DESIGN OF HIGHLY CURVED CONCRETE RAMP BRIDGES

Adel Fam,
Pro/Bridge Engineering, Ontario, Canada
Hank Huitema, Derk Meyer,
Philips Engineering Ltd, Ontario, Canada

Abstract
The $420 million Red Hill Valley project in the City of Hamilton will connect the
Lincoln Alexander Parkway to the Queen Elizabeth Way, providing a major north-south
route through the City. The entire project is scheduled for completion in 2007.
The project involves the layout, design, detailing and construction of highly curved
single span ramp bridges that presented a challenge to bridge engineers due to the
problems imposed by the complex environmental and geometric constraints.
These ramp bridges have high width/span ratio, tight curvature, variable width, skew
supports and restricted vertical clearance. To maintain the stability of the structure, the
task of balancing the dead, prestressing and live loads with the reactive forces at
supports is of particular importance. These bridges also give rise to significant torsional
deformation and stresses that influence their design and detailing.
The paper presents the typical behavior of these bridges, methods used in the analysis
and the critical issues governing their design and detailing. It presents the schemes and
solutions that were used to address these problems, how to take advantage of the
distribution of dead load, prestressing forces and bearing characteristics to design highly
curved bridges that are economical as well as esthetically pleasing.

1.

Introduction

The $420 million Red Hill Valley project in the City of Hamilton will connect the
Lincoln Alexander Parkway to the Queen Elizabeth Way, providing a major route
through the City and passing through the Red Hill Valley and up the Niagara
Escarpment. The project was initially approved for design in 1988 with the first
construction in 1990. The major portion of the construction for the expressway and
related structures started in 2003. The entire project is slated for completion in 2007.
The project involves the construction over 20 bridges that connect the Citys existing
network of roads to the expressway. These bridges total a combined span length of over
1,500 meters and over 26,000 square meters of deck area. The alignment of roads and
geometry of bridges through environmentally sensitive creeks and valleys was greatly
governed by environmental and geometric constraints. The bridges were designed using
1991 OHBDC design code (Ref. #2).

2.

Structural Layout

The Red Hill Project includes 4 single span ramp bridges characterized by one or more
complex geometric feature such as tight curvature, variable width deck, vertical
clearance restrictions and severely skewed substructure.
For these bridges, the
traditional way to simplify the design and construction by using straight bridges to fit
curved alignments have been judged not only aesthetically unpleasing but also
economically and functionally inappropriate (Ref. #1). To maintain aesthetically
appealing structures with simple and striking appearance, those bridges were planned to
precisely conform to the curved alignment of the road without wasting deck area,
unnecessarily increasing the span length or disturbing the natural flow of water in the
rivers below Figure 1. The cost/m2 of curved and straight
structures are comparable. However, because of the savings
in the constructed deck area and life time maintenance cost,
highly curved bridges with skewed ends similar to the one in
this project could be as much as 25% cheaper th an if it was
made straight with no skew.
Figure 1c

Figure 1a

FAM, Design of Curved Ramp Bridges, 2/10

Figure 1b

2.1.

Cross Section

The four single span curved bridges in this project have spans ranging from 25.0 meters
to 34.7 meters. They carry mostly two lanes of traffic with deck width of 9.16 m (n o
sidewalk) or 11.64m (sidewalk on one side). One bridge, where traffic changes from
two to three lanes and with sidewalk on one side, has its deck width varying from 13.683
to 14.567m. All bridges have skewed abutments at least at one end - with angle of
skew up to 35.2 degrees and curved horizontal control alignment of radius 81.25 to 43.0
meters.
The bridges were all post-tensioned concrete type with either a solid slab section (Type
1- Figure 2A) or open girder type with two or three solid rectangular girders (Type 2 Figure 2B).

Figure 2a - Type 1 Section

Figure 2b - Type 2 Section

For those bridges with extreme tight curvature, Type 2 section was used with a wider
width of the cantilevered deck slab and girder at the side of the inner radius compared to
that at the outer radius. This treatment was necessary to make the design of those
bridges possible without using holding devices to maintain balance of the structure. It
has also the added advantage to:
Reduce the torsional effect due the eccentricity of dead load in the lateral direction.
Reduce cost by reducing the weight of the structure.
Prevent uplift at bearings by effectively position the dead load and prestress forces
to counteract the torsional effects induced by the severe curvature and the lateral
eccentricity of the centre of gravity.
Control the distribution of forces on the bearings.
For bridges with Type 2 section, girders were flared at the abutment side to allow
anchorage space and reduce losses of the longitudinal prestressing cables. Transverse
diaphragms were provided at the abutment side. Two intermediate diaphragms were also
provided between girders to improve load distribution and reduce transverse stresses in
the deck slab. Figure 3 shows a typical layout of the longitudinal and transverse girder
geometry.

FAM, Design of Curved Ramp Bridges, 3/10

Figure 3 - Layout of girders and diaphragms Bridges with Type 2 section

2.2.

Prestressing

All bridges were post -tensioned using two sets of prestressing cables:
A - Longitudinal tendons, consisting of 23/15mm to 27/15mm low relaxation strands,
Grade 1860. Cables were arranged in one layer, have positive anchor ends and were
stressed alternatively from one side. All cables have a parabolic profile; however those
at the inner and outer side of the bridge have different ordinates at anchorages and at the
maximum eccentricity within the span

Type 1 Section

Type 2 Section

4 + 8 cables - 27 /15mm

4 + 5 cables - 27 /15mm

Figure 4 - Longitudinal prestressing cables

FAM, Design of Curved Ramp Bridges, 4/10

B - For Type 2 section, straight transverse prestressing DYWIDAG thread bar type
36mm with minimum ultimate strength of 1100 MPa were provided at the top and
bottom of the solid diaphragms at the abutment side (see Figure 5). The bars have one
live anchor at one side of the bridge. Transverse p restressing was used to control
flexural and torsional tension stresses induced by the skew geometry, widely spaced
bearing supports and bursting forces at cable ends.
Two transverse prestressing DYWIDAG thread bar type 36mm were also placed in the
interm ediate diaphragms to control transverse tension cracks due to live load eccentric
loading.

Figure 5 Typical transverse prestressing for Type 2 section

2.3.

Bearings and Shear Key Restraint

All bridges were supported at the abutment by a set of elast omeric - laminated bearings
with depth and stiffness such as to allow horizontal movements at one end of the bridge.
The size and number of bearings at any one side was selected to provide adequate
vertical flexibility to enhance as much as possible the distribution of the total reaction
between bearings. To reduce transverse movements at expansion joints, the bridge is

FAM, Design of Curved Ramp Bridges, 5/10

allowed to expand to the side where the angle between the line of support and the chord
is as close to 90 degrees as possible. Bearings were oriented in the direction of the chord
defined by the intersection of the control alignment and lines of support at abutments
(see Figure 6).
The number, size and location of the bearings along the centre line of abutment support
line was determined after few trials by reviewing the reactions obtained from the finite
element analysis and ensuring adequate safeguard against uplift under any load
combination. Consideration was also given to practical detailing issues such as clearance
between bearings and allowing clearance for shear key and temporary jacks.
At each end of the bridge a reinforced concrete shear key protruding from the deck was
provided. The key was enclosed inside a pocket within the abutment bearing wall
allowing transverse clearance of only 10mm. The shear key was needed to resist the
horizontal forces due to centrifugal and wind forces and also to provide positive restraint
for seismic movements.
The flexibility of the elastomeric bearing and the 10 mm
clearance between the shear key and abutments pocket allows for the longitudinal and
transverse movements due to thermal and creep effects.

Figure 6 Typical bearing arrangement showing shear keys

FAM, Design of Curved Ramp Bridges, 6/10

Structural Analysis

3.1

Bridge with Type 1 Section

The bridge was analyzed using 3D quadrilateral plate finite element program QUEST,
(Ref. #3). The geometry and loading including prestressing were generated using the
preprocessing program Inquest, (Ref. #3). The analysis was used to obtain the reactions
at abutments and the longitudinal and transverse responses for individual load cases
including moving truck load and prestressing. Extreme responses for all limit states
were computed at critical sections using spreadsheets. Resistance check for critical
members was d one using the Ontario Modular Bridge Analysis System OMBAS, (Ref.
#4). OMBAS was also used to analyze the bridge as a curved linear beam.

3.2

Bridge with Type 2 Section

The super structure was modeled using a grid of space frame beams representing the
stiffness of the structural components in the longitudinal and transverse directions.
OMBAS (Ref. #4) was used to analyze the structure and check the resistance of its
members.
The grid model (Figure 7) consisted of:
One longitudinal T girder for each of the main longitudinal girder. The girder
cross sections were varied to model the variation of its tributary area along the
length of the structure.
A set of transverse beams at each node of the longitudinal beams above. The
transverse beams models the transverse stiffness of the bridge at the solid region
near the abutments, the two intermediate diaphragms and the cantilevered deck slab
and the slab between the beams.
One set of two horizontal and one vertical linear spring to model each elastomeric
bearing support. The stiffness of the springs equals those of the vertical and shear
stiffness of the bearings.

Figure 7 Finite element grid model

FAM, Design of Curved Ramp Bridges, 7/10

4.

Structural behavior and Design consideration

The following notes outline some of the unique behavior of the single-span curved
bridge in this project:

4.1

Deformations

The maximum vertical deflections due to permanent loads at the inner and outer sides of
the bridge differed by as much as 25 mm. Such differences needed to be accounted for
when computing the screed elevation of the deck surface.
Without a shear key to restrain the structure, the transverse movements (along the length
of expansion joints) due to permanent and transient loads could be as high as 20 mm.
These are now limited to the 10 mm gap between the shear key and the constraining
abutment wall. However, expansion joint details must account for such movement.

4.2

Bearing Reaction

The difference between the design loads at the first and last bearing of an abutment
support could be substantial (see Table 1). The behavior is a function of many complex
factors such as bearing arrangement and properties, curvature and width of the bridge,
skew angle, distribution of dead and live loading and prestressing forces on the structure.
Such behavior could only be predicted by two or three dimensional finite element
analysis. Refinement of the finite element mesh near the line of support is recommended
to ensure accuracy and consistency of the results.

South
Abutment

Inside
Outside

North
Abutment

Inside
Outside

Bearing
No.
1
2
3
4
Bearing
No.
1
2
3
4

Permanent
Loads KN
-627
-691
-985
-1151
Permanent
Loads KN
-658
-925
-1008
-1036

Total load
(max) KN
-1353
-838
-1082
-1253
Total load
(max) KN
-880
-1139
-1293
-1541

Total load
(min) KN
-627
-691
-929
-992
Total load
(min) KN
-547
-925
-1008
-1063

Table 1: Reactions at abutment bearings (Serviceability Limit State) - (Bridge B)

FAM, Design of Curved Ramp Bridges, 8/10

4.3

Responses

The finite element responses indicate clearly a difference in the distribution of all
response from that of a linear beam analysis. The location and value of maximum
responses differed at the outside and inside part of the bridge (see Figure 8). The
torsional deformations at the skewed corners of the bridge were significant.

Bridge section

Plan showing Longitudinal prestressing

Prestress Load
Long. stress- bottom face (tangential direction)

Dead Load
Long. stress- bottom face (tangential direction)

-20000
-17000
-14000
-11000
-8000
-5000
-2000
1000

-3000
0
3000
6000
9000
12000
15000

Ashpalt Load
Long. stress- bottom face (tangential direction)

LL truck near barrier wall - inside Edge

Long. stress- bottom face (tangential direction)

-900
-600
-300
0
300
600
900
1200
1500
1800
2100
2400

-400
-100
200
500
800
1100
1400
1700
2000

Barrier wall+Sidewalk
Long. stress- bottom face (tangential direction)

LL truck at outer Edge near Sidewalk

Long. stress- bottom face (tangential direction)

-900
-600
-300
0
300
600
900
1200
1500
1800
2100

-700
-400
-100
200
500
800
1100
1400
1700
2000

Figure 8 - Longitudinal stress at bottom surface dead load (Type 1 section) Bridge B

FAM, Design of Curved Ramp Bridges, 9/10

5.

6.
1.
2.
3.
4.

Conclusions
The design and construction of bridges with high curvature, skew supports and
variable width at Red Hill Valley Project, proved that these bridge could be
designed and constructed economically. By respecting the geometry of the curved
road and the constraints of the underlying elements, these bridges provided both
functionality as well as balance of visual elements.
Post-tensioned curved concrete bridges can provide shallow superstructure depth
that can be beneficial in situations of tight clearance and to reduce cost by lowering
fill height.
The distribution of responses and reactions across the bridge width of the bridge can
vary significantly from one side to another. For this reason, linear beam analysis is
considered inadequate. A 2D or 3D analysis as described above must be used to
obtain the proper value and distribution of responses and reactions.
For highly curved one span structure, it may not be possible to balance the structure
due to the eccentricity of the dead load by just arranging the bearing location. In
such cases the selection of a cross section which will place more dead weight to the
inside curvature could resolve the problem.
A shear key of circular cross section can provide adequate solution to resist seismic
load as well as the relatively high live load centrifugal and wind forces that may
exceed the capacity of bearing support.

References
Fam, A., Analysis and design of rigid frame bridge with skew curved geometry,
International Conference on Short and Medium Span Bridges, (1982), 31-44.
OHBDC, Ontario Highway Bridge Code, (1991), Ministry of Transportation,
Ontario, Canada.
Quest, Inquest Computer Programs, Structural Office, Ministry of
Transportation, Ontario, Canada.
OMBAS Ontario Modular Bridge Analysis System, Ministry of Transportation,
Ontario, Canada.

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