Tensiones de deformación en puentes de viga en caja curva

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Warping Stresses in Curved Box Girder Bridges: Case Study

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Ayman M. Okeil, M.ASCE,1 and Sherif El-Tawil, M.ASCE2 Abstract: This paper presents a detailed investigation of warping-related stresses in 18 composite steel-concrete box girder bridges. The bridge designs were adapted from blueprints of existing bridges in the state of Florida and encompass a wide range of parameters including horizontal curvature, cross-sectional properties, and number of spans. The bridges after which the analysis prototypes are modeled were designed by different firms and constructed at different times and are considered to be representative of current design practice. Forces are evaluated from analyses that account for the construction sequence and the effect of warping. Loading is considered following the 1998 AASHTO-LRFD provisions. Differences between stresses obtained taking warping into account and those calculated by ignoring warping are used to evaluate the effect of warping. Analysis results show that warping has little effect on both shear and normal stresses in all bridges. Current design provisions are discussed in light of the analysis results. DOI: 10.1061/共ASCE兲1084-0702共2004兲9:5共487兲 CE Database subject headings: Bridges, box girder; Torsion; Warpage; Steel; Concrete; Stress; Bridge design.

Background Composite steel-concrete box girders are commonly used in curved bridges, interchanges, and ramps 共Fig. 1兲. Curved composite box girders have a number of unique qualities that make them suitable for such applications, such as 共1兲 their structural efficiency allows designers to build long slender bridges that have an aesthetically pleasing appearance; and 共2兲 composite box girders are particularly strong in torsion and can be easily designed to resist the high torsional demands created by horizontal bridge curvature and vehicle centrifugal forces. Curved composite box girder bridges generally comprise one or more steel U-girders attached to a concrete deck through shear connectors. Diaphragms connect individual steel U-girders periodically along the length to ensure that the bridge system behaves as a unit. The cross section of a steel box is flexible 共i.e., can distort兲 in the cross-wise direction and must be stiffened with cross frames that are installed in between the diaphragms to prevent distortion. Web and bottom plate stiffeners are required to improve stability of the relatively thin steel plates that make up the steel box. During construction, overall stability and torsional rigidity of the girder are enhanced by using top bracing members. These bracing members become unimportant once the concrete decks hardens, but are usually left in place anyway. Analysis and design of curved composite box bridges is complicated by many factors, including composite interaction between the concrete deck and steel U-girder, local buckling of the thin steel walls making up the box, torsional warping, distortional 1

Assistant Professor, Dept. of Civil and Environmental Engineering, Louisiana State Univ., Baton Rouge, LA 70803. E-mail: aokeil@lsu.edu 2 Associate Professor, Dept. of Civil and Environmental Engineering, Univ. of Michigan, Ann Arbor, MI 48103-2125. E-mail: eltawil@ engin.umich.edu Note. Discussion open until February 1, 2005. Separate discussions must be submitted for individual papers. To extend the closing date by one month, a written request must be filed with the ASCE Managing Editor. The manuscript for this paper was submitted for review and possible publication on August 6, 2002; approved on June 20, 2003. This paper is part of the Journal of Bridge Engineering, Vol. 9, No. 5, September 1, 2004. ©ASCE, ISSN 1084-0702/2004/5-487– 496/$18.00.

warping, interaction between different kinds of cross-sectional forces, and the effect of horizontal bridge curvature on both local and global behavior. The existing literature contains extensive information about the analysis, behavior, and design of horizontally curved composite box girder bridges. General theories can be found in textbooks 共e.g., Guohao 1987; Nakai and Yoo 1988兲 and a comprehensive survey of experimental and analytical work on curved steel girders 共including box girders兲 can be found in Zureick et al. 共1994兲 and Sennah and Kennedy 共2001, 2002兲. Current codes pertaining to analysis and design of curved composite girders include the American Association of State Highway and Transportation Official’s 共AASHTO兲 LRFD Bridge Design Specifications 共AASHTO 1998兲 and Guide Specifications for Horizontally Curved Highway Bridges 共AASHTO 1997兲. Provisions in these specifications are mostly based on experimental and analytical research conducted over 30 years ago as part of project CURT 共Consortium of University Research Teams 1975兲, funded by the Federal Highway Administration 共FHWA兲. A more recent curved steel bridge research 共CSBR兲 project is currently nearing completion. It was initiated and conducted under the auspices of the FHWA with the following objectives 共Zureik et al. 2000兲: 共1兲 to gain a better understanding of the behavior of curved steel girders through large-scale tests and numerical modeling; and 共2兲 to update existing design provisions. Although the CSBR project is expected to provide much-needed information on behavior, analysis, and design of curved composite bridges, its focus is on I-girders rather than on box girders.

Motivation and Objectives A complicated state of forces develops in curved girders when they are loaded. The forces that are developed include bending moments, shear forces, pure 共i.e., St. Venant兲 torsion, warping 共i.e., nonuniform兲 torsional moments, and bimoments. Torsional moments and bimoments due to cross-section distortion also develop. However, distortion-related effects can be easily reduced to insignificant levels by providing an adequate number of cross frames 共Oleinik and Heins 1975兲. When a section is twisted, plane sections will generally warp, i.e., will not remain plane 共as shown in Fig. 2兲, and Bernoulli’s

JOURNAL OF BRIDGE ENGINEERING © ASCE / SEPTEMBER/OCTOBER 2004 / 487

J. Bridge Eng. 2004.9:487-496.


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