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1
Hanchate, Ms Ashwini. "Effect of Skew Angles on Longitudinal Girder and Deck Slab of Prestressed Concrete T Beam Girder Bridges." International Journal for Research in Applied Science and Engineering Technology 9, no. 10 (2021): 414–20. http://dx.doi.org/10.22214/ijraset.2021.38432.
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Abstract: The present paper shows the effects of varying skew angles on pre-stressed concrete (PSC) bridges using finite elemental method. Studies are carried out on PSC bridge decks to understand the influence of skew angle and loading on behaviour of bridges. The results of skewed bridges are compared with straight bridges for IRC Class AA Tracked loading. Also, a comparative analysis of the response of skewed PSC Slab Bridge decks with that of equivalent straight bridge decks is made. The variation of maximum longitudinal bending moment (BM), maximum transverse moment, maximum torsional moment, and maximum longitudinal stresses deflection at obtuse corner, acute corner with skew angles are studied for bridge deck. It is found that Live load longitudinal bending moments decreases with an increase in skew angle, whereas a maximum transverse moment and maximum torsional moment increases with an increase in skew angle. The benefit of pre-stressing is reflected in considerable decrease in the longitudinal bending moment, transverse moment and longitudinal stresses. The models are analysed with the help of software CSI-Bridge V 20 Version. Keywords: Skew angle effect, Longitudinal moment, Transverse moment, CSI- Bridge software, Deck slab, Finite element method.
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Diaz Arancibia, Mauricio, Lucas Rugar, and Pinar Okumus. "Role of Skew on Bridge Performance." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 5 (2020): 282–92. http://dx.doi.org/10.1177/0361198120914617.
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Gravity load paths of high-skew bridges differ from the ones with no skew. High skew can also lead to stresses or displacements that adversely affect service performance. This paper demonstrates the effects of skew on bridges through finite element analyses, bridge inspections, and statistical analyses. Five deck-girder type bridges with and without skew were inspected. A database of more than 1,400 deck-girder type bridges was analyzed to seek relationships between skew and National Bridge Inventory (NBI) ratings. Practices of Departments of Transportation (DOT) were compared with each other and to provisions of AASHTO LRFD Bridge Design Specifications (BDS). Acute deck corner cracking and bridge movements were documented on some high-skew bridges. Field inspections and database analyses showed that not all high-skew bridges have performance issues, and NBI ratings are in general not sensitive to skew. This is likely because of many factors affecting performance and certain details mitigating skew effects.
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Ashiquzzaman, Md, Li Hui, Ahmed Ibrahim, Will Lindquist, Nader Panahshahi, and Riyadh Hindi. "Exterior girder rotation of skew and non-skew bridges during construction." Advances in Structural Engineering 24, no. 1 (2020): 134–46. http://dx.doi.org/10.1177/1369433220945061.
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In bridge design, bridge decks regularly overhang past the exterior girders in arrange to extend the width of the deck whereas constraining the specified number of girders. The overhanging part of the deck comes about in uneven eccentric loads to the exterior girders which are by and large most prominent. These eccentric loads are primarily a result of bridge construction operations as well as the weight of new concrete and other construction live loads. These unbalanced loads can lead to a differential edge deflection of overhang deck and a rotation of the exterior girders. The girder rotation or differential deck deflection can also affect local and global stability of the entire bridge. The objective of this study is to enhance the knowledge and understanding of external girder behavior due to unbalanced eccentric construction loads and to identify the critical factors affecting their rotation. In this article, field data obtained during the construction of two skewed (one with a small skew (3.8°) and the second with a severe skew (24°)) and one non-skewed steel girder bridges are described, and a detailed comparison is presented. The three bridges experienced maximum outward exterior girder rotation during construction which subsequently decreased following construction operations. The field results were used to validate and calibrate the finite element models. The numerical and field-monitored data showed good agreement and can be used to assist bridge designers and construction engineers to design appropriate systems to limit girder rotation during construction.
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Bakht, Baidar, and Akhilesh C. Agarwal. "Deck slabs of skew girder bridges." Canadian Journal of Civil Engineering 22, no. 3 (1995): 514–23. http://dx.doi.org/10.1139/l95-060.
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Canadian codes allow the design of concrete deck slabs of slab-on-girder bridges by taking account of the internal arching action that develops in these slabs under concentrated wheel loads in particular. Provided that certain prescribed conditions are met, a deck slab is deemed to have met the design criteria if it is provided with a top and a bottom layer of steel reinforcement with each layer consisting of an orthogonal mesh of steel bars in which the area of cross section of the bars in each direction is at least 0.3% of the effective area of cross section of the deck slab. For deck slabs of bridges having skew angles greater than 20°, the codes require the minimum amount of reinforcement to be doubled in the end zones near the skew supports. Model testing has shown that need for such an increase can be eliminated by providing composite end diaphragms with high flexural rigidity in the horizontal plane. The proposed concept is tested on a model of fibre-reinforced concrete deck without steel reinforcement in which deficiencies in the confinement of the deck slab readily manifest themselves in form of a bending, rather than punching shear, failure. Key words: highway bridges, bridge decks, deck slabs, skew deck, skew bridges, fibre-reinforced concrete decks.
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H. M. Ali, Abdelhameed, and Anwar Adam Ahmed. "Effect of Skew Angle on Bridge Superstructures." FES Journal of Engineering Sciences 9, no. 1 (2021): 43–48. http://dx.doi.org/10.52981/fjes.v9i1.656.
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In this paper, the effect of skew angle on reinforced concrete skew bridge decks is presented by using the grillage analogy. The actual deck system of the bridge is represented by an equivalent grillage of longitudinal and transverse beams. A span 26m of simply supported bridge deck is taken as the case study to obtain the values of the bending moment' s distribution versus span length for the one type of skewness and the results are compared against the moments of the right deck span of the bridge. The analysis results were based (BS5400) dead and live loads using Structural Analysis program (SAP2000). The analysis provided useful information about the variation of moments and shear forces with respect to change in skewness. It is concluded that in skew bridge deck, the bending moment is decreased, but torsional moments and shear forces are increased by increasing the skew angle. It is noticed that the maximum bending moment at skew angle 55o, by 76% in comparison with zero skew angle. On the other hand the maximum torsional moment increases for the same skew angle (55o) more than five times than with zero skew angles.
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Fadhil, Ghaidak A. "EFFECTS OF SKEW ANGLE ON BENDING MOMENT'S DISTRIBUTION IN THE SKEW BRIDGE DECK." Journal of Engineering 14, no. 04 (2024): 3245–56. http://dx.doi.org/10.31026/j.eng.2008.04.28.
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In this paper the effect of skew angle on reinforced concrete skew bridges deck is presented by using the grillage analogy. The actual decking system of the bridge is represented by an equivalent grillage of beams. A span 24 m of simply supported right bridge deck with I-section prestressed concrete girders is taken as the case study to obtain the values of the bending moment's distribution for the two types of skewness (types 1 and 2) and the results of skew types are compared against the moments of the right deck span of the bridge. In the skew type 1 the deck span is increased as skew angle increased while in type 2 there is no increase in the desk span. The analysis results for the span are obtained dead and live loads (Iraqi standard load and walkway loading) using STAADPRO computer program. The analysis provided useful information about the variation of moments with respect to change in skewness. It is concluded that in skew bridge deck, the bending moment is increased with increasing the skew angle in skew type 1 while it is decreased with increasing the skew angle in skew type 2 and the negative bending moment in transverse direction and the torsion are increased.
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Chyad, Aqeed Mohsin, and Osama Abudayyeh. "Performance Prediction Modeling of Concrete Bridge Deck Condition Using an Optimized Approach." Journal of Civil Engineering and Construction 9, no. 3 (2020): 127–37. http://dx.doi.org/10.32732/jcec.2020.9.3.127.
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Developing an accurate and reliable model for concrete bridge deck deterioration rates is a significant step in improving the condition assessment process. The main goal of this study is to develop a deterioration prediction model based on the condition ratings of concrete bridge decks over the past 25 years as reported in the National Bridge Inventory (NBI) database. While the literatures have typically suggested the Markov chain method as the most common technique used in condition assessment of bridges, the analysis in this pilot study suggests that the lognormal distribution function is a better model for concrete bridge deck condition data. This paper compares the two approaches and presents a new approach that combines the more commonly used Markov chain method with the lognormal distribution function to arrive at an optimal model for predicting bridge deck deterioration rates. The prediction error in the combined model is less than each of the two models (i.e. Markov and Lognormal). Additionally, the steel structure type illustrated the highest deterioration rates within condition ratings from 8 to 4 Comparing with other types. The bridge decks that have ADT of more than 4,000 (vehicles/day) deteriorated faster than of those with ADT less than 4,000 with the same type of structure and skew angle. Bridge decks with skew angles more than 30º deteriorate faster than of those with skew angles less than 30°. Furthermore, it showed that most new Michigan concrete bridge decks may take at least 40 years before dropping gradually from 9 to 3.
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Anand, Ashwin, Deepak Kumar Singh, and Preeti Agarwal. "Finite element static analysis of polyurethane-sandwiched skewed bridge decks." Mathematical Modelling and Numerical Simulation with Applications 4, no. 2 (2024): 193–215. http://dx.doi.org/10.53391/mmnsa.1411726.
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Bridge decks are the surface structure of bridges that carry the weight of the vehicles. But nowadays, the need for a sustainable approach is required. So, the use of a sustainable material for construction and retrofitting purposes is the need of the hour. In the present study, a novel synthetic material polyurethane has been used in the sandwiched deck of the bridges. The study deals with the variation in skew angles to determine the response of the sandwiched bridge deck under Indian loading conditions. In this study, the response of deflection, equivalent stress, and stresses in $X$ and $Y$ directions on the bridge deck due to the variation in skewness, the thickness of the steel plate and the thickness of polyurethane deck are analysed using finite element method. Further, the bridge deck is sandwiched using steel and polyurethane having different thicknesses, and the responses are recorded. Afterward, a bridge deck is modelled using only polyurethane, to pursue sustainability and justify the RRR (reduce, reuse, and recycle) concept of waste management. The models are developed and analysed using ANSYS workbench. On increasing the skew angle for the sandwiched deck, the deflection and stresses are decreased; so, the skewed deck is more effective than the straight one. It is found that the deflection and stresses are reduced about 8 times and 4 times respectively, when the thickness of polyurethane is increased from 250 mm to 1500 mm. Therefore, it is a good and effective solution for pedestrian bridges and many other such small-scale applications.
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MISS., KSHITIJA S. BALWAN MR. V. G. KHURD MR. S. S. CHOUGULE. "TO STUDY THE RESPONCES OF BRIDGE DECK FOR VARIOUS SKEW ANGLES." JournalNX - A Multidisciplinary Peer Reviewed Journal 3, no. 9 (2018): 35–37. https://doi.org/10.5281/zenodo.1143803.
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The objective of this study was to understand the meaning of skew bridge. To know the behavior of skew deck. In this work, the effect of change of skew angles for right bridge deck is studied by finite element method. Bending moment, support reaction and torsional moment are computed by using FEM in CSI BRIDGE and results are compared for different skew angles. Simple supported single span bridge deck is considered for this study.
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MISS., KSHITIJA S. BALWAN, V. G. KHURD MR., and S. S. CHOUGULE MR. "TO STUDY THE RESPONSES OF BRIDGE DECK FOR VARIOUS SKEW ANGLES." JournalNX - a Multidisciplinary Peer Reviewed Journal 3, no. 9 (2017): 35–37. https://doi.org/10.5281/zenodo.1420608.
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he objective of this study was to understand the meaning of skew bridge. To know the behavior of skew deck. In this work, the effect of change of skew angles for right bridge deck is studied by finite element method. Bending moment, support reaction and torsional moment are computed by using FEM in CSI BRIDGE and results are compared for different skew angles. Simple supported single span bridge deck is considered for this study. The results by analysis shows that as the skew angle increases, support reaction increases, but bending moment decreases and torsion moment also increases. The effect of skewness on the behavior of bridge deck is studied for skew angle 15°, 30° and 45° and presented graphically using FEM method. Results are presented for analysis method for dead load and live load. https://journalnx.com/journal-article/20150437
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Zhuang, Yi Zhou, Gong Kang Fu, Tao Ji, and Bao Chun Chen. "FEA of Deck Corner Cracking on Skewed Bridge Structures." Advanced Materials Research 255-260 (May 2011): 1240–43. http://dx.doi.org/10.4028/www.scientific.net/amr.255-260.1240.
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Based on a nationwide survey and deck inspection in Michigan, the phenomenon of more severe corner cracking on skewed bridge decks was commonly observed. A series of FEA by DIANA were carried out to identify the possible causes and viable cures for such cracking. Prior to the FEA, the accuracy of FEM modeling was calibrated by two skew bridge decks instrumented using temperature and strain sensors for the deck concrete and the ambient environment. Test and FEA results found that the cracking has been mainly caused by thermal and shrinkage stress, and that possibly propagated and worsened by repetitive truck wheel loading. According to current Michigan practice of skew deck design and construction, additional reinforcement in the corner areas is therefore recommended to reduce concrete stresses. Further research is also recommended to develop solutions using optimal combinations of ingredients in concrete and to minimize the constraint between the deck and the supporting superstructure.
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Verma, Khushboo. "Deck Slab Skewness Behavior on Pier and Longitudinal Girder of Balanced Cantilever Bridge: An Analytical Study." International Journal for Research in Applied Science and Engineering Technology 12, no. 12 (2024): 446–53. https://doi.org/10.22214/ijraset.2024.65806.
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The finite element method (FEM) analysis of balanced cantilever skew bridges under the higher loading class of IRC 6:2017 is explored in this study. The impact of increased skewness in the deck on other structural members of the bridge is examined. For the analysis, a portion of a bridge with a span of 14 meters and a lane width of 3.5 meters is considered. Seven cases are created and analyzed using various skew angles. After the analysis, checks are performed to evaluate how the performance of the deck slab influences other bridge components, including the longitudinal girder. Conclusions are drawn regarding the pier and longitudinal girder based on the results. It is found that greater skewness in the deck slab leads to increased values of parameters such as axial forces, shear forces, bending moments, and torsional moments in the bridge. The analysis demonstrates a direct proportionality between the skew angle and the magnitude of stress, highlighting the critical role of skewness in structural performance evaluations.
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Verma, Khushboo, and Dr Raghvendra Singh. "FEM Analysis of Balanced Cantilever Bridgedeck Slab with Different Skewness." International Journal for Research in Applied Science and Engineering Technology 12, no. 12 (2024): 289–95. https://doi.org/10.22214/ijraset.2024.65762.
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Abstract: The current explores the finite element method (FEM) analysis of balanced cantilever skew bridges under the higher loading class of IRC 6:2017. The study delves into how increased skewness of the deck impacts the structural responses. For this study, a part of bridge is taken with 14m span and 3.5m width of lane taken into account for analysis. Using different skew angles, total 7 cases have created and analysed. After analysis the checks have been performed to verify the deck slab performance. Different conclusions have been drawn on deck slab, other structural members such as pier and longitudinal girder. Findings indicate that greater skewness results in elevated stress levels, particularly in the deck slab. The analysis reveals a direct proportionality between the degree of skewness and the magnitude of stress observed, underscoring the significance of skew angle in structural performance assessments
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Helba, Alaa, and John B. Kennedy. "Skew composite bridges — analyses for ultimate load." Canadian Journal of Civil Engineering 22, no. 6 (1995): 1092–103. http://dx.doi.org/10.1139/l95-127.
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The ultimate limit state design for composite skew bridges with slab-on-I-steel girders requires a reliable prediction of their ultimate load capacity. In this paper, the results from a yield-line analysis of prototype composite bridges subjected to OHBDC truck loading are presented and compared with the results from a nonlinear finite element analysis of such prototype skew bridges. The favourable comparison between the two sets of results indicates that the collapse loads of skew composite bridges can be reliably and readily predicted by the yield-line method of analysis. Equations useful for the design and analysis of skew bridges are given. The experimental results from five composite bridge models tested to failure verify and substantiate the analyses. Results of the ultimate loads of six other skew composite bridge models with punched-to-failure deck slabs are also shown. A general and simplified method relating OHBDC truck loading to the collapse load predicted using the yield-line analysis is presented. Key words: analysis, bridges, composite, design, failure patterns, finite element, models, skew, yield-line.
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Khattak, Nadeem, and J. J. Roger Cheng. "Performance assessment of FC girder bridges in Alberta." Canadian Journal of Civil Engineering 31, no. 4 (2004): 637–45. http://dx.doi.org/10.1139/l04-019.
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A large number of precast prestressed concrete multi-girder bridges were constructed in Alberta in the early 1960s. Major benefits of this type of construction included the elimination of the cast in place concrete bridge deck and the accelerated pace of construction in erecting the bridge. However, after providing 10 to 20 years of service, some of these bridges started to form longitudinal cracks in the deck directly over the girder joining shear key locations. Once a crack was formed in the shear keys, salt and water would penetrate the wearing surface and weaken the shear key grout. This brought about concerns regarding adequate load sharing among the girders and corrosion of the prestressing tendons within the girders. An extensive survey was undertaken to observe the longitudinal cracking on these bridge decks. The objectives of the field survey were to look for possible trends or relationships between various influencing parameters and the performance of these bridges. Field data were obtained from a visually selected sample survey and a comprehensive bridge record survey based on Alberta Transportation (Government of Alberta) bridge files. The parameters investigated for influence on bridge performance were span length, span width, bridge skew, service age, and traffic volume. Finally, the rehabilitation schemes used on these bridges in the past are described, and the strengths and weaknesses of each rehabilitation strategy are discussed.Key words: bridges, concrete bridges, bridge girders, load sharing, rehabilitation, shear keys, assessment, traffic loads, lateral prestressing, transverse stiffness.
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Naik, Pavankumar, and K. Gourav. "Analysis of Skew Bridge-Slab Under IRC Vehicle Loading." IOP Conference Series: Earth and Environmental Science 1130, no. 1 (2023): 012034. http://dx.doi.org/10.1088/1755-1315/1130/1/012034.
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Abstract Skew slab bridges are essential in mountainous areas because topographic restrictions prevented changing the alignment of the road also, crossings of roads and railroads. In simple supported bridges, the effect of skew may typically be ignored up to 15 degrees of skew, and the bridge can be constructed as a right-angled bridge. The behaviour of skew slab bridges more than 15 degrees is complicated hence the study on the behaviour of skew-bridge slab under IRC vehicle loading is carried out. About 70 different deck slab models are analyzed in STAAD Pro software with varying width from 1 to 4 lanes, and span lengths of 7.5m and 12m with for skew angles 0° to 50° in increment of 10°.The vehicle loads and positioning of vehicles are done as per IRC-6:2017 standard specifications. The results show that the bending moment and deflection in near edge beams decreases with increase in skew angle. In farer edge beam the bending moment increase till skew of 30° and deflection increases after skew of 30°. The longitudinal bending moment decreases with increase in skew angle. Transverse bending moments are prominent at near the corners that at the centre. The torsion moments are more concerned in slabs with small width and large span. Deflection decreases at all the parts of the slab as skew increases. The maximum deflection in free edges of the slab shifts towards the obtuse corners.
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Baduna Koçyiğit, Müsteyde, Önder Koçyiğit, Hüseyin Akay, and Gülay Demir. "Experimental investigation of the effect of skew angle on partially or fully submerged deck scour." Canadian Journal of Civil Engineering 47, no. 9 (2020): 1027–36. http://dx.doi.org/10.1139/cjce-2019-0121.
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This paper presents the results of an experimental study investigating the effect of skew angle on clear-water contraction scour under a bridge deck at partially and fully submerged flow conditions. Two bridge deck models without a pier, one of which was located perpendicular to the flow while the other one was located with skewness of 15°, were used in the study. Forty experiments were performed for each deck model, 24 of which were under partially submerged and 16 were under fully submerged flow conditions. Analysis of the experimental data showed that as the discharge and approach flow depth increased, the maximum scour hole depth under the skewed deck model increased up to 25%–66% for fully submerged flow and 17%–57% for partially submerged flow conditions. Furthermore, the effect of skew angle significantly enlarged the width of the scour hole as you move along the skewed deck.
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J. Edmunds, L. Franco, Thushara Jayasinghe, Thusitha Ginigaddara, Paulo Vaz-Serra, and Priyan Mendis. "Bridge deck analysis of transversely post-tensioned concrete box girder bridges." Electronic Journal of Structural Engineering 23, no. 1 (2023): 46–63. http://dx.doi.org/10.56748/ejse.234101.
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For rural bridges in Australia, a common design practice is pouring in-situ concrete on top of beams in order to tie all the beams together and distribute load. However, pouring concrete on-site creates more risk and contractors prefer to avoid it. Another method is using transverse post tensioning to tie beams. This article investigated the behaviour of transverse post-tensioning bars in providing load distribution between beams and ultimately comment on their effectiveness compared to in-situ poured decks. Currently, the industry has not completely investigated this matter in order to design post-tensioning accurately. Conservative estimates are currently used in industry today. Current practice is 50% of the design load on the beam where the load is applied in their design assumptions which is quite high. The team modelled concrete box girder bridges with transverse post-tensioning using grillage method. Several factors were investigated including bridge length and width, bridge skew and beam type. From the models, the team concluded that increasing the bridge span increases the load distribution, the load distribution difference is negligible for skew between 0 and 20 degrees and larger shear actions are observed with increased skew and width. It was determined that the worst-case total load on the beam where the load as applied was found to be 40.5%, 9.5% less than current practice. It is recommended that a similar investigation is conducted using a finite element method to gain a deeper understanding.
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Dar, RooufUnNabi, S. M. Anas, and Mehtab Alam. "Effect of Skew Angle on the Dynamic Response of a Reinforced Concrete Bridge under Blast Loading." Proceedings of the 12th Structural Engineering Convention, SEC 2022: Themes 1-2 1, no. 1 (2022): 555–61. http://dx.doi.org/10.38208/acp.v1.548.
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Accidental explosions and subversive blasts are on rise. The recent devastating Beirut explosion witnesses this fact. Performance of the structures such as bridges in cities and strategic boarder areas is of paramount importance. With this concern the effect of skew angle on the performance of a single span reinforced concrete (RC) bridge deck supported on three symmetrically placed RC girders under blast loading generated by1000kgTNT charge located above and below the mid-section of the central girder at a standoff distance of 0.5 m has been investigated using ABAQUS/CAE. Analyses have been performed at different skew angles i.e. 0º, 10º, 20º, 30º, 40º, and 50º. Several empirical relations from the literature have been used to estimate the blast parameters such as peak overpressure, positive phase duration, the arrival time of blast wave, and decay coefficient. Blast pressure P(t), has been modeled using modified Friedlander’s equation. Distributions of damages have been evaluated with a mesh size of 300 mm using concrete damage plasticity (CDP) model. Maximum displacements have been computed and are compared with those obtained from the provisions of AASHTO: Load Resistance and Factor Design (LRFD) - Bridge Design Specifications (2014). It has been found that the midspan displacement and the stresses of the deck increase for 10º skew angle but decrease for subsequent increase in skew angle for the explosive charge loaded above the mid-section of the central girder. However, tensile as well as compressive damages in girders increase with increase of skew angle irrespective of the location of the blast. Side girders suffer more damage with increase in skew angle than uniform damage for ‘under the deck’ location of explosive charge.
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Mawson, Jessica, Masoud Mehr, Jodi Constant, Arash E. Zaghi, and Alexandra Hain. "Structural Performance of Acute Corners on Skewed Bridge Decks Using Non-Linear Modeling of the Deck Parapet." Infrastructures 7, no. 6 (2022): 77. http://dx.doi.org/10.3390/infrastructures7060077.
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In modern transportation projects, the demand for skewed bridges is increasing. Restrictive site constraints, particularly in urban infrastructure projects, yield severely skewed bridges that demand specific design and construction considerations. In particular, the acute corners have reinforcement details that are challenging to construct and often perform poorly. Although the Federal Highway Administration has recognized this problem, to date a simplified detail has not been suggested and evaluated. To tackle this challenge, the Connecticut Department of Transportation partnered with the University of Connecticut to propose a simplified reinforcement detail for acute corners that replaces the normal transverse reinforcement with reinforcement placed along the skew with specific detailing to avoid congestion. An analytical study was conducted using CSiBridge to evaluate the performance of the detail with different skew angles. A series of pushover analyses were performed to capture the flexural yielding of the parapet and measure the stresses in the reinforcing bars in the slab. Based on these findings, a simplified detail for the acute corner of skewed bridge decks is provided.
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Liu, Han Bing, and Yan Yi Sun. "The Research on Load Transverse Distribution Coefficient of Prefabricated Skew-Plate Bridge Based on ANSYS." Advanced Materials Research 255-260 (May 2011): 1176–80. http://dx.doi.org/10.4028/www.scientific.net/amr.255-260.1176.
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In order to calculate the internal force of prefabricated skew-plate bridge (PSPB), the force state of PSPB with different skew angles is analyzed based on finite element technique. For the side slab, the value of load transverse influence lines of PSPB with different skew angles is obtained, at the same time, the relation between load transverse distribution coefficient and skew angle has been studied. Then a practical formula is derived according to the contrast curve. The comparison diagram of internal force between PSPB and main bridge with the same deck width is established, and a modified formula is deduced. This process provides a new idea on calculation of PSPB, and simplifies the design of PSPB.
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Patra, Bikram Kesharee, Rajesh Kumar, and Veerendra Kumar. "Analysis of Skew Deck Slab Bridge by Analytical Methods." i-manager's Journal on Structural Engineering 1, no. 4 (2013): 31–35. http://dx.doi.org/10.26634/jste.1.4.2138.
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Elragi, Ahmed F., and Hany A. A. Dahish. "Camber of Skew Precast Prestressed Concrete Bridge Deck Panels." Journal of Engineering and Computer Sciences 6, no. 2 (2013): 75–91. http://dx.doi.org/10.12816/0009551.
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Phares, B. M., F. W. Klaiber, and T. J. Wipf. "Low-Volume Road Bridge Alternative." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (2000): 178–86. http://dx.doi.org/10.3141/1696-21.
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Recent reports indicate that a significant number of the nation’s bridges are either structurally deficient or functionally obsolete. A large number of these bridges are on the secondary road system and fall under the jurisdiction of county engineers with limited budgets and engineering staff. In response to this problem, a bridge replacement system was developed for simple span bridges with minimal to no skew that county engineers can design and build with limited resources. The bridge system involves fabrication of precast units consisting of two steel beams connected with a thin reinforced concrete deck. The precast deck thickness is limited to reduce the weight of the units so that they can be fabricated at one site and then easily transported to the bridge site. Multiple units are then connected on site to give the desired width of bridge, after which a reinforced cast-in-place concrete deck is placed over the entire bridge. Development of the design methodology for the steel beam precast unit bridge consisted of four phases. During the initial phase, small-scale bridge components and a full-scale model bridge were constructed and tested in the Iowa State University Structural Engineering Laboratory. These specimens were tested under a variety of loading configurations under service and ultimate loads. After completion of the laboratory testing, finite-element models of the laboratory bridge were developed and validated with data collected during the first phase. The validated finite-element model was then used to extrapolate analyses of common bridge configurations. The results of the analytical investigation were then combined with classic bridge engineering principles into a design methodology that is easy to use and understand. Although it is not discussed in detail, a demonstration project in which this concept was used has recently been completed and tested.
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Zhao, Qiuhong, Shuo Dong, and Qingwei Wang. "Seismic Response of Skewed Integral Abutment Bridges under Near-Fault Ground Motions, Including Soil–Structure Interaction." Applied Sciences 11, no. 7 (2021): 3217. http://dx.doi.org/10.3390/app11073217.
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Studies on the seismic response of skewed integral abutment bridges have mainly focused on response under far-field non-pulse-type ground motions, yet the large amplitude and long-period velocity pulses in near-fault ground motions might have significant impacts on bridge seismic response. In this study, the nonlinear dynamic response of an skewed integral abutment bridge (SIAB) under near-fault pulse and far-fault non-pulse type ground motions are analyzed considering the soil–structure interaction, along with parametric studies on bridge skew angle and compactness of abutment backfill. For the analyses, three sets of near-fault pulse ground motion records are selected based on the bridge site conditions, and three corresponding far-field non-pulse artificial records are fitted by their acceleration response spectra. The results show that the near-fault pulse type ground motions are generally more destructive than the non-pulse motions on the nonlinear dynamic response of SIABs, but the presence of abutment backfill will mitigate the pulse effects to some extent. Coupling of the longitudinal and transverse displacements as well as rotation of the bridge deck would increase with the skew angle, and so do the internal forces of steel H piles. The influence of the skew angle would be most obvious when the abutment backfill is densely compacted.
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Fausett, Robert W., Paul J. Barr, and Marvin W. Halling. "Live-Load Testing Application Using a Wireless Sensor System and Finite-Element Model Analysis of an Integral Abutment Concrete Girder Bridge." Journal of Sensors 2014 (2014): 1–11. http://dx.doi.org/10.1155/2014/859486.
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As part of an investigation on the performance of integral abutment bridges, a single-span, integral abutment, prestressed concrete girder bridge near Perry, Utah was instrumented for live-load testing. The live-load test included driving trucks at 2.24 m/s (5 mph) along predetermined load paths and measuring the corresponding strain and deflection. The measured data was used to validate a finite-element model (FEM) of the bridge. The model showed that the integral abutments were behaving as 94% of a fixed-fixed support. Live-load distribution factors were obtained using this validated model and compared to those calculated in accordance to recommended procedures provided in the AASHTO LRFD Bridge Design Specifications (2010). The results indicated that if the bridge was considered simply supported, the AASHTO LRFD Specification distribution factors were conservative (in comparison to the FEM results). These conservative distribution factors, along with the initial simply supported design assumption resulted in a very conservative bridge design. In addition, a parametric study was conducted by modifying various bridge properties of the validated bridge model, one at a time, in order to investigate the influence that individual changes in span length, deck thickness, edge distance, skew, and fixity had on live-load distribution. The results showed that the bridge properties with the largest influence on bridge live-load distribution were fixity, skew, and changes in edge distance.
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Mohammadi Dehnavi, Mohammad Mahdi, Alessandra De Angelis, and Maria Rosaria Pecce. "The Effect of Connection Ductility on Composite Steel–Concrete Bridges." Applied Sciences 14, no. 3 (2024): 963. http://dx.doi.org/10.3390/app14030963.
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Connection behavior significantly influences the design efficiency of steel–concrete composite bridges. This study investigates the impact of shear connectors, specifically headed stud connectors, on the structural response of symmetric and skewed composite steel–concrete bridges. Utilizing bilinear or trilinear slip–shear strength laws for studs, in line with the existing literature and code provisions, a finite element (FE) model is developed. This FE model is applied to a case study for composite deck analysis, incorporating variations in connection strength and ductility for nonlinear analyses. The study assesses ductility demands in connections for symmetric and skewed bridges of varying lengths and angles, considering both ductile and elastic designs. Results emphasize the importance of stud capacity, ductility, and strength on the overall bridge response, analyzing slip and shear trends at the interface. Skewed bridges, crucial for non-orthogonal crossings of roads, are integral to modern transportation infrastructure. However, skewness angles exceeding 20° can result in undesirable effects on stresses in the deck due to vertical loads. The results indicate that shear distribution in studs changes significantly as the skew angle increases, contributing valuable insights into optimizing bridge design. Thus, this research provides a comprehensive analysis of principles, design methodologies, and practical applications for both symmetric and skewed steel–concrete composite bridges, considering various parameters.
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Sigdel, Lila Dhar, Ahmed Al-Qarawi, Chin Jian Leo, Samanthika Liyanapathirana, and Pan Hu. "Geotechnical Design Practices and Soil–Structure Interaction Effects of an Integral Bridge System: A Review." Applied Sciences 11, no. 15 (2021): 7131. http://dx.doi.org/10.3390/app11157131.
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Integral bridges are a class of bridges with integral or semi-integral abutments, designed without expansion joints in the bridge deck of the superstructure. The significance of an integral bridge design is that it avoids durability and recurring maintenance issues with bridge joints, and maybe bearings, which are prevalent in traditional bridges. Integral bridges are less costly to construct. They require less maintenance and therefore cause less traffic disruptions that incur socio-economic costs. As a consequence, integral bridges are becoming the first choice of bridge design for short-to-medium length bridges in many countries, including the UK, USA, Europe, Australia, New Zealand and many other Asian countries. However, integral bridge designs are not without challenges: issues that concern concrete creep, shrinkage, temperature effects, bridge skew, structural constraints, as well as soil–structure interactions are amplified in integral bridges. The increased cyclic soil–structure interactions between the bridge structure and soil will lead to adverse soil ratcheting and settlement bump at the bridge approach. If movements from bridge superstructures were also transferred to pile-supported substructures, there is a risk that the pile–soil interactions may lead to pile fatigue failure. These issues complicate the geotechnical aspects of integral bridges. The aim of this paper is to present a comprehensive review of current geotechnical design practices and the amelioration of soil–structure interactions of integral bridges.
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Zhu, L. D., Y. L. Xu, and H. F. Xiang. "Tsing Ma bridge deck under skew winds—Part II: flutter derivatives." Journal of Wind Engineering and Industrial Aerodynamics 90, no. 7 (2002): 807–37. http://dx.doi.org/10.1016/s0167-6105(02)00159-9.
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Zhu, L. D., Y. L. Xu, F. Zhang, and H. F. Xiang. "Tsing Ma bridge deck under skew winds—Part I: Aerodynamic coefficients." Journal of Wind Engineering and Industrial Aerodynamics 90, no. 7 (2002): 781–805. http://dx.doi.org/10.1016/s0167-6105(02)00160-5.
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López Chávez, Miriam Guadalupe, António Arêde, José Manuel Jara Guerrero, Pedro Delgado, and Humberto Varum. "Grillage Modeling Approach Applied to Simple-span Slab-girder Skewed Bridges for Dynamic Analysis." U.Porto Journal of Engineering 2, no. 3 (2018): 53–65. http://dx.doi.org/10.24840/2183-6493_002.003_0006.
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This study involves the applicability of a simplified modeling technique to simple-span slab-girder skewed bridges for dynamic analysis, based on grillage modeling strategies. To evaluate the applicability of this technique, skew angles ranging from 0° to 60° are studied. The ability to capture vibration modes of grillage models is compared with three-dimensional (3-D) finite element (FE) models, using shell and frame elements. The effect of the skew angle in the grillage modeling technique of the bridge's deck and the grillage model accuracy associated with the orientation of the transverse grillage members (TGMs) are studied. The grillage modeling technique eliminates shell elements to model the slab, reducing the number of degrees of freedom and the computational time in the bridge model, but, although its simplicity, demonstrates good ability to capture the vibration modes.
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Zhang, Tian, Haonan Chen, Xinjia Cui, Pengfei Li, and Yunfeng Zou. "Condition Rating Prediction for Highway Bridge Based on Elman Neural Networks and Markov Chains." Applied Sciences 14, no. 4 (2024): 1444. http://dx.doi.org/10.3390/app14041444.
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Bridges are a critical component of transportation infrastructure, playing a vital role in connectivity. The safe operation of bridges demands significant resource and capital investment, particularly as the operation phase is the most extended period in a bridge’s life cycle. Therefore, the efficient allocation of resources and funds is crucial for the maintenance and repair of bridges. This study addresses the need to predict changes in bridge condition over time. The commonly used state-based Markov chain method for bridge condition rating prediction is straightforward but limited by its assumptions of homogeneity and memorylessness. To improve upon this, we propose a novel method that integrates an Elman neural network with a Markov chain to predict the bridge condition rating. Initially, the ReliefF algorithm conducts a sensitivity analysis on bridge features to obtain the importance ranking of these features that affect the bridge condition. Next, six significant features are selected for data classification: bridge age, average daily truck traffic volume, material type, skew angle between bridges and roads, bridge deck structure type, and bridge type. The Elman neural network is then trained to train a prediction model for bridge condition ratings using the classified data, which can predict the condition levels of bridges. The Markov chain’s transition probability matrix is derived using a genetic algorithm to match the deterioration curve predicted by the Elman neural network. This proposed method, when applied to actual bridge data, demonstrates its effectiveness as evidenced by the condition rating of an actual bridge.
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Yehia, Ebtisam A. "Effect of skew angle on bridge deck behavior with different cross girder patterns." HBRC Journal 19, no. 1 (2023): 103–15. http://dx.doi.org/10.1080/16874048.2023.2215648.
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Aldea, Sofía, Ramiro Bazáez, Pablo Heresi, and Rodrigo Astroza. "Effect of Bidirectional Hysteretic Dampers on the Seismic Performance of Skewed Multi-Span Highway Bridges." Buildings 14, no. 6 (2024): 1778. http://dx.doi.org/10.3390/buildings14061778.
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Bridges are one of the most critical and costly structures on road networks. Thus, their integrity and operation must be preserved to prevent safety concerns and connectivity losses after seismic events. Recent large-magnitude earthquakes have revealed a series of vulnerabilities in multi-span highway bridges. In particular, skewed bridges have been severely damaged due to their susceptibility to developing excessive in-plane deck rotations and span unseating. Although seismic design codes have been updated to prescribe larger seating lengths and have incorporated unseating prevention devices, such as shear keys and cable restrainers, research on the seismic performance of skewed bridges with passive energy-dissipation devices is still limited. Therefore, this study focuses on assessing the effectiveness of implementing hysteretic dampers on skewed bridges. With that aim, dampers with and without recentering capabilities are designed and incorporated in representative Chilean skewed bridges to assess their contribution to seismic performance. Three-dimensional nonlinear finite element models, multiple-stripe analysis, and fragility curves are utilized to achieve this objective. The results show that incorporating bidirectional dampers can effectively improve the seismic performance of skewed bridges at different hazard levels by limiting in-plane deck rotations independently of their skew angle. Additionally, the influence of external shear keys and damper hysteretic behavior is analyzed, showing that these parameters have a low influence on bridge performance when bidirectional dampers are incorporated.
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McCallen, David B., and Karl M. Romstad. "Dynamic Analyses of a Skewed Short-Span, Box-Girder Overpass." Earthquake Spectra 10, no. 4 (1994): 729–55. http://dx.doi.org/10.1193/1.1585795.
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A number of recent research studies have provided insight into the seismic response characteristics of short-span overpass bridge systems. Application of system identification techniques to measured earthquake response data for this class of bridges has indicated that the bridge superstructure, abutments and approach embankment soil constitute a strongly coupled system. The dynamical behavior of the foundation and embankment soil have a first order influence on the dynamic response of the bridge superstructure. Analysis of measured strong motion response data has also indicated that localized nonlinear behavior of the embankment soil can result in significant nonlinear global behavior of the entire system, even when the bridge superstructure remains linear. The current paper presents the results of detailed numerical simulation studies of the dynamic response of a short-span overpass bridge system. Two distinctly different modeling approaches are investigated. The first approach utilizes simple reduced order “stick” model idealizations of the bridge, and the second approach utilizes a detailed, large scale, three dimensional finite element model. The detailed model includes a discretization of the soil embankments and a simple nonlinear material model is used to represent the hysteretic soil behavior. The sensitivity of bridge response to various parameters, such as deck skew, embankment soil stiffness and soil mass, stick model modal damping values, and soil nonlinearity has been investigated. Earthquake response predictions are performed with both model types and the response computations are compared to earthquake response data measurements. The ability of the models to accurately represent the bridge seismic response is discussed, and the two modeling approaches are compared and contrasted.
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Zhu, Ledong, Xiao Tan, Zhenshan Guo, and Quanshun Ding. "Effects of central stabilizing barriers on flutter performances of a suspension bridge with a truss-stiffened deck under skew winds." Advances in Structural Engineering 22, no. 1 (2018): 17–29. http://dx.doi.org/10.1177/1369433218774144.
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To improve the flutter performance of a suspension bridge with a 1088-m-span truss-stiffened deck, the aerodynamic measures of upper and lower central stabilizing barriers were investigated at first via wind tunnel tests of sectional model under the normal wind condition. The yaw wind effect on the flutter performance of the bridge with the above aerodynamic measures was then examined via a series of wind tunnel tests of oblique sectional models. The test results show that the effect of the lower central stabilizing barrier on the flutter critical wind speed is remarkably different from that of the upper central stabilizing barrier for both the normal and skew wind cases. The inclination angle +3° is the most unfavorable inclination angle to the flutter performance of the truss-stiffened suspension bridge no matter whether the aerodynamic control measures are adopted or not. Furthermore, for most cases, the lowest flutter critical wind speed occurs when the incident wind deviates from the normal direction of the bridge span by a small yaw angle between 5° and 10°.
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Li, Shaopeng, Mingshui Li, Jiadong Zeng, and Haili Liao. "Aerostatic load on the deck of cable-stayed bridge in erection stage under skew wind." Wind and Structures 22, no. 1 (2016): 43–63. http://dx.doi.org/10.12989/was.2016.22.1.043.
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Ebrahimi Motlagh, Hamid Reza, and Alireza Rahai. "Dynamic Response of a Continuous-Deck Bridge with Different Skew Degrees to Near-Field Ground Motions." International Journal of Civil Engineering 15, no. 5 (2017): 715–25. http://dx.doi.org/10.1007/s40999-017-0169-8.
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Amjadian, Mohsen, Afshin Kalantari, and Anil K. Agrawal. "Analytical study of the coupled motions of decks in skew bridges with the deck–abutment collision." Journal of Vibration and Control 24, no. 7 (2016): 1300–1321. http://dx.doi.org/10.1177/1077546316659781.
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It has been observed from failures of highway bridges during major earthquakes that skew bridges are among the most vulnerable to seismic loading. It has been shown that the coupling between the translational motions of the deck and the collision of the deck with the abutments are two major factors influencing the vulnerability of skew bridges. This paper studies the influence of deck–abutment collision (seismic pounding) on the coupled motions of decks of skew bridges during strong earthquakes using an analytical approach. A three-degree-of-freedom model is presented to study key dynamic features of skew bridges. It is assumed that the deck of the model is rigid and the columns remain elastic during the ground motion. Contact planes between the deck and the abutments are idealized by several contact points pairwise arrayed at the end-span expansion joints. The mechanism of energy absorption and dissipation during the contact duration is simulated through the implementation of a nonlinear contact element between the contact points. A parametric study has been carried out by varying different parameters, including the skew angle (β), the size of the gap between the deck and the abutments at the end-span expansion joints (gap), and the normalized stiffness eccentricity along the x-axis ( ex/ r). The results of this study show that the transverse displacements of acute corners of the deck and the rotation of the deck about the mass center noticeably increase with the increases of β and ex/ r, and with the decrease of the gap.
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Liu, Xueshan, Wei Guo, Jianzhong Li, and Hua Zhang. "Seismic Study of Skew Bridge Supported on Laminated-Rubber Bearings." Advances in Civil Engineering 2020 (November 18, 2020): 1–17. http://dx.doi.org/10.1155/2020/8899693.
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Skew bridges consisting of simply supported girders, continuous decks, and laminated-rubber bearings are widely used in western China; however, they are highly vulnerable to strong earthquakes. To investigate the seismic performance of skew bridges considering the sliding behavior of laminated-rubber bearings, the Duxiufeng Bridge located in Sichuan, China, was used as a prototype bridge. This bridge is a skew bridge that suffered seismic damage during the 2008 Wenchuan earthquake. The possible seismic response of this skew bridge under the Wenchuan earthquake was simulated, and the postearthquake repair methods were analyzed considering the effects of bearing types and cable restrainers. Parametric studies, using the finite element method, were also performed to investigate the effects of the skew angle and friction coefficient of the bearings on the seismic response of the skew bridge. The results indicate that pin-free bearings could effectively control the seismic displacement of the bridge, and the cable restrainers with an appropriate stiffness could significantly reduce the longitudinal residual displacements. The effect of skew angles is less significant on skew bridges with laminated-rubber bearings than on rigid-frame skew bridges because of the sliding between the girders and bearings. The residual displacements of the bearings were more sensitive to the variation in the friction coefficient between the laminated-rubber bearings and the girders compared to the maximum seismic displacements.
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Buckle, I. G., and Weng-Onn Lee. "Analysis of skewed multibeam bridges by the transfer matrix method." Canadian Journal of Civil Engineering 12, no. 1 (1985): 24–35. http://dx.doi.org/10.1139/l85-003.
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The analysis of multibeam bridge decks is seriously complicated by the effect of skew. Conventional methods invoke grillage solutions, which have inherent difficulties. This paper proposes an extension of the transfer matrix solution for right decks to include the effects of skew without detracting from the simplicity of the method. Both the flexural and torsional flexibility coefficients need to be modified for the skew support conditions and a new flexure–torsion coefficient is introduced to represent the cross-coupling that occurs between these flexibilities because of skew. The assumption of load transference through a single-point hinge between adjacent beams is retained, but the spanwise location of this point is varied from beam to beam according to the degree of skew. Results are presented for a range of skew angles and span/width ratios and compared with those from a modified grillage solution; excellent agreement was demonstrated up to and including 45° skew. Key words: highway bridges, skew, transfer matrix analysis, grillage modelling, multibeam decks, single span, comparative solutions.
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ROCHA, B. F., and M. SCHULZ. "Skew decks in reinforced concrete bridges." Revista IBRACON de Estruturas e Materiais 10, no. 1 (2017): 192–205. http://dx.doi.org/10.1590/s1983-41952017000100009.
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Abstract This research investigates reinforced concrete plates and shells with skew reinforcement whose directions are not aligned with the principal internal forces. Two normal forces, one tangential force, two bending moments, and one twisting moment are defined in the plane of the element. The analysis includes two shear forces in the transverse direction. The membrane and flexural forces are distributed between two panels at the upper and lower faces of the element. The smeared cracking model, equilibrium considerations, and plasticity approach yield the design equations of the skew reinforcement. The slab reinforcement of flat bridges, with and without lateral beams and girder bridges are compared considering different skew angles. The minimum reinforcement criteria of skew meshes are discussed. The results show that skew reinforcement yields higher steel and concrete stresses.
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Ebeido, Tarek, and John B. Kennedy. "Punching Strength of Deck Slabs in Skew Composite Bridges." Journal of Bridge Engineering 1, no. 2 (1996): 59–66. http://dx.doi.org/10.1061/(asce)1084-0702(1996)1:2(59).
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Dimitrakopoulos, Elias G. "Seismic response analysis of skew bridges with pounding deck–abutment joints." Engineering Structures 33, no. 3 (2011): 813–26. http://dx.doi.org/10.1016/j.engstruct.2010.12.004.
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Sen, M. K. "The influence of skew abutments on steel plate girders and R.C. Deck composite bridges." Journal of Constructional Steel Research 46, no. 1-3 (1998): 81–82. http://dx.doi.org/10.1016/s0143-974x(98)00193-x.
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., Sindhu B. V. "EFFECT OF SKEW ANGLE ON STATIC BEHAVIOUR OF REINFORCED CONCRETE SLAB BRIDGE DECKS." International Journal of Research in Engineering and Technology 02, no. 13 (2013): 50–58. http://dx.doi.org/10.15623/ijret.2013.0213010.
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Ijima, Katsushi, Hiroyuki Obiya, Gunji Aramaki, and Noriaki Kawasaki. "A study on preventing the fall of skew and curved bridge decks by using rubber bearings." Structural Engineering and Mechanics 12, no. 4 (2001): 347–62. http://dx.doi.org/10.12989/sem.2001.12.4.347.
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Anand, Ashwin, Deepak Kumar Singh, and Preeti Agarwal. "Vibrational analysis of polyurethane-sandwiched bridge decks with variable skew angles." Noise & Vibration Worldwide, September 8, 2024. http://dx.doi.org/10.1177/09574565241278703.
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Bridge decks are the surface of bridges that carry the weight of the vehicles and pedestrians crossing over them. The design of bridge decks varies depending on the span, traffic volume, and material availability. But nowadays, the need for a sustainable approach is required. So, use of a sustainable material for construction and retrofitting purposes is the need of the hour. In the present study, a novel synthetic material polyurethane has been used in bridges. The study deals with the variation in skew angles to determine the response of the bridge deck. The response of natural frequencies on the bridge deck due to the variation in skewness and thickness of steel are analysed under simply supported and clamped boundary conditions. Further, the bridge deck is sandwiched using steel and polyurethane having different thicknesses, and the responses are recorded. Afterwards, a bridge deck is modelled using polyurethane as a special case, to pursue sustainability and justify the RRR (reduce, reuse, and recycle) concept of waste management. A comparative study is also performed between the isotropic steel deck and sandwiched deck by varying the skewness. The skew angle is varied from 0° to 60° with a difference of 10°, i.e., 0°, 10°, 20°, 30°, 40°, 50°, and 60°. The frequencies of the isotropic steel and sandwiched decks are increasing when the skewness is increased. Also, the decks may be modelled in a way to enhances the vibration behaviour by sandwiching the existing steel decks. The free vibration frequencies of the sandwiched decks are comparable to the steel deck of similar thickness, which shows the use of polyurethane as the core material does not affect the vibrational characteristics of the deck, while at the same time reducing the cost significantly. The research lays the groundwork for the creation of engineering recommendations that practitioners can use.
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Shrikant, D. Bobade *. Dr. Valsson Varghese. "PARAMETRIC STUDY OF SKEW ANGLE ON BOX GIRDER BRIDGE DECK." July 5, 2016. https://doi.org/10.5281/zenodo.56918.
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Box girder bridge deck, is the most common type of bridges in world and India, it consists of several Slab or girders. The span in the direction of the roadway and connected across their tops and bottoms by a thin continuous structural stab, the longitudinal box girders can be made of steel or concrete. The Simple supported single span concrete bridge deck is presented in present study. Skewed bridges are suitable in highway design when the geometry of straight bridges is not possible. The skew angle can be defined as the angle between the normal to the centerline of the bridge and the centerline of the abutment or pier cap. Due to high traffic road can hardly modified in order to eliminate the skew. Therefore, considerable numbers of skew bridge decks are constructed. The skew angle effects on the behaviour of the bridge. Therefore, there is need for more research to study the effect of skew angle on performance of bridges. In the present study, the effect of change in skew angles with normal bridge is studied. Longitudinal moment, shear force, deflection and transverse moment are computed by modeling using STAAD-PRO with IRC loadings and results are compared.
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De Backer, Hans, Amelie Outtier, Ken Schotte, Wim Nagy, and Marco Diversi. "SKEW PLACEMENT OF ARCHES FOR ROAD BRIDGES." Proceedings of International Structural Engineering and Construction 3, no. 1 (2016). http://dx.doi.org/10.14455/isec.res.2016.75.
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This article describes a parametric study using a detailed finite element model of an arch bridge consisting out of a single arch with varying arch and hanger arrangement. The objective is to investigate the influence of overall arch dimensions, these different hanger arrangements and a variation of the skewness angle between the arch axis and the longitudinal bridge deck axis. The influence on the stresses, normal forces and bending moments in the main girders, hangers and arch cross-section is examined. Finally, a buckling analysis is performed for all variations of the base model and the change in critical buckling load is discussed. The displacements in the bridge deck are found to be the same for small angles of skewness. Starting from an angle of ± 13°, the location of the maximum deflection in the bridge deck shifts towards the ends of the bridge deck instead of being in the middle. This can be explained by the influence of the wind load acting on the arch structure combined with the direction of the horizontal resultants of the hanger forces. This can cause partial relaxation, thus ensuring a small uplift at the longitudinal girders of the bridge deck. This is also the cause for the higher displacements in the arch. The torsion effect in the arch results in a counter clockwise rotation of the arch. When performing a buckling analysis on the changing angle of skewness, it is found that this initially has only a small impact on the critical load factor.