Class Topics

p & Objectives
j

Topics
Loads on Bridges

Placement of Live Loads for

Maximum Effect

Distribution of loads within

multi-girder
g
bridge
g

EGCE 406 Bridge Design

Loads on Bridge

Praveen Chompreda

Class Topics
p & Objectives
j
Parts of the topics discussed in this class can be found in:

Outline

Loads on Bridges
Typical Loads

Chapter
p 4,, especially
p
y 4.2
Section 5.1-5.4

Section 14.6-14.9

Live Load of Vehicle

Pedestrian Load
Dynamic Load Allowance

Fatigue
W d
Wind
Earthquake

LL Combinations
LL Placement
Influence Line
Design Equation
Design Charts

O h LLoads
Other
d

Design Lane
AASHTO HL93 Loads
Truck
Tandem
Uniform Load

Dead Load
Live Load

Objectives
Students can describe the
various type of loads on a
bridge
Students can explain the effects
of live load pposition on the
shear and moment within a
bridge girder
Students
S d
can determine
d
i the
h
maximum live load effect based
on the design code
Student can determine the
portions of dead load and live
load to be assigned to a girder

Mahidol University
First Semester, 2010

Multiple Presence
Distribution to Girders

Loads on Bridge

DD = downdrag (wind)
DC = dead
d d Load
L d off
structural and
nonstructural components
DW = dead load of wearing
surface
EH = earth pressure
(horizontal)
EL = secondary forces such as
from posttensioning
ES = earth surcharge load
(vertical)
EV = earth pressure (vertical)

BR = breaking force of vehicle

CE = centrifugal force of vehicle (at curves)
CR = creep of concrete
CT = vehicle collision force (on bridge or at
piers)
CV = vessel collision force (bridge piers over
river)
EQ = earthquake
FR = friction
IC = ice
IM = d
dynamic
i load
l d off vehicles
hi l
LL = live load of vehicle (static)
LS = live load surcharge
PL = pedestrian load
SE = settlement
SH = shrinkage
g of concrete
TG = load due to temperature differences
TU = load due to uniform temperature
WA = water load/ stream pressure
WL = wind on vehicles on bridge
WS = wind load on structure

Dead Load: DC

Concrete (Normal Weight.)

Concrete (Lightweight)

1775-1925

Aluminum Alloy

2800
800-960
2725

It is the weight of the wearing surface

(
(usually
ll asphalt)
h lt) and
d utilities
tiliti ((pipes,
i
lighting, etc)
Different category is needed due to
large variability of the weight compared
with those of structural components
(DC)

2400

7850

Stone Masonryy

Density (kg/m3)

Steel

Wood

Dead Loads: DC/DW

Live Loads of Vehicles: LL
Pedestrian Load: PL
Dynamic (Impact) Loads: IM

Dead Load of Wearing Surface: DW

Dead load includes the self weight of:

structural components such as girder, slabs, cross beams, etc
nonstructural components such as medians, railings, signs, etc
B d
But
does not include
i l d the
h weight
i h off wearing
i surface
f
(asphalt)
( h l)
We can estimate dead load from the materials density
Material

T i l LLoads
Typical
d

Asphalt surface may be thicker than

designed and may get laid on top of old
layer over and over

Density of asphalt paving material

= 2250 kg/m3
Average Thickness of asphalt on bridge
= 9 cm

Tributaryy Area for Dead Loads

Dead loads are distributed to girder using Tributary Area method

wDC or wDW

DC, DW

Section for maximum moment is not the same as the section

for maximum shear
For simply-supported beams

Maximum M occurs at midspan

Maximum V occurs over the support

M=wL2/8

As we shall see in the designs of girders, the Critical Section for shear is
about d from the support.(where d is the effective depth of section,
approximately 0.8h)
At this point, shear is slightly lower than at the support. If we use shear at
the support for the design of stirrups, we are conservative.

V= L/2
V=wL/2

Live Loads of Vehicles: LL

Live Loads of Vehicles: LL

Live load is the force due to

vehicles moving on the bridge
There are several types
yp of
vehicles

Car
V
Van
Buses
Trucks
Semi-Trailer
Special vehicles
Military vehicles

The effect of live load on the

bridge structures depends on
many parameters including:

span length
weight of vehicle
axle
l lloads
d (load
(l d per wheel)
h l)
axle configuration
position of the vehicle on the
bridge (transverse and
longitudinal)
number
b off vehicles
hi l on the
h bridge
b id
(multiple presence)
ggirder spacing
p
g
stiffness of structural members
(slab and girders)

Live Loads of Vehicles: LL

Bridge LL vs. Building LL

BRIDGE

BUILDING

LL is very heavy (several tons per

wheel))
LL can be series of point loads (wheel
loads of trucks) or uniform loads (loads
of smaller vehicles)
Need to consider the placement within
a span
p to get
g the maximum effect
Loads occur in one direction within
lanes
N d to
Need
t consider
id also
l the
th placement
l
t off
loads in multiple spans (for continuous
span bridges)
Dynamic effects of live load cannot be
ignored

LL is not very heavy, typical

200-500 kg/m
g 2
LL is assumed to be uniformly
distributed within a span

Analysis Strategy for LL Effect in Bridge

Consider
dynamic
effects

Distribute
Load to
each girder

Moment/ Shear
from Live Load
to be used in the
design of girders

3.3 m to 4.6 m (3.6 m recommended)

Number of Design Lanes

= Roadway width/ 3.6

36m
No. of Actual Traffic Lane
Number of Lane must be an integer
g (1,2,3,)
( , , , ) there is no fraction of lane
(no 2.5 lanes, for example)
For roadway width from 6 m to 7.2 m, there should be 2 design lanes, each
equal to of the roadway width

Design Truck
Design Tandem
Uniform Lane Load

Do not generally consider

placement of load within a span
Loads are transferred in to 2
directions
Need to consider various
placements of loads for the
entire floor
Do not typically consider
dynamic/impact effect of live
loads

Need to know how many lanes there is on the bridge

Design Lane
Actual Traffic Lane
3.0 m

Place them
to get
maximum
effects on
span

Design Lane

Various
V
i
Live
Loads

roadway width

Live Loads of Vehicles: LL

1. Design Truck

For design purpose, we are interested the kind of vehicle that produce the
worstt effect
ff t
AASHTO has 3 basic types of LL called the HL-93 loading (stands for
Highway Loading,
Loading year 1993)

HS-20

Design truck
Design tandem
Uniform loads

2. Design Tandem

3. Uniform Lane Loading

110 kN
per axle

110 kN
per axle

PROFILE

55 kN
Loading
L
Lane

55 kN

Traffic Directions
18m
1.8
55 kN

55 kN
1.2 m

The design truck is called HS-20

(stands for Highway Semi-Trailer
with 20-kips weight on first two
axles)
Weights shown on the left are
for each one axle = 2 wheels
Total Wt = 325 kN ~ 33 t.
t
Distance between the second and
third axles may be varied to
produce
d
maximum
i
effect
ff
Need to multiply this load by
dynamic allowance factor (IM)

TOP
VIEW

Two axle vehicle with 110 kN

on eachh axle
l
Need to multiply this load by
dynamic allowance factor (IM)
Lead to larger moment than the
HS20 truck for simple-support
p
pp
beam with span length less than
13.4 m

Uniform load of 9.3 kN/m acting over a tributary width of 3 m. (i.e. the
load is 3.1
3 1 kN/m2)
May be apply continuously or discontinuously over the length of the
bridge to produce maximum effect
No dynamic allowance factor (IM) for this load

Analysis Strategy for LL Effect in Bridge

Live Load Combinations

3 ways to add the design truck, design tandem, and uniform load together

Various
V
i
Live
Loads

Place them
to get
maximum
effects on
span

Consider
dynamic
effects

Distribute
Load to
each girder

Load Combinations

Moment/ Shear
from Live Load
to be used in the
design of girders

Combination
C
b
1 one HS20 truckk on top off a uniform
1:
f
lane
l
load
l d per design
d
lane
l
Combination 2: one Design Tandem on top of a uniform lane load per design
lane
Combination 3: (for negative moments at interior supports of continuous
beams) place two HS20 design truck, one on each adjacent span but not less
th 15 m apartt (measure
than
(
from
f
front
f t axle
l off one truck
t k to
t the
th rear axle
l off
another truck), with uniform lane load. Use 90% of their effects as the design
moment/ shear

The loads in each case must be positioned such that they produce
maximum effects (max M or max V)
Th maximum effect
The
ff
off these
h
3 cases is used
d for
f the
h design
d

Transverse Placement
L i di l Pl
Longitudinal
Placement

Live Load Placement

Need to consider two dimensions

Live Load Placement - Transverse

Transversely (for designs of slabs and overhangs)

The design truck or tandem shall be positioned transversely such that the
center
t off any wheel
h l lload
d iis nott closer
l
than:
th

roadway width

30 cm from the face of the curb or railing for the design of the deck overhang
60 cm from the edge of the design lane for the design of all other components

min. 2'

Minimum distance
from curb = 60 cm

Longitudinally (for design of main girder)

Note that if the sidewalk is not separated by a crash-resistant traffic barrier,

we must consider the case that vehicles can be on the sidewalk

Live Load Placement - Longitudinal

Need to place the LL along the span such that it produces the maximum
effect
ff t
For simple supported beam with 1concentrated load, the maximum
moment occurs when the load is placed at the midspan

Point of Max
Moment

L/2

Methods of finding maximum moment and shear in span

Influence Line (IL) Simple and Continuous spans

Design Equation Simple span only
Design Chart Simple span only

L/2

However, truck load is a group of concentrated loads. It is not clear where

to place the group of loads to get the maximum moment
REMEMBER: MAXIMUM MOMENT DOES NOT ALWAYS OCCURS
AT MIDSPAN !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

Live Load Placement Influence Line

Live Load Placement - Longitudinal

Influence line is a graphical method for finding the variation of the

t t l response att a point
structural
i t as a concentrated
t t d live
li load
l d moves across
the structure

Structural response can be support reaction, moment, shear, or displacement

Live Load Placement Influence Line

Live Load Placement Influence Line

Live Load Placement Influence Line

Live Load Placement Influence Line

Live Load Placement Influence Line

Influence line is a powerful visualization tool for the effects of live load
placements
l
t to
t th
the structural
t t l response
110 kN

For Point Load, the

response is equal to the
value of point load multiplied
by the ordinate (y
(y-value)
value) of
the influence line

1.0
0 75
0.75

110 kN

0.5
0.25
IL (RL)

1.0
0.75

05
0.5
0.25

1.0
0.75

IL (RL)

0.5
0.25
IL (RL)

For Uniform Load, the

response is equal to the value
of the uniform load multiplied
by the area under the
i fl
influence
line
li within
ithi th
the
uniform load

1.0
0.75

05
0.5
0.25
IL (RL)

1.0
0.75

0.5
0.25
IL (RL)

Live Load Placement Influence Line

Live Load Placement Influence Line

Live Load Placement Influence Line

Mller-Breslau Principle: If a function at a point on a beam, such as

reaction,
ti
or shear,
h
or moment,
t is
i allowed
ll
d tto actt without
ith t restraint,
t i t the
th
deflected shape of the beam, to some scale, represent the influence line of
the function.

Live Load Placement Influence Line

Live Load Placement Influence Line

Notes

Live Load Placement Influence Line

Influence line tells you how to place the LL such that the maximum
moment at a point occurs; i.e. you first pick a point, then you try to
find what is the maximum moment at that point when loads are
moved around
It does not tell you where the absolute maximum moment in the span
occurs, nor its value; i.e. the maximum moment on the point you
picked is not always the absolute maximum moment that can occur in
the
h span ((which
hi h will
ill occur at a diff
different point
i and
d under
d a diff
different
arrangement of loads)

Live Load Placement Influence Line

For series of concentrated load (such as the design truck), the placement
off lload
d ffor maximum
i
moment,
t shear,
h
or reaction
ti may nott be
b apparent.
t
The maximum always occur under one of the concentrated loads but
which one?
Two methods
Trial and Errors: Move the series of concentrated loads along the span
by letting each load on the peak of IL
Use when you have only 2-3 concentrated loads
Can be tedious when you have a lot of concentrated loads

Live Load Placement Influence Line

Train Loading
(AREA: American Railroad Engineers Association)

Increase/ Decrease Method

This method determine whether the response (moment, shear, or
reaction) increases or decreases as the series of concentrated loads
move into the span
As the series of loads move into the span, the response increases.
When it starts to decrease, yyoull know that the last pposition was
the one that produce the maximum effect.

Live Load Placement Influence Line

Increase/ Decrease Method

For shear

Live Load Placement Influence Line

Sloping Line

Jump

V = Ps(x2-x1)

V = P (y2-y1)

Example

For moment
Sloping Line

IL for moment
has no jumps!

M = Ps(x2-x1)

Note: not all loads may be in the span at the same time. Loads that have
just moved in or moved out may travel on the slope at a distance less
than distance moved between 2 concentrated loads.
loads

Live Load Placement Influence Line

Live Load Placement Influence Line

For Statically Indeterminate Structures, the Mller-Breslau Principle also

h ld
holds
If a function at a point on a beam, such as reaction, or shear, or moment,
is allowed to act without restraint
restraint, the deflected shape of the beam
beam, to
some scale, represent the influence line of the function
For indeterminate structures, the influence line is not straight
g lines!

Live Load Placement Influence Line

Live Load Placement - Longitudinal

Methods of finding maximum moment and shear in span

Live Load Placement Design Equation

Influence Line (IL) Simple and Continuous spans

Design Equation Simple span only
Design Chart Simple span only

Live Load Placement Design Equation

Another Method: Using Barres Theorem for simply

supported spans

The absolute maximum moment in the span occurs under the load
closet
l
to the
h resultant
l
fforce and
d placed
l d iin such
h a way that
h the
h
centerline of the span bisects the distance between that load and the
resultant

0.73 m

Resultant
145 kN

145 kN

L/2

L/2
HS20

0.73 m

Resultant
145 kN

145 kN

L/2

35 kN

L/2
HS20

Point of Max
Moment

35 kN

M max 81.25l

Point of Max
Moment

172.1
387 kN-m
l

Mmax occurs at a section under middle

axle located a distance 0.73 m from
midspan

M max 55l

19.8
66 kN-m
l

Mmax occurs at a section under one of

the axle located a distance 0.30 m from
midspan

Live Load Placement Design Equation

Case

Load Configuration

32

32

Moments (kips-ft) and

shears (kips)

x 42
M ( x) Px 4.51
l l


x 42
V ( x ) P 4.51
l l

32

8
B

x
25 25
C

32

x 21 7
M ( x) Px 4.51
l l
x

x 21

V ( x) P 4 4.5
l
l

x 2

M ( x) 50 x1
l l

x 2
V ( x) 501
l l

Loading and limitations

(x and l in feet)

Live Load Placement Design Equation

If we combine the truck/tandem load with uniform load, we can get the
f ll i equations
following
ti
ffor maximum
i
momentt iin spans

Truck loading
g
P = 16 kips
MA MB for:
l > 28
x l/3
x + 28 l
VA > VB for any x

Truck loading
P = 16 kips
MB MA for:
l > 28
x > l/3
14 x l/2

Tandem loading
is more severe than truck
loading for l 37 ft

x
0.64 k/ft
D

(l x)
2
l

V ( x) 0.64 x
2

M ( x) 0.64 x

Lane loading

Live Load Placement - Longitudinal

Methods of finding maximum moment and shear in span

Influence Line (IL) Simple and Continuous spans

Design Equation Simple span only
Design Chart Simple span only

Live Load Placement Design Chart

Bending Moment in Simple Span
for AASHTO HL-93 Loading
for a fully loaded lane
Moment in kips-ft
IM is included
1 ft = 0.3048 m
1 kips = 4.448 kN
1 kips-ft = 1.356 kN-m

Live Load Placement Design Chart

Shear in Simple Span
for AASHTO HL-93 Loading
for a fully loaded lane

Live Load Placement Design Chart

Design chart is meant to be used for preliminary designs.

We assume that maximum moment occurs at midspan this produces

slightly lower maximum moment than the Design Equation method.
method
However, the error is usually small.

Maximum shear occurs at support. However, the chart does not have
x = 0 ft. The closest is 1 ft from support.

Shear in kips
IM is included
1 ft = 0.3048 m
1 kips = 4.448 kN

Live Load Placement Design Chart

In general, the bridge girder much higher than 1 ft. Therefore, shear at 1 ft is
still higher than the shear at critical section for shear (at d) so we are still
conservative here.
here

Outline

Loads on Bridges
Typical Loads

For one lane loading

IM is included

Live Load of Vehicle

Pedestrian Load
Dynamic Load Allowance

Fatigue
W d
Wind
Earthquake

Design Lane
AASHTO HL93 Loads
Truck
Tandem
Uniform Load

LL Combinations
LL Placement
Influence Line
Design Equation
Design Charts

O h LLoads
Other
d

Design Chart for Negative Moment due to Live Load Combination 3

at Interior Support of Continuous Beams with Equal Spans

Dead Load
Live Load

Multiple Presence
Distribution to Girders

Pedestrian Live Load: PL

Analysis Strategy for LL Effect in Bridge

Use when has sidewalk wider

th 60 cm
than
Considered simultaneously with
truck LL
Pedestrian only: 3.6 kN/m2
Pedestrian and/or Bicycle: 4.1
kN/m2

Various
V
i
Live
Loads

No IM factor (Neglect dynamic

effect of pedestrians)

Hammering effect
H
ff
when
h wheels
h l hit
h the
h discontinuities
d
on the
h road
d surface
f
such as joints, cracks, and potholes
Dynamic
y
response
p
of the bridge
g due to vibrations induced byy traffic

Actual calculation of dynamic effects is very difficult and involves a lot of

unknowns
To make life simpler, we account for the dynamic effect of moving vehicles
by multiplying the static effect with a factor

Effect due to
Static Load

Dynamic Load Allowance: IM

Sources of Dynamic Effects

Dynamic Load
Allowance Factor
IM

Consider
dynamic
effects
Dynamic
y
Allowance Factor
(IM)

Dynamic Load Allowance: IM

Place them
to get
maximum
effects on
span

Effect due to
Dynamic Load

This IM factor in the code was obtained from field measurements

Distribute
Load to
each girder

Moment/ Shear
from Live Load
to be used in the
design of girders

Dynamic Load Allowance: IM

Add dynamic effect to the following loads:

Analysis Strategy for LL Effect in Bridge

Design Truck
D
T k
Design Tandem

But NOT to these loads:

Pedestrian Load
Design
g Lane Load

Table 3.6.2.1-1 ((modified))

Component
Deck Joint
All limit
li i states
All other components above ground
Fatigue/ Fracture Limit States
All Other Limit States
Foundation components below ground

Place them
to get
maximum
effects on
span

Various
V
i
Live
Loads
IM

Consider
dynamic
effects

Distribute
Load to
each girder

75%

Moment/ Shear
from Live Load
to be used in the
design of girders

M l i l Presence
Multiple
P
off LL
Distribution Factors

15%
33%
0%

* Reduce the above values by 50% for wood bridges

Multiple Presence of LL

Multiple Presence of LL

Weve considered the effect of load placement in ONE lane

But bridges has more than one lane
Its almost impossible to have maximum load effect on ALL lanes at the same time
The more lanes you have, the lesser chance that all will be loaded to maximum at
the same time

Number of
Loaded Lane

Multiple
p
Presence Factor
m

1.20

1.00

0.85

>3

0.65

We take care of this by using

Multiple Presence Factor
1.0 for two lanes and less for 3 or
more lanes
This is already included
(indirectly) into the GDF Tables
in AASHTO code so we do not
need to multiply this again
Use this only when GDF is
d
determined
i d ffrom other
h analysis
l i
(such as from the lever rule,
computer
p
model, or FEM))

Distribution of LL to Girders

A bridge usually have more than one girder so the question arise on how
t distribute
to
di t ib t the
th llane lload
d tto the
th girders
id

AASHTO Girder Distribution Factor

DFs are different for different kinds of superstructure system

DFs are different for interior and exterior beam

Two main methods

Using AASHTOs table: for typical design, get an approximate
(conservative) value

roadway width

No need to consider multiple presence factor

Exterior

Distribution Factor
DF
Lane Moment
Girder Moment
L
Lane
Sh
Shear

Gi d Shear
Girder
Sh

Interior

Refined analysis by using finite element method

DFs are available for one design lane and two or more design lanes (the
larger one controls)
Must make sure that the bridge
g is within the range
g of applicability
pp
y of the
equation

Need to consider multiple

p ppresence factor

AASHTO Girder Distribution Factor

Factors affecting the distribution factor includes:
Span Length (L)
Girder Spacing (S)
Modulus
M d l off elasticity
l i i off bbeam and
dd
deckk
Moment of inertia and Torsional inertia of the section
Slab
Sl b Thickness
Thi k
(ts)
Width (b), Depth (d), and Area of beam (A)
Number of design lanes (NL)
Number of girders (Nb)
Width of bridge (W)

DF

Exterior

For AASHTO method

first we must identify
the type of
superstructure
(
(support
beam
b
& deck
d k
types)

DF

Types
(Continued)

DFM

Distribution factor for

moment in Interior
Beams (continued)

DFM

Distribution factor for

moment in Interior
Beams

DFM

Distribution factor for

moment in Exterior
Beams

DFV

Distribution factor for

shear in Interior Beams

GDF

Effects of girder
stiffness on the
distribution factor

DFV

Distribution factor for

shear in Exterior Beams

GDF Finite Element Analysis

Bridge Model

( )
(a)

(b)

(c)
Boundary (Support)
Conditions

GDF Finite Element Analysis

Moment and Shear in Typical Girder

At any section, if not using AASHTOs GDF

MLL+IM, Girder = DFM(Mtruck/tadem,LaneIM + Muniform,Lane )m

VLL+IM, Girder = DFV(Vtruck/tadem,LaneIM + Vuniform,Lane )m

At any section, if using AASHTOs GDF

MLL+IM, Girder = DFM(Mtruck/tadem,LaneIM + Muniform,Lane )

VLL+IM, Girder = DFV(Vtruck/tadem,LaneIM + Vuniform,Lane )

Placed such that

we have maximum
effects
3

Load distribution in model

Live
L d
Loads
(Truck,
Tandem
and Lane
Loads)

Place them
to get
maximum
static
effects

Increase the
static load by
IM to account
for dynamic
effects

Multiply
byy DF

Outline

Loads on Bridges
Typical Loads

Live Load of Vehicle

Pedestrian Load
Dynamic Load Allowance

Fatigue
W d
Wind
Earthquake

LL Combinations
LL Placement
Influence Line
Design Equation
Design Charts

O h LLoads
Other
d

Design Lane
AASHTO HL93 Loads
Truck
Tandem
Uniform Load

Dead Load
Live Load

Multiple Presence
Distribution to Girders

O h LLoads
Other
d
Fatigue
Wind
Earthquake
Vehicle/ Vessel Collision

Moment/ Shear
from Live Load
to be used in the
d i off girders
design
id

Fatigue
g Load

Fatigue Load

Repeated loading/unloading of live loads can cause fatigue in

bridge components
Fatigue load depends on two factors

Magnitude of Load

Use HS-20 design truck with 9m between 145 kN axles for determination
off maximum
i
effects
ff
off load
l d

ADT
Average Daily Traffic
(All Vehicles/ 1 Direction)
From Survey (and extrapolate
to future)
Max ~ 20,000 vehicles/day
% of Truck
in Traffic
ADTT
g Daily
y Truck Traffic
Average
(Truck Only/ 1 Direction)

Fraction of Truck Traffic in a

Single Lane (p)

Frequency of Occurrence:

U ADTTSL = average daily

Use
d il truck
t k ttraffic
ffi iin a single
i l lane
l

Wind Load

Horizontal loads
There are two types of wind
loads on the structure
WS = wind load on structure
Wind pressure on the
structure itself
WL = wind on vehicles on
bridge
Wi d pressure on the
Wind
h
vehicles on the bridge, which
the load is transferred to the
bridge superstructure
Wind loads are applied as static
horizontal load

ADTTSL
Average Daily Truck Traffic
(Truck Only/ 1 Lane)

Table C3.6.1.4.2-1
Class of Hwy
y

% of Truck

Rural Interstate

0.20

Urban Interstate

0.15

Other Rural

0.15

Other Urban

0.10

Table 3.6.1.1.2-1
Number of Lanes
Available to Trucks

1.00

0.85

3 or more

0.80

Wind Loads (WS, WL)

For small and low bridges, wind

l d ttypically
load
i ll d
do nott control
t l th
the
design
For longer span bridge over
river/sea, wind load on the
structure is very important
Need to consider the
aerodynamic effect of the
wind on the structure
(turbulence) wind tunnel
tests
Need to consider the
dynamic effect of flexible
l
long-span
b id under
bridge
d the
h
wind dynamic analysis

WL
WS
(on Superstructure)

WS
(on Substructure)

Wind Load

Earthquake Load: EQ

Horizontal load

The magnitude of earthquake is characterized by return period

Large return period (e.g.
(e g 500 years) strong earthquake
Small return period (e.g. 50 years) minor earthquake

For large earthquakes (rarely occur), the bridge structure is allowed to

suffer significant structural damage but must not collapse
F smallll earthquakes
For
th k ((more lik
likely
l tto occur),
) the
th bbridge
id should
h ld still
till bbe iin
the elastic range (no structural damage)

T
Tacoma
Narrows
N
Bridge
B id (Tacoma,
(T
Washington,
W hi
USA)

The bridge collapsed in 1940 shortly after completion under wind speed lower
than the design
g wind speed
p
but at a frequency
q
y near the natural frequency
q
y of
the bridge
The resonance effect was not considered at the time

Earthquake Load: EQ

Earthquake must be considered for structures in certain zones

Analysis for earthquake forces is taught in Master level courses

Earthquake Load: EQ

The January 17, 1995 Kobe

earthquake
th k hhad
d its
it epicenter
i t right
i ht
between the two towers of the
Akashi-Kaikyo
y Bridge
g
The earthquake has the
magnitude of 7.2 on Richter scale
The uncompleted bridge did not
have any structural damages
Th original
The
i i l planned
l
d llength
h was
1990 meters for the main span,
but the seismic event moved the
towers apart by almost a meter!

Water Loads: WA

Typically considered in the design of substructures (foundation, piers,

abutment)
b t
t)
Water loads may be categorized into:
Static Pressure (acting perpendicular to all surfaces)
Buoyancy (vertical uplifting force)
Stream pressure (acting in the direction of the stream)
Loads depend on the shape and size of the substructure

Vehicular Collision Force: CT

Vehicular Collision Force: CT

Bridge structures are very vulnerable to

vehicle
hi l collisions
lli i
We must consider the force due to
vehicle collision and designed for it

Vehicular Collision Force: CT

Typically considered in the design of substructures (foundation, piers,

abutment)
b t
t)
The nature of the force is dynamic (impact), but for simplicity, AASHTO
allows us to consider it as equivalent static load.
load
Need to consider if the structures (typically pier or abutment) are not
protected by either:
Embankment
Crash-resistant barriers 1.37m height located within 3 m
Any barriers of 1.07 m height located more than 3 m
For piers and abutment located within 9 m from edge of roadway or 15 m
from the centerline of railway track
Assume
A
an equivalent
i l
static
i fforce off 1800 kN acting
i hhorizontally
i
ll at 1.2
12
m above ground

No protection to the bridge

structure

Better protection (still not sufficient)

Vessel Collision: CV

Recap

No protection to
the bridge piers

Loads on Bridges
Typical Loads

Bridge piers are

protected

Live Load of Vehicle

Pedestrian Load
Dynamic Load Allowance

Fatigue
W d
Wind
Earthquake

LL Combinations
LL Placement
Influence Line
Design Equation
Design Charts

O h LLoads
Other
d

Design Lane
AASHTO HL93 Loads
Truck
Tandem
Uniform Load

Dead Load
Live Load

Multiple Presence
Distribution to Girders