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Chapter 3 Loads On Bridge
Chapter 3 Loads On Bridge
LOADS ON BRIDGES
contents
3.1 Loads on bridges
3.2 Dead loads on highway and railway bridges
Fig(3-1)
3.3 Live loads on bridges
3.4 Impact loads
3.5 Centrifugal force Fig(3-4)
3.6 Temperature effect ((5-5),(6-5)) Fig(3-4)
3.7 Wind pressure
((5-9),(6-9)) Fig(3-5) , Fig (3-6)
•3.8 Braking force Fig (3-7)
•3.9 Lateral shock effect (6-7) Fig (3-8)
•3.10 Frictional resistance of bearings ((5-10),(6-10))
•3.11 Settlement of supports ((5-11),(6-11)) Fig (3-9)
•3.12 Forces due to erection ((5-14),(6-14))
3.1 Loads on bridges
Loads acting on bridges are divided into:-
1. Primary loads.
2. Secondary loads.
A load is considered primary or secondary according to
the part of the bridge which shall be designed. Wind loads
are secondary loads in designing the main girders and
primary loads in designing the wind bracings.
3.1.1 Primary loads on highway and railway bridges
1-Dead loads.
2-Live loads.
3-Impact loads (dynamic effect).
4-Centrifugal forces.
3.1.2 Secondary loads on highway and railway bridges
1-Wind pressure or earthquake.
2-Braking force.
3-Lateral shock effect.
4-Temperature effect.
5-Frictional resistance at movable bearing.
6-Forces due to settlement of supports.
7-Effect of shrinkage and creep of concrete.
8-Forces due to erection. back
W = W 1 + W2 kg/ m2
of bridge
L = effective span of bridge in meter
Rail
m 1.5
Rail
Sleeper cm 100 Sleeper
h = L/ 10
B = Bridge Width
W2 W1 W2
bs 0.5 B 0.5 bs
a
'b
Roadway Open Through Bridge
Side Walk Outside
W1
bs B bs
a
'b
Roadway Open Through Bridge
Side Walk Inside
1.5 1.75 1.75 2 2 1.5 1.5 1.8 1.8 1.8 1.5 1.5 1.75 1.75 2 2 1.5 1.5 1.8 1.8 1.8 1.5 1.5 1.75 5.5 1.75 1.5
home Fig(3-2)
Roadway Bridges Fig(3-3)
Within the kerb to kerb width of the roadway, the standard
vehicles are assumed to travel parallel to the length of
bridge, and to occupy any positions, which produce the
maximum stress. For the standard vehicle, all the axles of a
unit of vehicle are considered as acting simultaneously in a
position causing maximum stresses. The vehicle in adjacent
lanes is taken as headed in the direction producing
maximum stresses. The maximum bending moment and
maximum shear force on the plate girders are found by
longitudinal location of loading.
For main roadway bridge, the L.L shall be that type of
vehicular rolling load and/ or distributed load representing
it.
a.The main girder.
As well as the floor system shall be designed for truck
concentrated axle loads the standard type shown together
with distributed load of 500 kg/m2 cover the main lane of
three meter width lane(p5-1), the second lane of three
meter width each shall be covered with one truck moving
in the same direction and parallel to the axes of the bridge.
The remaining parts of the floor are covered with a uniform
load of 300 kg/ m2 (p5-3). Also, side walks shall be covered
by the same distributed load. The impact will be considered
for the loads on the main lane only.
b.The elements of side walks. Fig(3-4)
It shall be designed for 500 kg/ m2, and then we check
also for a vertical concentrated load of (5 t, acting without
uniform loads) in the position giving maximum stresses(5-
2-2).
The handrail, shall be designed for line distributed load not
less than 150 kg/m' at top level of the handrail(5-2-6).
kg/m (Without Impact) 300
2
t 10 t 10 t 10
0.6
0.2
t 10 t 10 t 10
)With Impact( )With Impact(
t5 t5 t5
kg/m
2
(Without Impact) 300 kg/m
2
(Without Impact) 300
0.6
0.2
t5 t5 t5
home Fig(3-3)
Foot Bridges
It shall be designed for uniform load of 500 kg/ m2, without
impact(5-2-4). back
3.4 Impact loads
Impact is the dynamic effect on the bridge due to the
moving loads. If we measure the deflection at a certain
point of the bridge for slowly moving train (static L.L), and
for rapidly moving train (static L.L + Impact), the increase
of deflection in the later case is due to impact.
The chief factors causing Impact are:-
1.Roughness and unevenness of the track of a railway
bridge or of the roadway surface of a roadway bridge.
The smoother of the surface the smaller will be the
impact. In Railway Bridge the joints of rails increase the
impact. It is recommended to use long rails on bridges or
to weld the joints.
2.Irregular and eccentric wheels are defective springs.
The proportion
Im pact I
is called Impact coefficient
Live Load L
This coefficient depends on the loaded length and on the
type of
This coefficient depends on the loaded length and on
the type of the bridge.
In case of bigger loaded length we have smaller
Impact coefficient.
Rigid parts are more affected by impact than elastic
parts.
For main truss member, the impact decreases as the
loaded length increases, since the time necessary to cover a
greater length is more and the load is applied less
suddenly.
Impact formula for Railway Bridges (6-3) is:-
24
I
24 L
where, 0.25 I 0.75
Where I is the factor by which the live load is to be
multiplied to give the addition due to dynamic effect
L = loaded length in meters of track or the sum of
loaded lengths of double or multiple tracks producing
maximum stresses in members.
EXAMPLE
Span of bridge = 50 m.
Distances between X.G. = 5.0 m
1. Single Track Bridge
24
For stringer I 0.83 0.75 use I = 0.75
24 5
24
For X.G. I 0.704 0.75 use I = 0.704
24 2 5
24
For M.G. I 0.325 0.25 use I = 0.325
24 50
2. Double Track Bridge
24
For stringer I 0.83 0.75 use I = 0.75
24 5
24
For X.G. I 0.546 0.75 use I = 0.546
24 2 2 5
24
For M.G. I 0.194 0.25 use I = 0.25
24 2 50
back
3.5Centrifugal force Fig(3-4)
For bridges in curves, the stresses due to the centrifugal
action and the super elevation of the track must be
considered in designing the members. A vertical load w
moving in a curve of radius R and a speed V.
W V 2
For Railway bridges, C (in tons) (6-4)
127 R
W = axle load in tons
(R = 400 – 600 m)
(V = 70 – 90 km/ hr)
C is a horizontal force acting at the center of gravity of
masses 2.00 above the top of rail (6.4.1) . It produces an
increase of the vertical reaction on the outside rail and a
decrease of the vertical reaction on the inside rail.
3000
For Roadway bridges, C (in tons) (5-4)
R 150
R = radius of curve in m
C = centrifugal force in tons every 50 m
back
3.6 Temperature effect ((5-5),(6-5)) Fig(3-4)
When steel structure is not free to expand or contrast under
variation of temperature, the stresses due a variation of
30 C. From local main must be considered. The coefficient
of expansion for steel and concrete is 0.00001. If we
consider unequal variation of temperature, in some
structures which are not affected by equal changes, we
allowed only for 15 C.
In two hinged arches and suspension bridges the equal
change of temperature has an effect on the internal forces.
In continuous bridges the equal change of temperature has
no effect because the girders are free to expand, but the
unequal change has an effect.
The horizontal displacement at point b in the main system
10 = F1tL
X1
10
S1 t L
11 2 L
S1 EA
Temperature has large effect.
The modulus of elasticity
E = 2100 t/cm2 for steel.
E = 1000 t/cm2 for cast iron.
E = 210 t/cm2 for concrete
bs B bs
Curb
Side walk
Stringer
.X.G
Bracket
'b
C
il
de Ra
O u t si
2
e Ra il
Insid
W
Centrifugal Force
X1= 1t X1= 1t
home
L
back
Temperature Force
Fig(3-4)
3.7 Wind pressure ((5-9),(6-9)) Fig(3-5) , Fig (3-6)
For bridges we consider either the case of unloaded bridge
with a wind pressure of 200 kg/m2 or the case of loaded
bridge with a wind pressure 100 kg/m2 on exposed
surfaces of bridge and train. The effective height of a train
in railway bridges is 3.50 m from the rail level, and that
for crowds or road vehicles is 3.00 m. The train is
considered as having on single vertical plane only.
Wind Loads
kg/m 200
2
Unloaded
m 3.50
kg/m 100
2
Loaded
B = Bridge Width
kg/m 100
m 3.50
2
home
Loaded
B = Bridge Width
Fig(3-5)
2 2
2 2
kg/m 100 kg/m 200 kg/m 100 kg/m 200
2
2 kg/m 100
kg/m 100
3 3
Wind Loads
Loaded
Loaded
Unloaded
Unloaded
back
home
Fig(3-6)
3.8 Braking force Fig (3-7)
In railway bridges (6-6) we have to consider the stresses
resulting from the application of brakes to the live load
while passing on the bridge. The braking force is equal to
1/7 of the maximum Live Load, without impact, supported
by one track only. In case of several tracks, the braking
force on the second track is equal to 1/14 maximum L.L (of
the second track). The braking force has a great effect on
the design of the towers and also on the abutments and piers
supporting the fixed bearing of bridges (hinged bearing).
In roadway bridges (5-6) the braking forces ( 90 t) = 0.25
Loads on main lane (L)
(= [(L - 6) 30.50 +
60]0.25) back
3.9 Lateral shock effect (6-7) Fig (3-8)
In railway bridges a single force 6t (without impact) is taken
normal to the track at top rail level and in position giving
maximum stresses. The stresses due to the lateral shock of
locomotive wheel are considered in the design of:-
1-Stringer.
2-Stringer bracing.
3-Wind bracing.
4-End X-frame.
5-The bearings.
6-Rail connections.
7-The piers, the foundation.
(If there is My (due to lateral shock) use B.F.I.B, for
stringer, to support My.)
B B
B/ 2 B/ 2 B B
.X.G .X.G
Width of bridge Width of bridge
My max = B*a = M M
.X.G .X.G
B B B/ 2 B/ 2 B B
.M.G
.M.G
.M.G
.M.G
S
.X.G .X.G
B B B/ 2 B/ 2 B B
stringer
stringer
stringer
S
.X.G .X.G
B/ 2 B/ 2 B B
B B
B B B/ 2 B/ 2
.X.G
width of bridge home
12.5 12.5 12.5 12.5 12.5 12.5
10 10 10 10 10 10 10 10
6.25 6.25
.M.G
2 2 3 1.8 1.8 1.8 3 1.75 1.75
L=Span of bridge
2 2 3 1.8 1.8 1.8
Figure (3-7)
Max. L.L. = Max. Sum of wheel loads on the bridge span
S S .M.G
.M.G
.X.G
.X.G
t6
.X.G
.X.G
.X.G
stringer
t6
t6
t6
stringer
t6
t6
.M.G
stringer
.M.G
.X.G
.X.G
.X.G
stringer
t6
stringer
t6
t6
Lateral Shock
stringer
stringer
.M.G
.M.G
back
home
Fig(3-8)
3.10Frictional resistance of bearings ((5-10),(6-10))
Forces due to friction at the expansion bearing under dead
load only must be considered and the coefficient is:-
F = RD.L.
back
3.11 Settlement of supports ((5-11),(6-11)) Fig (3-9)
Stresses due to unequal settlement of continuous
structures supported on piers or abutments shall be added
for all members. (Fig. )
y 2 y1 y 2 y 3
M1 L12 2M 2 L12 L 23 M 3 L 23 6EI
L12 L 23
y1 y2 y3
L 12 L 23
Figure (3-9)
home
back
3.12 Forces due to erection ((5-14),(6-14))
1-Erection by cantilever method.
Additional stressed will be exists due to erection by
cantilever method, so it must be considered during the
design of bridge, also the allowable stresses are increased
by percentage of 25 %, (0.58Fy 1.25 = 0.73 Fy) (2.5P8).
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