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22

Uploaded by

Suraj Kumar
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enc CHAPTER 29 2s Simplified Method for the Analysis of Torsional Moment as an Effect of a Horizontally Curved Multispan Continuous Deck” Synopsis, A simplified method of calculation for torsional effects on a bridge structure is presented.' Analysis and calculations are shovin for torsional moments as an effect of loading on a horizontally curved, multispan, continuous bridge. Special attention is given to the analysis for torsional moment resulting from applied longitudinal bending moments (which include parastict prestressing. moments but not primary prestress moments). A method of application is given in 4 step-by-step form with full interpretation of the problem, ‘and a numerical example is solved in the same step-by-step form to ilustrate the method.! 29.1 INTRODUCTION Structures for highway interchanges of the type shown in Fig, 29.1 (see art plate) are usually curved in plan, The superelevation often varies, and in most cases the vertical alignment is curved. An important requirement for such structures is that the construction depth of the deck should be as shallow as possible. A number of roadways cross one another at points in close proximity and the vertical distances between them must include the construction depth for each structure, Deep deck systems resutt in increased excavation ‘or fil and increase the overall size of the interchange. Further requirements are that piers should be as few and as small as possible, and that they should be placed to suit the roadways beneath the structure rather than 10 conform to any simple structural requirements Cast-in-place post-tensioned concrete structures can be made to meet all of the foregoing requirements very economically and with results that are aesthetically pleasing, “To develop the full potential of the material, however, it is necessary to use a moré sophisticated structural configuration and to carry out a more complete analysis. The +The author wishes to thank Witecki, Basi. Lin and Richardson, and sckeowledges with gestefl thank the materi lake fom thei paper: ss elisted in the references 1 and 2 ofthis chap. * Onty the parse prestess effec isekin co an (external applied oad not the primary press effect concept involved is one of sotal design, since advantage is taken of the latent structural strength which is not normally utilized Cross-Sections Figure 29.2 shows a number of different types of cross- sections which have been used. The sections using round Yoids are cast in one operation whereas sections similar to Fig, 29.2(d) usually require construction joints and are more jable to shrinkage cracks. This factor and the more complex Formwork go against the use of box sections except for long spans. Section (a) has been used for spans from 125-150 fe (38-46 m). Sections (b) and (c) have been found useful for a wide range of spans from 70-150 ft (21-46 m), and section (d) is suitable for spans in excess of 150 ft. The width Of the cross-sections does not often exceed $0 ft (15 m). Roadway widths greater than 50 ft are usually carried on two or more separate structures. Structural Capacity It is common practice to utilize sections such as those described only as a means of spanning in the longitudinal direction. Some of the additional structural capacities may, however, be identified as follows: (a) Transverse flexural strength: All of the sections shown have the ability to resist transverse bending due to vertical loads. With the section depths and widths commonly used, a single column at the center of the section produces transverse bending moments which are within the capacity of the deck section using normal reinforcement. (b) Lateral flexurat strength: All sections are able resist very large bending moments due to lateral forces. For bridges of normal lengtht is usvally not necessary 10 resist lateral forces at piers. The abutments can be designed to provide adequate lateral restraint at negligible expense. (©) Torsional sirength about longitudinal axis; The sections shown in Fig, 29.2 have a very large resistance to twisting. Except for very long bridges, it is sufficient to resist twisting only at the abutments, Wide piers, piers

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