STUDY OF DIFFERENT LOADING CONDITIONS ON

BRIDGE SUPERSTRUCTURE

National Institute Of Technology

Sikkim
Department of Civil Engineering

Under the Guidance of : Presenter:

Mr. Debashish Roy
Rohit Kumar
Assistant Professor
NIT Sikkim Sumit Kumar
 PRESENTATION FLOW

Introduction

Objective

Study of Different Loading Conditions

Plan for future work

 Objectives
 To analyze the static and dynamic behaviour of the Tee-
beam bridge superstructure using IRC live load with
the help of influence line diagram.
 To assess the effect of live load i.e. to analyze the
superstructure for IRC Class AA loading &70
R(Tracked vehicle) and IRC Class A & B loading to
compute the values of bending moment, shear force and
deflections of the span at different critical sections.
 What is bridge?
 A structure which provides a passage over a gap without
closing the opening which is beneath that gap.

The passage may be due to railway , roadway , canal &

natural river etc.

Initially the naturally available materials such as stone

and timber were extensively used for bridges but now days
artificial materials such as cement concrete & steel are
utilized more in the construction of bridge.
RIVER BRIDGE CANAL BRIDGE

ROADWAY BRIDGE RAILWAY BRIDGE

 DECK SLAB OF BRIDGE
A bridge with an upper horizontal beams that carries Roadway or
Railway is known as ‘Deck’ of the Bridge.

•In Deck Slab Bridges, the deck itself is the structural frame or
the entire deck is thin beam acting entirely as one primary
member. These types are used where the depth of structure is
critical factor.

•A slab deck is one where the deck is analyzed as a plate. If the

slab has the different stiffness in two directions right angle to
each other, the bridge is analyzed as the orthotropic deck and the
bridge is known to be the Deck Slab Bridge.
 T-BEAM BRIDGE
This is most commonly adopted type of bridge for span range of 10 to
25m. It is so name because the main longitudinal girder are designed as T-
beam which is integral part of deck slab cast monolithically with the deck
slab.
Simply supported T-beam spans of over 25m are rare as the dead load then
becomes too heavy. However there is a bridge have single span of 35m named
“ Advice bridge” in “Goa”.
In other words we can say T-beam bridge is the combination of [ deck slab
with longitudinal girders & cross girders ] superstructure & [piers , abutment
& foundations] substructure.
 SLAB BRIDGE

PLATE GIRDER BRIDGE

TRUSS BRIDGE
 COMPONENT OF A T-BEAM BRIDGE
 Deck slab
 Cantilever portion
 Longitudinal girders
 Cross girders
 Abutments & piers
 Bearing
 Foundations
 LOAD FOR DESIGN OF BRIDGE
1. DEAD LOAD
Aggregate weight of complete structure elements such as deck,
wearing coat, parapets, stiffeners and utilities.
It does not changes its direction and magnitude with respect to the
passage of time.
2. LIVE LOAD
Includes vehicle live load that are moving on the bridge.
IRC has categorized standards of vehicle live load as under
three following category which is :-
(a) IRC CLASS AA LOADING
Treated as heavy loading and all NH & SH and industrial
area's
bridge are designed for only IRC class AA loading.
If a bridge designed for IRC class AA loading then it
will automatically satisfied IRC class A & class B
loading.
It has two pattern of loading
(i) tracked type (ii) wheeled type

(b) IRC CLASS A LOADING

Generally Treated asstandard loading for permanentbridges.
Having eight axles with a total length of 25m.

(c) IRC CLASS B LOADING

Used for temporarybridges.
It is a light loading as compared to all other loading.

(d)CLASS 70R LOADING

Not used in our country it is used only in US.
 IRC CLASS AA LOADING
IRC CLASS AA LOADING
IRC CLASS A LOADING
 3.Impact load
It is account for the dynamic effects of sudden loading of a vehicle on
bridgestructure.
It is calculated by multiplying the live load with an impact factor.
The impact factor is calculated as per IRC-6(2014) .
4. Centrifugal force
 consider for bridge constructed on horizontalcurve.
Considered to act at a height of 1.2m above the level of carriage way.
C=WV2/127 R
Where , c=centrifugal force in KN
w=live in KN
v=speed of vehicle in KMPH
R= radius of horizontal curve in M.
5.Wind load
 Assumed as horizontal forces on an area which are- For DECK structure- area of
floor slab and railing.
For a through or half through structure- area of elevation of the
windward stress flows half the area of elevation above the deck slab.
Considered as acting at 15m above the roadway and have the following values
highway ordinary bridges – 3.0 KN per meter
highway bridges carrying framework- 4.5 KN per meter.

6.Longitudinal Force

Forces result from vehicle braking or accelerating while travelling on bridge.

As the vehicle brakes the load of the vehicle is transferred from its
wheels to bridge deck.
IRC specifies a longitudinal forces of 20% is appropriate of live load and the
force is applied at 1.2m above the level of deck.
7.Seismic forces
Depends upon geographical location of thebridge.
These are the temporary forces act for the short duration. An earthquake forces is the
function of following.
(a) Dead load of structure
(b) Ground motion
(c) Period of vibration
(d) Nature of soil

Calculated as- F= ahW

where F=horizontal forces owing to earthquake

ah=seismic coefficients for respective regions

W=DL+LL acting above thesection
 Some basic points regarding WSM and LSM
Working Stress Method

The Stresses in an element is obtained from the working loads

and compared with permissible stresses.
The method follows linear stress-strain behavior of both the materials.
Modular ratio can be used to determine allowable stresses. For
bridge construction in case of WSM the Modular ratio is constant 10.
Material capabilities are under estimated to large extent. Factor of
safety are used in working stress method.
The member is considered as working stress.
Ultimate load carrying capacity cannot be predicted accurately.
The main drawback of this method is that it results in an uneconomical
section.
All kind of major structure or important structure like bridge
construction & tank construction (rectangular tank & intz tank etc.) is
still usually designed by only WSM.
Limit State Method

The stresses are obtained from design loads and compared with design
strength.

In this method, it follows linear strain relationship but not linear stress
relationship (one of the major difference between the two methods of
design).
The ultimate stresses of materials itself are used as allowable stresses.
The material capabilities are not under estimated as much as they are in
working stress method.
Partial safety factors are used in limit state method.
Influence Line &Moving Loads
 DESIGN OF DECK SLAB
It is designed by either “effective width method” or by “Pigeauds curve
method” as bending moment calculation.
After calculation of bending moment we provide reinforcement and then
do check for shear as accordance by WSM mtehod of RCC design.
Normal depth of deck slab is very from 350mm to 500mm.
EFFECTIVE WIDTH METHOD
It is applicable when the slab is designed by assuming its a one way slab or
supported only on two apposite edge or a very long slab supported on all
four edge.
Effective width is the width of wheel imprint on deck perpendicular to the
movement of vehicle that is actually bears the load of wheel tyre it is
calculated by following expression
FOR SIMPLY SUPPORTED CASE
beff.=k x(1-x/L) + bw
FOR CANTILEVER CASE
beff=1.2x + bw
Where ,
beff= effective width of dispersion
k = constant depend upon b/L (width/length) ratio specified in IRC-6.
X=Distance of center of gravity of wheel from the nearest support in case of simply
supported and distance of center of gravity of wheel From the cantilever phase. in
case of
L= effective span of bridge in case of simply supported and clear span in case of
cantilever.
bw= w+2h (width of wheel+2 thickness of wearing coat
EFFECTIVE LENGTH OF DISPERSION
In the same manner as effective width of dispersion there is also a effective length of
dispersion measured along the direction of movement of vehicle.
calculated as-
for both simply supported case as well as cantilever case
Dispersion length= length of tyre contact + 2(overall thickness of deck
including wearing coat)
LEFF.= B + 2(D+2h)

where Leff.=effective length of dispersion

d=overall thickness of bridgedeck
h=thickness of wearing coat
 Pigeauds method
short span(B) & long span(L) bending moment coefficients are read
from curves developed by M. Pigeaud.
 Used for only 2-way slab design or slabs supported along four edges with
restrained corners and subjected to symmetrically placed loads distributed over some
well defined area.
 Curves developed for thin plates using the elastic flexural theory. However their
use has been extended to concrete slab too.
Poison's ratio of 0.15 isconsidered.
 The short span(B) & long span (L) bending moment is calculated by
following expressions.
short span B.M.=W(m1 +0.15m2) along the widht(B) of slab.
long span B.M.=W(0.15m1 +m2) along the length (L) ofslab.
 Analysis of Girders
A typical Tee beam deck slab generally comprises the longitudinal girder,
continuous deck slab between the Tee beams and cross girders to provide
lateral rigidity to the bridge deck :

Effective Width Method

Courbon’s Method
Hendry Jaeger Method
Method of Elastic Support
Distribution Coefficient Method
AASHTO Method
Grillage Analogy
Finite Element Method
 Plan For Future work
Study and analysis of deck slab behavior for bending moment ,shear force and deflection at
critical sections using staad model and comparisons of result from different analytical
methods(pigeauds, courbon’s)

 According to bending moment criteria: The bending moment of T-beam Bridge

depends upon the position of vehicle over the span.

 According to Deflection criteria: The serviceability criteria i.e. deflection

depends upon the span and depth of the section. IRC recommended a
particular deflection/span ratio 1/375. The permissible deflection limit varies
with the span length.

 According to limitation of section: For an assumed span length there is

limitation of beam section. As the span increases there is section failure as it is
not safe under deflection check criteria.
Refrences
[1] A.M.David Jawad and A.K.Anis Mohamad-Ali (2010),”Analysis of Dynamic Behavior
of T-Beam Bridge Deck Due to Heavy Weight Vehicle”, Emirates Journal foe Engineering
Research, Vol15, No.2, pp 29-39.
[2] B.C. Punmia, Ashok K Jain, Arun K. Jain, “Reinforced Concrete Structure”, volume1
and volume 2, Laxmi Publication Pvt. Ltd.
[3] IRC: 6-2000, “Standard Specification and Code of Practice for Bridges section: II,
Loads and Stresses”, Indian Road Congress New Delhi, pp10-14, and pp22-24.
[4] IRC: 21-2000, “Standard Specification and Code of Practice for Bridges”, section: III,
Indian Road Congress New Delhi, pp20-21, pp35-38, and pp52-55. [5] IS 456:2000,
“Indian Standard Plain and Reinforced Concrete Code of Practice (Fourth Revision)”, BIS,
New Delhi, pp37-38, pp75-76, and pp88.
[5] Dr.Structure, SA35: Influence line & Moving Load Series in Trusses
[6] Constructer.org , Different types of loads actingon bridge superstructure
Thank you