Guide Specifications for Horizontally Curved 1993 T POONAMALLEE RO: NAPAKKAM, MADRAS Published by the American Association of Stato Highway and Transportation Officials. “444 North Capitol Steet, N1W., Suite 249 Washington, D.<. 20001 {© Copyright 1993 by the American Assocation of Ste Highway and Transporation Oficial, Inc.All Righw Reserved. Printed inthe United Stats of America. This book, oF prs there, may not be repeduced in any form without permission ofthe publishersPreface to the Guide Specifications for Horizontally Curved Highway Bridges ‘The fist Gulde Speciation for Horlzomall Curved Highway Bridges were adopted by the AASHTO Highsiy Subcommites on Bridges and Stace, abd subsequemly published in 1980. Since ha tie, the Subcommioe has adopted changes tothe Guide Speciation, 18 prt of is Interim Specifications Bridges, forthe years 1981, 1982, 1984, 1985, 1986, 1990 and 1992 (othe 1992 ltrins, with commentary, were never published as a epaate ‘document. Each ofthese intr revisions has been approved by a two-thirds major ofthe Imembersip of the Subcomminee on Bridges and Structures, and has the fll effect ofan [AASHTO Guide Specification. “Tis updatod versio of th Guide Specification supersedes and replaces the 1980 eto, and any revisions made in previous Intern Specfications—Bridges ies ‘While he Tenth Eton ofthe Standard Speiiarons was eaten at he ime of publica tion ofthe anginal Gude, all current references to the Standard Specifications hein ate refeences tothe cent eon. For the convenience ofthe user, referenced atiles of the ‘Standard Specifications ate printed a bold yp, AFormat For the convenience of the uses this gue specification is divide into two parts as follows: Part Allowable ues Design Criteria ‘CURVED STEEL, COMPOSITE, AND HYBRID I-GIRDER BRIDGES, (CURVED COMPOSITE BOX GIRDER BRIDGES Part Load Factor Design Criteria ‘CURVED STEEL, COMPOSITE, AND HYBRID -GIRDER BRIDGES (CURVED COMPOSITE BOX GIRDER BRIDGES ach section has ts oa “Table of Contents, Speciiaions, and ‘CommentaryTable of Contents Subject Part I-Allowable Stress Design Criteria (Curved Ste, Compost, and Hybrid F-Gider Brides Curved Composite Box Gider Bridges Part Load Factor Design Criteria ‘Curved Stel, Compost, and Hyori 1-Ginder Brides. (Curved Composite Box Girder BridgesPART ALLOWABLE STRESS DESIGN CRITERIAPreface to Part I Curved Steel, Composite, and Hybri I-Girder and Composite Box Girder Bridges: Allowable Stress Design Criteria "The increasing we of curved girders fr highway ‘ridge srotuesindist oed forthe development ‘of design requirement for structures ofthis type A Though many such strucures have been bly design procedures were based on extapoating availabe ia Fonution developed for steaight prdr bridges In 1969 a comprehensive poled funds research projet sponsored by 25 parteiating wate highosy ‘epartmens under the drecuon ofthe Federal High vey Administration was nite to develop reqie- ‘ncn for curved bridges. This project FH-1-7389), ‘eleed was CURT, involved » Consort of Uni ‘ersity Reseach “Teams comprised. of Camegle- Mallon Universi, the University of Pennosvania, the University of Rhoe Island, and Syracse Univer: sy Other research beside the CURT project 9 alo Underway a various universities and research facie ties thoughout the county. "The provisions preseated in tis speciation ate ‘based of esuls bined from the CURT project at well as sever of these oiler projet. Specially, Work sponsored ty the. Maryland Department of ‘Transporation atthe Universi of Maryland and by the Penassvania. Department of Transporation at CCarnegie-Mellon Universgy as been incorporated Since 8 comprehensive roviow ofall the published information on the subject of curved girders was con- ‘ucted as part of the CURT project, due consideration ‘The requirements included in this spesifeaton ‘were developed fom bth analytical id experiential Studies. The experiment sis included sate and ston 2 Where the called average normal tes inthe compression flange equals the alloable normal ‘ange tress, the thickness of the web platen Eg (0) Shall not be Tes than the Timing values in Arle Wws43.12, (8) GirdersStiffened Longtudinally ‘The web plate thickess of curved plate girders gupped witha single longtainl steer located in the compressive stress region a distance D/S fom the compression lange shall not be less than that dete ‘mined by the formula: (28) 6,000 wheres the calculated compressive bending sess Inthe Mang, but inno cae shall he thickness e ess D ton 2 ‘Where the calculated average normal stress inthe ‘compression flange equals the allowable normal ‘ange tess, and the gid is equipped witha single lomgitadinal iter lost inthe compressive ares region aswell ata sngelonitodial stent inthe tension ses region, the thicknes of the web pate Shall not be Tes than the limiting values in Amie 10.34.32. 1.13. TRANSVERSE INTERMEDIATE STIFFENERS ‘Transvrse intermediate stieners may be omited ifthe average calcalated shear sues inthe o055 ‘om af the web plate the pot considered meet the requirements of Article 10.3441. "Where naevers afters ae required, the pac ing ofthe transverse stiffener shal Be sah thatthe ‘cual shear tes shall not exceed the value given by the folowing equation: crs FB ‘Te vale of Cis determined from the provisions of Arile 10.34.42, For that potion of the span whee stiffeners are reqvied, the maximam intermediate transverse sif- ‘ner spicing it limited to the wed depth, D. The Spacing ofthe first transverse stfener atthe simple SUppst ead ofa ieee lmied to 05D. Tor curved girders, the moment of neta with r= sence tothe midplane of the web of any intermediate transverse atiffence shallot be lese than Where (225s) o.oo 1 Senin pnb Serta of any type of transverse Intermediate stiffenerier Beige (4 1 tsa a ey Sorat sae a = Reel on be eee seers 4 tt te vee Sees > = hewmen de csp naa «=e ee ht ; x stove 078 Gone ene 1775 when 0.78 = Ss 1.0and 0 2 = 10 5 = alt a gir The cigs often ses sha me BE here bis the wh ous tes than OYE were bf the width of te oustnd ing stiffener clement (in, and F, ithe yield strength ofthe transverse sflenr (pa). When stiffeners arin Pairs, the moment of inertia shall be ken about the ‘eneie ofthe web plate. When single stiffeners are Used, the moment of inertia sal be taken about the face in contact with the we pate 1.14, LONGITUDINAL STIFFENERS “The longitudinal stiffeners on curved web panes shall sausy the reguzements of Article 10.348. In ‘ton, the ads of gration ofthe steer hall ot be Less than Ta computing, ceaallyloated web strip ot more than 18 with shall Be considered as pat ofthe longindina uifenr For plate girders equipped witha single longite- ial slilflener inthe compressive sess region as ‘ell asa single Tongitadinalsitfencr inthe tension stress epion, both tffner shall have the sme size, ‘The stiffener in the tension region shall be plod sr are fom ine re ees sane 1.15 GENERAL ‘This section peruias to structures compoted of steel gids which are curved in pan with conerete tabs connected by shear connectors. The general e- ‘iremensof Article 1038-1 sal aso apply to such 1.16 EFFECTIVE FLANGE WIDTH For purposes of computing the properties of 3 compost ection tobe used nthe analysis for Dende fg moments, twisting moments, and deformations, “Atcle 10.38. sal be applied. 1.17 NONCOMPOSITE DEAD LOAD ‘STRESSES: “The normal oncompost dead load stresses inthe steal section alone dve to flexure, fy and retuned ‘sping, shall be dstermined ty laste theory. The oncomposite dead load flexural stresses, fat ip stresses, + f) th sel team alone shall not exceed the wales given in Article 1.10. 1.18 COMPOSITE SECTION STRESSES ‘The normal stresses in the composite section due fexure, fy and restined warping, forthe son poste dea Tod plus ive lod afer the concrete deck ‘as hardened shall be determinod by clase theory [Afr aig in the poncomposte dead load stress, ‘the tot lxara stresses, fy, and lp stesses, £.) inthe composite section sal not exe the val- be given in Artele 1-10. Desig for sear stall be cording 10 the roqiemens specified in Aries Tit and 113,“op compression Manges in composite. sections shall be considered braced against lateral distortions ty the hardened concrete deck when computing the allonable normal ange sesses in the composite sc ion for the wal dead plus live loa. The alloable toa normal Mange sess forthe tp compression Mange in composite sections aie the concrete deck ‘ns hardened shal therefore be limited t 0.55, The ‘added warping stresses, i the op lange dco he ‘composite dead load aad ive load my be neplected for composite sections after the coacrete deck has hardened, 1.19. SHEAR CONNECTORS “The provisions of Amc 1038.2 sal lo apply tothe design of shear connectors fr curved composite idee, excep that the requirements given. below Stall be used in place of those in tcl 1038.8 10 otemine the capacity ofthe shear connectors. (8) Fatigue “The provisions of Arle 10,385.11 sal apply for checking the fatigue stength of sear connectors {a carved composite gids (8) Ukimate Strength ‘The number of connectors so provided for fatigue shall be checked to ensore that adequate connectors fe provided for uldmate srengh, The aumber of Shear comectors required between points of maxi ‘mum positve moment and the end support or dead Toad points of eontralexre sll be wach tha: Rs0s, wher: © = areduction ficior = 0.85 S, = the ulimate strength of the shear connectors as given In Article 1038.5.1.2 P= force onthe connector Horzomaly Cure High 8 Lit P= O.8Strbe oF P = A. whichever is sale, at points of maximum postive Smomect pots of maxinn negative ‘momeat, P AIF, as defined in Arle 103388 N= numberof connectors between points of ‘aximom positive momeat and adjacent fd supports or dead loa points of ‘onrflesut, or between pint of ‘maximum aegaive moment apd adjacent ead lead point of eonralexure 6 = cg tnt pt Peseectemttct om) mor Pom = 4s Stance) ns mae : x seaue(2 1) +098 IN, = numberof connectors atu setion Curved Hybrid Girders 1.20 GENERAL ‘This section pertains 10 the design of hybeid Ieprders which have a vera axis of symmetry through the midale-pane ofthe web pat and which reste general rquitements of Arce 10.4.1. Tae folowing adionl requirements apply for curved hybrid girders 1.21 ALLOWABLE STRESSES (A) BendingNoncomposie Girders For soncomposit girders the bending ses inthe web may exceed the allow sess forthe web tel1a at 1 1.Gider Begs (Allowable Sues esis) u roided that the tres in ech ange does not exceed {he allovble ster from Article 1.10 for he sel in ‘har lange muplied by the edacon fae RoI ® riimum yield strength ofthe ‘compression ange (ps) B= the aes ofthe web divided by the area ‘ofthe tension ange y= the distance fromthe outer edge ofthe tension flange the neutral a8 (of the tranaormed section for compose ides) vied ty the depth ofthe fel section a + [elo the minim specified yield strength ofthe web divided by the minimum ‘gsi yield strength ofthe tension ange fli = the abso vale ofthe tension Mange tip sors duc wo lneral Range bending ‘ive by the bending stress in he tenon Mange aa W)teih = =, den R = 1 © (8) Bending —Composte Girders In the positive moment region of composite ders, the bending ses inthe web may eee the fllomable sess fOr the web tel provided thatthe ‘tress in th tension Mange doesnt exeed the allow fable sess from Arle 110 forthe sel in that Flange multiplied by the redvtion fictor determined from Eg, () in Anicle 1.21(A) where a” is gen by Ea. Inthe negative moment pion of catinuous spun composite atders in which the tesion flange is con nected tothe concrete slab by shear consectos, the ‘eduction factor shall be called using Eq (3) in ‘Anicle 1.21(A), whore @ shall be the appropriate value given below ® © where a and ate defined in Amite 121A) and {= the absolte value ofthe compression ‘ange up sues de wo lateral Manse bending divided bythe Bending sues in the compression Mange ra el il ul = ty then R= 1 © "aw (© Shear Design for shea shal be according 1 the regi ment of Atle 1.13 (©) Fatigue Design for atigue shal be according 1 the require mens of Article 10.40.23, 1.22. PLATE THICKNESS REQUIREMENTS 1 eaeslting the minimum thickness of the web plate secording to Article 112, ball be ake athe falculated bending sess inthe compression flange ‘vided bythe reduction factor, Ry deteined fom the appropriate formula n Article 121. Te limiting ‘with to thickness ratio ofthe compression Mange plate for hybrid iter shall be determined ascording {o Antle I10 using the yo stress ofthe compres Som Mange material and eed pot be reduced de 1 the lower yield strength of the web material Heat-Curved Rolled Beams and Welded Plate Girders See Article 10.15 ofthe AASHTO Standrd Speci feaions2 Morzonlly Curved Hihy Brae Lt 2 torzmaty Cun Hit Bees Allowable Stress Design Criteria for Curved Steel, ‘Composite, and Hybrid I-Girder Bridges: Commentary Preface ‘The analyteal and experimental studies which foxm the bass forthe proposed design recommenda tions have been documened inthe various CURT project reports and elsewhere. The purpose of this ‘ommenay ist bly summarize these results for ach specific recommendation. Approprite refer noes are ad othe detaled project reports or those merested in a comprehensive sudy of the origin of these recommendations Tn oder to asi he designe a understanding the sarious revomendations ata clarify questions r- {arding their application, some ofthe formulas have ‘een presented in tabular andlor graphical form. Other forms of design aids can also be prepared pending upon the preference of the inva de- Signer, some case, may be advantages 10 pro- fram these equations ona digital computer oasis in proportioning the members in curved bridges to mest these secommendstions. ‘Since it I impossible w cover evry coneivble design situation f hese recommendations, i i 0g feted tha the designer refer to the various references ited in thir commentary for soch unusual cases of ‘thea the design problem falls ouside the scope ofthe ‘arioes recommendations. 1.1 GENERAL “The design recommendations presented inthe fist par of tis spelfiation are based on analytes! and Experimental tes ofeorved shaped members, An fttampt was made in developig these recommenda tions include not only sults obsined from the ‘CURT project bat to recognize al the existing appli: be work om curved bridges. These recommendations, therefore elect the tat of knowledge In ths ae. a5 cof mid1978, "The provisions are presented in he form of require ments applicable oan allomble sess" type desien procedure. As such the requirements pralel those inthe Standard Specifications for Mighway Bridges ‘opted by AASHTO. It should be ated, however, ‘hat some information on ultimate stength behavior of {orved members ws obtained nthe CURT stds, In ton eass, a the ri ofthe bridge Becomes large fr approaches afin, Le, the curved bridge be- ‘Somes sight the recommendations herein rede t0 the AASHTO requirements for straight brides. “The eecommenations peseted obviously donot cover every aspect of the design and consracton of ‘Gorse bighoay ridges. Only those areas for which Specific infomation was avalable were inciodd. For problems not specially covered hee, the de- ‘goer shocld resort solutions based on sound engi eeing judgment wt additional information be ones ail. 3 LOADS. (ay upiin ‘Because of the over behavior of curved girder stevtres thee is «posibisty that uplift wil occur tthe suppor. This Uplift comion i ota ely Spparet curve girder unit sjstems a in other ‘rural systems, and fortis eon, uplift sspeci- fied inthis section. Beside checking the sytem for Uplift de dead oad aod the ive Fad, an invest te should be made to Jnwore that uplift does not ecu beease of the retbod f placing the deck con~ ete. Since uli is ondtion of stabi rather than Stes, ity ecomimended hai iis posible to have tote han tw anes of load othe beige and proce Uplift, a reduction ofthe loads shou not be mad, Impact [Numerous stutss fave been mae on impact “These sie incate «need study straight girders sel as 4 ood to study greater range of parame13 Comment inde Bridges lable Sess Desi b ter for curved gers. Uni this information is hl it is ecommended tht the existing equation for Straight gisders be used for curved gids “The following is 2 proposed specification that should be reviewed along with fuer vestigations Proposed Specification ‘The dynamic eet, including centrifugal frees, produced by HS loadings onthe bridge shall be ac- ‘Counted fo by using the pact acon ive in Table 1.3B, Thus, the value of @ Ive load qusntiy (4, reaction), considering the dynamic effects, i the Product of he value of tht lve fad quantity caleu Ind by a stati analysis and (1 + 1), oF Dynamic live load value = (1 + 1) % (Sati live load vale) ‘whore Ts the impact factor. The impact fairs are ‘alld withia the following parameter males s0@ = Ls 2008, 200. = R, = 1000 f. v= mph Number of pede = 6 [Namber of continuous spans = 2 Wight of Vehicle 9 5 ‘Weight of Bridge the above ranges are exceeded theo a dynamical ysis should be made “The impact feo re TARLE 1.38 Tpact Quanty Paco, 1 ‘Reactions and shear forces 030 Moments i longtina girders 035 ‘Torsional moments in longitudinal ‘infers 040 Moments in slab 020 Bimoment ia lngitadina girders 025 Forces and moments in diaphragms 028 Defiectons 035 ‘A finite element matod of analysis was developed atthe University of Pennsylvania study the dynamic ‘esponse of snipe or moliapan ginger horizotlly curved highway bridges subjected wa smulted mov- lng vehicle (1), The bridge deck was discretized (re {er vo Figure 1) by sntular sector thin plate elements andthe curved girders were dseretized ty thin-walled fared beam elements, both developed on sill Aisplacemet thor) The beam snd frame ype cross- ‘aphragms were modelled, respectively, by beam ele- ‘ment and fame units consisting of indivi! ar ‘lements, The vehicle wae elie either by set of moving forces or by a two-rle, four wheel sprung mass system moving atx conta speed ina culat path parallel othe centerline ofthe bridge. The Sprung matics of the vehicle were assmed to be lays in contact with the bridge surface daring its ‘motion. The vehicle damping was considered w be ‘Viscous but both beige damping and rion i the ‘hice suspension systems were neglected. The effect ofthe confgal fees of the vehicle are also in- ‘lade inthe analysis “The effec of including the mass ofthe moving load upon he discrete stom esl na set of iferental suntions, te coeticients of which depend upon the ‘eed and the postion ofthe mas. The solution of ‘moving mass problems was obtained bythe linst= ‘celeron method and nimercal iteration the Selution of moving force problems vas obtained from the gener equations by taking limits of diferent panetrs, Te hs Work, a general compater program was de ‘eloped te analyze the dyoamie response of horizon- tally curved bridges due to moving forces oe moving asses, aswell a the fre vbvaton analysis ofthe ‘ridge due wo specified intial conditions. Recommen- dations for pact factors were made based on the Jnfueace of some inperant parameters on the dynamic response, Assumptions and Lintations ‘The assumptions and limitations for the bridge structure inte in this sty were 1. only horzomally cirulanty cored Tein bridges were considered 2, the ridge had single curstar;“ Horizon Curved Hi 3. the deck surface ad constant supeelvation slog the span of he bids, 44 the support condions were assumed tbe fonstant with time inthe dynamic analysis, that the setlement of ropport and ground acceleration effets were not included; ‘5. te materials of the bridge tractre wore as sumed tobe inary elastic andthe deforma tons of the struture were assumed renain ‘within the lint of smal displacement theory: 6. the damping inthe bridge structure was ne lected in he dynamic analysis ‘The assumptions an limitations for the simulated moving vehicle were! 1 atwo-axle, four whee vehicle model was con- sidered; 2. the velcle moved a constant sped along & ‘rear path parallel tothe ceaterine ofthe bridge: ‘3. the suspension springs were Macarly clastic andthe vehicle damping was considered o be ‘The following assamptons were made during the imerttion of bre aad Vehicle: 1. the vehile rolled smoothly without friton long the bridge surise, and therefore, the coupling of reactive Fores de 0 fition was reglectd; 2. the unevenness ofthe bridge surice was ot considered 3. the anes remained paral othe deck srfce at he angle of superelevation during motion; 4. te veicle remained i contact withthe bridge oro its motion (his condition was achieved by limiting the speed ofthe vehicle by the allowable speed on particular bridge depend- ing on its adi a roperslton, ealzation of Bridge-ehicle Sytem ‘The complete bridge-sehile sytem (sytem 8) with global efeence ates in this stay was concep tually reduced 16 two sub-systems—the beige (ub- ‘Sytem B) with reference anes XP (Figure I) andthe ‘wohl (sub-system V) with loal reference sytem BY (Figure 2). "The bridge, or the subsystem B, 1s Fined i space by eliminating the vgid body motions through Boundary conditions (suppor) at cein points on it, But the vehicle, or te sobsyiem V, moved in spice and had time-dependent boundary ‘ondtions de tots imeaction with the bie. The rds 13 response ofthe complete bridge-veiee sytem due to the inersction of wo subvsysems was studied afer teanslorming the dynamical properties ofthe individ ‘al subsystems from heir local eference axes the ‘lbal reference ates, Sine, in this sd, 8 four Wheeled mol of th vehicle was considered w be 4 realistic idealization of the Vehicle, there existed on points Between the two sab Hoatzaton of Bridge In gener, the hrizomalycirelaly curved I der bridge is threecimensionl strate inl Ing complex itraction between steel girders and soncrete deck slab, There isan infinite umber of Doin on te stuctre having an infinite number of ‘Segre af feedon. An eract closed frm analysis of this atrctre is very difficult imposible. In this work the ie element metho was used ama Iyae dhe structure because of ts generat in repre ening any complex sracure by an assemblage of Sl elemental srvcuralunks, The Behvior within {the element is peifed in terms of unknown dspace ments and forces at odes. The nods ate the pins on the stroetres ich can uBdergo independent m0 tion. The solution of the whole structure was od tained by combining these individual elements in 2 ‘manner which satisfied the fore-eqilirim and dis placement compatibility atthe nodes of these le ‘ents, The bridge structure considered here had three stint components—coneete deck sia, the ste! tides, and the wel rail dapragms (Figure 1) Horizon wied bracing inthe plane ofthe botom ange ofthe girders was neglect. The three distinct parts of the bridge structure or sub-systems was discretized by using the following thre types of finite elements 1. the comerete deck slab was discretized by am lar sector pate elements developed atthe Un ‘erty of Pennsyvania (2, 3), and he imerac tion Between the bridge-ehicle sub-systems ‘sas only through the contact points om these semen 2. the curved stel girders were discretized by thinned curved beam element, developed Jn this work, andthe support constants were applied othe nodes on hese elements 3. the crosdiphragms were discrezed by beam of frame type diphragm elemens. “The stfnss and mass matrices of the inves! ements were obtained in tee elemental rfreace13 Conmeney Pat 1. Gir Bridges Allowale Ses ese) is systems and then these quantities were transformed 19 the global reference sytem Xf. The transformed indi ‘vidual element siffess and mass mateces were con bined ina consistent manner to give the stature stfaess and mass matrix. The external longs on the elements were also converted to work equent nodal ous an transformed to the sme global refer ‘nce system Xf. Then the iid body motions inthe system were eliminated through boundary conditions nthe reduced 3 of equations were solve o gst the Unknown displacements and” comseguenly the resis. A deed decusion ofthe fine clement rmathod of analysis given by Zienkiwice (8) and Praemicnick (5). and will mt be discussed ere in ealiztion of Vhicle ‘Tho sepresentation ofthe vice requires specify ing cerain properties which may be cased ether as static or dynamic. Under the static properties are ‘onsdered these fentures of geome the spacing of ‘he axles, the numberof axles, and the sate dsb tion ofthe vehicle weight tthe axles. The &ymamic ‘properties include the natural frequencies af he ales andthe damping characters ofthe suspensions tem The vehicle model chosen here i an outcome of ‘extensive Irate survey on vehicle characteris. ‘The clase of vehicle considered here are the com mon wosnle ticks apd three-axe taco iler ‘combination. The daa forthe nda vette wed in this stay comes from the FeerstHighony Adminis tration est Vehicle 6). The vehicle is mathematically modelled as a sprung mass system having thre de- frees of freedom. The tal mass of he Yeicle which |S supported by the suspension system istered asthe sprang mass. The unsprung mass represents the tal sass of the azle mechanism, wheels, drives, brakes, ete, and the upspring mas is asamed to be slays in contat wit the bridge daring the motion of the vehicle. Ta the case ofthe twe-anle vehicle, the effet ofthe front axe unsprung mason the ridge is neglected snd the elect ofthe spreng mase of the ‘waco Is consiored as an equivalent mass on the teller spring mas (Figure 2) The sifness of suspension system was derived from the avilable dats of the vehicle (6) assuming linear sping. Vehicle damping was considered w be viscous, and the inlet friction in the suspension springs was neglected. For this amaytial study ofthe bridge-vehicle inter action, the vehicle was edoced to dynamical model consisting of two-ale, four whee sprung mass a8 shown in Figure 2. The sprung mas consists of trler ‘ody and also part of wator body. The unsprang ‘ass const of fw axles ofthe tle. The tactor anlecfTot is neglected. The prong mass has indepen ‘dent degoce of foedomn bur the sprung masses being als i contact with the bridge do not have Independent degrees of feedom. A coordinate sem ‘ys associied with the sprang mass at is centroid ‘The coordinate aes ae taken along the principal ates ofthe sprung mas a5, along longitudinal direction ‘or along the direction of oto, p§ along transverse ‘ection orally inward dvetion and long the ‘iection perpendicalar to the bridge surfice. The ve hele axles are astmed to remain parallel 10 the bridge surface during tei motion. The sprang mass being supported on clastic springs has independent degrees of freedom, These degrees of teedom give the displacements ofthe sprung mass its state equlb- sum poston during the motion of the bridge-vehicle system. The independent depres of teedom consid- (ed forthe sprung mass are the ansatio along pS {xs or the bouncing motion; the rotion about p, oF the vollng modon: andthe rotation about pl axs, or the pitching motion. Rowton ofthe masses about the i, saing motion, was neglected. Dae fo thes three ‘dona egies of feedom of the vehicle he taal Aegres of freedom ofthe bridge-weicle system be- tomes (N +3), whare Nis the umber of depees of fteodom ofthe stuctue "The ransational degrees of freedom ofthe sprang ‘mass along p and pdretons are not independent, ‘because there ae no springs considered in those die tons and alto the vehicle munsin constant sped uring its motion. In ther words, the vehicle behaves ‘888 rigid body inp and p directions but as an elastic system in p dietion, I i to be emphasized that uring the motion, the Vehicle moved smonshly over the bridge surface in a crcl pth and there imo frictional coupling of the contact forces atthe four ‘contact pints Standard Vehicle Specifications Slace the bridge self the primary object ofthis study the characteris ofthe bridge relative to the ‘ehicle should be varied 0 thatthe Bridge-sehicle Parameters reflect primarily the variations of the fridge properties. This restriction onthe variables can be accomplished by specifying 2 standard vehicle ‘which wl be used throughout the sty. The “sand Ard” vehicle used was a three-anle tractor and sem trier combination which con be loaded to simllte an 1520-46 desig lontng. Note tat the “standard”16 Hosiotlly Cute Wighosy Beds 13 ‘vehicle fs not absolute andthe developed computer program is capable of handling any other vehicle data for special vestigations, The physical characteristics ofthe FHWA test vehicle akon asthe standard vehicle fre (fer Figure 2: Gros vehicle weight = 77,30 bs. “Tractor sprang weight ai ‘Tractor font ale weight ratio = 0.03 Trlr sprang weight ratio = 0.80 “Trlr font ale weight rato = 0.05 “hller rear axle weight ealo = 0.04 Whee base of tector Ly = 156.0 inches ‘Wheel Bae of taller L= 243.6 inches Wid of wallet © = 72.0 inches Centroidal distance prance, a) = OS, 05,4= 03 ‘Height of tilercemer of mas from ale center of masses, h = 54.0 aches ‘Height of axle center of masses fom bridge sur fice, d= 36.0 aches Front ale stfness Ky = 6500.00 sin, Rear ane tifaess Ky = 6500.00 Ibs in ‘Viscous damping ratio Cx, Cr = 0.0 ‘The weight ratio gave the ato of the component weight tthe goss vehicle weight. The viscous damp- Ing ratio i he rao of the damping constant to the trical damping vale of the weil system. Equations of Motion “Te equation of motion of the bridge and vehicle aynamical systems were obtained independealy in their local reference systems andthe ft equations forthe bridge-vehcle system were cbaind fom the iteretion of the two sub-syems, The equations ‘were derived in a generalized form which can be spe- ‘alized for a varity of bedge geometries and vehi- ‘es. The dtl desertion ofthe deriatio of he ‘sqatons of motion forthe bidge-eicle system is [Biven by Shore and Chaudhri in Reference f and wll ot be discussed here Equation of Motion of Bridge ‘The equations of motion ofthe brie system with danping neglected were obtained inthe following ma- tai form THE + Ke = FEB a (Mi and (are the stroctare mass and stiffness ma twice, and (DB, (D)yB ae the acceleration and dis Placement vectors nthe bridge releronce system. xB, (Fi eepeset the work eqitalent nodal oad ve tor derived from the vehicle Toading atthe j® contact point epreset the element amber on Which the ‘eons point exists andthe surunation inl al ‘ofthe vehlle contact pla. The mass and sins ‘ations are banded and uation | represents set of NN second order, linear coupled differential gation, N being the total degocs of freedom of the con rained structure Equations of Motion of Viele “The equations of motion ofthe sprung mas ofthe vehicle wore derived in the pY system Se Figure 2) incling the translational, roling and pteing do- tres freedom, Then the contact Fores becween the bridge and the unsprung masses were obtained ia terms ofthese three independent motions. Nex, the ‘ont foros de wo the motion of the bridge sive tre were derived io terms of te bridge degrees of freedom and combined with those due the vehicle ‘motion. The final expression for te contact Forces ftom the vehicle om the bridge are given in deal n Relerence | Ivercion of Bridge and Vehicle “Tne equtons of motion of the rie system in B withthe work equivalent nodal fees derived fom the vehicle coat forces as the forcing unetion are combined wit the expression forthe vehicle system ntact force in pb satin the follwing condi- tins (1) all quantties are transformed 1 he bidge- esle or global system of reorece axes x7, 2) isplcement compasbiliy atthe contact poi are ‘thie and) egioram is stsied atthe contact pins, that isthe vice costct forces or reactions ‘ua he externa Toads onthe bridge from which he dal work equivalent fores are deduced. This, the {inal equtions of motion of te bedge-vehicle system fave a unknowns the displacements (and their deriva ties ofthe modes ofthe bridge stucture represented ty 8 fine clement mesh and the displacements (ad their time derivatives) of the center of gravity ofthe ‘Sprung vehicle mas Computer Program DINCRBIIG “The equations and procedures describe the pre- vis sections were programmed fran IBM.370/168 ‘computer atthe compute center ofthe University of ‘Peansyvania. The program developed ean analyze thestatic response, natural frequencies of vibrations and ‘dynamic response of horizontally carved sider bridges consisting ofa deck slab, curved girders and radial diaphragms. Single girders or plate problems a also be anya by using this program. This pr- fram DYNCRBIG (Dynamic Analysis of Curved Bridges-Girde) (7) i continuation ofthe program STACRB (Static Analysis of Curved Bridges) devel- oped for the static analysis of curved bridges 20). DDYNCRBIIG can only accept the external loading in the form ofa two-axle,four-whee! vehicle load. Fora dynamic analysis, the vehicle assumed © move at & constant sped along eircular path parle t the onelie ofthe ridge andthe coniugal fore can ‘be considered ar neglected. The vehicle ca be siu- Id to include or climinate its wn insti frces AGvoving mass or moving force simulation). Each of the vehicle degres of freedom in the moving mass ‘problem can be suppressed independemly according to rquirement ofa specific problem. Simple span oF ‘continuous span problems canbe handled by the prom fram wi limit om the maxima numbers of nodes Inthe fine clement mesh equal wo 46. The program uses STACRB input data (20) forte properties ofthe ‘bridge and additonal input forthe dynamic analysis is required. "The program ouput incses: 1. The sti respons ofthe rate for a vere of te veil a a sguence of ae ‘tons. The progam cn be oped a i en an the et ar infence ecient bee secure 2, The ntl eqns and ait mode thtpes ofthe bride rte A maximo SF oo deg of fed en be ed bt foe poblns ining more degree of fe fom, mast condensates ae we Progam cn be wopped independ tis 2. Tie tyme respons of th tc de ‘nsraenes poston of the terme = Slisare once of een eins, Sito ned esis ee same then ing trae clad The poe rum cam act dye epi inde ede od hams ean Deco the dened tine speed ye ee Re tcrtg progres specified ni onion i ake posi 4. ct tracted ioe Gide Brg ‘Te response ofthe structure includes the deflections at the nodes inthe global reference system, x, the ‘ementstese resulta in the local reference sy tems, and the reactions a he suppor nodes in the lbal reference systems Impact Factors ‘The impact factor sed inthe Specifictins is de fined as follows (eer to Figure 3): Fy.) — FP) MAX Fi. P) 2 shor: 1 impact fact for function Fat sation attine Fy P) = dynamic value of Fat sation | ‘when the vehicle of woight P moving With velocity vi at ttn ja ae Fy, P) = site value of F at station i when the hice of weight Pi a ston j MAX Fy, P) = maximum static value of F at ‘ston i whea the velco of weight Pis st station K, ‘To design forthe dynamic eects of vehicle ona cursed bride its conseratve we choose the exten ‘ales ofthe impact actors ste eile traverses the Jpen. This wat the bai forthe recommended vals of mpace actors presented inthe section, “Proposed Specification” given above. ‘Thus, 10 obain the dy namic design values, the following relationship tee Dynamic Waue of F = (1+ 1) % (Maximum Stic Value of F)@) Parameter Lis of Bridges Anayced ‘Tine snd cost limitations in the CURT program required that the pertinent pramcis which Were tse to describe and define the bridge srctres ana Iyaed by DYNCRBIIG should be within praca de sign limis. Tus, he following set of parameters were ‘tbls forthe Bridges analyed: ‘0 A. = Bridge length slong centering = 2000w oriomaly Cred 200 ft, = Centerine rvs of euratare = 1000 f. LIS - Depth of bridge (D) = L118 ‘Wasthof bridge = 441, Vehicle velocity = 70 mph 2 = Number oflngituinal pedes = 6 1 Number of spans = 2 ‘The weight of the vehicle, as described above in “'Sundard Vile Speciation,” was 77,300 Ts. so thatthe ratio ofthe weight ofthe vehicle tthe ‘weight of the bride vated between the values of 1.078 and 0.900. Tn previous work reported by Tan and Shre (8,9), leas established hati he rai ofthe vehicle weight to the Bridge weight was less than 0.30, then it nas possible wo model the forcing fonction by using the Iho comtact ores and to neglect the vehicle inertia forces. This works farther verified ths contusion ‘Thos substanl savings ine and costs canbe ef fected in running the DYNCRBIG program by using the force soliton for weight ratio egal to 0 Less ‘han 030, (©) Superleration and Centrifugal Forces “The hovzoaal radial force resulting fom live load ‘on horizontally curved brie is depeaget upon the ‘olocty ofthe vehicle and the radius of curvature of the sricture. This force shoald be ncoded inthe “nays ofthe bridge. The vertical component of ive load produces esenialy the sime moment, sting ‘moments and deflection foe any ange of supeelevs tion hetwcen O and 10 perent. This has ben shown ‘through pplication ofthe Syracuse University Thee Dimensional Analysis program (10) (©) Thermal Forces 1 compebeasive analytical study (11) as boea made in which temperature effets on curved bridges hive been compared with those on straight bridges [No significant ferences were noted ules th mean horizootal radius was less than 100 fan the sub- tended angle was greater than 45°, Consequently 50 allowances need to be made for thermal forces in supersrotie desig for curved bridges of practical proportica yy Bees 13 1.4. DESIGN THEORY (8) General Simplifications are made in stroctral analysis to facilitate design In the case ofa bie with straight fines, for example, torsion inthe peers s ignored, nce iis a secondary effect and stability can be chive by considering bending he primary struc- ‘tral action, Fors hrioatly carved beam corying ‘eric Toads, however, the torsion which is devel ‘ped is cesar for abit, and must be considered iis desig. Since the esting ofthe curved girders is resisted ty imeracton with adjacent prders, ix tomy sce- ‘ommended thatthe ene suture be analyzed as a sysem. Methods of Analysis ‘As ofthis date, th following methods of analysis of section cured giner highway bridges provide some coral of the information ede o proportion the indie idl members ‘Load Method (12) [STRESS and STRUDL. Berkeley's CURVBRG program (13) University of Maryland's COBRA programs aa) + University of Rhode Island's CUGAR programs (18, 16,17, 18) Syracuse Universi’ Three Dimensional ‘Analysis (19) 1+ University of eonsyana's STACRE program (20) For oct ofthe above, loads are applied directly othe structure andthe method of analysts” the loads fo the various girders. Foe a grid analysis, cis Gistsbution e_sscomplished by the diaphragms ‘whether the bridge is curved or sigh. Fora tight ‘or nary taght bridge use of grid method pro- ‘Ses 9 strut of lower tol capacity than for a straight bridge ofthe same span designed usa the Gietbaion tors of Arle 3.33: te difference as bec found to be as muah a 20 perent Limiting Contra Angle An exteasive analytical stady (21) was made de- termine the effects of cuvatare onthe primary Bene Tag moment. One, 9, and thre-span statares ‘wore analyzed hating froin 2 wo 10 girders spaced 8, cad 16 Ron enter, fr carvatres varying romLs Comets Part 1=1-Gidr Bi straight 1 10° subtended angle per span, A wide Vanity of distributed and concentrated loads were ‘sed to obtain extreme Toad conditions, Moments, ined at midspans ofeach ger, were adjusted ‘obtain vals forthe same lengths as the corespons straight bridge. The diferences between corres: ponding moment in curved and stught ridges were expressed as percentages of the maximum postive ‘moment ins straight bem with similar loading “Table 1.4 was prepared assuming that an increase fof moment in the order of 10 percent would be a ‘reasonable upper limit on use of the distribution fc tors given in Article 3.23. Preliminary Method for Dead Load Analysis ‘A computer program for preliminary design of, singlspan horzonally curved bridges has been Geveloped bythe New York Site Department of Transporation 2) Preliminary Method for Live Load Analysis Live Load Distribution Composite Girders In onde to determine a preliminary size ofa. curved inde, it is desirable to have probable induced max ‘mum girder forces. Such forees can be deveined by the following equations which were obained by stalyzing many curved gider systems (23). These ‘qustions ae analogous tthe well-known and pres rly used distbaton factors for straight girders It Should be emphasized that th procedure that was used in development ofthese curved gtr factors follows the same technique employed in determining the ‘aight der equations. ‘The coacept of live load distribution in abridge system requires a thorough ivestgntion of the intr- ction of all bridge clement. In developing the prosenly used seaight giderdistbuton facts, Thorough analysis of many bridge systems was te- sre. In order o develop similar fctors for curved finder bridges, + mathematical model of 2 curved bridge sytem and its solution is required “The development of sucha model apd is solution (24) has resulted ina too for sein developing dsr bution fetor. The dt obtained frm the computer vented solution has alo Been correlated with data ‘obtine from the testing of curved bridge models (25), giving good rents, ‘As wil be recalled, the concept ofthe distribution factor requires a relation Between the response ofthe forces ina sytem to tose forces develope in sngle ‘olaedgider subjected wo a St of wheel loads; Le 2 allowable Suess Design) w Curved System Function ‘Carved Single Giedor Function ‘The resulting ive load distribution factors relative to Induced bending moments and bimament® foreach sider ae tee Bending Moment: Dg = 3:|(R + 3) + 0.7 Bimoment: DF, = (0.0008. + 0.13) + 10.0022t* ~ 0.591 + 40]R - 10) where ‘= Ginder Spacing, f(T" 5 $ = 12) s L = Span Length, f R= Radius, R > 1009 R Be 10 ‘These distribution factors are mitipi y the whee load (rom and ear), which i then applied @ the ‘ediidul idee Interior and Exterior Composite Beam Forces “The above distribution factors would only be apl- cle if am analyse was 90m performed on 4 single tuned plier subjected to a line of whee! loads. The resulting forces obianed frm tht anlyis, when ‘mulplied by the distation factors, represet those force ina system. However, the analysis of single cured gider is complex (26) In onder w eliminate ‘his comple the response of single curved pirder to hat ofan equalon stright girder, hasbeen stud- ied (2), These rete give # modifetion for, Which then acount fr eurvatire, and is ofthe form: ‘Curved Single Girder Function Shale Staph Girder ‘Maximum Beading Moment ME {im which the curse singe girder fonction is bending ‘momento bimorent. The mfcaon factors ar howd Spe hem ae ange etg”oriotly Cured Highway Beds 14 Bending Moment: MEy = ‘These modification factors are then mulipie by the suivant straight girder bending moment, which Is ‘hen multiplied by the D-F wo obain the esting ‘maximum system ger forces "The fllowing general equation would then be ed Curved Girder Bending Moment: M = (My) + M, where: 1M, = equivalent straight gder moment due to 25 of whee lose (front and et) ‘when maliped by the distbuton {actor (DF) as previously given. The stright girder wil have a Length equal © {he ae length ofthe curved ide. Carved Ginder Bimoment B, = (MF,) * M, Where Mss defined previously the above eg tioss ae applicable fo systems of 4 w 8 carved sinters. ‘Appiction ofthese equations relative the an Inge model sdles fom the computer (24) are shown in Figures 4 and 5 for bending moments and bimoments, The results indicate thatthe equations are ‘ut satisfactory for thor ridges which have severe ‘Survatre and ths high bimomeat. The deviation be ‘seen the computer data and the equations forthe bimomens i large when > 600 ft. However, the bimoment ae ofthe order of 10 K-12), which sot Significant, The bending moment da’ at the large fad show reasonable results. This data, howewer, ‘would be emily conservative if the conventions ‘itibution factor were o be wed. (8) Torsion Since I-prders ae claively exible in wrsion, it is necessary to provide torsional restraints along the ners. This can be done using dlapragms oF cross frames with sulficeat bending capacity to resist the everated ores (© Nowuniform Torsion If non circular member is twisted, plan eross- sections warp. Normal stresses willbe developed in ‘dion to torsional shearing sess if this warping {is retained, This phenomenon is knows a5 noacai- {orm son ora lateral fang bending (12, 16, 57). Even ifthe curate is withthe Limits given in Arle 1(A) (a that curvatures npleted i deter- ‘ning primary bending Romeats), the effet of non tniform torsion (12) 08 normal steses sould be considered (©) Composite Design Properties “The bending properties of composite sections are eaiy determined applying conventional steagth- ‘frmaterial techniques. These techniques ea also be ‘Mapa (27) inevlatng the torsional propetes of ‘Somposite sections. However, te application of these tiethods ie fedious and difficult, Therefore, the fl Towing approximate equations may be wsed for design ‘pplication 8), The reference maz property for {hese equations is tee. ‘Shear Cente: a * "Gheap* Warping Functions: @ a wa = St wn, ‘Warping Satical Moment ais, gy, = © gy, sm, = 8, su, = SSO a, Warping Constant: ®t bs = Sule - “Torsional Constant Ke [owas +48]Comment —Put 1 .-Gider Brides (Allowable Sues Design) 2 Figure 6 shows the acta composite beam ad Fig- te 7 represents the idealized section. "The parameters asocated with thee equations 8 ratio of modulus of elas of sel 1 that of concrete m= rio of shear modus of sel wo that of ost & = gan we a = fn terms of parameters shown on Figure 6, ‘The determination of composite gitdr tsionl properties, using these approximate equations andthe ‘mote exact equations, indicate goo coreation (28) ‘eat revuls of composite beams subjected t osional loadings 29) also indicate the vali of he general theories snd approximations Stresses ‘The bending stresses induced nu composite sc tion ate determine from the conventional equation: Me Jn similar manner, the normal steses induce by warping my be computed rom an analogoos equation of the form: BW, ln which he poramoters Wy and Ly ae torsional erss- sectional properties, a defined previeusly and else- ‘whore (20). The parameter Bi aed a Bimoment, Thich is fore due wo nonuniform torsion of the tection LS. FATIGUE ‘The primary diference between the res dstribie tins in horaonally curved versus straight gies is the contribution of torsional steses. The resulting complex sess distribution, pariculary in cured late girders, requires accurate sess analyses under the appropriate loading condtions when designing ses fig 1.6 EXPANSION AND CONTRACTION fhe superstructure were completely unresiined, the effec of longtime temperate change would be to increase (or decreas) all dimensions uniformly; fren the deformed strctre would be geometrically “ilar tots orginal hap (11). To minimize therm fores in the suporstuctre and in the substructure, movements must be allowed in directions radiating from the fined support "When designing expansion and conuaction joins, A shouldbe remembered that he primary direction of ‘movement wil not generally be tangential 10 the finder webs I the curvature is sharp, signifiant ‘Sompaneat of displacement can occur Ia the direction perpen wo the we 1.7 BEARINGS “The system of bearings most provide hoezoat stability or the sopertuctre an tl permit thea ‘overeat (31), Movement at each expansion Dearing ‘should te permited in a dection approximately slong line draw fom he fxed bearing othe ex Samson bearing and at east one bearing should be Texrined i advection perpendicular ths ie "AC suppor only the usual beading tation needs tobe provided for sac the diaphragm oF eos frame the support wil prevent most ofthe tsi fom ‘occuring This, regardless ofthe direction of dis placement allosed a a oppor if rotation is permi- {edabout only one ais, dat aus shold be perpendic ‘are the ceotertine ofthe web athe bearing 1.8 DIAPHRAGMS, CROSS FRAMES AND LATERAL BRACING Owtof.pane wed distortion causing severe sis pacemeosindaced transverse bending sess i the Une can result in ery lw fatigue stength unless the ‘Snnection plates are also atiched Io the adjacent anges) of the pate pider. Coping Is required © ‘noi intersecting wel2 Horioly Curved ipnway Bree Ls In onde to ep normal lange sresses caused by ontniform torsion to reasonable values, dlaphagms tnd cross frames should be more closely spaced as ‘rate increases, Te following spacing limite are sogpestd Cemtesine Radios Suggested of Bridge Maximum Spacing ee eo) Below 200 5 200 9 500 0 500 0 1000 20 ver 1000 2s Ie should also be noted that the requirement of UR 0,1, given in Amici 1-10(A), abo serves to limit fiaphragm and ere frame spacing. ‘When using a gid meshod of analysis, the di pags o cos frames Become primary Toad 0.02, oo 2B nlf) G) Liming the web dpt-tickness ratios in accordance ‘with this result sould insre thatthe fatigue effets due to web bending in curved panel wl nt be ay more severe than n srg girders. Unt igue test ats becomes sabe, therefore, these Limits appear ressonale "The test results on curved plate and box sider webs of Lehigh University bare indicated that the hove equations from the CURT research ate 19 severe, Accordingly, the equation now incorporates = ‘edoeton fac whichis expressed a liner fane- don of wansterse stiffener spacing instead of the ‘quadratic form fom CURT, The sane mathemati) ‘mode is used, however stuller inal out-of straighness has been assumed This smaller iil ‘uta staightess accounts for the effets of defi tions of the carved web boundary, (@) GirdersStiened Longitudinal ‘Web slenderess imitations for longitudinally stone stright girders are also based on buckling onsderations. The positon and ste f the long tudinal stiffener aze based on forcing «node in the buckled configuration produced ty the linearly vary {ing sess gradiont trough th depth a he seer due to the internal bending moment. Tests indicated that these aiffners ale lini the web bending deforma tions ina straight gider tus insoring thatthe web tffetvly conus t the moment carrying expos ity ofthe rss section 47), ‘The simple mode! metione above in connection swith teneersty stoned webs was also ed ode temine the Limiting vale of Dit for longiteinally stfened curved panes, Sine the mode rested the tension snd compression regions ofthe wel indepe-1a, Commentary Pat 11d Begs (Allowable Ses sin) Ey ely, providing longitudinal stifener inthe com pression repon did aot affect web bending in the Tension area, In order wo Unit hs web beading inthe tenon area to tat which occur in straight panels, theree, a redoetion in Dvt with increasing panel curvature was neeesary for singly stiffened cored lite girders, Since the addition of longitudinal st ne significantly reduces his web bending ed ‘do in Dt was required forthe case when ongiudinal stiffeners ae povidod in Doh the tension and com: ‘pression eons, Ths, the same iting tals as Shown i Arle 10,343.22 are specifi, "A summary of the we plate thickness requir rents for siflened Web punl is indicated in Figure 9 {oan AM6 girder Whea transverse sifeers only are provided, no eduction n Dit below the stig gider “ale is required up ta panel curvature of dR (0.02, Above shis curtanive Dit-must be reuced ‘When single logit! tener i provide i the compression area, D/t must be reduced ffom the Straight indr tue of 30 as th panel euranure aU Riaceass.IFadequtelongitdina silfenes are provide n both he tension and compression eons, fo rection in Dit Below the straight girder vale is required 1.13. TRANSVERSE INTERMEDIATE, STIFFENERS ‘The fortlain Atle 10.3.4. i the allowable sosar sess for 4 stig nsiene gidee Tis based on the laste shear booting equation fo a Nat ‘eb pane wth inp supported boundary conditions Ung bucking coefcen k = 5. Rprovides itor of aty of 18 agit lati shea cling, which {scone with other factors of safety inherent in the apectienion thts ben shows (48) tht he las ti buckling sueagh of «curved wed panel is geter than that of straight pane withthe same spet rao, Senderess rato and toundary conditions. However, foc praca caratures te buckling strength increase Wl noe beslentcat in most ease. The formula in AAicle 113 to determine the master sence ‘Spacing is equivalent the bear king segth of ft sight ider web panel simply supported at the flange and stfener boundries. The pone sont prac C given bythe provisions of Arle 10.34.42 i the tato of the cnc sheer bocing stesso he shear yield sess. The poe linitof Die (7S00KIVE) for clase shear bucking was deter mined by seting © = 0.8, The lower Init of Ds (o00,/R/F, which defines the limit between in laste shear facing and shear yen was detr- Ind by setting C = 10. Furiermore, has been ‘noted in a report by ljsevitch and Kljev (49) that tnt iaeessing curvature in girder webs, thee isa sccompanying decrease nthe postbackling reserve Strength A similar effect was observed in tests on ‘urvod plate girders (3,35) Results rom tase ests ‘se compared in Figure 10 calculated results based fon Baser's (SO) postbucling strength theory. for ‘Salat girders, Nove that wile most of the caved ‘inde specimens exhibited shea SwenghsV., wich fxceedal the salght girder shear boekling stenath Vo, tone were able to develop the calculated straight der liste seat Tn ight of the atone observations, itis recom mended that for carved girders, the spacing of inter Inet transverse siffenes e determined from the ‘AASHTO formula for the shear buckling capac. “though thi ecomsmeadation is conservative im that the AASHTO formula doesnot dire sclude post ‘ekling reserve strength, iis elt that moe informa tion is needed before a posbucking theory can be Incorporates ino the design of carved glider webs Tis further recommended that the masimom inter smodste wanevers siffener spacing not exceed the depth ofthe web plate. At ead panels, the spacing of the fr raneers tfener a the simple support eb ‘ofa giner is foriter limited Wo 0.5D- Future stay ray lead toa eventual relation ofthese equi rents to inctease the maximum inermedite tats ‘ere siffener spacing, andthe maxi tansverse siffner spacing at end panels for curved giners 0 the maximum ‘alues preseily allowed for sight sides "The required moment of inertia forthe transverse stfeners on cursed web panels was determined from ‘salty analysis (48). Considering a multiple tit ted curved web subjected to pure shear, the relaion- ‘hip erween the bucking cooticient ad the stfener ‘pity was determined. The optimum value ofthe tsitfene iit required ro force a nodal ine inthe ‘uekled pal at he stiffener leatons was them eval sed Relating this optim vale of funtion of the nel curvature the vale fora ft web panel the inal expression fr 3 in tems ofthe Mat panel ‘ale modified ty a curate comecin factor X was ‘obtained. This ctr is compredtotheoreGcl rests li Figure 11. Noe hat forthe lower aspect ratios (iD = 0.5, 0.75), X islets dan one. Its recom mended, however, thi the curved girder stifener Tequitements shouldbe notes than existing vegue-ment fr straight sds. Thos, or spect ratios d/D * 0.78 the coretion factor i one. For aspect aos ‘i the range 0.78 < dD = 10, the form in Ar tele 1.13 for the coreton factor approximates the theory to within 6 percent (48), Tn order to prevent buckling of transverse sit ener, the regiment on minimum stiffener thickness ‘sed in Toad factor design (40) vas adopted in tis ‘ance “Test results obained in the CURT program (35) hase indicated that uanserse steers maybe oie ted ina curved gider ifthe web thickness I pt less than D/IS0. In this ease, measured plate bending Stresses inthe web de fo cose section deformation ‘were more severe than in the cae of slender frved we with transverse sins. Current Te ‘quirements base the need for intermediate tanrverse fifferers on the level of sear sex inthe web. Pur ‘thermore, experimental 35) and analytical investiga tions (SI) have shown that tansvere sifeaers of practical sizes do oot significantly reduce lateral finge disorton in a cured ner. 1.14 LONGITUDINAL STIFFENERS Analytical studies (46) indicated thatthe present AASHTO requirement forthe moment of peri of he Tongtudina stiffeners is also adequate for curved we fates. [a onder wo prevent buckling of the siffnee ‘ve to the sess associated with the mera moment Inte girder, the requiremeat regarding the minima ‘ius ofgyaton ofthe tifener used in load factor exign (40) mas adopted for curved pines Curved Composite I-Girders 1.16 EFFECTIVE FLANGE WIDTH Because of torsional and curvature effec, san istibuions across the Slab in a curved composite bridge are not uniform, However, calculated results for displacements and member foress fom the Syracuse University Three-Dimensional Computer ‘Analysis (10) using member secon properties based fn the fective width entra in Artle 10.38 homed good agreement wih meaurements from Smal scale curved bridge tests (52, 53) ly Cured Highowy Br Ls 1.17 NONCOMPOSITE DEAD LOAD STRESSES lage flexural and tip (exaral plas warping) stresie inthe tc section alone in both the tops tom flanges shoud fist be computed under non- composite dead lands only and checked using the provisions of Ate 1.10, The deck esting sequence ‘hou be considered in comping the mami no ‘omposite ded load susie. 1.18 COMPOSITE SECTION STRESSES, When computing the allowable normal Mange sures inthe op ange of componitesetions et ‘he tou dad pls live oad ate the concrete deck has hardened, it can be assumed tat the hardened com posite coerte deck i slficient o prevent local nd Tater distortions of the top compression Tange “Therefor, the redaction fcors—Py po and the f= tor compute fom the aio of (CF) fr the compres sion flange Between cross fames—are not necessary ‘when computing the allowable normal Mange stress, Fy, forthe il dad pls live loud in tp compression fhoges of composite sections afer the concrete deck tas hardens “Also, added warping sueses in the tp Mange due to the composite dead load plus lve load may be placed for composite secdons after the conerse eck has hardened. In compesie gliders, the top Mange and concrete deck act topsther 10 resist the warping susses nthe top lange. The combined sae- tion modulus ofthe top Range and concrete deck to resis lateral bending is large tht tp Mange warp Ing stresses due to composite dead loud pls live load in composite sections are negligible. 1.19 SHEAR CONNECTORS ‘A curd girder is subjected to shear fore ine duced ty bending and torsional ores. na composite fection, these forces ail at atthe interface ofthe boom of the slab and top flange ofthe gid. In der to maintain equilibrium ofthe sytem and insure that thee free can develop, shear Crmnecors at be provided. The numberof shear connectors at each fection mst be such ae to resist the torsional and bending shears,1g Coen -Pat I= 1-Giner Begs (Allowable Sues Design) a According wo present design concepts, bo elastic and ultimate shear forces noed to be erated. The folowing wil ils the required east trsonal forces tat are developed ($4). The resis will also indice that these fores are sepligile, thus the staight gtr equation based on faigue maybe wed. (A) Fatigue Pare Torsional Shear {As observed during the esting of composite beams (28), the torsional rigidity of «composite section Is ‘ua othe sum ofthe torsonl rigs ofthe pte ‘lement pars. However, thi summation assumes that the shearing suoses i each element are 20 at mid- ‘pth and maximim atthe fies, as shown Figure 12. IF this condon Is assumed atthe interface be twcen the slab and girder, there woud bea discont- ity in shar sess. In order to create coninuty at this oncom an thos evant the shearing sess, ‘easton ofthe secon wil Be made “The orginal composite girder is as shown in Fig ture 13 andthe iealiod girder is es given in Figure 14, The idealization assumes thatthe concrete sab sd tp Mang plate ae ow considera to be one pate oflength by and ty = + ty Ie wil be assumed that {his pla has an equivalent shear modules Gy ‘Assming fll compost eton, Lt 90 ip, the routon ofthe two plates must be equal eachother tnd 10 the equivalent plac, shown in Figure 1S ‘Therefore, eh eee o Gk "GK" GK, whee torque in slab an flange plate portion of torque in concrete sab portion of torge in top Mange pate forsonal giity of equivalent plate torsional igty of coneet slab (GA, © torsional gig of top ange ple ao Tr=h+h o Therefore, ° ® ‘Substining Bg. Sand 4 into Bg 2 pies GX! = OK + OK, 6 Sse thatthe wosinal igi ofthe equivalent plate equals the rum of the rigidities ofthe pats Ung =? plese Sto + out 4 © “The maximum shearing tes f this egialet pte is computed by the equation: = o z ® 4G 70K hori tl pe oon moment tien ‘Sie Se sesh a rn fee of hire nized sso, shown fn ure he tal esa he stefan, sang 2 const ses lock ater ta he lea conn SS en in igure 13 cg ‘Substation of Eg. 6 ino the above give: bay (oi +d oe Se aed8 Horioaly Cured ghey Brides 119 wire m = & & Asse Kr = TB, = ta te ta Ba 9 dace ty are Tar BE « ‘Asin the cate of induood sear de to changing mo- ‘ment, the change in foee Fy rom section sections the requted lateral force the shear conecor must take. Therefore, the change in force ower await i tance i presented by AF = a, ~ Ter.) where () and (+ 1) are adjacent setons. This change wih respect wx pve: where qu the shear lw in Kis ‘he ore Te = Gir (9 +2): oq a enon 82 «on (6 +2); however, Bi um (9 +): GK B bit] thet, gr = EE = | @ 6 Defining A = SE ween BR] on erping Shear Iinaddtion pure torsional seses, the composite finder wil also be subjected to Warping shee. This Shear can be related to the warping torsional memeat ty the folowing simpli equation Vids as z ‘The eesulting shea lw i, therfore, wen feted ni fl 15) o- Fi as ‘Beal Horisntl Shear ‘Semmarizng vestry the shears due w wrsion and bending gies: Pal “Tis equation canbe reduce by ctaminig the magn tude of typical forces induced in curved bridges and ‘pies properties Buample ‘Asan example, consider bridge ginder W36 x 280 with 14.5 % cover plate and slab 8.5" > 84, ‘panning 107, The properties of his girder ae 1 a t= Lin dy = 40.8 in A= ap int b= 166%, ‘An examination ofthe maximum induced live Toad forces in a curved bridge (24) with Run = 100%, ae = 10D gives Biman) = 10,000 Kein® aL AE ax) = 2 Kinin oman) = 4619 [Comments —Pat 1 1.Gider Begs (Allwae Stes sin) » Pare Torsion Effect, wom) ome (2 , 188x186) = 2am 3 * ae 73,500 = 6 ‘uy = 0298 Kin, which snes Warping fect In order wo evaluate T,/4X, an examination of the “diagram is required. An examination of uch y= ‘al diagrams (25) indicts that the maim change fn T, por unt of length i geoealy snc less than 20g, Theetore, assuming this maximum valve of 26m te Ao en el 4k = ATUAX 1d, = 2408 = 049% ending Eecs ve aX? T 4g = 46 x 1160/57.664 = 93% ‘The sesting shears or sree range per Eg. 1S ae, therefore, 5. OF OO OF 8, = VRS + OOH 8, = 938Hin, ‘Te itfrences when torsional effets are neglected 935 — 98 ee 5 “Therefore, the warping and pore wrsionl shear flows may be neglected for most practical problems ‘Thus, the design of the shear connector for curved Iwiges fr feb would be the sue as for saight finders. The ial equation would, therefore, be a (8) Utimate Strength Bending Sess ‘The frees on the connectors at ultimate bending load depend onthe lcation of the neural axis ofthe ‘composite Bern a flue, The force tobe developed ty the connectors at ultimate load when the neutral shinies inthe te is 085A, as) hich s based on the wus rectangular tess Block theory fr wkimate strength design of reinfored con fret Whe the neta ais is in the sab, Pa, «9 andthe emite ste! section i at yield toss "The utimate capacity of composite curved sider is inlucnced ty the sale of the two P salues fom Eg. 18 nd 19. Fr stright ides this vale is used Be inthe oaton 3 where P numberof shear connectors. Pe to deter the Eccentricity ofthe Longitudinal Force Dur to Bending Fora straight composite beam, the force Pobained as described above i eoiner wth the shear connec- tors and aecordng to experimental tess the shear ‘connectors may berpaced equaly along the length of 42 straight beam witnout reducing the ‘tal load- Carrying capacity of the member This i possible Since after «connector develops ts maximo force ‘apeliyany exer force tobe carried wl be resisted 1 adjacent connectors, Figure 16 ilsuates the additional complication ‘auted by carvtare of the Beam axis (34. In this cso the fore P developed atthe section of maximum nomen snot colinear withthe shear connoctors ad, feo thi eens, the load on each connector ‘met account for this sional effect. "The fect ofthe cent is accounts fr inthe Following equations which are based on the following to assumptions:sionally Cures ghey Bridges 19 1. Shear comectrs are spaced uniformly slong line OAB. The shest connectors ae located long the carved axis AB. By assuming thot ‘hey are actually Ioeted sion line AOB, the resting equations are simplified and cosery- ‘ve epuding the magnitude ofthe connector fore, Also, since in most bridge strotures R Islarge (R > 100), the ero involved inthis assumption should nt be significant 2. The oce in each connecior do the een ‘weity of P with respect the centri ofthe connectors (point O in Figure 16) i propor: tional to the ditance ofthe connector fom point O. This assumption is conserve Te ‘gating the numberof conactors required for 2 ives force P Based on the above assumptions, the end force P sy ‘be repositioned atthe centroid ofthe connector, in ation oa torque equal w (PRV2\{1 — cos 8). The ‘rc in each exzemse connector is ea othe sm of two componeas, namely PIN, whore Ni the number ‘of connector, and ore resting from the ect tacty of P This later fore may be writen Pee eee @ @ NARK sin NAK sin x 7 x ss (8-1) + asa isthe numberof connectors placed at each section ‘The esulant force P nthe extrome connector is the vectoril som ofPandF Iris assumed conservstively ‘hat the maximum valve of P oears at B or (2), a8 shown in Figure 16, and is equal © na (erm rat @ ne fPeweatrand ey 1 Lateral Shear Forces As lasted previously, the elastic orsional shear forces are negligible. Howevee, at ulimate loading, these forces might reduce the permisible bending moment. A study ofthe plastic collapse of curved Composite beige (3) iniets that ifthe ratio (G/M, (ie, the fall developable plastic torque othe {ul developable plastic momen) is greater than 0.40, the fll plastic moment can then be developed with & ‘maximum reduction a percent Also wither > 40, the collapse willbe a bending mode aot torsional rode. This mode of elas can be insured with MdequteLterl bring. ‘Therefore, consideration of the aera shears in es timatng the fll oad capocty ofthe member is aot roguled. The effect ofthe ecsetriity ofthe load on thebending moment capacity need oaly be consider previously piven Curved Hybrid Girders 1.20, GENERAL Details of the dertions forthe hybrid curved lider edacsion feos in Arle 1.21 ae given in 8 research report (41) tthe Pennsylvania Department (of Transporation. ‘These factors were derived by means ofan approximate analysis similar to hat pre- Seated inthe ASCE-AASHTO Subcommiee 1 Report ‘on Hybrid Beams and Girders (36) for straight hybrid fliers. Consequently, the general requirements in Article 10.40.2 will also apply to cured hybrid ides. 1.21 ALLOWABLE STRESSES (A) Bending -Noncomposite Girders ‘Test ess 3, 34) reported the U.S. Depart ment of Transporation and 25 participating ses 48 tof the CURT projet involsed bending tests on ‘urved plate ginders. Some specimens were avicted With web plats having sigaifiantly lower yielé Strengths (P/F, = 0.73) than the Manges. These testspecinets behaved as homogeneous ters ofthe flange steel upto the load at which nil ying in the anges occured. Therefore, te design ofa bri Binder can be based on iil yielding inthe Manges. ‘oaccoun forthe lower web yield stent, the allow12 ‘Comnenary Part 1-1 Gide Bigs (Alloa Sis Design) a ble Mange stress given in Articles 110(A) and 11048) are elle’ by a rdotion cor, a, Gy Ths factor i simply the ratio ofthe ange yet ‘owe forthe hybrid section tothe yield moment for ‘homogeneous Seton ofthe lange tee. B. (3) Similar to the reduction factor formula in Artle 0.40.3 foe straight girder, except tat Eq 2) con tains pramcer a in place ofthe ye sess ratio, in the stight pede formula For noncomposite Sections in which the compression flange are sal ‘oor pester than te wenson lange are the parameter {© i given by Eq. (2), In this eae, a porton ofthe ‘woh ascent wo the tension Hage is pasted at the nomen! or which te tastes, being plas warp ing Cater Mange bending, a the tension flange ip sual the ange yield ates. Therefore, becomes & fntion ofthe yield stress rato a and the warping 10 tending tres rato [ofthe tension lange the ‘ers ange warping to ending stress ai sequal to or greater than he limit in Eq (te yielding a ‘he flange tp will cura ower moment than web yielng eda reduction factor snot requied Rede tion factors bssed on Eqs. (0) and (b) ae plod in Figure 17a a function ofthe area aio, B= AGIA, and tol reductions as a percentage are lsd. in ‘Table Ta). At noted above, these allonable sess ‘edtion factor ate based on inital yield era at the flange tps and are wally sll For most cases, future speiications include increased allowable stress for hybrid girders with compact compression flanges (se Commentary for Anicies 110A) and (GB); then wl be necesary to include formals for sllosuble sess reductions based on plastic analysis (ofthe hybrid ide section. Factors based on such an “nays have Been developed in a research report 0 the Pennsylvania Deparment of Transporation 4). (8) Bending—Composite Girders In the postive moment region of composite ier, the stveses inthe compresion flange of the fel ltderaze low Therefore, the tension flange "rest condition wil govern the design of the tel fection for bending. In this ase the hybrid girder eduction or i determined by Eg. (@) abd () which ae the same equations osed fr oncomposite hybrid girders. Inthe negative moment egion of continuous span composite girder, the sel section wil esseatiallybe- he ts» noncomposiepidr. Therefore, the hybrid ‘edton factors given by Eg (a)in Article 1.21(A), ‘When the tension Mange is atached to the concrete slab by shear connectors, warping sueses (tera ‘ange bending sess) in that Tage will be sal tnd the parameter a becomes function ofthe warp 10 bending stress rao inthe compresion Mange this ratio ess than the Timi in Eq (@) of Anticle 11.21(8), he bending stress in the exson Mange will contra and” = a For this ase, Bq, (a) becomes ential to the reduction ctor in ARicle 1040.3. For marping to bending stress ratio in the compres- son flange egal to of greater than the Tit in Bq, (Gu the compression lange wil eld a ower mo tnsot than the we and no reduction i necessary for Inbridginder behavior. For intermedi values ofthe ‘onpeesion lange warping to bending stress ratio, the toad steses atthe compresion Mange Up Wil ontrl yield and is given by Eq (). Redoction factors based on the application of these limits a pote in Figure 18 and sted in Tble 10) a tal erent reductions, 1.22, PLATE THICKNESS REQUIREMENTS “The iting widthshickess aio for the compres sion flange given in Article 1-10 based om 8 lange buckling model in which the rtationa extrait pe ied ty the web 40 the lange at the Instat of Leal buckling isa minimum (38). No reduction in these Timing values is roqired, threo, for hybrid fiversto take into account the ft tht portions oe treb any be yadod when flange buckling occurs. "The liming web thickness fr a hybrid curved sine can be determined fom te requirement in ‘Anicle I-12 basdon the yeh! strength nd allowable ste forthe we matt. Heat-Curved Rolled Beams and Welded Plate Girders See Ants 10.18 of he AASHTO Standard Spec: Scaions for Highway BrdgesHoriomally Cue Hghoay Brides a TABLE 1 “Hybrid Gleder Reduction Factors (@) NoncompositeGinders and Positive MomeatRepion of Composite Ginders ee Faas eep vat | nam F | ee & & fe fee |e ( a fae | os te | fe : fo |e te a : tee ee eee 3 ae fe | cee te lee 3 tees cee : 0) Negus Mana hei of Cong Gs Sar rai i | : | ke mE | ut. ‘ ‘Steels. a v [io os 5 0 os oe ates eee | mune fom | 2 |? te )3le1s].Ginder Brides (Allowable Sues Design)Hovzomily Cured Highay Briaes ‘uawcarg—seonen sa sysay sande “5 any ‘sory eda jo wonayser “€ any iE Io & tay auaeas (2) ge (ax) xuw i loo s if Te lr" Fie We ls d >ans (a) Geigy naan sy yond, 14-4004 oos1__o0z1_ ood" “oop __ove__o, d wT y “Taare” Taare >yeeuka (ary : waele sodaswe Cosy Par I 1.-Gier Begs (Allowable Sues Design) 2s a ri el “aT “Pe c . 4 4 : " ‘i m4 dts ait gu 6. Typical Composite Son Figure 7 Wed Compose Seton Zi / os LAL e aor 002~=«C«SSSCOHSSCOHCSCCGCSCi«CS (OD Figure 8, Curvature Correction Factor oy for Allowable Stress% Hoszomaly Curved Highway Bridges igure Figure 9, Limiting Web Slenderness Ratios Figure 10, Comparison of Measured Shear Strength ‘of Cured Gieder Webs Singh Gider Theory a Figure 11, Curvature Correction Factor X for Trans- Figure 12. Composite Besm Sires Distrbition verse SufenersReese REFERENCES, 'S. Shore and S. Chaudhuri, “Sue and Dynamic Analysis of Hodaoatally Curved [.Girdr Bridges CURT Report No. T0334, Research Project HPR2(111), Deparmet of Cuil and Urban Engineering, University of Ponnsyvania, May 1976 S, Shore and CR, Lansberry, “A Fully Com- patible Anmulae Segment Finite Element (CURT Report No. T0272, Research Project HPR-2(111), Graduate Division of Civil and Urban Enpincering, Univesity of Penns vanin, February 1972 CER, Lansberry and S, Shore, “A Fully Com pile Annular Segment Finite Elemeat™ Proceedings of the ‘Specialy Conference in Finite Element Methods, McGill University, Montreal, Qusbec, Canada, June 1-2, 1972. OC. Zienkiewice, “The Method in Engineering Selece Hil, Tae, London, 1971, 4. Praeenieck, "Theory of Matrix Stuc- tun Analysis McGraw Hill, Tne, New York, 1968 1W.L_ Armatong, “Dygamic Response of the Huyek Steam Bridge”, ASCE Annual and ‘National Enviroomestal Engineering Meeting, St Louis, Miscou, October 18-22, 1971 S.K. Chaudhuri, “Dynamic Response of Hor- laootaly Carved LGinder Highway Bridges Dac toa Moving While", Diseration in De partment of Civil and Urban Engineering, Universiy of Peanylanin, December 1978 '. Shove and CP. Tan, "Dynamic Response of Horizontally Carved Highiay Bridges Jou ral ofthe Sacral Division, ASCE, March 1968, pp. 761-781 5. Shote and CP. Tan, "Response of « Hor faontly Curved Bridge 1 a Moving Load” oural of the Siucural Division, ASCE, September 1968, pp. 2138-2151 J, Brenan, “Atalyss for Suess and Defor ‘nation of Horizontally Curved Ginder Brie ‘Through a Geometric Stactral Mode” Syracuse Univesity Report submited 0 the [Now York Ste Department of Transportation, ‘August 197, Pe Fangand FH, Lavelle, “Thermal Etec fon Horizonally Curved Steel Highway ridges CURT Technical Report No. 301), 4 1s. 20. a ine Bie (Alloa Stns Dein) 8 Research Projct HPR-2(ILI), University of Rhode Island, May 1975. “analysis and Desiga of Hovioatlly Curved sel Bridge Giders Unite. Stats Size Stic Report ADUCO 91063, May 1963 GH. Pell, "CURVBRG: A Computer Pro: fram for Analysis of Curved. Open Girder Bridges, Seminar snd Workshop on Curved ‘Girder Highway Bridge Design, Boson, Mas ssehuseas, June 12-13, 1973, TLC. Bell and CP. Heins, “Curved Gide Computer Manual”. Report No. 30, Progress Report on The Design of Curved Viaduets, University of Marylad, Sepeber 196, FM, Lavelle, RA. Greig, H. R, Wemmer, “CUGARI—A Program tb Analyze Cured “Ginger Bridges Engicering Bulletin No. 1, University of Rhode sland, Division of Eng ecring Research and Devcopmeat, Sept ‘Volume 2: System formation FH Leland RJ. Las, "The CUGAR2 Alor”, CURT. ‘Techaical Report No. 440), Revarch Project HPR-2L11), Univer iy Of Rhode Island, May 1975. FH Lavelle and BJ, Las, “The CUGARS ‘Agortn”. CURT Technical, Report No 5(L), Reseach Project HPR2(111), Unive. iy of Rhode Island, E-H, Lavelle and R, J Lala, “CUGARD and CCUGAR® User's Manuals, CURT Final Re port, Research Project HPR2(111), Univet= Ely of Rhode tld ‘lume 1: CUGAR® (May 1975) Volume 2: CUGARS PJ. Brenan sod J. A. Mandel, “Users ‘Manaal~Program’ for Three Dimensional ‘Analysis of Horizontally Curved Bridges Syracuse University Report, Research Project HPR2(111, June 1973 Shore and. L- Wilton, “Users Manual fo the ‘Satie Ansysis of Curved Bridges (STACRBY", CURT Report Now TOI73, Re search Prost HPR-2(111), Graduate Division (of Chil and Urban Enginctrng, Univesity of Peonsyania, June 1973, EH, Lovlle and R. J. Laska, “Parameter Sdies of Horizomally Curved Highway Bridges’. CURT Technical Report No. StL), Research Projest HPR21), University of hae Ilann. 2. 2. 2s, 3. D. B. Beal and J. G. Ruby, “Preliminary Design of Horizonally Carved Highsay Brides”. New York. Site Department of “Transporation, Engineering Research ad De ‘velopment Bure. CP Heins and. Siminoa, “Preliminary De Sign of Curves Ginder Bridges” AISC Bh neering Journal, NO. 7, No.2, Api 1970. LC. Bell and C. B. Heing, “Analysis of Carved Girdr Bridges Jal of he Strac- tural Division, ASCE, Wol. 96, No. STS, ‘August 197. CoP. Hens and B. Bonskdarpour, “Behavior of Curved Bridge Models", Publle Roads Journal, Vol 36, No. 11, December 1971 Cl. Hoins and K. R. Spates, "Behavior ofa Single Horizontally Curved Girder. Jounal ofthe Structural Division, ASCE, ol. 96, No, S17, July 199, . MeMaous and C. G. Cuver,“Nonsiform ‘orson of Composite Beams" Journal ofthe Siructral Division, ASCE, NO. 98, No. ST, Jane 1969 (C.P.Heins and. 7: C. Ju, “Torsional Prop- eres of Composite Girers AISC Engineer Ing Journal, Wo. 9, No.2, Apel 1972 CP, Henn and J, TC. Tuo, “Composite Beams in Torsion’ Jounal ofthe Sacral Division, ASCE, Vol. 98, No. STS, May 1972 (CP. eins and PA. Seaburg, “Torsion in Rolled Sections. Betlehem Stet Corpor tion, Bethlehem, Peansyvana, 1963. FH, Laelle, "Survey on Design, Fabrica tin, and Erection Considerations for Horo tally Carved Steel Highway Bridges”, CURT ‘echnical Report No.2), Researeh Projet -HPR-2111), Universi of Rhode sland, May 1975, RUA. Greig and FH, Lavelle, “Feld Testing of Horizonally. Cursed. Highway. Bridges" ‘CURT Teeical Report No. T(L), University ‘of Rhode Island. JL Mover snd C. Culver, “Horiontly Cures Highway Bridges—Stabiliy of Curved Pat GGinders(Repore No. PI)". Carpege Mellon University Repor, Reseach Project HPR- 2(11D, September 197. 4. Moser, R- Ohsoa, and C. Culver, “Hor iaontaly Curved Highway Bridges—Subility ‘of Cuved Pate Gisers (Report No. P2}" CCarnegie-Mellon University Report, Reseach Project HPR2(I1D, September 197. 3s. 26. 2. x. 2». 41 2, 6. 4s a. ovizoly Curved Highvay Brides etree 4, Mozer, J. Cook, and C. Culver, “Horizon tally Carved Highway Bridges—Stbilty of Curved Plate Girders (Report No. P3)" ‘Carnegie-Melion University Report, Reseach Project HPR-2(I11), November 1972 Standard Specifications for Hihay Bridges, ‘Tenth Edition, American Assocation of State Highay Ota, Washington, D.C. 1968 “Speciation forthe Design, Fabrication and Erection of Srvctual Steel for Buildings” ‘American Ist of Stel Construction, New York, NY. 1969 © Gaser and G. Nasi, “inolastic Flange Buckling of Curved Plate Gide” Journal of the Sirctural Division. ASCE, Vol. 97, NO. ST, Poe, Paper 8072, Apel 1971, pp. 1239 1256, . Culver, “Flange Proportions for Curved Plate Givers. Highway Research Board GS, Vincent, “Tenative Criteria for Load Factor Design of Stel Highway. Brides” Dollin No. 15, American Iron and Stel Tae, New York, N¥., Marc 1969 C. Culver, "Design Recommendations For Curved Highway Brides”, Caregie-Mellon University Roport submited tothe Peasy aia Deparunent of Transporation, June 197 © Culver and P. McManus, “Tostbiity of Horzoaully Curved Members—Lateal ‘Buckling of Cured Plate inde”. Carnegic- Mellon University Report submited the Pennsylvania Department of Transporation, September 1971 CCulver and 1 Mozer, “Horizontally Curved Highoay.Bridges—Stity of Carved Hox Girders (Report No. BI)”. CarnegieMelon University Report, Research Project HPR 21110, September 197. 1, Bewdley etal “Structural Stel Design Roland Press Company, New York, N.Y, 196i. 4. MuclerandB.T. Yen, “Fatigue Suength of Plate Girder" Bulletin No, 17, American fon and Stel Inte, New York, N.Y, Apel 1969, . Culver, Dym, and D, Brogan, “Bending Behavior of Cylinvieal Web Panel". Journal ‘afte Structural Division, ASCE, Vol. 98, No, STO, Proc: Paper 9302, Octber 1972, pp 2201-2308. P. B. Cooper, “Siength of Longituinaly Siitfencd Pint Gider” Journal of the Sireoe — Commentary Pat 1=1-Gine ridges Allowable Sess Desi) a 9. 31 8 s. ss ss. 5. ‘ura Diss, ASCE, Wo. 93, No. ST2, Pr. Papor $211, Apo 1967, pp. 419-451, C-Calver, ea, “Instability of Horizontally Carved Members—Shear Bukling of Cyin dca Web Panel. Carnegie Mellon Univer- Sty Report submited w the. Ponnsyvania Deparment of Transportation, June 1972, S,ljasevich and B. Kluey, “Subiitt der lastischen Zylinderbauplane bei Querbieging ‘ines dinnvandigen Stalrigers mit doppler X-Formiger Wand". A Report the April 1971 Seminar ofthe ABSE, Lonéon. Summa ‘ae in English) in JABSE Balen 27, 1971, pit 1K, Basler, “Suength of Pate Gisiers in Shear" Jounal af the Structural Division, ‘ASCE, Vol. 87, No. ST, Pro. Paper 2967, ‘October 1961, pp. 151-180. J.-D. Moe and T. S. Chhim, “Curved Loirdrs with Cros Seetonal Deformation Paper presented at the ASCE National Sr tural Engineering Meeting, San Francisco, ‘apait 9-13, 1973 Pd, Brennan, “Analysis_of ‘Horizontally (Carved Girdet Bridges Through Three- Dimensional Mathematical Method and Small Scale Siactural Testing—Fist Annual Re- pon”. Syracuse Universiy Report, Research Project HPR2(111), November 197 PJ. Breonan, “Analysis of Seekonk River ridge Small’ Structure ‘Through Three- Dimensional Mathematica! Method aod Stc- tural Testing”. Syracase University, Report, Research Project HPR2II1), November im J, Colville, “Shear Connector Studies on (Curved Gide": C. E. Report No. 45, Uni ‘ety of Maryland, Febranry 1972, CoH, Yoo and C.P Hels, “Plastic Collapse of Horizontally Curved Gide": Journal of ‘the Smuctral Division, ASCE, Wo. 98, No STA, Apri 1972, pp. 899-914, Design of Hybrid Sel Beams”, Report of Sobcommitee Ion Hybrid Beams and (Ginders, Joint ASCE-AASHTO Commitee on . ‘Flexural Members. C.G. Shilling, Chairman Journal ofthe Sractral Dision, ASCE, Vol 94,'No. ST6, Proc. Paper $995, June 1968, pp. 1397-1036 RA. Greig and FH. Lavell, "Analysis and Tet of Small Carved Stel GiderBeges 1, 2,3, and 4”. Engineering Bulletin No 11 University of Rhode Istnd, Division of Engi- reering.Revarch and. Development, June in References Not Cited in Commentary: 58. 6. e. FH, Lavelle and J. §, Boi, “A Program 0 ‘Analyze Curved Girer Bridges” Engineering Bulletin No. 8, University of Rhode sind, Division of Engineering Research and Devel” opment, December 1965 FH. Lele, “Analysis of Cured Stee! ‘inde Bridges™ Engineering Journal, Amer ‘an Insite f Stel Construction, Vol. 3, No 3 uly 1966. R. A. Greig and FH. Lavell, “Analysis and ets of Small Cored Ste! Gider Bridges 5 and 6° Engineering Ballin No. 12, Unive ty of Rhode Island, Division of Engineering Research and Development, August 1971 WoL, Armutrong, A. P. Cae, C. ©. Culver, CP. Heine, FH. Lavelle, E.R. Latham, and RL. Brockenbrough (Chairman), “Survey of Carved Gieder Bridges", Report of the Subcommitee on Curved Girder of the Joint AASHTO-ASCE Commitee on Flxoral ‘Members, Civil EngineringASCE, Vol. 43, No.2, February 1973, ‘AP. Cole and FH, Lavelle, “Comparison Studies of Methods of Analyzing Curved Bridges” CURT Techical Report No. 8(L), Research Project HPR-2ILI), Universy of Rhode Island PJ Brenna, “Analysis and Strctural Testing ‘of Multiple Configuration Small Sale Hor~ faonaly Curved Highiay Bridge” Syracuse Universiy Report, Research Project HPR 2(111, December 1914Hovaomaly Curved Highway Bes Contents Contents—Box Girder Bridges (Allowable Stress Design) Aricle Page ALLOWABLE STRESS DESIGN CRITERIA FOR (CURVED COMPOSITE BOX GIRDER BRIDGES: SPECIFICATIONS, 1.23 Genera “ 126 Nowton. pr 125 Leads a (A) Gene “ (B)_ Impact “4 1.26 Design Theory 3 (A) Generis 4 (B) Dead Load Analysis and Denon 46 (© Torsion sos... a (D)__Warpng Sresses 46 1.27 Design of Web Paes 46 (A) Design Shear “6 (8). Secondary Bending Suess. 46 1.28 Design of Bottom Flange Plates 46 (A) Tension Flanges 46 (8) Compression Flanges Unsiioed oo. INEEIIND 4 (©) Compression Flanges Stfened Longtail a (©) Compression Flange Sitleners, General....s.0tsccccsicciieees 48 1.29 Cross Frames, Diaphragms, and Lateral Bracing “6 (A) General : i : By (B) Top Lael Bracing. ° (©) Inermediae Cross Frames. ae : 8 (D) Torsional Sess 0 General : : 8 FIGURES . so ALLOWABLE STRESS DESIGN CRITERIA FOR CURVED COMPOSITE BOX GIRDER BRIDGES: COMMENTARY PREFACE ss 1.23 Gener Py 125 Loads s (A) Genera. s ©) Impact ss Ineodction st ienliaton ofthe Bridge 55 Wealizaton tthe Viele S6 «Comptes Progam DYNCRB-BG 56 Tinoct Factors 36 Representative Bridge Sample 31.26 Design Theory. (A) Genera Approximate Method for Live Load Analysis ‘iatrbution of Loads Beam Fores (®) Dead Load Anais and Design (©) Torsion (D)_ Warping Sresses 1.27 Design of Web Plates (A) Design Shear ()_ Secondary Beading Suess. 1.28 Design of Botiom Fange Plates (A) Tessin Flange : (©) Compression Flanges Silened Longitudially (D) Compression Flange Stfeners, General. 1.29 Cross Frames, Diaphragms, and Lateral Braciog (A) Geaenl (B)_ Top Lateral Bracing (C)_ Inemedate Diaphragm Bracing FIGURES REFERENCES. a ageeeeeseneeeeesessHovizoaly Curved Brides 123 Allowable Stress Design Criteria for Curved Composite Box Girder Bridges: Specifications 1.23 GENERAL, ‘The specifications ofthis section pertain othe de sign of simple and continuous span szl-concrete ‘composite muliborgider bridges of modest length ‘which are curved in plan. The design ofthese mem- ‘ers shal be Based on unit Working srs and se loads rather than on ulinate strength and imate loads. Consequently the provisions of Division I, Design, and Arce 10.38.2 coverag stright box ders and Arles 11 through 1.7 peraining t tured girders shall govern where applicable, except ss spectcally mode by Arles 1 24 through 1.29 herein. Foe the convenience of te user, referenced aces ofthe Standard Speciation ae printed in Dold ye. 1.24 NOTATION 1b = botiom ange with between webs (a) ‘corecton factor for lloable compressive ‘tress in the bottom ange pte y= maximum allowable compressive stress ‘in botom flange pate ps) = specifi minima yield strength forthe ‘ype of steel used (ps) f, = calculated masimum compressive ‘beading stress (psi) 4, = average calculated unit shearing sess due to osin in he bottom fang pate (ps) = impact factor 1, = moment of inertia ofeach longitudinal ttfener onthe botom flange pate stout an axis parle ote lange and ft the base ofthe sone (in) = buckling coefficient for the stiffened ‘bottom ange plate k, = bucking coefficient for a stifened simpy sepprtd pate subjected transverse thea sess only L = span length .) ‘B= numberof longitudinal stiffeners Re = rads of comline of bridge (f.) f= thickness of he fotom Mange pst in.) ‘V, = vera shar force inthe we plates seociied wit the bending moment (b) ‘¥,__ = verbal sear force inthe web plats tssociatod withthe ternal torsional moment (1) ._ = design shear force inthe web plates (0b) v= spent of vehicle ph) Ye = width of bottom Mange plate between Fongitdinal sears oe disance fom 3 ‘web the nearest longitainal stitfener cs) ‘= corection factor fr Limiting with to {hicknes ratio of bottom Mange pte ‘between longleudinalsienes = angle of inclination of web plates (edn) ¢ = dimensionless rato ofthe longitaina blffener moment of ine, I, to he product w 1.25 LOADS (8) Generat ‘Ta loads sal ein accordance with Section 3 of the Standard Specifications for Highway Bridges ex- cop 8 modified inthis Arte, (8) Impact ‘The dynamic effects, including centifvgal forces, proguced by HS loadings onthe beige shall beac ‘Sounted for by wing the impact factors given a Table 1.25B. Thus, the valve of live load quanti (eg. reaction), considering the dynamic effec, ith product ofthe value ofthat ive load quay cleu- Inte bya static analysis and (I + 1), or dynamic ive Fond valve = (1+ 1) > (tate Hive lad ale) where Tis the impact factoras Pt Box Gide ges (Anabe Suss Desig) 8 TABLE 1256 Impact Factors for Composite Box Girder Brides Tine anty pect Fonction Le Re) 0.320 Lea | = 0360 -t12,00 | s0< Ls 200 | 167s R= 800 | ce hy = 0.260 200 = ene eee eee erro Lew hy 031s L267 | a < Ls 207 | 800 < R hy = 020 aay = hy = 025 Lew : - T= 0291 - uiscoo | wy 1 news (se 8)(B) = tmeae (See Fig. 1.288) " S64 2eTTAE ory 1, = shear bucking coefficient & 4 s6sovi For pene alo nt xedig (0) oF 60, whichever es the normal stress in the ange, incuding seers, shall pot excend the value etermined by the formula w(t (oote i)» =f wot ain(f)eu[() 99 @) where A= (Gee Fig. 1.280) eso (2) Forvalues of” exceeding SO 0x, bat a t VF, exceeding 60, the normal ses in the Dang, includ ing eiffenes, shall not excoed the smaller valve given ‘byte flowing two foes: sea (Sac where sas given bore. '@) The torsional shear stress nthe Mange plate shall ot exceed 033, the sional sear sues, in the lange plate is greter than 25 percent of the Yi ae thw kn ro lan enced the vale given bythe following formula: 5580 and the allowable rma ses shall be compote’ According Aricte 1 28C\(), {When longitoizal stiffeners are used, one transverse aiffener shall be placed at the pot of riximom compressive sues This tansvese si her should havea sze calf that of longi] ‘iffne. I peed aot be comaeted wo the longitudinal ‘ffners othe webs bat shall be comected to the Mange pat. Thi contacton between two adacest longitudinal stiffeners oF between the longitbinal stflene andthe web af th box sal be designed fora fone eal othe calculated bending sess nthe t= ener, fy times the alone ae. 1s preferable also havea est one transverse siffenerpiced ner the pont of dea load conta fare, The atiffener should bave a size equal to that ofa longitudinal stitfenee, (©) Compression Flange Stifeners, General ‘The requirements of Amite 10.39.4.8.1 shall apply tothe compression lange longitudinal silences ied on box sides. 1.29 CROSS FRAMES, DIAPHRAGMS AND LATERAL BRACING (9) General Diaphragms, cross ees, or other means to main: tsi he erst Seton ofthe Box sides stall Be pro-rr ut Bos Gide ridges (lownble Sts Desig) » vided at cach support to resist transverse rotation “splcement and discon, "Top lateral intemal bracing should be provided for the design of test composite box girders, when the ‘ders may be subjected to tsional loads ot forces Intermediate internal coss-daphragms should also ‘be provided fr rich peders. When top lateral bracing 1S provide, the section my be assumed as closed. "The diaphragm or cross frame connection plates stale aached othe box gider web and Nanges ina ‘manner that wll prevent distortion ofthe we at each fd ofeach connection plate. Al conection plates shal be coped for a Tegth of 4 to 6 times the web thickness, from the near eof the longitudinal! weld st points of nersection wit longitudinal weldmens. () Top Lateral Bracing In onder forthe diagonal bracing ofthe top lateral bracing system 10 be effective, it must mee the fo owing enter; Ac = 08 ange wid beween webs in.) ‘Ac = ctosesetonal ea of one dingo! “Thesis, 1, required is given by: Gay ‘T= induced torque i section ein.) 1. = equivalent plate thickness (.) given by Bag EP cos, sin y= torsional constant in) of losed box 6) = angle measured between the centerline of top flange and the top lateral digon (© Intermediate Cross Frames In order to minimize distortion and ensure rigid ross frames the folowing criteria must be met a eee = (Grtam) = Se = required cross frame spacing (2) pan length between support (.) R centerline girder radius (.) Sb BEBE TD > rin, aro of ay member i he cross frame (in) = minimam width of box i.) = depth of box Gn.) seta distance between cos ames (a) te = web pate thickness.) sum where: K = effstive length ctor T= unbriced length i.) = rads of gyration in.) (Dy Torsional Stress General ‘When y i ess than 04, evaluation of steses de to pure torsion maybe omit. Whea y is greater or fea Yo 10.0, evaluation of stresses doe suring torsion may be omited, wher: y= LOK EL) wher: L = span lenath 6G, B= shete and Young's Modus respectively ky = pure torsion coatant 1, = warping constant See FH, Beng nd Tesora! Deg of Sr Se, ge rsaral 1 | oF eeyanen” Figure 1.288,Pat I~Box ine Bdge Allon Suess Figure 1.28 (1 of 3)Hriomly Cured High Figue 1.28C 2 of 3)Figure 1.28C (3 of 3)Horizomaly Carved Highs Higes 123 Allowable Stress Design Criteria for Curved Composite Box Girder Bridges: Commentary Preface ‘The analytical and experimental studies which form the bass forthe proposed design recommen tions have been docomented inthe various CURT project reports and elsewhere. The purpose of this commentary Iso briefly summarize these result for ‘ach specie recommendation. Appropriate reference ‘wll be mde 1 the deed project repos for those Interested ina comprehensive study of the origin of these recommendations, In order assist the designer in understanding the ‘rows recommendations apd elfy questions re- fring their aplication, some ofthe formals have teem presented in tabular andlor graphical form Other forms of design aids can also be prepared depending upon the preference of the individual de- sSgner. In some cases, it maybe advantageoos 1 0- ‘rtm thse equations to se digital compart ‘stn peoporoning the members in curved bridges ‘meet these recomendations ‘Since iti imposible wo cover every conceivable sign station in these recommendations, i sug- ested that the designer refer to the various references ‘ed i this commentary for such unusual eases or ‘when the desi problem fall outside the scope of the ‘ious recommendations 1.23 GENERAL “These provisions are presented inthe form of r= quirements applicable t an “allowable ses type design procure. As such the requirements parallel those im the Standard Specifications for Highway Bridges adopeé by AASHTO. It should be noted, however, hat some information on ultimate strength ‘behave of carved box ginder members was obained in the CURT stds ‘Ase of tenaive specifications for curved Finder ‘ridges (1) has also been developed as part of the CURT projet. Several of the provisions in the Teper specifications also. apply to curved box ders, send of repeating those sections, they are ‘Simpy cited in Atle 123 as applicable tote design of carved box ines excep as modified in the subse ‘quent atts. "These specifications are based on analytical and ‘experimental sien of carved box girder members. ‘Am tempt wae made fnlude not only results ob- tuned from the CURT project but recogaize all the ‘sting applicable work on curved bridges. However, ‘only thse areas for which specific tnformation was ‘valable were icinded, For problems nt specially ‘oveed erin, the designer should resort sluons ‘peed on sound engineering jodgment unl adiional information becomes avilable 1.25 LOADS (A) General ‘The provisions in Sesion 3 of the existing AASHTO specifications andthe propoted provisions in Anicle 13 for curved gids bridges wil also ppl for curved box girder bridges, (impact Irarducton A plane gid method of analysis was developed at ‘he University of Maryland (1) to sty the stati and ‘dynamic response of sugl or multiple span horizon tally curved tor inder highway bridges subjected to ‘moving vehicles (2, 3,4). The bridge is modeled ws- ing a modified fortlation ofthe curved element 2s ‘contained within CUGAR (24) inorder to representtas ConmennyPat 1 Box Ger Bdge (Allomble Siess Design) ss ‘the ox girder cos section ype. The deck is modeled ‘as multiple prismatic beam elements which tansver- selyinerconnect the box gndr ie elements which taj be curved or tangent o curves. The beam ele tment are represented sk mathematically equvalea the box crore section for bending about the major 2s, torsion and shear. Here, the stfness coefficients for tbe box configuration were developed from the ‘Vinsow () formulation of box gader member which Inclades warping and warping distortion (6). Cross ‘ames, which can be positioned atthe pir lie oF imermediaely between sopport, are modeled as box ‘or flanged beam members or as X oF Kus elements. ‘The assumptions regarding the application ofthe live ond are ental those use ina University of Pennsylvania dy (7, 8, 9, 10). Here, the moving veil ir simulated by an equivalent set of concen tere loads withthe mass eects neglected (ce Seo ‘on, Ideaization ofthe Vehicle”), moving 8 con- ‘sun elcity on circumferential pats. The effects of the cemrifgal fore ofthe vehi is ineladed. Both the damping and the springing of the vehicle is ne- lcd as seth damping of the bridge motion “The two methods which ave ben used to provide solutions fo the equations of motion which lea tthe ‘letrmination of reicular induced dyaamic impact fr bridge rroctres are the mode superposition and the direct integration methods, Previous esearch (11 12,13) has shown thatthe ase of mode superposition is prone wo underestimating dyaamie increments for fil models due tothe clustering of mode shapes snd ffequences. Thos, the dest intepraion mothod was elected as the method for demining the impact ustions as recommended for adoption by AASHTO. “The Wilson 8 method (14,15) was uti to pro- vide time history reapoae ofthe bidge-veicle d- mica system through diet (tp) integration. This method was selected fori econoay and inereat ability (lo values of © > 1.37) (14 15) which are Jmporast concems in cyclic forced frequency te sponse problems. The accuracy of the Wilson sep Imegration metho is dependent wpon the sep size, ‘At, which was determined by dividing the pevid ‘which corespoads othe pth mode shape by 10. 'A computer program DESCUS-I (16) (Desig of ‘Carved Box Ginder Systems) was used to bain the state response and the natural frequencies of the ‘tructral assemblage, Rest frm DESCUS-I were Compared with SAP IV (17) for static comparisons fn with SAP IV and DYNCRB-DG ©, 18) for 6 ‘amie comparisons. It was concded hat he eros tlzing the grid model were well under 2% for mo rent, shea, wrsion, reactions, and deletions. The tfteleney of processing and fp forded by the rt rode ott that ofthe fine element method allows fora imestigntion of box ire impact toughoat fall range of configurations and parameters which was sot possible inthe orignal investigation (7,8). ealzaton ofthe Bridge ‘The form ofthe plain gr models implemented within the DESCUS-IL program assumes that the Structure i incr and obeys Hook's Law with small Aisplacemens in comparison with veal dimension. ‘The fess method is applied to the analysis ofthe {gd eymem with saigh and carved elements and With digpragm clemens, which may be positioned Intimate between supports, The ptdrs ae ep teseoed ae specialized line elements with equivalent fection properties ofa general Box configuration. In ‘wer fo itoduce the outer and nner eg ive loa torsional effets, the model contains two addons “des om he ouside ofthe soprsireeue with sf ess equivalent to tht of the deck. These cur line finers provide the tans forthe placement of the cent live load cases, Speife rata features fue summarized as follows: 1, The brie i reproseted asa two dimensional id with tveedepres-of freedom at each ode corresponding to the deformation i the ttansvere, torsional and mje bending axis Aliretions, Warping effets, which ae not si riflean a the closed box girder section, ae ‘ot drety accounted for in the element stil nes formlaton but re computed using inst torsion theory: 2, Straight andlor curved elements are incorpo- rated inthe model In order to accommodate "bitrary plan alignments single, om ound, vere, or langeat curves in any ‘ombinaton) and rail or skewed support; 3. Biidges may be simply sopported or comin ous ver supports: 44. The box girders may have vertical or inclined eb plates ‘5. Exttnal diaphragm elements may be modeled ts pine, tris oF box sections 6, Sib action may be accommodated in the smlytx, 1. The procedure forthe calculation of dead loads (DL) and five loads (LL) is a8 speci by [AASHTO for sel sections which are com ost with reinforced concrete deck:* Horzonally Curved Highway Brigee Las 8. The effective slab width present a fll com- post ston withthe pnders: 9. Distortions effects are nelected (which i tantamount to assuming that the internal rac ing is sfficiemly positioned), 10, Damping for al ridge elements has been 22- pec. ealzation of the Weice Previous work on the dynamic response of curved bridges toa moving mass, inclding inertial effets, {indicted that fora weigh ao (defined as weight of ‘vehicle to weight of bridge) of 0.30 or less the re sponse ofthe bridge is essentially duplicated by using {orc system o replace the mass (10). Ths eriterion ‘was farther verified in another study in which ide ‘bridges were sued (1). "The vehicle was saline as two forces ons ri line ating normal to the deck and moving a con sane speed on two cheumferenal path, ax fot part, The centrifugal fore, Fy, acting sx fot above the deck, was calcuatd using Figures In and 10, pst Fee o where isthe speed ofthe vehicle and gis the grav tional constant, For analyses purposes, this force system is replaced by the one shown in Figure 1 and the speed ofthe vehicle was limited so thatthe valve ofthe force (P72 ~ Fy) ataraiusR, was never less than zero. The FHWA tes vehicle with a weight of 77300 Is, ss ase simulate an HS 20-88 sign loading, "The assumptions an limitations forthe simulated moving vehicle are summarized ws follows 1, The moving vice represented y to co stan forces, with 20 mas, aveling wih con- Sant angular veloiy in a cicumfrenial path, 2. The eect of the centrifuga fore and sper lention are represented by an equivalent Satie fore system acting on the ridge deck: 3. Themaximum speed utlzed in the sty i570 raph or 25 determined a5 the maximum safe speed a determined by the radi or curvature tnd supersowation ofthe bridge deck. Here, the vehicle is assumed 10 remsin in constant contact with the bridge during its mason. CCompuer Program DINCRB-BG ‘The computer program DYNCRB-BG (Dynamic Analysis of Horizontally Curved Bridges with Box Ginders) was develope tthe University of Pesasyl- ‘a using a TBM model 165 compoter (7, 18). ‘The program calculate he wate and dynamic dfac- ions, stess resulta, reaction, and impact fictors fie to simlinted vehicle deseribed above, as wel as the tequsncies and elt mode shapes of ree vib ‘ion, Single oF multiple spun bridges with radial ‘supports canbe analyzed Impact Factor ‘The impact factor wd in the specification is de fined a (ler © Figure 2) Figg P) ~ Foy. P) 1 MAK Fi, o 1 = impact itr fo feton Fat station | oy, TP) = dynam value of Fat station ‘when the vehicle of weight P moving ‘with velocity Vea tation time atic vale of Fat sation I when the hice of weight Pisa station js MAX Fy, P) = faim sae value of F at ‘ation i when the vehicle of weight Pis Foy? “To design forthe dynamic effets ofa vehicle on & curved bridge its conseriative choose the extreme ‘alue ofthe impact factor foreach fneton athe ‘voce uaverses the span. This asthe basis forthe revommended vies of impact Factors in the spe ‘ations, Thus w obi he dynamic design values, the folowing relationship is weds Dynami Yale of = (1+ 0) 2% (Maximum Static Valve of F)@) ‘An important aspect ofthe dynamic behavior of curved brides which distinguishes them from bridges “ianatn Fema tgs Se, sme a2s Commentary Box Gide Brpes(Alewaie Stes Desi 3 sligoments isthe uplift that can occur a the verte! celations located atthe iner cirumfer ence. The uplift sesponse was particularly evident in rnatrower box ginder bridges consisting of single bones. Consequently, when the dynamic valves ofthe ‘vertical rections ae calcul should be asad ‘hat upsard as well as dowaward reactions must be developed tthe suppor Representative Bridge Sample In one to determine realistic wpper bound ene: lopes for dynamic impact, twas necessary to define and compile exenive dat for 288 representative bridges. (The impact tors for horizontal curved ox Binder bridges conained within the previous [AASHTO specification were dfind from the anly- Sis f 9 bypotheucal bridge configurations (I, 8).) ‘These include one, vo, tre, and Tou span continu fous box girder bridges with various span lengths, ‘umber of spans, and span lngts/adiusof curvature fatos (LIR) for 2, 3, and 4box combiatons. The specific box section and pate configurations were taken from various sources and survey of actual de- signs by Heins (20) apd Schelling and Gatos 2). ‘A range of spaa lengths was selected which reasoa- bly encompass the rage of exiting. box girder ‘niges. Farther, the span lngtvadis of curvature (LIR) ratios were taken 250.5, 0.1, and 0.025 along With the 2, 3, and box cross Sctions extended othe practical limits of actual designs as defined by Heine 0) ‘The following const the Limits forthe range of. parameters studied and the applicability ofthe arly Bis meshodology CConetne radius of. Cometine length Speed of vehicle Number of ells of tox gitders Bridge Depth) 1. ‘Span Ratio. 30 Wid pr ane 2 Weight of veicle 0 w ‘weight of bridge Ww 1a = R = 12,00 1.26 DESIGN THEORY (A) Generat ‘A computer program hasbeen developed a part of ‘he CURT projector th analysis ured box girder bridge systems (19). The program i based on the finite element method and is capable of calculating stress and deformation effects in carved box girders fue to beading, trsion and cross-sectional distor tions. Dee to the size ofthe program, i is suitable only for the final analysis stage in the design cyl CConsequemly, the following approximate method is ven that may be used for preliminary design Approximate Method for ive Load Analysts Diseibation of Loads Distribution fictor equations, as presen used in straight bx girder design, have been obtained (2) for carved box beams, by euminaton of wala dat (21) resulting from thorough system analysis of 90 carved bor bridges. The geometry of he bridges was based on previous work by Johnston and. Mattock (22), which i the basis forthe present distribution ‘actor for sight girders. ‘The live load. bending. moment and torsional moment foreach box girder shall be determined by ‘Spplying oan equivalent strug girder the following Fretion of wheel lad (font and rear determined by the folowing factors, a & 5 ‘ont Moen; ——S where: G = Number of Girders @, 3,4, oF 5) = Gitder Spacing Ceateline 10 Ceatsine of Boxes (t.) (10 = $ = 16) = Number of Lanes @, 3,4, or 5) 9 anaes a 1 or ga a 16,‘eam Forces ‘The effect of curate of the box member was Included inthe analysis by determining the rato of the ‘euting ores inthe curved box Beam (moment oF ‘orson) 1 the beading moment in an equivalent stright girder. The determination of these ratios (20, 21) has resale in he following modcaton factors, Tn ondr to account for curvature of the box men bes the resulting beading moments obtained fom the straight giver analysis are to be mui by the following modification feos to obain the resting live load bending and wrsioal momens. ALB w+Asd Bending Moment 3 “osionl Moment: +B whee A =454 08 B= aU ut +30 c= 2 ~ cooost D = 361 — 1000 T= Span Length (@.) Ro = Radius) Inthe determination of thes equations, an amalysis ‘ofthe box beams acting au sytem was considered. “Moments de to focal distortions ofthe cross section were nt considered. (8) Dead Load Analysis and Design te te section doesnot consi fa fll width top plate t form a closed box, then the te! member must be dvigaed as an open secon under erection fod constriction loads, such as wet concrete loads ‘ated by the sel section alone. To preven steal buckling ofthe lip plates under construction loads the ‘bending stresses in those plates ae limited allows ble stresses specified for curved Iicders (1). The warping stresses inthe ip pls required in he llow- bl stress calculations may be determined by any ap propriate method (23), Horiaoaly Curved Hiphvay Brides a6 (© Torsion For bridges made wp of separated box gies, i maybe noesary to provide intermediate daphragns Between the dividual box girors soc that the bidge acts asa unit in carrying torsional Toadings ‘The forces in the box gids andthe dlaphrgms may te termined by any appropriate method ofenalysis (19,24, 25) (©) Warping Stress ‘Warping normal and shearing stresses duet non- union wsion are usually small in box sider weer, deformation of te cross section produces saddionl warping esses aswell as transverse bed- ing steses which may be of sigoificant magnitudes. Tinermedite daphragms or ross frames plied ‘nie the hx setion ae eifetve in reducing the transere bending sueses. However, Krstek (26) Ins shown tht warping stresses may sll be lrge at Inuermakate diaphragm spacings which produce opt mal reductions in transverse bending tresses, Conse ‘eal, these warping sueses associated with cross ‘ection distortion should be considered in box peer design. An approximate analysis for dstortonal effets, which produces an analogy 40 the Beam of ‘tase foandaton (BEF) problem, hs been developed {or saight box seers 27, 28) and has been extend to curved box girders (29). Fora more exact analysis ‘of crosseetional deformation effects, finite tp ‘method (30) or the Finite element method (19) ds cussed previously may be used "As previously sated, fatigue suength canbe ser ‘ously under or overestimated unless an accurate sess nays of the theedimensioal sructure is per foomed. 1.27 DESIGN OF WEB PLATES (A) Design Shear ‘The high torsional rigidity associated with closed ross seetons makes the bor peder partial sul- tbe for curved bridges in which torsion resulting from the curvature may be high. The torsional shear flow indeed in the webs and ange plates ust be taken no acoount ia design. For design purposes, this shear flow is wally ‘computed using elementary tofion theory for thinwalled closed sections (29,31). In curved as well as aight box prs, he thin-walled ros setion may deform under load (26,29, 30). Since this deforma ti affects the shea ow dstibution othe various ements of the cross section, internal diaphragms ‘Should be provided within the spen. By limiting the ‘rss-sectinal deformation by means of diaphragms, ‘he actual shear Now will conform closely to theory ‘tnd the dstoronal sreses wil be mined 28). "The design shat force inthe webs of curved box ides will consist of two pars, the hea ee duet bending and the shear force du othe torsional shear flow. After determining this al force the web my be. proportioned (dpthihicaess ratio, transverse Siflner spacing) inthe sme manners i curved plat giner. (8) Secondary Bending Stresses Since the avilable test information on curved box ners vas obtained from gindere with erst sections [ropordoned according to the Limit in Article 10-39-42 for staight girders and information for ‘carved bow girder eros secuons aot within these Tims is unaalabl, the sume limitations appiable to strug girders were adopted. Because curved box tinder ros setions tnd t deform due tothe torsion {induced by curvature (29,30), is rquied thatthe iranoerse bending tests doe to this deformation ‘be calculated inorder to minimize fatigue problems ‘The limit of 20,000 pst adopted for these stresses is the same as that for stright box pido ‘Where a one-sided weld is used to ata the web plat tothe ange acracklike condo exists onthe fer sie which can result in erick propagation. Placement of fl penetration weld or filet welds 0 ‘both des af the we can eliminate this condition, 1.28 DESIGN OF BOTTOM FLANGE PLATES (A) Tension Flange Sine insiblity or buckling is nota problem a far ‘the tension flange it concerned, the allowable de ‘sgn stresses may be determined onthe basis of yes ing. Hoth the normal sess due w bending and the torsional shea sess shouldbe include, For combined shear and normal stress, the von Mise yield ererion may be used 10 determine the surest combination reqired to cause nial yield [Note hat sine bo the shear and normal sess are ‘easonably uniform across henge with, the eat tension flange wil reach the yield sate a the same lead, Dye to the presence of residual stesies some locale yielding may occu pit 0 this, boweve, [Nevertels, itis reasonable neglect hi effect due tothe fact hat strain hardening can take place Using the vor Mises yield erterion, the indieator stress o effective seat defining inl yields given & oa = VEE ‘The smal radial stein the plane ofthe Mange pate nhc ats normal to the cored ceneline Was ne "lected in heaton. Seng ogy equal othe yield ‘tress and sig a factor of safety of 1.82 gives 0580, © Val + Mea Reasranging to obtain an expreston fo the allowable fommal sis aad denoting the shear apd somal Stes by f and Fy gives Z = “The allowable normal srs piven by this equation redees to vero for {/F, = 0.32. Tobe consistent ‘with the AASHTO requirements for allowable shear ‘Stress ing webu a which /F, = 0.33 sperm ted, the muller for the second term was changed froin9 9210912. The combinations of allonable shear ‘and normal sess forthe feaion ange given in A ticle 1-26(A) are shown in Figure 3. The proposed tution is conserve sace complete yedig ofthe tension Mange of 8 Box gider may not const ‘overall lure in vew of he pssbity of stain hard- hing and redistbuton eet, Such yielding would ‘robely drastically affect the wosional iit ofthe finer, however Until experimental evidence 1s ob- {ain to extablish this pos-yeldstegth, the pro- posed equation is reasonable. F, = 055F, (© Compression Flanges Stifened ‘Longitudinally For plates subjected to combined shear and normal stress, he vor Mite yield ertrion may be used 10o Horny Curved Highway Bridge Lat determine the stress combination reguired t cause nial yen. In beige structures, the span length is longer as compared with the width of the bos, hus it an be resromly asumed Ut the sess ae uni formly distributed aeroes he whole ange with. The tffectve sires, Fis given in vou Mice yield ere tion as R ot + o By using factor of safety of 1.2 for compression sand 1.73 for shear, the Equation a) ean be cewrinen In terms of working sueses a5 Fy = Gg) + 30.736 (12g? = F 30.7357 sag 4 fr Equation (0) can be used 10 obsin the allovable ‘normal sess the Mange plate is hick enough and ‘capable cary yield steak without baling. Whea the erica! bueling sess is less than yiel ses, ‘0.35, in Equation shall be replaced bythe allowa: be buckling sss. "The critical condition for combined shear and normal sreses may be obtained from the following feterstion equation. and Fre th eritcal normal and erica shear ‘trees in pure compression and pre shear respec: tively, and ae piven by the following expressions ia tens ofthe plate width b, andthe pate thickness, we( m5 © F wat a(’) ‘where kad te backing cocticient for compres- Sion and shcat respectively. Equation () ean Be e- writen in terms of the alloable stress; it then becomes es e w(Zfeo @ fe eaux () - anss- 0 gation is good inthe elastic bukling ange. For Inolasic buckling, eorection must be made in ‘onder obtain the allowable ste Test resus indiated that a plate subjected to direct ‘compression wil tart wo bekle in the nant range ath = 1.3. Th buckling stress at this points, ‘and the working stress i equal to 58 > S92F, "26F,.Subsiuting this tes for SSF, in Equation (@ and leting Equation (equal to Egon, one fan oblia the bt aio forthe plat under combined resis as fellows ce so © POO Forunstifened plats, k in () reduces wo and, = 5.34, EgonBridges (Allowable Stes Design) o where a ‘Sebstituting Eguation (9) i Equation (8), one obtains the it ato forthe plat whic has tbe ral ‘tress equal to Yel sen as follows: . S115k Fs As mentioned before, Equation (2 is god fo ls tic buckling: In onder ows in a inelastic region. a factor of 06 willbe applied 10 the righthand sie of Equation (f). Then, 3070 O) ead a : es “pGere®) “The Equation (2) defies the upper limit of the bt ato. les witht ratio overt it wil buckle in the clastic range; the allonale stress is governed by the elastic backing ses waa} -nfse-mel) “The Equation (g) fines the lover limits of het rai. Pies with it ato less than oF equal this. Timi wil nor Buckle below the yield sess of te Plate. The allovabie ses i thon given by 0.55F, Fora plate with «bt rato between these Limi, flue wil occur by bekling at the sues below both the yield stress and the elastic buckling sess. The Allowable sees is given by & sine transition carve {oining the allowable stresses a thse to limit pons. "les of kre ited between 4 and 2 same as for a stright pile k= 6.4 + 2.8YTWE Ma + UF 5 5.4 ws dd Pr, er Sac wa 5 SORE, al il oc ising bot not by bucking the allowable normal Fess equal to SSF, Hence, X <1 is not needed ‘nd X = Ueset the minimum value. By doing this, canbe represented hy the following simple equa S(E-as)er for an vsitend Sane: “yt xaos (19-28) =1 tei ge = 1 x feted tg > 1 ‘The error from these simplified equations is ext mae ae = 2.5 perce mame forthe bt ato and iPS percent maximum for the value of fy with f= 3 "The X, equation is also simpli by the use of @ st square approximation” Tho simplified equa not-an)enlt-o ‘The err i estimated atthe same range a for X. "The plots forthe wae of X,%, and X; vs. fF, ratio comparing te theoretical ation ad the pro” posed equations ae shown ia Figures 1.288 and 128. In oder oad the use of thin plate, which may ‘be subjected to higher shear ses, when fF, > 252 Horzomaly Carved Wighony Brie the bc ratiis inite w 129001, for wnstfenet Manges and 8804, for send anges. These ratios were derived rom the allowable shear sess ‘specified in Ale 10.8.4 ofthe Sandod Speen: tons rior the 1987 Inerins. (©) Compeession Flange Stffeners, General [As mentioned prevowly in connection with local buckling of the flanges of carved plate gies, the Inflence of curvature on local buckling ts smal or practical cared members, The same limitations on fhe width to thickness aio of the cutsanding ele ‘ment ofthe Mange sine as used fr staight bax iners were therefore adopted for curved box girders 1.29 CROSS FRAMES, DIAPHRAGMS, AND LATERAL BRACING. ‘The specification revisions and the commentary swore prepared by the late C.F. Heins, Professor of ‘Civ Engincerng, University of Maryland, College Park, MD, and are based on his studies, (A) General During the past aumber of years, box gnders for highway bridges have Become more prevent and in parca, seh prdrs have been used a curved oe ments, Sich curntures five Induced addiinal Stresses (warping) which canbe substantial and thus ‘ill equi investigation. In addition to warping stresses, box giners will Innetemly distort de to external leading. This distor: tion wll induce adtonalsueses, which also need investigation Tn both instances, warping stresses and distortionl stresses can be minimized if proper anton i given tote bracing ofthe box. Its therfore the purpose of these suggested revision presen proposed design secifeation, which wl allow for poper design of tp mr ad on apg Brg ie ‘Atachpeat 16 Manges is required to prevent low fatigue erengths arising from severe diplacement indued transverse web beading sueses. Copes are ruled to prevent imersecting Welds. (B) Top Lateral Bracing ‘When top ater! bracing i provided or specified the bor setion Becomes a cloned rection. Soch clos. ing affords high pure wrsional rigidity (GK,) and Wil inhibit the rotational displacement ofthe box ‘This action wil further minimize the warping te onal displacement and thos warping stresses Tn order to demonstrate such effects, a series of esting stlght and carved girder bridges have been txamined (37), This sty involved computation of the torsional properties (K, of and box sections ‘shown in Figure 4. A comparison ofthe induced swaping to bending stresses for concentrated (ruck) and uniform (eae) ood (37), has rested inthe folowing equations: FR LW, Re R= rat of gitar ROK EL, Bending inertia T= Warping constant Y= Distance from NA to extreme fer Wy = Normalized warping G = Shear modulus Torsion conaant ‘Substitution ofthe properties forthe various bridges Studied, indicates that for y_> 10.0, the rato of (FPy 5 percent. Therefore, by providing top lt ‘zl bracing, the warping normal sess wil be tin Izod and wil not require evaluation. ‘Realizing tht bracing can minimize warping, itis recesay to determine the size of Braciag to eosure ‘ch a onan, This canbe accomplished hy consid- ‘ring 2 variation of box dimensions /),egualent plate thicknesses 0 clos the box, and radi Utilizing the equation, and potng the ret gives the data shows in ig- ure. Assutiog (FF) = 5 percent, and substioting tag = 005 gives:2 Commer Pat x ines Briges Allomble Sess Design) s Lay Commentary Part Box Grr ies Alonble Ses Devign)____ ty = 005 = 2 2s cog. PAs ost sind, @) 6 and solving for Ay for 6) = 43° ves Ay = 038 ° ‘The ste reqeirement is determined by fist examining th shea fw’ across the tp of the box, where the top bracing ats aay “Te total force across the width is heer: P= (ge ‘Tel, therefore §o Assuming half the force F acts at each comer ofthe ‘bracing. and resolving this fore along the action of the brace gives n= isin = Fain ‘The allowable buckling Load is compute as; wat . 2 ME wten t= Ls wy sin #3 (st) =e Ge utingP, = Fy and sting SF = 20 gies: FB ag FZ ing, however as pven previously F = fore; TebIK,, theres rape mF saving for I gves ray Fok a (© Ietermedite Diaphragm Bracing Disioton of box pndrsoocurs when there isan external torsional loading onthe girder or the gid is ured G8, 39), Thisdisiorton as shown in Figure. indgoes a normal ses which canbe appreciable. a fdr init such a stess, ternal Gapragms can be provided, Ideal, i the diaphragm were continu ‘us ad sufcienl 6, then mo distortion stresses ‘would be induced. Tis of course i not practical, Therefore the designer should now where 10 space toch diaphragms in order 10 minimize the induced formal dstoriona sree and the area of sch bracing fo insure a rigid daphrig. ‘These questions cin be answered by examining ‘ata given by Hein, Olnik 40,41), who examined the bending and distortional esponse of mary curved tox pnts, Their resale indicted the following Dead Load oy © where = Indced deat load distortions normal {= Inco dead loud ending normal sess 1 = span leogin Ro = Rods (t) S= Diaphragm spacing (8)Examination of the induced ive load ratio effets (61), which rested in Eq (5, is noted hat (3@e 6 cog p(t, ar = 2) 8 (im 39 Clete) © Allowing a maximum ses ratio of 10 percent and Solving fo the require aphagan spacing then gives, set(gqtaa) <3 @ te 5 = tat ptr sng (2) io raigetem mea, R& Comes line girder rave) ‘The stifles or area required ofthis beace can be found by examining he effect the diaphragm siinees (Q) as on the induced distortion stress (42), as shown In igure 7. Ths figure shows that for Q = 100, te induced dstonal ses doesnot change and ths onsite rigid diaphragm. Therefore, seting Q = 100 and solving: ° ‘ves the required ara (in) of one diagonal brea et MESSED 9) $= Diaphragm Spacing (in) 4 = Depth of box (in) b= Width of box Gin) = Angle between dagonl brace and orion = Maximum plate thickness (in) K e Earp‘Commentary Part IB Ginker Brides (Allomble Suess Desig)ovzomaly Carved High Brides Fie (2) dynamic F(xj,P) (b) static (a) statte MAX Fi(x,,P) Figure 2, Definition of Impact Factorso2| ou or OF 33 O35 iy Figure 3, Allovable Combination of Shear and Normal Ses in Box GindesTeason Flange=a ovzonily Cured Hihy risesox Gide rig (Alma Stes Des igus commensy Figurew Horizontally Cured Highoay Bridget Figures Shear Distoreion Figure 6 Wr Bias wee Diaphrsge Setf fess @ Figure 7.Reese ‘Conary Part 1x Gide Brides (Allomable Ses Design) n REFERENCES, “Tentative Design Specifications for Horizon- tally Carved Hiphway Bedges—PartT Curved Ste! LGinder Bridges”. CURT Final Report, Research Project HPR2(i11), March 1975, D.R. Schelling, N.H. Galds, and A. Sahin, ‘Emivation of Inpaet Factors for Horizon tally Curved Stel Box Bridges”, ASCE Jou al of Stractral Engineering, Vol. 118, No TH, November 1992, pp. 3203-3221 1-H, Galdos, DR. Schelling, and A. Sahin, Dynamic Behavior of Horizontally Curved ‘esl Hox Ginder Bridges, Accepted fr pub ‘atin nthe ASCE Journal of Structural Engi- heerng. INH. Galdos, “A Theoretical Investigation of ‘he Dynamic Behavior of Horizontally Curved See! Box Gade Bridges Under Trck Load- ing”, PhD, Dissertation, University of Maryland, College Park, MD, 1988, VW. Z, Vaso, “General Theory of Sells and its Applications in. Enginering”, Moscow Leningrad: Gonudarsvennoye™ dat so ‘Technko-Teoeicheskoy Literatur (1983), NASA Technical Translation TT. F-99 (1968. YT, Hsu, “The Specification of Methodolo- fet for the Design of Curved Compost Bax Ginder Bridges", PRD. Disseration, 1987 S. Shore and R’ Rabzadeh, "Siac and Dy- ‘namie Analysis of Horzonially Curved Box Girdee Bridges". CURT Report No. TOI Research Project HR-2(11), Department of Civ and Urban Enginecring, University of Pennsyvani, December 1978 RR Rabiadeh, “Static and Dynamic Analysis of Horzontaly Curved Bridges. with Bor finer Crose Sections”, Ph.D. Disseration in {he Deparment of Civil and Urban Enginest- ing, University of Fennayvanis, May 1978 CoP Tan and S. Shor, "Response of Horizon: tally Curved Gindere to a. Moving. Load” “ASCE Journal of he Strutural Divison, Sep- tember 1968, pp. 2135-2151, SS. Store, “The Satis and. Dynamics of oriontly Curved Highoay BrigesFiaat Report", CURT Report No. AOSTA, Research project HPR2(111), Department of Civil sad Urban Engineering, University of Pensyl vana, December 1974, SS.L- Chu, M. Amin, and. Singh, “Spectral Tresiment of Acions of Three Earthquake 4 1s, 2, 2 ‘Components in Structures”, Nuclear Eni= neering and Design, Vo. 21, NO. 1, 1972 pp. 126-136 ACK. Singh, 8. Chu an 8 Singh, “In nce of Closely Spaced Modes in Response ‘Spectr Method of Analysis", Proceedings y Conference in Stractral De Plat Fates, Chicago, I, 1973, ASCE, New York, N.Y. “Combining” Modal Responses and. Spatial Components in Seismic Response Analsis, USNR, Office of Sundarés Develop ‘ment, Revision 1, February 1976. KJ Bathe, and E. L. Wilbon, “Subilty end Accuracy of Direct Integration Methods Earthquake Brgincering and Siructwral Dy amis, Wa. 1, 1972, pp. 283-291 KI Bathe, EL. Wilson, and I Farhoomand, “Nonlinear Dynamic Analysis of Complex ‘socrres", International Journal of Earth (quake Engineering and Sirural Dynamics, Nol 1, 1993, pp. 241-252, Documentation and Users Guide for DES- (CUS, Curved Box Cinder Bridge Analysis System, OpteMate, ln, Bethlehem, PA, 1992, K.J. Bathe, EL. Wilson, and FB. Peterson, SAP IVEA Sticaral Analysis rogram fr Static and Dynamic Response of Linear Sys- tems", Report EERC 7311, College of Engi ering, Univesity of California, 1973 S. Shore and R. Rabizade, “Users Manual for the Dynamic Analsis of Curved Box Ginder Bridges (DYNCRB-BG)", CURT Re port No. T0274, Research Projet HPR- AQMD, Department of Civ and Urban Engineering, University of Pennsylvania, De- comber 193. 5. Store and JL. Wilson, “Users Manual for the Static Amaiysis of Curved Bridges (STACRB)", CURT Repor No. TOIT3, Re ‘search Project HPR-2(111), Graduate Division ‘of Civil and Urban Engineering, University of Pennsylvania, Jone 1973 CP. Heins, “Design Daa for Curved Bridges", CE. Report No. 47, University of Marjland, March 1972 ¥.'8, Ho and R. J. Rell, “Analysis and Design of Curved Composite Box Gider Bries", CE. Report No.1, University of Marylad, Jane 1971Hoionaly Cured ghey Bi Retest 22, $8, Johan and A. H. Matic, “Lael —_—_-lleinN 15, Aner ton Stel Ia Dison efits Conor Grr tm New Sr Mah 6, Boe" fives Reach acon No 16,9, © Ca "Dagn Reemmenaons fr i, tinge, Dama 16 aret Hige Bode, Care lon 23, "Gapria Neon Covel sn”, Valery Rope std Resa ‘igen Sacaes Deer Hobos gman of Teaton,e 1972, AC Wang, nc brgh 1964) 34, Ca and Ne “ay oir 24, RH Unt RA Og ans i. Wem:—” Goqaty Cuned Mabe Bot mer, “CUGARI—A Program to Analyze ‘Stiffened Curved Plates", Carnegie-Mellon Cad re Brie Engrg Bllesn ery Rap itd Paya Novis, Uaneniy oR ns, Dison pret of Tanperaton, Oct 19. zngucrag Roch and Dolopmes, 35, €'Calerands Mower "orn Cured Since Mgt Bp Say of Cue Box Wolame 1: User's Information Gindere Report No. BI)", Carnegie Mellon Yelm 2: System ntrmaon Unveriy Regn, Rewach jet HER 25. PJ. Brennan, “Analysis for Stress and Defor- ‘2(LL1), September 1970. Ps maton of Horizontally Curved Gieder Bridge leasoreredag ‘Through a Goometic Strcual Model”, "Fagg" Bridges oad Syracase University Report submited to the [New York Deperineat of Tansperation, A= gust 197. 26, V. Kristel, “Tapered Box Girders of Deform- able Cross Section", ASCE Jounal of the Srrctral Dission, Vl. 96, No. STB, Pros Paper 7489, Augost 197, p. 1761-1783. 27, RUN, Weight, "Design of Box Giders of De- Tmable Cross Section", Highway Research lorzotally Curved Highvoy Brdges—Subilty of Curved Box Gieders (Report No, 82)", Caregie-Melon University Report, Research Project HPR. 2(11), Jy 1971. 31. H, Nabai and C. P.Heins, “Analysis Cetera for Curved Bedges", ASCE STR Journal, Vol 103, No. ST7, uly 1977 38. Dabrowski, “Cored Thin Walled Ginders”, Cement and Concrete Assc., London, En Record, No, ington, [ enghint Record, No, 295, HRB, Wishingioe, D.C. 35, Cp Hein, Bending and Torsional Design of 28, RN. Wright 8. R, Abdo-Samad, and AR ‘Sirucral Members, Lexington Books, Lex- Robinson, "BEF Analogy for Am ington, Mass 1975. Ginders ASCE Jounal othe Scart Div. 40: 3.C.Olenikand CP. Heins, “Diaphragms for ee onan ee ae Curve Box Beam Bigs", ASCE Sura ‘Mie rie. Division Fura, Vo 11, No. STIO, Oo 29, R. Dabrowski, “Gekrammte dtnnwandige ber 1975, “rigerTncore ond Bershueng", Springer 41+ C, len and CP. Heins, “Diaptragm ly, Now Moc 1968 Spacing Requirement for Curved Sel Box 20, chu and 8G. Par, “Analysis of Boum igen Bagnering Report oszonslly Curved’ Bor Girt Bridges”, ‘io. 58, Unveray of Maryland, Calle uk, {SCE loura ofthe Suc Dison, MD, Avgat 197 Sr.No STO” Pow, Paper 8433, Ocuber 42. A, Wilanson, “BEF Amalss or Crows 137 pp. 2481-201 Sécioal Deomaton of Cred ox Gers 31, C6. Kalle 08K, Base, “Trion wrth TnernalDiapragns", MS. The fn Sintures An Engineering Apps iv“ Eagucrng Dearie, Camogie: Springer Verlag, New York 1969. Melon Unveri, Pisburgh, PA, Apa 22, G'S Vincent Tene Citi or Load 7 ict Design of Stel Highway Bridges”PART I LOAD FACTOR DESIGN CRITERIA aHoiaomaly Curved Hghew Brides Preface to Part II Curved Steel, Composite, and Hybt id I-Girder and Composite Box Girder Bridges: Load Factor Design Criteria ‘These Laud Factor Design Citra for horizontally ‘curved ste, composite, an hybrid F-girder and com posite box girder bridges were succesfully bllted ‘by the Highway Subcommittee on Bridges and Struc tars for adoption as guide speifiations in October 199, ‘The design criteria repeset an alternate 10 the comespondng lloable sess design procedures for ch bridges “Te preparation ofthese design criteria was finan cially supported by the Commites of Siroctural ‘Stel and Seel Pla Producers of the American ‘rom and Stel Instat as Projet 190 “Load Factor Design for Curved Stel Bridge Gide" Members ofthe advisory usk fore are JS. Gilligan Project Supervisor, RS. Fountain (Project Chairman, RJ. Behling, RC. Cassano, D. C. Frederickson, 17. Kear R. W. Lauteslegr, W. A. Mile, Je, ED. Seas, Ls M. Temple, C-E. Thanman, J.Contents Anicle Pose LOAD FACTOR DESIGN CRITERIA FOR CURVED STEEL, (COMPOSITE, AND HYBRID I-GIRDER BRIDGES: SPECIFICATIONS 2.1. Genera * 22 Notion ” 23 Loads , Uplift » @)Inpoct 2 (©) Superlevation and Contig Forces » (D) Thermal Fores 0 24 Load Combinations and Load Faiors © (A). Consration Loads 80 () Service Loads 80 (© Overloads 80 (D). Maximum Design Load. 3 25. Design Theory. 8 (a) Gener a ® 81 © a ” : a1 ® a © w 2.6 Fatigue 2 2.7. Expansion and Coniaction 2 28 Bearings 2 2.9) Diaphragms, Cross Frames, and Lateral Bracing 2 (A) Diaphragms and Cross Frames 2 @) Lateral Brcing ® (CURVED STEEL -GIRDERS 8 2.10 General & 2.11 Sualght Elements, Splices and Connections 8 2.12 Noncomposite Ginder Desin. % (a) Limits of Applicability % (@)_Masimum Normal Flaage Sires 3 ‘Compact Sections % Compression Fange & Tension Flange a ‘Non-Compct Sections s ‘Compression Flange === 4 ‘Tension Flange & (©) Wer Design ro ‘Webs Without Sens ss ‘TransverselySifened Gir. SsHoioaly Cue phew Brides Conte Requirements for Tanserse Stfenes. 8s Lonitdinally Sitened Gindes 5 Uneymmetical Sectors 86 (CURVED COMPOSITE I-GIRDERS 86 2.13 Geter : a 2.14 Effective Flange Wid... 6 2.15 Nonoomposie Dead Loud Sess. 6 2.16 Composte Secon Stresses fi 6 2.17 Shear Connectors 6 (A). Faigee Ca (8) Utimace Suen 6 (CURVED HYBRID GIRDERS : sr 2.18 Gener sr 2.19 Maxinusn Nona Flange Stes. 3 (A). BendingNoncomposte Gide. a7 (@) Bending Compose Giders. 38 (© Shea. 38 ) Fatigue 8 2.20 Plate Thickness Requirements a 21 Overload 88 LOAD FACTOR DESIGN CRITERIA FOR COMPOSITE BOX GIRDER BRIDGES: SPECIFICATIONS 2.22 General : ® 2.23 Notion 2 224 Loads. 9 A) Genel 9 Impact, » 2.25 Design Theory. 0 (a) General a 0 (@) Dead Lond Anais and Desien : * (©) Torsion o (D)_ Normal Stesses.- 3 2.26 Design of Web Plates 31 2.27 Design of Bottom Flange Plates 91 (A) Tension Fanges A (8) Compression Flanges cl 9 (©) Compresion Flange Sines, Gencal. 93 2.28 Disphrapms Within the Box. 93 LOAD FACTOR DESIGN CRITERIA FOR HORIZONTALLY CURVED HIGHWAY BRIDGES: COMMENTARY PREFACE 2.2 Notion eeconte at Load Fast Desig Cia 23° Loads oe 9 214 Loed Combinations snd Load Faiors 95 (A). Construction Loads 95 () Service Loads 95 (©) Overtoads e (D) Maximum Design Lous. 2.6 Fatigue : ee 29° Digphragms, Cross Frames ad Laie Bracing CURVED STEEL F-GIRDERS 2.10 Gener. : : 2.11 Strlght Elements, Splice and Connections 2.12 Noneomposie Girder Design (@) Maximum Nora Flange Ses. (©) Web Design (CURVED COMPOSITE GIRDERS. ‘CURVED HYBRID GIRDERS ‘CURVED COMPOSITE BOX GIRDERS : REFERENCES. FIGURES 8 2 SSSRRR 888 BRSsionally Cues Hghoay Brides 2 Load Factor Design Criteria for Curved Steel, Composite, and Hybrid I-Girder Bridges: Specifications 2.1. GENERAL, ‘The specifications ofthis section pertain to bridge supersrdtres composed of tal members which are faved in plan. They are applicable t simple and Continuous span composite or noncomposite bridges fof moderate length employing eter valle of fbe- ated Fshaped tel secuons. The design of these ‘members sll be based on Load Factor Design. The provisions of Division I, Design, and Division Tl ‘Construction, of the Stondard Specifications fr High ‘nay Bridges, hall govern where applicable, except as fpecifally mevified by the following Articles 2.2 through 2.21 eren, For the convenience ofthe wer, telerenced articles ofthe Standard Specs a printed in old yp, 2.2 NOTATION ‘Ay = aren of one flange of beam or girder (in) ‘A, = total ae of steel Seton, incoding ‘cover plats (in) [AG = total aon of longitudinal eifocing ste! athe interior support within the effective flange with (in?) re ofthe tension flange (2) fea of web of beam (in?) Duoyancy = compression flange width Gin.) tsfectve flange width piven in Atle 10.38. (in) = width of omtsnding steer element in.) = lond dew constuction vehicles ooup> go eegooe arial dead oad acting ding required distance between transverse steners Gi.) 4, = actual distance beeen transverse fffenes (i) = modulus of elasticity (si) EQ. = earthquake P= maximum slab force acing onthe shear ‘connectors duc to curatare (hb) longitudinal fore specifi minimum yield pont or yield Strength forthe type of ste! being wsed os = specified minimum yield pot ofthe reinforcing sel (ps) ye = specified minimam yield strength of ange 8) ye = specified minimam yet strength of web os) Calculated bending sess (esi, fy = wis f= compressive strength of conerete at age 0128 days (ps) 1, = fhe merge calulated unit searing sien in the gross setion ofthe web plate at she point considered (px) {sleulatd oral sess atthe edge of the lange dv w sonuiform wrsion {lateral Mange bending) fo plate girders sarping constant Gn.) the required rato of egy of one teaneere sifener 1 tat of the we pate todo factor torsional constant 4) span length (.) ‘orl design live loud Tongitudial force from ve load length ofthe ansuppoted ange beeween ‘ross frames or apbragms (in) (os) T= impact factor 1 = moment oferta (in ICE = fee presure ee2a No poe » R= R R fe s = FS & y x ie umber of shear conaectors between points of maximum positive moment and ‘adjacent end supports or dead fond points of comtallenre, or berneen points of maximum negative memeat and tjcent dead loa points of ‘comtflere ‘numberof shear connectors ata section ‘modular aio of elasticity of sel wo that of eonerete ‘maximum tangential sh force ating on the shear connectors (lb) maximum resultant slab force acting on the shear connectors (lb) as fined in ‘mic 2.1708) Radivs of coratre of the gider eb Gn) ‘eduction factor radius of enterine of rie (.) ‘radius of gyration of sfener (in) radius of gyration ofthe compression ‘ange about axis in the plane ofthe web (a) shrinkage stream flow pressure “luna stengih ofa shear connector (ib) as given in Arce 10.38.8.12 thickness Gi) timate shear force capacity ‘nd ond ‘rnd load on ive load Curate correction fctor for transverse stitener requirements ‘tance frm the neutral axis othe fexteme outer fiber (maximum distance {or aonsymmetriel sectors) (i.) cunature paamtar ‘the minimum specified yield strength of the web divided by the minimum specifi yield stength ofthe tension flange ce times a correction factor based the rato of steal flange bending to bending res of web divided by area of wason ‘ange amount of camber (in) amber at any point along the span alculated by usual procedures 10 ‘compensate for deflection dust dead Toads or anyother specified loads Ga ire Brie Land For Design ‘maximum valve of An, within the span (in) © = angle subtended beeen the poias of maximum moment (postive or negative) ‘ajacent pint of cotaleare 0 Suppor (radians) Hlenderess parameter aatire correction factors for alloable bending sess ‘eduction factor = 0.85 {ato of ttl eron-sectional are othe ‘rosesectonal area of Both Hlanges v= distance fom outer edge of tension Mange to the neta ais (the transformed section for composite ides) vided ty the depth ofthe steel Section of hybrid beam 23 LOADS ‘The load hal be in accordance with Arle 10.43 xcept as modified ia Amcle 2.4 upine Jn sition to analyzing curved suuctures for ‘moments and shears, a condition of ive leading shall be investigate that would produce a minimum reac tion. IF the load that produces minimum reaction is ‘one where more th ho lanes of ive loads ate onthe bridge, the reaction should be computed without the reduction forthe extra lancs a specifi in Arcle 3.12. The provisions of Articles 24 and 10.296 shal apy TInestigatons shal also be made to nse that up in movement wil ant acu duet the sequence of lacing the concrete deck. (8) Impact ‘The lmpact loads shall be in accordance with Article 3.8 (© Superctevaton and Centeifugal Forces “The effects of sperelvation ad centrifugal forces shal be taken ato aceount when determining the dis- trlboton ofan axle load tothe individu whens. ‘Values ofthe cenifugal forces and thee application shall be in accordance wih Arle 3.10.» () Thermal Forces When temperature movements (a specified in Ar ticles 2.7 and 2 8) ae allowed to ocur no allowances ‘eed tobe mad in spertrctare design for thermal forces. Otherwise thermal forces shall be considered, taking lato account te type of bearing system use 2.4 LOAD COMBINATIONS AND LOAD FACTORS “The following lading conditions shall be conse ered inthe Loud Factor Design ofbrizontaly curved tides: (A) Constrvction Loads Construction loss consist ofthe patil dead Joad ‘Dy and the live load duet consrction vehicles C ‘The maximum design sree, including those dv © torsion, sal be determined by clastic analysis for the load combination 1.30) +) Due regatd shall be paid to the constuction se- quence in calculating those forces (8) Service Loads Serve loads consist ofthe dead load D pus the total design lve load Ly wher: Lye L+t+cr ‘Te terms in this formula are define as follows = basic ive load resulting from vehicles tehich may operate on hgh legally ‘itor spec load permit (Aricle 3.7 through 312 of AASHTO specifications) Impact lads 8 defined in Article 3.8.2 ‘etefgal force as defined im Article sao cr “The service loading shall be uted in determining stress range ves and ive load deletions for per cant i 23 forming ftigue and limiting lve load. defection investigations. (© Overlonds (Overloads ar the ive ods that can be allowed on ‘the saucure on infrequent occasion without casing permanent damage. For design purposes the maxi- ‘om overload is taken 2s 5 Dik, For all loadings les than H20, provision shall be made for a infequent heavy lad by applying Group TA loading, with the ive Toad assumed 0 occupy 8 single lane witout concurent fading on any other lane Group 1A: 1.1D + 221) Group 3D + W+F + SF 4845+) ‘When earthquake loading is taken into account, the ‘Group I loading sal be use, ith W subsets by EQ. When ice presure is ken into account the Group It loading shall be wsed, substuting ICE for SE Group I: 1.3]D-+ Ly + 03W + WL F + LF ‘The symbols represent B= buoyancy CF = central rce D = dead load EQ. = eartuake F = longitudinal force 1 = impact ICE = fee presure LE = longitainal force from ive load S shrinkage SF = sueam flow pressure T= temperaure w= wind oad WL "= ‘wind load on ive Toad (©) Maximom Design Lands ‘The maximum design forces and che resulting stress to be soained bya sues-carrying member2 Par 1. rigs (Load For Desig) a Ina cured pnd brie shal be desermined by es- tie analysis forthe most critical combine effets of the flowing roup of lads: : ono s[0-5, Incase the reaction du to ive loading opposes the reaction due to dea lading aa support whea ypit ‘ccurs, the maximum design foros are wo be deter med for : 1afow-f 2.5 DESIGN THEORY (A) General ‘The moments, shears, and othe forces required to proportion the individual members shal be based 08 @ atonal analysis ofthe entre structure which takes into account the complet disibution of loads to the various members ‘When the radii such tht dhe esta angle sub- tea by each span is Tess tha the values given in Table 254, the effets of curvature maybe noglstd in determing the primary bending moment in the Jongitudinal members ‘TABLE 2.54 ‘Limiting Central Angle for Neglecting ‘Curvature in Determining Primary Bending Moments Number of Angle fr Angle fr? or Ginders TSpan ‘More Spans 2 2 ro Bord » * Sor more * s ©) Tori Imermediae wansverse. diaphragms or cross frames must bo provided between the longi members for the purpose of distbutng the itera torsion tay eos sceton wo the individual member (© Nonuniform Torsion Analysis shall be based on any cational method which kes ino acount the normal stress devl- ‘oped inthe curved longitudinal members. due no%- ‘uniform torsion (ater Nange beading. This effect Shall be included inthe design of ll carved bridges, ven those with cea angles less than the Linus sven in Tble 25. () Composite Design curved bres maybe designed withthe concrete deck acting compostely with the sel membeespro= ‘ided the sear connectors are designed in accordance vvth Arle 2.17, (&) Load Distribution 1a single or cotnuous spun Tide bldg sy tem is composite and as boom ater! wind racing int least two bays the revulng maximus lve lad (Gormal bending + sping) botom flange stress in the ouside girder (G), computed sing a plane grid stays can be computed fom the flowing: f= fa, x OPS wher (DF, = Diserbaton Factor bosom Mange fg” = maximum ive load flange tes inthe ‘ouside exterior girder bused on analysis, When all bays have bottom Intra bracing, ‘When boron Inter bracing sin every eter bey, 228) oP, R “The maximum ster in the inside exterior ginger (Gs) canbe computed fom:orionly Cured Highway Brides 23 B= fa OF XM we A st = =. (2) + etna ws v= 00 (2) + onto sores, SG = Ginter spacing (.) R= Radias of curvature of ouside exterior ier () = Outside exterior girder span length.) “The distibation of stresses inthe ino peders «an be assumed proportional Beween the and f, ‘ales, ‘The above expressions are valid for radial or skewed supported bridges, span lengths fom 80 1 300 R, pedr spacing fom 810 14 fe miimam tadius of 300 fe, central angle les than 57° and a ‘asim of si peers (Overload ‘The normal seses (+ f., st the flange tps ‘the Overload specified in Arle 2.(C) shal ot exceed SF, for abacomposite girders and 0 95F, for composite ginders. 2.6 FATIGUE, ‘The reguiements of Article 10.3 concerning f- tiguesrests shal apply to borizonlly curved sel Plate and hor ginder bridges. Due coasideration howl be given othe evaluation of sess in curved ‘members o isu that accurate sess magltades are ‘btined at connection deals. The calculated sess ‘ll incade the conrbation from losion 2.7, EXPANSION AND CONTRACTION In applying the provisions of Article 10.11, thermal movernnts mst be allowed in detionsea tating from the fed suppor. In general, these d- rections wll a0t be tangential tthe centines of pliers at sop and jot 2.8 BEARINGS earings shall be designed ab system w resist, forces resting fom horzonta Toads aswell as ver sal leads and simultaneously 0 permit horizontal ‘movement within the superstructure resulting fom tempertare changes. Each bearing must not prevent ‘nyu eotuon n tangent verte plane. Tf uplift occurs ander the loading conditions de scribed in Artile 2(A), suitable old downs stall be provided wo overcome this ction, 2.9 DIAPHRAGMS, CROSS FRAMES, AND LATERAL BRACING. (A) Diaphragms and Cross Frames In adition to the applicable provisions of Atle 10.20, the provisions of this Atle shall apply. ‘ross frames or eaphragm shall be provided at ‘ach support anda intermediate itrvals berween oppor with spacing as determined ty design consi Each line of siaphragms or cross frames shall ex- tend in single plane acoss the width of the bridge ‘with dupa or cre frames inludebotwecn all longitudinal girders. Disphragms or eoss frames at interior skew supports need not be Tocted along the Hine of support. "The daphragms or rss frames sal be fll depth meniers designed es main srctral element 0 dis- {rbate torsional forces to the Longitudinal girders “The cos frame and the anges of daphrags s well ‘lateral Bracing member shal be framed in Such 2 ‘ay to transfer the hoz and vertical fores othe Manges and web a necessary. "The eiapragm or ross fame connection pes tached (© the girder web shall be connected 10 ‘ange() at well na manne tha wil prevent distor tiomof the web at cach end ofthe connetion plate. All ‘sonnet pits shall be coped for length of 4 1 (mes the web thickness, fom the near edge ofthe Tongiadial wel, at point of intersection wih lone ‘dina weldmens. (Lateral Bracing When botiom literal wind bracig is specified for curved composite glides, the maximum sires inthe ‘oom laterals can be computed from the following29 Pa IL L.Gidr Bridges (Load ator es R= x OPH, f= Maximum sess i eros frames as D _ 73.000 1 NE forthe case when an additional equal ind longitu sl siffene is placed a distanee D'S from he tension ange "The deals ofthe longitudinal stifener shall con form the provisions of Arle 10.48.63,ra Hosienly Curve Higher Beds au wm Horizoty Cured Mihy Baigss Unsymmerial Sections "The design of webs in uneymrmtecl sections is the same a for symmetrical sections, a6 detail above in Amcle2-12(C) excep that when D,, the ‘lear distance between the neta axis and the inside face ofthe compression flange, exceeds D/2,D shall be replaced ty 2D, hen checking the web slender tes imi specified in Article 2.12). I adton, the requirements of Aste 10.49 shall also be ful fille, Curved Composite I-Girders 2.43. GENERAL “This section perine to srvcmres composed of sel girders which ae curve in plan with eonerte Slabs conneted ty shear connectors. The genera (quirement of Arcs 10.381, 10.384 ad 10.8.8 ‘Shall also apply curved composite ides excep as modified by Ace 2.17 2.14. EFFECTIVE FLANGE WIDTH For parpoes of computing the propertics of com- post section tbe sod inthe analysis for bending foment, wisting moments, and deformation, AI {le 10.383 shal be spp. 2.15 NONCOMPOSITE DEAD LOAD STRESSES “The normal factored noncomposite dead load stresses in the sts section alone de 1 Mex, f and reeaied warping, fy shall be determined by ‘inte theory. The noncompste dead load Nexral Serie, fy and ip sss, (+f), i the tel team lone shal ot enced the values given in Ar tile 2-12(8), Tip streses ood only be checked for ton-compact sections. Tn addition, for composite gieders, the ati of the top compression Dagge width to thickness shall not ‘heed the vale determined by the formu: oe or 1” Viste were fs te tp stress, (+ fs inthe top com Presson flange dv 1 noncomperite dead lox, 2.16 COMPOSITE SECTION STRESSES “The normal steses inthe compost section ve f0 Aexar, and restrained warping, fy forthe factored ‘Composite dead Toad plus fctored live load shall be fetermined by eli theory. After ading inthe fae- tered noncomposite dead lad sires, he total mai- ‘mum Jsia Toad lexoral stesso, and pte, (i, +f). inthe composite section shall not exceed the values i Article 2-121) Tip stresses ned only be checked for non-compact sections. Design for Shear shall be cording the requirements species in Arle 212C). “op compression Manges in compost sections shal be considered braced against lateral and local ‘stortons bythe Hardened concrete deck when com prting the allowable normal Mange stresses in the ‘onposite section for the maximum design Toads ‘Therefore, the allowable maximum desig load nor ‘hal lange stress, Fy for the top compresion Mange incomposte sections ne the coactete deck has hat ‘hod all be limited to F, The added. womping ‘Stresses fin the top ange dew the faciored com> posts dead load and factored ive fod may be ne [lected for componite section fle the concrete deck has hardened 2.17 SHEAR CONNECTORS “The provisions of Article 10.8.2 shall also apply tothe design of shear connectors for crved composite fines, except thatthe requirements given below ‘Shall Be gue in place of those in Article 10.38.80 13,3000, Equations (5) though (8) are the equations con tained in Aricle 10.515 ofthe AASHTO Stondand Specfcains foe uastfened ange plates. For sitfened flange plates 2 value ofthe plate co- ficient k = 4s assumed, andthe corresponding ‘equations in Arle 10.39.42 ae as follows Fitrt s0MNF — ®) Fe oar, (1 + 0.687 sin); a for 070VEIVF, < . = 6650 iF, wee 650K — () VE ‘3s80Vk oe ani 62 x wa Strength of Carved Bottom Flange Plates “The strength of cared bot flange plates ie de- termined for sight plates (References 4, 6), cept that allowance is made for shear sess due last plat beklng ofa pate subjected 0 normal ston fy and shea stress fs governed by the ine ‘action equation (Reference) 6 fh f+ [A] -10 49 at lel Using the normal stress, fy = Fy athe reference sgn axiom (ciel sess), ay “The clastic tial stress dew normal stress when the sear sues is zero is given by Ea. 1, Le, (jm ninGy as, We = “The eli eral stress inthe absence of normal stress Reerence 4) tag tg (2) «act n () where kis the shear buckling coefficient (Refer ence 4) i ae ory a & ory sae saa (§) In this equation, nt the numberof sifeners and it the moment of inertia of «stiffener about an axis\Conmeetuy Put Bo Gin Bres (Load Fator Design) 10 parle othe Nang and atthe bse ofthe stifener: In {he absence of tenes (ie, vnstiffened Mange pla), K, = 5.34 and k in Eq” 15 is equal w 4.0 ‘When atone are present kin Eg. 15 assumed 9 taken a vale Between 2and 4. Subsiting Ege. 1S bd 16 ito Eq, I gives the clastic ert ses for curved Mange plate: eo 0 ‘This equation is valid for bo stfened and unsi- fencd flange pies "The nora tes at fl ying ofthe ange plate when shear stress is presen is determined bythe Yon- Mises Yield erterion, be. aimee ww gen = (4 ore optima o-nfina@p=na om ®y=BJft-3(E) Ra ao where ey “The normal sees atthe start of yielding is Fy + Fi, where F, = Oy isthe aimed residual stone wich i the same af that uneriying the AASHTO ‘ules for teaight ange plates, The maximum normal ress is again determined by the von-Mises Yield er- G+ O4Re +3 = Fa) Solving fr thelimiing norma tess, f, = (Fy fom 4, 2: (Fe = Fla - 0.4) ry where 0s define bya 21 Following the same reasoning that was wed for straight flange plates, the maximum normal stress api i (Ge Figure 2) Fy = FA = Ff Fy = Fe from Eq, 18; feRsG.= Fao and between the flly plastic and the elastic ease, Sain s sinusoidal taston range i sind. ‘With the definition given by Figure 2,1 is now posible t determine the lining lenderness tio ‘Wi. The rao (Wi) is defined as 0.6 times (w/t, (see Figure 2), where (w/t) is the valve of wit when Fy = AF; is substied ito Eq. 18, which isthe cli buekling formula: 7a fe 2 RB 25) Wen f, ‘ange plas "The rato (w/t) i defined in Figure 2a the Ioca- tion onthe bucling carve where the elastic Dokling stress equls Fy, = F(A ~ 0.4, Substation ofthis ‘tres ino the ease buckling equation (Ea. 18) ves 0, Ba, 26 reduces to Bq, 9 for saight oso, Boner o-oo] RB en Whea f, = 0, wit fom Eg, 27 reduces © Eq. 12 for sraigh Mange plates.12 Hovzomally Curves Highey Brie, ‘The equations forthe maximum capacity of ange plates, a given inthe Load Factor Design Crier o et care) sear are ‘0 ‘Te expesions or R and Rt en by Eas. 26 and 21, respectively Equations 28 though 30 ae ‘ald esti an carved lang plats, 5 well as Tor end or used plates. "When the shes res eto torsion becomes dm inant te casi buckling sess ery sal and, therfore he crea gen en flo the conse Sv ls fom Pr and frm Reference permit to ler senieres (ON, than Ry ben f= Ons Rec ine eter hw wep hel > ‘seh an ui as ‘As previously stated, fatigue stength canbe ser ‘uly tro overestimated unless a accurate sass Snags of the treedimensionl structure is per formed ‘Where one-sided weld is used watch the web plat tothe ane a eracklike condition exis onthe fer side which cam sesult in crack propagation Placement of fl penetration weld or filet weds on both ede of the web can eliminate this condion ‘Atachment 4 flanges is equted to prevent low fuigue tengthe arising from severe dsplacemcat induced tanverse web beading stresses. Copes ae rogue to preveot imesecting wel REFERENCES 1. GS, Vincent, “Tentative Criteria for Load Factor Design of Stel Highiay” Badges” [AIS Blltn No, 13, March 196, 2. Consortium of University Revearch Teams (CURD, “Tentative Design Speciation for Horizontally Curved Highway Briges.” Part ‘of "Final Repo” Research Project HPR. 2(LL)) "Horizontally Curved Highway Bridges;” March 1975, Deparaneat of Tass: poration 3. CG. Coker and. MeManus, “Insabiliy of orizotlly Curved Members: Lateral Buck ling of Curved Plato Gites” Report 0 PENDOT, Civil Engineering Deparment, ‘Camegie-Mellon Univers, Sept. 1971 4. CG Cuber, "Design Recommendations for Cured Highway Bridges,” Final Report for Research Projct 6832, PENDOT, Civil Engineering Deparimeat, Carnegie Melon University, ne 1972 5. TH, Stpmann sad. V. Galambos, “Load Ficior Design Criteria for Cuned. Stel Girders of Open Section,” Research Report 23, Civil Engineering Deparment, Washing ton University, St. Louis, Apel 1976. 6, GINasvandC.G, Cave, “Buckling of St ned Curved Pate” Report to: PENDOT, CCl Engineering Deparment, Carnegie Melon Universiy, ct 1970.Figure 1. Maximum Strength of Stuight Botor Flange Plate in Compression+ s fe ete Figure 2. Maximam Strength of Curved Botom Flange Pate in CompressionConsents on Previous Revises ‘Commentary on the 1984 Interim Revisions to the Guide Specifications for Horizontally Curved Highway Bridges Article 1.29 Cross setions of horizontally curved box gers ‘st be rigidly maininod at the suppor. The ‘changes inthe fest paragraph of (A), lary this r= sqiremeat Tn the equation for Ay, Professor C. P. Hein orgi> rally recommended tht the coefficient be 7S. Since the use ofthis coffer produced extremely small area in sme canes, the Technical Commitee for ‘Stractorl See Design decided wo increase this coei- sient 0750, hts ben pointed oat, however, hatin ober cases this increase has rele. n unreasonably Lrpe 1e- ‘quirements forte area of racing. The colicint has therefore been revised © 75 as aigzally proposed by the researcher andthe contol of the slendemes tio (ls has een added to ensure adequate stiffness ‘when very low cross-sectional areas are required. "The revision oft ty hasbeen made o cary that the thickness tht ofthe web. This alo is consistent wit the orginal recommendations from research, ‘Changes to the Commentary for Article 1.29(C) are consistent with the changes proposed for Design Article 29 “Te foregoing ar based on recommendations made in the pblication “Load Distribution of Braced Carved Gide Bridges” by CP. Hens and J. 0. Fin published by the Inte for Physical Science and Technology ofthe University of Maryland Article 2.2 In the equation for Bein Article 2.120), F/R, sppearing i the denominator was incorrect i the ‘rial typing, and ie now corected editorially 10 rea FE, Commentary on the 1985 Interim Revisions to the Guide Specifications for Horizontally Curved Highway Bridges Article 1.40) In describing the parameters associated with the varius composite setion properties given, the ma the is wped to calculate fy and, The variable tis tlso wed to determine the Torsional Constant Ky, ‘These composite ection property variables are shown in Figures 6 and 7. [Noe that Figure 6 wes 1 describe the ab thick res. Alo, im Arle LIS(AY() and Figure 13 the ‘rious torsional forces acting on carved composite Binders are dncased sig, for the sab thickness "To agree with Figure 6 and 13 along with Article LIGAND, the Torsional Constant, Ky and the pa ‘ametes nd shoal be determined sig tn eu oft