Parametric Comparison of Rectangular and Trapezoidal Box Girder Bridge Deck System

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 04 Issue: 09 | Sep -2017 www.irjet.net p-ISSN: 2395-0072
© 2017, IRJET | Impact Factor value: 5.181 | ISO 9001:2008 Certified Journal | Page 1288
Parametric Comparison of Rectangular and Trapezoidal Box Girder
Bridge Deck System
Pragya Soni1, Dr. P.S. Bokare2
1Post graduate student in Civil Engineering, RSR Rungta college of Engineering and Technology, Bhilai (C.G.)
2Principal and Professor in Civil Engineering, RSR Rungta college of Engineering and Technology, Bhilai (C.G.)
----------------------------------------------------------------------***-----------------------------------------------------------------------
Abstract- Bridge construction today has achieved a global
of importance. Bridges are the key elements in any road
network. Among various types, use of box girder type
bridges are gaining popularity in bridge engineering
fraternity because of its better stability, serviceability,
economy, aesthetic appearance, structural efficiency and
rigidity in torsion. In this study, two different box girders
bridge cross sections, rectangular and trapezoidal, are
analyzed, designed and compared. The purpose of this
study is to find out the efficient cross-section of box Girder
Bridge. IRC 6:2014, IRC 21: 2000, IS 456:2000 and
schedule of rates of public works department
(Chhattisgarh) are used for the analysis. Finite element
analysis is done using MIDAS civil 2016 Software package.
It is observed from the study that trapezoidal cross section
is cost effective than rectangular section. Central deflection
in trapezoidal section is 7.6% more in trapezoidal section
than in rectangular section. Shear force is less in
trapezoidal section.
Keyword: Torsional Rigidity, Box girder ,Finite
element analysis.
1. Introduction
Bridges are defined as structures which provide a passage
over a gap without closing way beneath. They may be
needed for a passage of railway, roadway, footpath and
even for carriage of fluid. Bridge site should be so chosen
that it gives maximum commercial and social benefits,
efficiency and effectiveness. They shorten distances,
speed-up transportation and facilitate commerce. Various
types of bridge girder are adopted depending on span of
piers. For span ranging from 20 m to 50 m box girder and
T beam bridge girders are used. Box girders, have gained
wide acceptance in freeway and bridge systems due to
their structural efficiency, better stability, serviceability,
economy of construction and pleasing aesthetics. Analysis
and design of box-girder bridges are very complex because
of its three dimensional behavior consisting of torsion,
distortion and bending in longitudinal and transverse
directions. Box girder comes with variations in cross
section and in number of cells. If the depth of box girder
exceeds 1/6 or 1/5 of the bridge width then it is
recommended to be designed as a single cell box girder
bridge. If the bridge depth is smaller than 1/6 of the bridge
width then a twin cell or multi cell box girder is provided,
(Jorg Schlaich, 1982). In the present study two different
cross section of box girder are considered and their
effectiveness in terms of economy is computed. Generally
box girders are in shape of rectangle, trapezium and circle.
Among these shapes deflection is highest in circular girder
and least in rectangular girder. (P.K. Gupta, 2010) .Bending
moment and shear forces calculated on rectangular box
girders are greater than that of trapezoidal cross section.
(Satwik Mohan Bhat, 2016) There by design analysis is
done for rectangular and trapezoidal section. Hence, the
present study aims at analysis, design and comparison of
two different box girder section for span of 29 m and
width of 13 m.
2. Methodology
Analyses of box girders are done on MIDAS Civil 2016
software. The different cross sections that are chosen are
trapezoidal section and rectangular section. Cross section
of both box girders are shown in figure below.
Fig. 1 Rectangular Section

Fig. 2 Trapezoidal Section
Both the cross sections are idealized for finite element
method. MIDAS is widely used finite element software for
analysis of bridges. In MIDAS dynamic condition of loading
can be modeled effectively. The analysis outcome of MIDAS
is further used to design the sections manually, using
working stress method by adopting code provisions of IRC
6:2014, IRC 21 :2000. Rate of particular grade of concrete
and steel is obtained using schedule of rates by Public
works department (Chhattisgarh).
3. Results
Two, 3 lane box girder of different cross sections are
considered for design and analysis. Geometric drawings of
the sections are prepared in AutoCAD and then it is
imported in MIDAS civil 2016 software. MIDAS is a finite
element software package for analysis of bridges. MIDAS is
adopted for the analysis because of ease provided by it for
application of live load on the girder. Grade of concrete
used for girder is considered as M 40 and HYSD (Fe 500)
bars are used as reinforcement in girder. As per IRC
6:2014 two type of load combinations for span ranging
from 9.1 m to 13 m are considered (IRC:6, 2014). They are
as follows-
1. 3 lane of Class A
2. One lane of Class 70R for every two lanes with one
lane of Class A on the remaining lane.
From the analysis it was observed that 3 lanes of class A
loading is producing worst effect on the girder. So the
girder is designed for 3 lanes of class A wheel loading.
While doing transverse design cross section is divided into
following structural members-
1. Cantilever slab
2. Continuous one way slab
3. Continuous one way bottom slab
4. Rib
For cantilever slab Class A loading is considered and for
designing continuous slabs Class 70 R loading is
considered where as for bottom slab only dead weight of
slab and load due to maintenance is considered.
Specifications of both the sections are as follows-
Table 1
S.
No.
Particulars Rectangular
Section
Trapezoidal
Section
01 Top width 13.00 m 13.00 m
02 Bottom
width
10.05 m 07.73 m
03 Length of
cantilever
01.47 m 1.850 m
04 Span 29.00 m 29.00 m
05 Thickness
of top slab
0.250 m 0.300 m
06 Thickness
of bottom
slab
0.200 m 0.210 m
07 Thickness
of rib
0.400 m 0.400 m
08 Depth 2.500 m 2.500 m
09 Width of
hollow box
2.850 m 4.250 m
10 Bottom
width of
hollow box
2.850 m 3.465 m
11 No of
continuous
slab
3 2
12 No of
bottom
slab
3 2
13 No of
cantilever
slab
2 2
14 No of rib 4 3
3.1 For both the cases bending moments, Reaction at
support at pedestal, shear forces, bending stresses at top
and bottom of section and central deflection inlongitudinal
direction are computed by MIDAS civil 2016 Software.
Results obtained from the MIDAS are tabulated as-

3.1.1 For Rectangular section-
1. Bending Moment
Table 2
2. Reaction at supports
Table 3
Support At L=0
m (kN)
At L=29 m
(kN)
Outer most
support (1)
1246.1 1246.1
Inner
support (2)
1128.6 1128.6
Inner
support (3)
1134.7 1134.7
Outer most
support (4)
1265.6 1265.6
3. Central deflection-
Deflection due to worst combination of load i.e.
DL+LL+SIDL on the bridge deck is observed at a distance
of 14.5 m from the support. The magnitude of the
maximum deflection is -14.070 mm.
4. Bending Stresses-
Due to loading conditions bending stresses are generated
in the girder. Maximum bending stress is generated at the
center of the span i.e. at 14.5 m from the either support.
Magnitudes of bending stresses are as follows-
At top slab- -3.9 N/mm2
At bottom slab- 5.1 N/mm2
5. Shear force-
4526.7 kN
3266 kN
Fig. 3 Maximum shear force in longitudinal
direction for rectangular cross section
3.1.2 For Trapezoidal section-
1. Bending Moment-
Table 4
2. Reaction at supports-
Table 5
Support At L= 0 m (kN) At L= 29 m (kN)
Outer Support
(1)
1550.00 1150.00
Mid support (2) 1500.56 1500.56
Outer support
(3)
1475.00 1475.0 0
3. Central deflection-
Deflection due to worst combination of load i.e.
DL+LL+SIDL on the bridge deck is observed at a distance
of 14.5 m from the support. The magnitude of the
maximum deflection is -15.203 mm.
Type of Loading Dead load
Bending
Moment
(kN-m)
SIDL
Bending
Moment
(kN-m)
Live
load
Bending
Moment
(kN-m)
3 lanes of Class A 19264 4410 8591
One lane of Class
70R for every
two lanes with
one lanes of Class
A on the
remaining lane
19264 4410 6364
Type of Loading Dead load
Bending
Moment
(kN-m)
SIDL
Bending
Moment
(kN-m)
Live load
Bending
Moment
(kN-m)
3 lanes of Class
A
18359 4410 8591
One lane of
Class 70R for
every two lanes
with one lanes
of Class A on the
remaining lane
18359 4410 6364

4. Bending Stresses-
Due to loading conditions bending stresses are generated
in the girder. Maximum bending stress is generated at the
center of the span i.e. at 14.5 m from the either support.
Magnitudes of bending stresses are as follows-
At top slab = -3.7 N/mm2
At bottom slab = -5.8 N/mm2
5. Shear Force-
4401kN
3266.2 kN
Fig.4 Maximum shear force in longitudinal direction for
rectangular cross section
3.1.3 Transverse section is designed manually and from
the results final comparison between consumption of steel
and concrete can be done.
Quantity of concrete required for each cross section can be
computed as-
 Consumption of concrete-
Table 6
Rate of concrete is taken from Schedule of rates published
by public works department (Chhattisgarh).Rate of M40
grade concrete is 6263 Rs. per cubic meter.
 Consumption of steel-
From the manual calculation Weight of steel member are
calculated . Cost deployed in steel is calculated by
multiplying it by rate of steel for HYSD bars mentioned in
Schedule of rates ,published by Public works department
(Chhattisgarh).Cost of HYSD steel is 41500 Rs /MT. Weight
of steel required for both the cross section and their cost
analysis are tabulated as-
Table 7
S. No Type of cross
section
Weight (kg) Cost (Rs)
1 Rectangular 154591.71 6415526.5
2 Trapezoidal 115341.55 4786651
Total 1628875
4 Conclusion
From the results obtained from the design and analysis
following conclusions are drawn-
1. Consumption of concrete and steel is more in
rectangular section than in trapezoidal section. Hence,
cost of concrete is 7% less and steel is 25% less in
trapezoidal section when compared to rectangular
section.
2. Number of pedestal required is less in trapezoidal
section which reduces the cost of pedestal and in
future cost of maintenance will also be reduced.
3. Central deflection in trapezoidal section is 7.06%
higher than that of rectangular section. (Satwik Mohan
Bhat, 2016) also observed that for the same section
properties deflection is more in trapezoidal section.
4. Shear force is more in rectangular section. Similar
observation was also noted by (Satwik Mohan Bhat,
2016) that box girder having two different cross
section but same width and span than shear force will
be higher for the rectangular cross section.
5. Use of trapezoidal section will increase aesthetic
appearance of the bridge.
S.N
o.
Type of
cross-
section
Area
(m2)
Length
(m)
Quantity
(m3)
Cost
(@ 6263
Rs./m3)
01 Rectangular 8.54 29 247.66 1551094
02 Trapezoidal 7.94 29 230.26 1442118
Total saving 17.4 m3 108976
Rs

5 Future scope
1. Detailed designed of efficient section can be done.
Though the depth is more and section is designed as
singly reinforced section as scope of this study was
only to identify the efficient section among two, so for
the further studies section can be redesigned by
minimizing its depth and designing it as doubly
reinforced section or designing it as PSC bridge.
2. Width of rib is considered as constant throughout the
span it can also be changed as higher on supports and
lower at center.
Reference-
1. IS 456:2000, PLAIN AND REINFORCED CONCRETE
- CODE OF PRACTICE. New Delhi: Bureau of Indian
Standard.
2. Dr. B.C.Punmia, A. K. (2006). R.C.C. Design. New
Delhi: Laxmi Publication (P) LTD.
3. Dr. I.C. Syal, D. K. (2013). Reinforced Concrete
Structures. New Delhi: S.Chand & Company Ltd.
4. IRC:6. (2014). Loads and stresses. New Delhi:
Indian Roads Congress.
5. IRC21. (2000). Cement Concrete (Plain and
Reinforced). New Delhi: Indian road congress.
Bridges. IABSE.
7. Krishnaraju, N. (2010). Advanced Design of
Reinforced concrete structure (IS 456:2000). New
Delhi: CBS Publication.
8. 8) P.K. Gupta, K. K. (2010). PARAMETRIC STUDY
ON BEHAVIOUR OF BOX-GIRDER. ASIAN JOURNAL
OF CIVIL ENGINEERING (BUILDING AND
HOUSING) , 135-148.
Design of Prestressed Box Girder Bridge by IRC:
112-2011. International Journal of Constructive
Research in Civil Engineering , 1-10.
10. 10) PWD. (2015). Schedule of rates for bridges.
Raipur: Public Works Department ,Chhattisgarh.
11. 11) Satwik Mohan Bhat, A. K. (2016).
Comparative Study of Rectangular and
Trapezoidal Concrete Box Girder using Finite
Element Method. Journal of Civil Engineering and
Environmental Technology , 489-494.
6. Jorg Schlaich, H. S. (1982). Concrete Box-girder
9. 9) Phani Kumar.Ch, S. S. (2016). Analysis and

Parametric Comparison of Rectangular and Trapezoidal Box Girder Bridge Deck System

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