fundamental frequency of a composite concrete dec$5steel twin bo0 girder bridge model
continuous over two spans% with a varying depth at the intermediate support'
,alendra and !hanmugam 28B@=3 and !hanmugam and ,alendra 28B@>3 studied the free
vibration response of straight multi cell structures with solid webs and with web openings'
Chang and Hheng 28B@?3 used a finite5element technique to analyse the shear lag and
negative shear lag effects in cantilever bo0 girders' E0pressions were derived to determine
the region of negative shear lag effect with the interrelation of span and width parameters'
Pa'e < 12
LITERATURE REVIE;
#nbanathan and Fieland 28B@?3 presented an analytical investigation on the dynamic
response of a simply supported bo05girder bridge due to a vehicle moving over a rough dec$'
+ilger et al' 28B@@3 studied the effect of presence and orientation of diaphragms on the
reaction% internal forces% and the behaviour of s$ew% single cell% concrete bo05girder bridges'
!hush$ewich 28B@@3 showed that the actual ;+ behaviour of a straight bo05girder bridge% as
predicted by a folded5plate% finite5strip% or finite5element analysis% can be appro0imated by
using some simple membrane equations in con&unction with a plane frame analysis' #n
particular% the proposed method allows the reinforcing and prestressing to be proportional for
transverse fle0ure% as well as the stirrups to be proportioned for longitudinal shear and torsion
in single5cell% precast concrete% segmental bo05girder bridges'
Mirza et al' 28BB73 conducted free5vibration tests on prestressed concrete simply supported
one5 and two5cell bo05girder bridge models'
*aldos 28B@@3% *aldos et al' 28BB;3% and !chelling et al' 28BB63 studied the dynamic response
of horizontally curved composite multi spine bo05girder bridges of different spans% based on a
planar grid finite5element analysis' The moving vehicle was represented by two constant
forces with no mass% traveling with constant angular velocity in a circumferential path'
,ridge damping was neglected' Their findings form the basis for the impact factors currently
used by //!1T: 28BB;3 for curved multi spine bo05girder bridges'
Cheung and -i 28BB83 e0tended the application of the spline finite strip method to free5
vibration analysis of curved bo05girder bridges to reduce the computational effort when
compared to the finite5element method'
Cheung and Megnounif 28BB83 conducted an analytical investigation using the finite5element
method to study the influence of diaphragms% cross bracings% and bridge aspect ratio on the
dynamic response of a straight twin bo05girder bridge of <= m span'
Pa'e < 16
LITERATURE REVIE;
Mishra et al' 28BB63 presented an investigation into the use of closely associated finite5
difference technique for the analysis of right bo05girder bridges as a feasible alternative to the
finite element method' The method discretizes the total energy of the structure into energy
due to e0tension and bending and that due to shear and twisting contributed by two separate
sets of rectangular elements formed by a suitable finite5difference networ$'
.ashif 28BB63 developed a finite5element technique to analyse the dynamic response of
simply supported multiple bo05girder bridges considering vehicle5 bridge interaction'
.ou et al' 28BB63 presented a theory that incorporates a special treatment of warping in the
free5vibration analysis of continuous curved thin5walled girder bridges' /lso% .ou 28B@B3
e0amined the dynamic response of curved continuous bo0 girder bridges'
*aluta and Cheung 28BB=3 developed a hybrid analytical solution that combines the boundary
element method with the finite5element method to analyse bo05girder bridges' The finite5
element method was used to model the webs and bottom slab of the bridge% while the
boundary element method was employed to model the top slab'
Xeon et al' 28BB=3 presented a procedure for static and dynamic analysis of composite bo0
beams using a large deflection beam theory' The finite5element equations of motion for
beams undergoing arbitrary large displacements and rotations% but small strains% were
obtained from 1amiltonOs principle'
4afitis and Rong 28BB=3 presented a sub structuring analysis method for thin walled bo0
girders' #n this method% instead of solving the condensed equilibrium equations in the
traditional sub structuring method% a mi0 of compatibility and equilibrium equations are
employed with shear forces at the interfaces of thin walls as ma&or un$nowns' The proposed
method can be performed using any commercial finite5element analysis software'
Pa'e < 1>
LITERATURE REVIE;
1uang et al' 28BB=3 presented a procedure for obtaining the dynamic response of thin5walled
bo05girder bridges due to truc$ loading over a rough road surface% based on a thin5walled
beam finite5element model considering warping torsion and distortion' -ater% this procedure
was e0tended 2Fang et al' 8BB>3 to study the free5vibration characteristics and the dynamic
response of three5span continuous and cantilever thin5walled single5cell bo05girder bridges
when sub&ected to multivehicle load moving across a rough bridge dec$' Most recently% this
procedure was also e0tended 21uang et al' 8BB@3 to curved bo05girder bridges to obtain their
impact factor characteristics'
/bdelfattah 28BB?3 utilized ;+ finite5element modelling to study the efficiency of different
systems for stiffening steel bo0 girders against shear lag'
!enthilvasan et al' 28BB?3 combined the spline finite5strip method of analysis and a
horizontally curved folded5plate model to investigate the bridge5vehicle interaction in curved
single5 and multi cell bridges'
!ennah and .ennedy 28BB?% 8BB@c3 conducted indepth studies on the free vibration response
of simply supported and continuous curved composite cellular bo05girder bridges% resulting in
empirical e0pressions for the dominant frequency for such bridges'
!amaan et al' 2677?3 presented a dynamic analysis of curved continuous multiple bo0 girder
bridges% using the finite element method% to evaluate their natural frequencies and mode
shapes and e0perimental tests are conducted on two continuous twin5bo0 girder bridge
models of different curvatures to substantiate the finite5element model'
*upta et al' 267873 conducted a detailed study of bo0 girder bridge cross5sections namely
Rectangular% Trapezoidal and Circular and also presented a parametric study for deflections%
longitudinal and transverse bending stresses and shear lag for all cross5sections'
Pa'e < 1@
LITERATURE REVIE;
27> SUMMAR5
This chapter reviewed the literature regarding the two ma&or elements of an elevated bridge'
4irst segment dealt with the design of the pier and second part dealt with the bo0 girder' The
first part of the chapter reviewed +esign of Metro ,ridge )ier by 4orce ,ased +esign 24,+3
Method and +irect +isplacement ,ased !eismic +esign 2++,+3 Method'
The !econd part of this chapter is focused on ,o0 *irder ,ridges and brief discussion on its
research' ,ased on the critical assessment of literature of bo0 girder% it can be concluded that
bo0 girder bridges can be analysed by using finite element method and there are only limited
numbers of parametric studies are available on curved in plan bo0 girder bridges by
considering all the parameters' !o it is necessary to carry out the parametric study on curved
bo0 girder bridges to $now the response parameters'
Pa'e < 11
C4APTER 6
PERFORMANCE STUD5 OF A PIER DESIGNED B5 FBD AND DDBD
671 OVERVIE;
)erformance study of the typical pier designed by a 4orce ,ased +esign 24,+3 Method and
+irect +isplacement ,ased +esign 2++,+3 Method is described in this chapter' The pier is
designed based on 4,+ and ++,+ Method' )erformance assessment is carried out for the
designed pier and the results are discussed briefly'
672 DESIGN OF PIER USING FORCE BASED DESIGN
The geometry of pier considered for the present study is based on the design basis report of
the ,angalore Metro Rail Corporation 2,MRC3 -imited' The piers considered for the analysis
are located in the elevated metro station structure' The effective height of the considered piers
is 8;'@ m' The piers are located in !eismic Hone ##% as per #! 8@B; 2)art 83: 6776' The
modelling and seismic analysis is carried out using the finite element software !T//+ )ro'
The typical pier models considered for the present study are shown in figure ;'8'
2Type /3 2Type ,3
F$')re 671: Typical )ier Model
Pa'e < 10
PERFORMANCE STUD5 OF A PIER DESIGNED B5 FBD AND DDBD
67271 Mater$a& Pr"pert,
The material property considered for the present pier analysis for concrete and reinforcement
steel are given in Table ;'8'
Ta3&e 671: Mater$a& Pr"pert, #"r P$er
Pr"pert$e( "# C"!*rete
Compressive !trength of Concrete >7 NCmm
6
+ensity of Reinforced Concrete 6< $NCm
;
Elastic Modulus of Concrete ;>777 NCmm
6
)oissonOs Ratio 7'8=
Thermal E0pansion Coefficient 8'8? 0 87
5=
C
7
C
Pr"pert$e( "# Re$!#"r*$!' Stee&
Gield !trength of !teel =77 NCmm
6
GoungOs Modulus of !teel 67=%777 NCmm
6
+ensity of !teel ?@'= $NCm
;
)oissonOs Ratio 7';7
Thermal E0pansion Coefficient 8'6 0 87
5=
C
7
C
67272 De($'! L"a.
The elementary design load considered for the analysis are +ead -oads 2+-3% !uper #mposed
-oads 2!#+-3% #mposed -oads 2--3% Earthqua$e -oads 2ER3% Find -oads 2F-3% +erailment
-oad 2+R-3% Construction Q Erection -oads 2E-3% Temperature -oads 2:T3 and !urcharge
-oads 2Traffic% building etc'3 2!R3' The appro0imate loads considered for the analysis are
shown in Table ;'6' The total seismic weight of the pier is 8?@>6 $N'
Pa'e < 12
PERFORMANCE STUD5 OF A PIER DESIGNED B5 FBD AND DDBD
Ta3&e 672: /ppro0imate design -oad
L"a. #r" P&at#"r Le%e& L"a. L"a. #r" Tra*- Le%e&
L"a
.
!elf Feight 867 $N !elf Feight 8>7 $N
!lab Feight @= $N !lab Feight 877 $N
Roof Feight 86= $N T"ta& DL 6>7 $N
T"ta& DL ;;7 $N !#+- 887 $N
!#+- 8== $N Tra$! L"a. 8B7 $N
Crowd -oad @7 $N ,ra$ing V Tractive -oad 6B $N
-- on Roof 8>7 $N -ong Felded Rail 4orces =@ $N
T"ta& LL 6<7 $N ,earing -oad 67 $N
Roof Find -oad @= $N Teperat)re L"a.
-ateral 6<= $N 4or Trac$ *irder 67 $N
,earing -oad 8< $N 4or )latform *irder 8< $N
+erailment -oad
@7
$NCm
The force based design is carried out for )ier as per #! 8@B;:6776 and #R! C,C 8BB? Code
and the results are shown in Table ;';' 4rom the 4,+% it is found out that the minimum
required cross section of the pier is only 8'= m 0 7'? m for 6 I reinforcement' The base shear
of the pier is @B8 $N'
Ta3&e 676: Reinforcement +etails as per 4orce ,ased +esign
D "# Re$!#"r*ee!t
P$er T,pe
Cr"(( D$aeter "# N)3er
Pr"%$.e. 3, Se*t$"! EF Bar EF "# Bar(
ReG)$re.
BMRC
)ier Type / 6'< 0 8'> ;6 Y;6 7'@ I 8'<@ I
)ier Type , 6'< 0 8'> ;6 Y;@ 7'@ I 8'<@ I
Pa'e < 19
PERFORMANCE STUD5 OF A PIER DESIGNED B5 FBD AND DDBD
676 DESIGN OF PIER USING
DIRECT DISPLACEMENT
BASED DESIGN
The direct displacement based
seismic design method proposed
by )riestley et al' 2677?3 and #R!
C,C 8BB? Code is used to design
of )ier Type , and the results are
shown in Table ;'<' The
performance level considered for
the study is a -ife !afety 2-!3
level'
Ta3&e 67> Reinforcement
+etails as per +irect
+isplacement ,ased !eismic
+esign
D$(p&a*ee!
t Dr$#t
Cr"((
Se*t$"!
D)*t$&$t,
L$$t
EF
EF
8 7'6?> 8'= 0 7'?
6 7'6?> 8'= 0 7'?
; 7'6?> 8'= 0 7'?
< 7'6?> 8'= 0 7'?
The parametric study is carried to $now
the effect of displacement ductility on
base shear for different )erformance
levels and the results are shown in 4igure
;'6' The figure shows that as the
displacement ductility level increases the
base shear of the pier decreases and also
the difference between different
performance levels is about <7 I'
?7
7
>7
7
(kN)
=7
7
Shear
<7
7
;7
7
Base
67
7
87
7
7
8 6 ;
D$(p&a*ee!t D)*t$&$t,
F$')re 672: Effect of displacement
ductility on base shear for different
)erformance levels
Pa'e < 20
PERFORMANCE STUD5 OF A PIER DESIGNED B5 FBD AND DDBD
67> PERFORMANCE ASSESSMENT
The performance assessment is done to study the performance of designed pier by 4orce
,ased +esign Method and +irect +isplacement ,ased +esign Method' 4or this purpose%
Non5linear static analysis is conducted for the designed pier using !eismo!truct !oftware and
the results are shown in Table ;'=' The section considered is 8'= m 0 7'? m' )erformance
parameters behaviour factor 2RD3% structure ductility 2 LO3 and ma0imum structural drift
2ZO
ma0
3 are found for both the cases'
The behaviour factor 2RD3 is the ratio of the strength required to maintain the structure elastic
to the inelastic design strength of the structure' The behaviour factor% RD% therefore accounts
for the inherent ductility% over the strength of a structure and difference in the level of stresses
considered in its design' 4EM/ 6?; 28BB?3% #,C 2677;3 suggests the R factor in force5based
seismic design procedures' #t is generally e0pressed in the following form ta$ing into account
the above three components%
&[ &

&
s
'
where% R
L
is the ductility dependent component also $nown as the ductility reduction factor%
R
!
is the over5strength factor and G is termed the allowable stress factor' Fith reference to
4igure ;';% in which the actual force\displacement response curve is idealised by a bilinear
elastic\perfectly plastic response curve% the behaviour factor parameters may be defined as
( ) ( ) ( ) ( )
Pa'e < 21
PERFORMANCE STUD5 OF A PIER DESIGNED B5 FBD AND DDBD
where% 9
e
% 9
y
% 9
s
and 9
w
correspond to the structureOs elastic response strength% the idealised
yield strength% the first significant yield strength and the allowable stress design strength%
respectively as shown in the 4igure ;';'
F$')re 676: Typical )ushover response curve for evaluation of performance parameters
The structure ductility% LO% is defined in as ma0imum structural drift 2ZD
ma0
3 and the
displacement corresponding to the idealised yield strength 2Z
y
3 as:
8
[

[
ma0
8y
#n 4orce ,ased +esign% a force reduction factor 2R3 of 6'= is used% and the design base shear
is estimated to be @B8$N in the 4,+' The performance parameters of the section designed
using 4,+ shows that the behaviour factor R is found to be about 6'?<' The same pier is
designed using a ++,+ method for target displacement ductility and drift% the performance
parameters structural ductility and structural drift are found out for these cases' #t shows that
the achieved performance parameters are higher than assumed in the design stage in both
cases of ++,+' Though the 4,+ may not always guarantee the performance parameter
required% in the present case the pier achieves the target requirement' #n the case of ++,+%
Pa'e < 22
PERFORMANCE STUD5 OF A PIER DESIGNED B5 FBD AND DDBD
the design considers the target displacement ductility and drift at the design stage% and the
present study shows that in both the e0amples the ++,+ method achieves the behaviour
factors more than targeted 9alues' These conclusions can be considered only for the selected
pier' 4or *eneral conclusions large number of case studies is required and it is treated as a
scope of future wor$'
Ta3&e 67@: )erformance /ssessment of designed )ier
De($'!e. T,pe "#
N"7
Per#"ra!*
e
V
3
D
"# H Paraeter( A*+$e%e.
.e($'!
"#
Stee
&
E-NF
E
F
Bar(
I R I R
6'= 4,+ @B8 6 I ;6 Y6@ 6'?<
8
7'6?
> +,+ >7< 8'6 I ;6 Y8>
;'
= 7';= ;'6=
6
7'6?
> +,+ 8=7 7'@ I ;6 Y86
;'
< 7';< 88'>;
67@ SUMMAR5
#n this chapter the performance study on designed pier by 4,+ and ++,+ is carried out' The
design of the pier is done by both forced based design method and direct displacement based
design method' The parametric study showed that the effect of displacement ductility on base
shear for different )erformance levels' The performance assessment of selected designed pier
showed that% 4,+ Method may not always guarantee the performance parameter required and
in the present case the pier &ust achieved the target requirement' #n case of ++,+ method%
selected pier achieved the behaviour factors more than targeted 9alues' These conclusions can
be considered only for the selected pier'
Pa'e < 26
C4APTER >
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER
BRIDGES
>71 OVERVIE;
)arametric study of bo0 girder bridges using finite element method is described in this
chapter' The parameters of bo0 girder bridges considered in this study are radius of curvature%
span length% span length to the radius of curvature ratio and number of bo0es' The various
responses parameters considered are the longitudinal stress at the top and bottom% shear%
torsion% moment% deflection and fundamental frequency'
Numerical analysis carried out by *upta et al' 267873 is used for validation of the finite
element model' The parametric study is carried out% using >7 bridge models% to investigate the
behaviour of bo0 girder bridges' /lso% the results obtained from parametric study are
discussed briefly in this chapter'
>72 VALIDATION OF T4E FINITE ELEMENT MODEL
To validate the finite element model of bo0 girder bridges in !/) 6777% a numerical e0ample
from the literature 2*upta et al'% 67873 is considered' 4igure <'8 shows the cross section of
simply supported ,o0 *irder ,ridge considered for validation of finite element model' ,o0
girder considered is sub&ected to two concentrated loads 2) T 6 ] @77 N3 at the two webs of
mid span' !pan -ength assumed in this study is @77 mm and the material property considered
are Modulus of elasticity 2E3 T6' @<6*)a and Modulus of rigidity 2*3 T8' 78=*)a'
The mid span deflection of the modelled bo0 girder bridge is compared with the literature and
it is presented in the Table <'8' 4rom the Table <'8% it can be concluded that the present model
gives the accurate result'
Pa'e < 2>
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
All Units are in millimetre
F$')re >71: Cross !ection of !imply !upported ,o0 *irder ,ridge
Ta3&e >71: Mid !pan +eflection of !imply !upported ,o0 *irder ,ridge
Paraeter G)pta et a&7 E2010F Pre(e!t St).,
Mid !pan +eflection 2mm3 <'B6 <'B8
>76 CASE STUD5 OF BO? GIRDER BRIDGES
The geometry of ,o0 *irder ,ridge considered in the present study is based on the design
basis report of the ,angalore Metro Rail Corporation 2,MRC3 -imited' #n this study% >7
numbers of simply supported bo0 girder bridge model is considered for analysis to study the
behaviour of bo0 girder bridges' The details of the cross section considered for this study is
given in 4igure <'6 and various geometric cases considered for this study are presented in
Table <'6' The material property considered for the present study is shown in Table <';'
All Units are in metre
F$')re >72: Cross !ection of !imply !upported ,o0 *irder ,ridge considered for study
Pa'e < 2@
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
Ta3&e >72: *eometries of ,ridges used in )arametric !tudy
Spa! Le!'t+
EF
Ra.$)( "# C)r%at)re
EF
T+eta
Era.$a!F N)3er "# B"Be(
Ra.$)( "# C)r%at)re
;8 ^ 7'7777
;8 877 7';877
;8 8=7 7'67>?
;8 677 7'8==7
8%6%;
;8 6=7 7'86<7
;8 ;77 7'87;;
;8 ;=7 7'7@@>
;8 <77 7'7??=
Spa! Le!'t+
8> 867 7'8;;;
8B 867 7'8=@;
66 867 7'8@;;
8%6%;
6= 867 7'67@;
6@ 867 7'6;;;
;8 867 7'6=@;
Spa! Le!'t+ t" Ra.$)( "# C)r%at)re Rat$"
86 867 7'8777
6< 867 7'6777
;> 867 7';777
8%6%;
<@ 867 7'<777
>7 867 7'=777
?6 867 7'>777
Ta3&e >76: Material )roperties
Pr"pert$e( "# Mater$a&
Va&)
e
Feight per unit volume
6;=<77 NCm
;
Mass per unit volume 6<777 NCm
;
Modulus of Elasticity 2E3 ;6=77 0 87
>
NCm
6
)oissonOs Ratio 2N3 7'8=
Coefficient of thermal e0pansion 2/3
8'8?7 0 87
5=
C
_C
!hear Modulus 2*3 8'<8; 0 87
87
NCm
6
!pecific Concrete Compressive !trength 2f
c
D3 <= 0 87
>
NCm
6
Pa'e < 21
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
The moving load analysis is performed for live load of two lane #RC > Class / 2Trac$ed
9ehicle3 loading for all the cases considered by using !/) 6777' The longitudinal stress at
the top and bottom% shear% torsion% moment% deflection and fundamental frequency is
calculated and compared with !ingle Cell ,o0 *irder 2!C,*3% +ouble Cell ,o0 *irder
2+C,*3 and Triple Cell ,o0 *irder 2TC,*3 bridge cases for various parameters viz'% radius
of curvature% span length% and span length to the radius of curvature ratio'
>7> FINITE ELEMENT MODELLING
The finite element modelling methodology adopted for validation study is used for the
present study' The modelling of ,o0 *irder ,ridge is carried out using ,ridge Module in
!/) 6777' The !hell element is used in this finite element model to discretize the bridge
cross section' /t each node it has si0 degrees of freedom: translations in the nodal 0% y% and z
directions and rotations about the nodal 0% y% and z a0es' The typical finite element discretized
model of straight and curved simply supported bo0 *irder ,ridge in !/) 6777 is shown in
figure <';2a3 and <';2b3'
)lan )lan
;+ Model ;+ Model
F$')re >76EaF: +iscretized model of simply F$')re >76E3F: +iscretized model of simply
supported !traight ,o0 *irder ,ridge in !/) supported Curved ,o0 *irder ,ridge in !/)
6777 6777
Pa'e <
20
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
>7@ PARAMETRIC STUD5
The parametric study is carried out to investigate the behaviour 2i'e'% the longitudinal stress at
the top and bottom% shear% torsion% moment% deflection and fundamental frequency3 of bo0
girder bridges for different parameters viz' radius of curvature% span length% span length to
radius of curvature ratio and number of bo0es'
>7@71 Ra.$)( "# C)r%at)re
Two lane ;8 m !ingle Cell ,o0 *irder 2!C,*3% +ouble Cell ,o0 *irder 2+C,*3 and Triple
Cell ,o0 *irder 2TC,*3 ,ridge are analysed for different radius of curvatures to illustrate
the variation of longitudinal stresses at the top and bottom% shear% torsion% moment% deflection
and fundamental frequency with radius of curvature of bo0 girder bridges'
To e0press the behaviour of bo0 girder bridges curved in plan with reference to straight one% a
parameter A is introduced' A is defined as the ratio of response of the curved bo0 girder to the
straight bo0 girder'
The variation of longitudinal stress at top with radius of curvature of bo0 girder bridges is
shown in 4igure <'<' /s the radius of curvature increases% the longitudinal stress at the top
side of the cross section decreases for each type of ,o0 *irder ,ridge' 9ariation of !tress
between radius of curvature 877 m and <77 m is only about 6 I and it is same for all the
three cases' !tress variation between each type of bo0 girder is only about 8 I' 4igure <'=
represents a non5dimensional form of the stress variation for all the three types of bo0 girder'
#t shows that stress variation pattern is same for all the three types of bo0 girder'
Pa'e < 22
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
)
8
'
7
?
E
V
7
>
8'7;7

!
L
o
8'7?EV7>
+C,*
8'7>EV7>
8
'
8
'
8
'
8
'
8
'
8
'
8
'
8
'
8
7
t
o
p
a
t
S
t
r
e
s
s
L
o
n
g
i
t
u
d
i

8'7
77
877 8=7
Ra.
$)(
"#
C)r
%at)
re
EF
F$')re >7>: 9ariation of -ongitudinal !tress
with Radius of Curvature at Top of ,o0 *irder
The variation of
longitudinal stress at
the bottom with
radius of curvature of
bo0 girder bridges is
shown in 4igure <'>'
/s the radius of
curvature increases%
the longitudinal
stress at the bottom
side of the cross
sinal
stre
ss at
the
bott
om
with
radi
us
of
curv
atur
i
n
c
r
e
a
s
e
s
%

t
he
longitu
dinal
stress
at the
bottom
side of
the
cross
section
decrea
ses for
each
type of
,o0
*irder
,ridge'
9ariatio
n of
stress
betwee
n radius
of
curvatu
re 877 m and <77 m is
only about 6 I and it
is same for all the
three cases' 9ariation
of stress between each
type of bo0 girder is
about < I' 4igure <'?
represents the non5
dimensional form of
the stress variation for
all the three types of
bo0 girder' #t shows
that stress variation pthe
L
o
8
'
<
<
E
V
7
>
8
'
<
6
E
V
7>
8'<7EV7
>

!C,*
+C,*

T
C
,
*
8'7
;7
!C
,*
b
o
tt
o
m
8'7
6=
+C
,*
TC
,*
a
t
8'7
67
S
t
r
e
s
s
8'7
8=
L
o
n
g
it
u
d
i
n
a
l
8'7
87
8'7
7=

8'7
77
877
8=7
677
6=7
;77
;=7
<77
Ra.$)( "#
C)r%at)re EF
F$
'
at
io
n
of
-
o
ngit
udin
al
!tre
ss
with
Radi
us of
Curv
ature
at
,ott
om of ,o0
*irder
Ra.$)( "#
C)r%at)re EF
F
t
h
R
a
d
i
us
of
Cu
rva
tur
e
of
,o
0
*i
rd
er
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
The variation of shear force on the radius of bo0 girder bridges is shown in 4igure <'@' /s the
radius of curvature increases% the shear force of bo0 girder bridge decreases till radius of
curvature 6=7 m and then it is having a slight increase up to ;77 m and then decreases from a
radius of curvature ;77 m for each type of ,o0 *irder ,ridge' 9ariation of shear force
between radius of curvature 6=7 m and ;77 m is only about 7'7? I and it is same for all the
three cases' 9ariation of shear force between radius of curvature 877 m and <77 m for each
type of bo0 girder is only about 7'? I' 4igure <'B represents the non5dimensional form of the
shear force variation for all the three types of bo0 girder' #t shows that the shear force
variation pattern is almost same for +C,* and TC,* and for !C,*` it is 8 I more than
+C,* and TC,*'
?'B8EV7=
8'7
87
!C,
*
!C,*
8'7
7B
?'B7EV7=
+C,
*
+C,*
8'7
7@
TC,
*
?'@BEV7=
TC,*
S
h
e
a
r

F
o
r
c
e
Fo
rc
e
(N
)
8'7
7?
?'@@EV7=
8'7
7>
?'@?EV7=
8'7
7=
Sh
ea
r
?'@>EV7=

8'7
7<
8'7
7;
?'@=EV7=
8'7
76
?'@<EV7=
8'7
78
87
7
8=
7
67
7
6=
7
;7
7 ;=7 <77 877 8=7 677 6=7 ;77
;=
7
<7
7
Ra.$)( "# C)r%at)re EF Ra.$)( "# C)r%at)re EF
F$')re >72: 9ariation of !hear 4orce with Radius of
Curvature of ,o0 *irder
F$')re >79: 9ariation of
A
S+ear F"r*e

with Radius of
Curvature of
,o0 *irder
The variation of torsion with
radius of curvature of bo0
girder bridges is shown in
4igure
<'87'
/s the
radius
of
curvat
ure increases% torsion decreases
for each type of ,o0 *irder
,ridge' 9ariation of torsion
between radius of curvature
877 m and <77 m is about 8>5
8B I for all the three cases and
it shows that the radius of
curvature having a significant
effect in torsion of bo0 girder
bridge
s'
9ariati
on of
torsio
n
betwe
en
+C,
* and
TC,
* is
very small and variation of
torsion between !C,* and
others is about ; I' 4igure <'88
represents a non5
Pa'e < 60
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
dimensional form of the torsion variation for all the three types of bo0 girder' #t shows that
torsion variation pattern is same and has ; I variation between the three types of bo0 girder'
8'>=EV7>
8';
77
!C,
*
!C,*
8'>7EV7>
+C,*
8'6
=7
+C,
*
8'==EV7> TC,*
T
o
r
s
i
o
n
8'6
77
TC,
*
(N
m)
8'=7EV7>
8'8
=7
To
rsi
on
8'<=EV7>

8'8
77
8'<7EV7>
8';=EV7>
8'7
=7
8';7EV7>
8'7
77
8'6=EV7>
7'B
=7
87
7
8=
7
67
7
6=
7
;7
7 ;=7 <77 877 8=7 677 6=7 ;77
;=
7
<7
7
Ra.$)( "# C)r%at)re EF Ra.$)( "# C)r%at)re EF
F$')re >710: 9ariation of Torsion with Radius F$')re >711: 9ariation of A
Torsion
with Radius of
of Curvature of ,o0 *irder Curvature of ,o0 *irder
The variation of moment with radius of curvature of bo0 girder bridges is shown in 4igure
<'86' /s the radius of curvature increases% moment decreases for each type of ,o0 *irder
,ridge' 9ariation of moment between radius of curvature 877 m and <77 m is about 6 I for
all the three cases' 9ariation of the moment is very small between three types of bo0 girder'
4igure <'8; represents a non5dimensional form of the moment variation for all the three types
of bo0 girder' #t shows that moment variation pattern is same between the three types of bo0
girder'
>'7>EV7>
8'7
;7
!C,
*
!C,*
>'7<EV7>
+C,*
8'7
6=
+C,
*
>'76EV7> TC,*
M
o
m
e
n
t
TC,
*
(N
m)
>'77EV7>
8'7
67
='B@EV7>
8'7
8=
M
o
me
nt

='B>EV7>
8'7
87
='B<EV7>
='B6EV7>
8'7
7=
='B7EV7>
8'7
77
87
7
8=
7
67
7
6=
7
;7
7 ;=7 <77 877 8=7 677 6=7 ;77
;=
7
<7
7
Ra.$)( "# C)r%at)re EF Ra.$)( "# C)r%at)re EF
F$')re >712: 9ariation of Moment with Radius
F$')re >716: 9ariation of A
Moment
with
Radius
of Curvature of ,o0 *irder of Curvature of ,o0 *irder
Pa'e < 61
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
The variation of deflection with radius of
curvature of bo0 girder bridges is shown in
4igure <'8<' /s the radius of curvature
increases% deflection decreases for each type
of ,o0 *irder ,ridge' 9ariation of
deflection between radius of curvature 877
m and <77 m is about 8;58@
8I for all the three cases' 9ariation of
deflection between three types of bo0
girder is about 8=
6I and this indicates that the effect of
radius of curvature on deflection is
significant' 4igure <'8= represents a non5
dimensional form of the deflection variation
for all the three types of bo0 girder' #t shows
that the deflection variation pattern is same
between the three types of bo0 girder and has
a variation of about = I'
?'77E
57;
>'=7E
57;
(
m
>'77E
57;
D
e
='=7E
57;
='77E
57;
<'=7E
57;
!C,*
+C,*
TC,*
8';
=7
!C
,*
8';
77
+C
,*
D
e
f
l
e
c
t
i
o
n
8'6
=7
TC
,*
8'6
77

8'8
=7
8'8
77
8'7
=7
<'77E57;
877 8=7 677
6=7 ;77
;=7 <77
Ra.$)(
"#
C)r%at
8'7
77
877 8=7
Ra.$
)( "#
C)r%a
t)re
EF
F$')re >71>: 9ariation
of +eflection with
Radius of Curvature
of ,o0 *irder
1
+eflecti
on

with
Radi
us of
Curv
atur
e of
,o0
*
i
r
d
e
r
The variation o
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
?'B7E578
?'@@E578
!C,*
?'@>E578 +C,*
?'@<E578
TC,*
(

?'@6E578
?'@7E578
?'?@E578
?'?>E578
c
!
F
r

?'?<E578
7'B
BB
?'?6E578
7'B
BB
?'?7E578
7'B
B@
?'>@E578
?'>>E578
7'B
B@
?'><E578
7'B
B?
87
7 8=7 677
6=
7 ;77
;=
7 <77 877 8=7
Ra.$)( "# C)r%at)re EF Ra.$)( "#
C)r%at)re EF
F$')re >711: 9ariation of Natural
4requency with Radius of
Curvature of ,o0 *irder
F$')re >710: 9ariation of A
4requency
with
Radius of Curvature of ,o0
*irder
>7@72 Spa! Le!'t+
Two lanes with 867 m
radius of curvature
!ingle Cell ,o0
*irder ,ridge
2!C,*3% +ouble Cell
,o0 *irder ,ridge
2+C,*3 and Triple
Cell ,o0 *irder
,ridge 2TC,*3 are
analysed for different
span length to
illustrate the variation
of longitudinal
stresses at the top and
bottom% shear% torsion%
moment% deflection
and fundamental
frequency with a span
length of bo0 girder
bridges'
The variation of
-ongitudinal !tress at
the top with a span
length of bo0 girder
bridges is shown in
4igure <'8@' /s the
span length increases%
longitudinal stress at
top of bo0 girder
increases for each
type of ,o0 *irder
,ridge' 9ariation of
longitudinal stress at
top of bo0 girder
between span length
8> m and ;8 m is
abo
ut
><
I
for
all
the
thre
e
cas
es
and
it
sho
ws
that
effe
ct
of
sp
an
len
gt
h
on
lo
ng
itu
di
nal
str
ess
at
to
p
is
sig
nif
icant' 9ariation of
longitudinal stress at
top between three
types of bo0 girder is
only about 6 I'
The variation of
-ongitudinal !tress at
the bottom with a span
length of bo0 girder
bridges is shown in
4igure <'8B' /s the
span length increases%
longitudinal stress at
bottom of bo0 girder
increases for each type
of ,o0 *irder ,ridge'
9ariation of
longitudinal stress at
bottom of bo0 girder
between span length
8> m and ;8 m is
about >< I for all the
three cases and it
Pa'e < 66
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
shows that effect of span length on longitudinal stress at the bottom is also significant'
9ariation of longitudinal stress at bottom between three types of bo0 girder is about = I'
8'<7EV7> !C,*
)
" 6'77EV7>
!C,
*
L
o
n
g
i
t
u
d
i
n
a
l

S
t
r
e
s
s

a
t

B
o
t
t
o
m

(
N
#
m
8'67EV7>
+C,*
8'@7EV7>
+C,
*
TC,* 8'>7EV7>
TC,
*
8'77EV7>
8'<7EV7>
@'77EV7= 8'67EV7>
>'77EV7=
8'77EV7>
@'77EV7=
<'77EV7=
LongitudinalStressatTop(N#m")
>'77EV7=
<'77EV7= 6'77EV7=
8> 8B 66 6= 6@ ;8 8> 8B 66 6= 6@ ;8
Spa! Le!'t+ EF Spa! Le!'t+ EF
F$')re >712: 9ariation of -ongitudinal !tress at top
with !pan -ength at Top of ,o0 *irder
F$')re >719: 9ariation
of -ongitudinal !tress at
bottom with !pan -ength
at ,ottom of ,o0 *irder
The variation of shear force
with a span length of bo0
girder bridges is shown in
4igure <'67' /s the span length
increases% !hear 4orce of bo0
girder increases for each type
of ,o0 *irder ,ridge'
9ariation of
the shear
force of bo0
girder
between
span length
8> m and ;8
m is about
6= I for all
the three
cases and it
shows that
effect of span
length on
shear force is
significant'
9ariation of shear force
between three types of bo0
girder is about = I'
The variation of torsion with
span length of bo0 girder
bridges is shown in 4igure
<'68' /s the span length
increases% torsion of bo0 girder
increases for each type of ,o0
*irder ,ridge' 9ariation of
torsion of bo0 girder between
span length 8> m and ;8 m is
about ;6 I for all the three
cases and it shows that effect
of span
length on
torsion is
significant'
9ariation of
torsion
between three
types of bo0
girder is only
about 7'@ I'
Pa'e < 6>
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
8'77EV7> !C,* 8'@7EV7>
!C,
*
B'=7EV7=
+C,*
8'?7EV7>
+C,
*
B'77EV7=
TC,*
TC,
* 8'>7EV7>
(N
)
@'=7EV7=
m
)
8'=7EV7>
Sh
ea
r
Fo
rc
e
@'77EV7=
T
o
r
s
i
o
n

(
N
?'=7EV7= 8'<7EV7>
?'77EV7=
8';7EV7>
>'=7EV7=
8'67EV7>
>'77EV7=
='=7EV7=
8'87EV7>
='77EV7= 8'77EV7>
8> 8B 66 6= 6@ ;8 8> 8B 66 6= 6@ ;8
Spa! Le!'t+ EF Spa! Le!'t+ EF
F$')re >720: 9ariation of !hear 4orce with
F$')re >721: 9ariation of Torsion with
!pan
!pan -ength of ,o0 *irder -ength of ,o0 *irder
The variation of moment with a span length of bo0 girder bridges is shown in 4igure <'66' /s
the span length increases% moment of bo0 girder increases for each type of ,o0 *irder ,ridge'
9ariation of moment of bo0 girder between span length 8> m and ;8 m is about >< I for all
the three cases and it shows that effect of span length on the moment is significant' 9ariation
of moment between three types of bo0 girder is only about 8'= I'
The variation of deflection with a span length of bo0 girder bridges is shown in 4igure <'6;'
/s the span length increases% deflection of bo0 girder increases for each type of ,o0 *irder
,ridge' 9ariation of deflection of bo0 girder between span length 8> m and ;8 m is about ?=
I for all the three cases and it shows that effect of span length on deflection is significant'
9ariation of deflection between three types of bo0 girder is about 8; I'
Pa'e < 6@
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
@'77EV7> !C,*
?'77EV7> +C,*
>'77EV7>
TC,*
(
N
='77EV7>
M
o
<'77EV7>
;'77EV7>
6'77EV7>
8'77EV7>
8> 8B 66 6= 6@ ;8
Spa! Le!'t+ EF
@'77E5
7;
!C,
*
?'77E5
7;
+C,
*
>'77E5
7;
TC,
*
='77E5
7;
<'77E5
7;
;'77E5
7;
6'77E5
7;
8'77E5
7;
<'77E5
8@
8> 8B 66 6=
6
@ ;8
58'77E5
7;
Spa! Le!'t+
EF
F$')re >722: 9ariation of Moment with !pan
-ength of ,o0 *irder
The variation of frequency
with a span length of bo0
girder bridges is shown in
4igure <'6<' /s the span
length
increases%
frequency of
bo0 girder
decreases for
each type of
,o0 *irder
,ridge'
9ariation of
frequency of
bo0 girder
between
span length
8> m and ;8
m is about >> I for all the
three cases and it shows that
effect of span length on
frequency is significant'
9ariation of frequency
between three types of bo0
girder is only about 6 I'
6'=7EV77

!
F
r
6'77EV77
8'=7EV77
8'77EV77
='77E578
7'77EV77
TC,*
8>
8B
Spa! Le!'t+
EF
F
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
>7@76 Spa! Le!'t+ t" Ra.$)( "# C)r%at)re Rat$"
Two lanes with 867 m radius of curvature !ingle Cell ,o0 *irder ,ridge 2!C,*3% +ouble
Cell ,o0 *irder ,ridge 2+C,*3 and Triple Cell ,o0 *irder ,ridge 2TC,*3 are analysed for
different span length to the radius of curvature of ratio to illustrate the variation of
longitudinal stresses at top and bottom% shear% torsion% moment% deflection and fundamental
frequency with a span length of bo0 girder bridges'
The variation of -ongitudinal !tress at the top with span length to the radius of curvature of
ratio of bo0 girder bridges is shown in 4igure <'6=' /s the span length to the radius of
curvature of ratio increases% longitudinal stress at the top of bo0 girder increases for each type
of ,o0 *irder ,ridge' 9ariation of longitudinal stress at the top of bo0 girder between span
length to the radius of curvature of ratio 7'8 \ 7'> is about B6 I for all the three cases and it
shows that effect of span length to the radius of curvature of the ratio on longitudinal stress at
the top is significant' 9ariation of longitudinal stress at top between three types of bo0 girder
is only about 8 I'
The variation of -ongitudinal !tress at the bottom with a span length of bo0 girder bridges is
shown in 4igure <'6>' /s the span length to the radius of curvature of ratio increases%
longitudinal stress at bottom of bo0 girder increases for each type of ,o0 *irder ,ridge'
9ariation of longitudinal stress at the bottom of bo0 girder between span length to the radius
of curvature of ratio 7'8 \ 7'> is about B6 I for all the three cases and it shows that effect of
span length to the radius of curvature of the ratio on longitudinal stress at the bottom is also
significant' 9ariation of longitudinal stress at bottom between three types of bo0 girder is
about < I'
Pa'e < 60
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
<'77EV7>
!C,
*
)
(
N
;'=7EV7>
+C,
*
;'77EV7>
TC,
*
T
o 6'=7EV7>
a
t
S
t
6'77EV7>
L
o
8'=7EV7>
8'77EV7>
='77EV7=
7'77EV77
7'
8 7'6 7'; 7'< 7'= 7'>
Spa! Le!'t+ t" Ra.$)( "# C)r%at)re Rat$"
)
>'77EV7>
(
N
#
m
" ='77EV7>
a
t

B
o
t
t
o
m
<'77EV7>
S
t
r
e
s
;'77EV7>
L
o
n
g
i
t
u
d
i
n
a
l
6'77EV7>
8'77EV7>
7'77EV77
7'
8 7'6 7'; 7'< 7'=
Spa! Le!'t+ t" Ra.$)( "#
C)r%at)re Rat$"
F$')re >72@: 9ariation of -ongitudinal
!tress at top with2-CR3 Ratio of
,o0 *irder F$')re >721:
9ariation of
-ongitudinal
!tress at
bottom
with2-CR3
Ratio of
,o0 *irder
The variation of shear
force with a span
length of bo0 girder
bridges is shown in
4igure <'6?' /s the
span length to the
radius of curvature of
ratio increases% !hear
4orce of bo0 girder
increases for each
type of ,o0 *irder
,ridge' 9ariation of
the shear force of bo0
girder between span
length to the radius of
curvature of ratio 7'8
\ 7'> is about <? I
for all the
three
cases and
it shows
that effect
of span
length to
the radius
of
curvature
of the
ratio on
shear
force is
significan
t'
9ariation
of shear
force
between
three
types of
bo0
girder is
about <
I'
The
variation
of torsion
with span
length of
bo0
girder
bridges is
show
n in
4igur
e
<'6@'
/s
the
span
length
to
radius
of
curvat
ure of
ratio
increa
ses%
torsio
n of
bo0
girder
increa
ses for
each
type
of
,o0
*irder
,ridg
e'
9ariati
on of
torsio
n of
bo0 girder between
span length to the
radius of curvature of
ratio 7'8 \ 7'> is about
@7 I for all the three
cases and it shows that
effect of span length to
the radius of curvature
of ratio on torsion is
significant' 9ariation
of torsion between
three types of bo0
girder is only about 8
I'
Pa'e < 62
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
8'67EV7> !C,* ='77EV7>
!C,
*
8'87EV7> +C,*
<'=7EV7> +C,
*
TC,*
<'77EV7>
TC,
*
8'77EV7>
(N
)
m
)
;'=7EV7>
Sh
ea
r
Fo
rc
e
B'77EV7=
T
o
r
s
i
o
n

(
N
;'77EV7>
@'77EV7=
6'=7EV7>
?'77EV7=
6'77EV7>
8'=7EV7>
>'77EV7=
8'77EV7>
='77EV7= ='77EV7=
7'
8 7'6 7'; 7'< 7'= 7'>
7'
8 7'6 7'; 7'< 7'= 7'>
Spa! Le!'t+ t" Ra.$)( "# C)r%at)re Rat$"
Spa! Le!'t+ t" Ra.$)( "# C)r%at)re
Rat$"
F$')re >720: 9ariation of !hear 4orce with F$')re >722: 9ariation of Torsion with 2-CR3
2-CR3 Ratio of ,o0 *irder Ratio of ,o0 *irder
The variation of moment with a span length of bo0 girder bridges is shown in 4igure <'6B' /s
the span length to the radius of curvature of ratio increases% moment of bo0 girder increases
for each type of ,o0 *irder ,ridge' 9ariation of moment of bo0 girder between span length
to the radius of curvature of ratio 7'8 \ 7'> is about B6 I for all the three cases and it shows
that effect of span length to the radius of curvature of ratio on the moment is significant'
9ariation of moment between three types of bo0 girder is only about 8'= I'
The variation of deflection with a span length of bo0 girder bridges is shown in 4igure <';7'
/s the span length to radius of curvature of ratio increases% deflection of bo0 girder increases
for each type of ,o0 *irder ,ridge' 9ariation of deflection of bo0 girder between span length
to the radius of curvature of ratio 7'8 \ 7'> is about B@ I for all the three cases and it shows
that effect of span length to the radius of curvature of ratio on deflection is significant'
9ariation of deflection between three types of bo0 girder is about =586 I'
Pa'e < 69
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
6'77EV7? !C,*
B'77E5
76
!C,
*
8'@7EV7?
+C,*
@'77E5
76
+C,
*
8'>7EV7?
TC,*
?'77E5
76
TC,
*
m)
8'<7EV7?
m
)
>'77E5
76
8'67EV7?
M
o
me
nt
(N
D
e
f
l
e
c
t
i
o
n

(
='77E5
76
8'77EV7?
@'77EV7>
<'77E5
76
>'77EV7>
;'77E5
76
<'77EV7>
6'77E5
76
6'77EV7>
8'77E5
76
7'77EV77
7'77EV
77
7'
8 7'6 7'; 7'< 7'= 7'> 7'8 7'6 7'; 7'< 7'= 7'>
Spa! Le!'t+ t" Ra.$)( "# C)r%at)re Rat$"
Spa! Le!'t+ t" Ra.$)( "# C)r%at)re
Rat$"
F$')re >729: 9ariation of Moment with 2-CR3 F$')re >760: 9ariation of +eflection with 2-CR3
Ratio of ,o0 *irder Ratio of ,o0 *irder
The variation of frequency with a span length of bo0 girder bridges is shown in 4igure <';8'
/s the span length to the radius of curvature of ratio increases% frequency of bo0 girder
decreases for each type of ,o0 *irder ,ridge' 9ariation of frequency of bo0 girder between
span length to the radius of curvature of ratio 7'8 \ 7'> is about B= I for all the three cases
and it shows that effect of span length to the radius of curvature of ratio on frequency is
significant' 9ariation of frequency between three types of bo0 girder is about ; I'
F
r
<'77EV77
;'=7EV77
;'77EV77
6'
=
7
E
V
7
7
6'77EV77
8'=7EV77
8'77EV77
='77E578
7'77EV77
7'8 7'6 7';
7'< 7'= 7'>
Spa! Le!'t+ t" Ra.$)( "#
C)r%at)re Rat$"
F$')re >761: 9ariation of 4requency with
2-CR3 Ratio of ,o0 *irder
Pa'e < >0
PARAMETRIC STUD5 ON BE4AVIOUR OF CURVED BO? GIRDER BRIDGES
>71 SUMMAR5
#n this chapter% parametric study on behaviour of bo0 girder bridges is carried out by using
finite element method' The numerical analysis of finite element model is validated with
model of *upta et al' 267873' The parameter considered in this chapter to present the
behaviour of !C,*% +C,* and TC,* bridges are radius of curvature% span length and span
length to the radius of curvature ratio' Theses parameters are used to evaluate the response
parameter of bo0 girder bridges namely longitudinal stresses at the top and bottom% shear%
torsion% moment% deflection and fundamental frequency of three types of bo0 girder bridges'
The results obtained from this parametric study are presented and discussed briefly in this
chapter'
4rom the parametric study it is found out that as the radius of curvature increases% responses
parameter longitudinal stresses at top and bottom% shear% torsion% moment and deflection are
decreases for three types of bo0 girder bridges and it shows not much variation for
fundamental frequency of three types of bo0 girder bridges due to the constant span length'
#t is observed that as the span length increases% responses parameter longitudinal stresses at
the top and bottom% shear% torsion% moment and deflection are increases for three types of bo0
girder bridges and fundamental frequency decreases for three types of bo0 girder bridges'
#t is noted that as the span length to the radius of curvature ratio increases responses
parameter longitudinal stresses at top and bottom% shear% torsion% moment and deflection are
increases for three types of bo0 girder bridges and as span length to the radius of curvature
ratio increases fundamental frequency decreases for three types of bo0 girder bridges'
Pa'e < >1
C4APTER @
SUMMAR5 AND CONCLUSIONS
@71 SUMMAR5
/ metro system is an electric passenger railway transport system in an urban area with a high
capacity% frequency and the grade separation from other traffic' /n elevated metro system is
the most preferred form of metro structure due to ease of construction and less cost compared
to other types of metro structures' /n elevated metro system has two ma&or components pier
and bo0 girder' #n this pro&ect% study has been carried out on these two ma&or elements'
#n the first part of this study% the performance assessment on designed pier by 4orce ,ased
+esign and +irect +isplacement ,ased +esign is carried out' The design of the pier is done
by both force based design method and direct displacement based design method'
#n the second part% parametric study on behaviour of bo0 girder bridges is carried out by
using finite element method' The numerical analysis of finite element model is validated with
model of *upta et al' 267873' The parameter considered to present the behaviour of !ingle
Cell ,o0 *irder% +ouble Cell ,o0 *irder and Triple Cell ,o0 *irder bridges are radius of
curvature% span length and span length to the radius of curvature ratio' These parameters are
used to evaluate the response parameter of bo0 girder bridges namely longitudinal stresses at
the top and bottom% shear% torsion% moment% deflection and fundamental frequency of three
types of bo0 girder bridges'
Pa'e < >2
SUMMAR5 AND CONCLUSIONS
@72 CONCLUSIONS
The performance assessment of selected designed pier showed that%
8S4orce ,ased +esign Method may not always guarantee the performance parameter
required and in the present case the pier &ust achieved the target required'
6S#n case of +irect +isplacement ,ased +esign Method% selected pier achieved the
behaviour factors more than targeted 9alues'
These conclusions can be considered only for the selected pier' 4or *eneral conclusions large
numbers of case studies are required and it is treated as a scope of future wor$'
The parametric study on behaviour of bo0 girder bridges showed that%
8S/s the radius of curvature increases% responses parameter longitudinal stresses at the
top and bottom% shear% torsion% moment and deflection are decreases for three types of
bo0 girder bridges and it shows not much variation for fundamental frequency of
three types of bo0 girder bridges due to the constant span length'
6S/s the span length increases% responses parameter longitudinal stresses at the top and
bottom% shear% torsion% moment and deflection are increases for three types of bo0
girder bridges and fundamental frequency decreases for three types of bo0 girder
bridges'
;S/s the span length to the radius of curvature ratio increases responses parameter
longitudinal stresses at the top and bottom% shear% torsion% moment and deflection are
increases for three types of bo0 girder bridges and as span length to the radius of
curvature ratio increases fundamental frequency decreases for three types of bo0
girder bridges'
Pa'e < >6
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Pa'e < >@
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Pa'e < >1
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Pa'e < >2
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spine beam bridge dec$s' roc(, -nst( +iv( Eng(, 5ondon% >?263% ;@B\<7B'
?;' Tur$stra% C' X' % and 4am% /' R' M' 28B?@3' ,ehavior study of curved bo0 bridges' )( Struct(
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