2/9/2021

BITS Pilani
Pilani Campus

CE F420: Intro to Bridge Engineering

Prof. Manoj Kumar
Department of Civil Engineering
Pilani Campus, BITS Pilani DESIGN OF CULVERTS
BITS Pilani
Pilani Campus

CULVERTS
Culvert:
• A cross-drainage work with clear waterway less or equal to 6m
• Widely used for highways and railways
• Based on type of construction, culverts are classified as
- RC Slab culverts DESIGN OF SLAB CULVERTS
- Pipe Culverts
- Box-culverts
- Masonry /Concrete arch culverts
- Steel girder culverts (used for railways)
• Culverts are generally preferred for single vent
• However, multi-vent culverts may also provided, if economical
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Slab Culverts/Bridges Wearing Coat

• Though culverts have the span  6 m • Since traffic ply over the slab itself, to protect the
• Slab bridges may be adopted up to span 10 m slab surface from abrasion, a wearing coat of
• However, beyond the span of 8 m, it becomes approximately 70-80 mm thickness of wearing coat
uneconomical due to more slab thickness requirement is provided
• Up to 6m span, slab bridges are called Slab Culverts Wearing Coat

Main Components of Slab Culverts Concrete Slab

• Deck slab
• Abutments, wing walls and approach slabs and
Piers (for multi-span bridges only)
• Wearing Surface (to protect the concrete)
• Foundations
• Kerbs and Railings
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Advantages of Slab Culverts Advantages of Slab Culverts cont….

• Economical up to the span 6–8 m • Depth of slab generally varies between 300 to 750 mm
• Suitable for submersible as well as for high level • Less depth of bridge compared to other bridges,
– More clearance beneath of bridge, consequently,
bridge locations
– No need to raise the bridge to fulfill clearance requirement
• Simple design • Lesser filling material is required below the approach slab
• Ease in construction • as a result lesser cost of approach slabs.
– Simple reinforcement detailing due to no web
reinforcement
– Simple formwork and easy to put concrete
.
– Less chances of honey combing due to proper
compaction
– Quicker construction
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Disadvantages of Slab Culverts

• Self-weight and, consequently, cost increases
drastically with increase in span due to larger depth
requirement (since DL Moment is proportional to square
of span)
– However, to reduce the self weight, Sometimes
voided slabs are used instead of solid slabs
Solid Concrete Slab

Voided Concrete Slabs

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Design of Slab Culverts Design of Slab Culverts

• Slab culverts are mainly designed for
• For the design of culverts we need
– Dead load and, – Design bending moment and
– Live load with impact load – Design shear force
• Dead loads includes: • Since, Slab is supported on two opposite ends only
• Self wt. of concrete slab • slab is treated as one way slab irrespective of aspect
• Self wt. of wearing Coat ratio (L/B)
• Self wt. of footpath/kerb
• Self wt. of railing etc.
• For the design of two lane slab culverts for
Highway, live loads considered are
– Class AA/70R tracked / wheeled on one lane and Slab Supported on two opposite Sides, Slab Supported on all four sides may
behave as one-way or two way depending
Always behaves as one-way Slab
– Checked for Class A on both the lanes. on aspect ratio
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Bending moment and Shear Force Maximum bending moment and

due to Dead Loads Maximum shear force due to Dead load
• For convenience, slabs are divided into longitudinal • Maximum bending moment and maximum shear
strips of unit width for design purpose force due to dead load in a strip is calculated as
One meter wide Md = wL2/8;
strips
SFd = wL/2,
where w = Dead load on slab per unit width (1 m)

• Maximum bending moment and shear force is

calculated for the unit width typical strip
• Reinforcement is calculated for the typical strip and
similar reinforcement is provided in all the strips
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BENDING MOMENT AND SHEAR FORCE DUE TO

Determination of Bending Moment IRC TRACKED VEHICLES ON CULVERTS WHEN
and Shear force due to Live load SPAN  VEHICLE Contact LENGTH
• In order to develop worst loading conditions, live load Whole length of culvert will be
is placed such that it produces Max. Design forces covered by Vehicle
– Longitudinally, load is placed such that it produces Total weight 700 kN

• Maximum longitudinal bending moment and

3.6m
• Maximum shear force Span < 3.6 m
7.2 m
– Transversally, load is placed such that it develops IRC Class AA Tracked Vehicle
• Maximum torsion and worst load distribution in transverse
direction
• For the maximum torsional effects, vehicle must be placed
Total weight 700 kN
adjacent to kerb/footpath, however, Code recommends
that there should be minimum clearance between vehicle 4.57m
and kerb/footpath Span < 4.57 m
7.92 m
• Thus, in transverse direction vehicle is placed at minimum
IRC Class 70-R Tracked Vehicle
clearance from keb/footpath as specified by code
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BENDING MOMENT AND SHEAR FORCE DUE TO

IRC TRACKED VEHICLES ON CULVERTS WHEN BENDING MOMENT AND SHEAR FORCE
SPAN  VEHICLE Contact LENGTH DUE TO UDL SHORTER THAN SPAN
For Length of distributed load  bridge span
• Maximum moment at mid-span will be developed
Total weight 700 kN
when whole span is loaded.
• Also, Maximum moment at any other point with-in 3.6m
Span > 3.6 m
span, will be developed when whole span is loaded. 7.2 m
IRC Class AA Tracked Vehicle
• At any section, Maximum positive/negative shear
force will develop when no other load is on positive/
negative zone of the shear force diagram or load Total weight 700 kN
should be one side of point and no load on other side
• In the simply supported beams, maximum shear force 4.57m
Span > 4.57 m
is developed at support and to be it maximum, whole 7.92 m
IRC Class 70-R Tracked Vehicle
span is to be loaded.
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BENDING MOMENT AND SHEAR FORCE DETERMINATION OF MAX. BM

DUE TO UDL SHORTER THAN SPAN DUE TO SEVERAL CONCENTRATED LOADS
If length of distributed load < bridge span WR1 WR WR2
W7
W1 W2 W3 W4 W5 W6
– Longitudinal position of distributed live load resulting W8
A C B
the maximum bending moment and shear force is
obtained using the rolling/moving load concept
– To obtain the maximum BM at any point due to • Max. moment at any section ‘C’ will develop when the section
moving uniformly distributed load shorter that span, divides the loads in the same ratio as it divides the span
the load is placed such that this point divides the • In other words, average of load on left side of point ‘C’ equals
the average of loads on right side of ‘C’
load in the same proportion as this point divides the
• If the movement of a load from one side to other side of the
span. section causes the average to change from larger to smaller or
– To obtain the maximum shear force at any section, vise versa, then this load is referred as critical load.
load is placed such that whole load is one side only • For computation of Maximum moment the critical load is placed
of the section considered at the section itself, i.e. ‘C’ in this case
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DETERMINATION OF ABSOLUTE MAX. BM DETERMINATION OF ABSOLUTE MAX. BM

DUE TO SEVERAL CONCENTRATED LOADS DUE TO SEVERAL CONCENTRATED LOADS
F1 F2 FR F3 F1 F2 FR F3

x 2 x 2
L/2 L/2 L/2 L/2
x 2 x 2
• In the Simply supported beams, normally maximum moment • Note that while placing the loads, according the rolling/moving
generally occurs at Mid-span load concept, NO load may not come over the Mid-span.
• Therefore, due to several concentrated loads also, Absolute • Since, shape of the BMD for a SS beam due to series of
maximum moment is developed near Mid-span. concerted load  combination of several Straight lines, Abs.
• For producing Max. BM at mid-span, the resultant of all the Max. BM may not occur at mid-span and it will always occur
forces and load nearer must be at equidistant from the beam’s under any of the concentrated load near to resultant.
centerline in other words resultant of all the loads and the • Therefore, the Abs. Max. BM occurs under a Load only near to
load near must be equidistant from the mid-span Mid-span (not at mid-span if load is not available at mid-span)

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ABSOLUTE MAXIMUM BENDING MOMENT DUE TO

SEVERAL CONCENTRATED LOADS CONT….
• Hence, the absolute maximum moment in a Simply supported Max. BMD Always occurs under a Concentrated Load
beam occurs under one of the load near to resultant of all
loads when this load and the resultant of all the loads (over
the bridge only) are positioned equidistant from the
beam’s centerline.
• Maximum moment is to be determined under both the loads
on either side of centerline and maximum of these will give
Absolute Maximum Moment
• Generally, absolute maximum moment occurs under the
largest Load lying nearest the resultant force of the system
except the heavier load on either side of resultant is very far BMD
from resultant in comparison to other load.

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Absolute Max. Moment Example on Determination of Absolute

due to Vehicular Loads Max. Moment Due to IRC Class-A Loading
Example: Determine the Absolute Max. Moment, in 10 m span and 4.25 m
• Wheel contact area for Class-A /B Vehicles as well as wide carriage way Simply Supported voided slab bridge due to Class-A
Load. Thickness of slab is 450 mm and wearing coat thickness is 80 mm.
for Class-AA/70R Wheeled Vehicle are smaller and Width of kern on each side is 250 mm.
may be treated as concentrated load for
10 m
determination of position of wheels for maximum 8.3 1.2 4.8 1.2 4.8
moment/shear.
• On the other hand, the Class-AA/70R tracked vehicle Deriving Vehicle Trailer Trailer
need to be considered as distributed load
• Moreover, in case of Class-AA tracked vehicle (to be 1.1 3.2 1.2 4.3 3.0 3.0 3.0
considered as distributed load), load dispersion is 27 27 114 114 68 68 68 68
considered along the width as well as along the • As the span of bridge is 10 m, either driving-vehicle or trailer may come
length. over the bridge. Since, driving-vehicle is heavier, probably deriving-
vehicle will produce maximum moment in bridge.
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Example on Determination of Abs. Max. Example on Determination of Abs. Max.

Moment in slab culvert Cont…….. treating Moment in slab culvert Cont…….. treating
Wheels of Class A as concentrated Load Wheels of Class A as concentrated Load
(A) Considering Class-A Driving vehicle only on Deck Determination of Resultant of Loads
3.2m

1.2m
1.1m

Let the position of resultant of the deriving-vehicle loads is at

distance x from left 27 kN load. The value of x may be determined
by taking moment of forces about extreme left load (i.e.) 27 kN
1.8m

and equating it zero.

270+271.1+114(1.1+3.2)+114(1.1+3.2+1.2)–282  x = 0
27 27 Axel Loads in kN 114 114
 x = 4.068 m 282

Distance between the 27 27 114 114

resultant and load nearer to
1100 3200 1200
it (i.e. 114 kN)
First, there is need to fix the position of the axels in longitudinal = (1100+3200)-4068 1100 3200 1200
direction to develop maximum moment in the Bridge using the
= 232 mm 4068 232
rolling/moving load concept.
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Example on Determination of Abs. Max.

Example on Determination of Abs. Max. Moment in slab culvert Moment in slab culvert Cont…….. treating
Cont…….. treating Wheels of Class A as concentrated Load Wheels of Class A as concentrated Load

• In order to develop maximum moment at mid span, according • Thus the position of loads resulting maximum moments will be
to rolling (moving) load concept, the deriving-vehicle is to be as follows: 282
placed such that the resultant of load and the load nearest to 27 27 114 114
resultant are equi-distant from mid-span.
• Moreover, as we know, absolute maximum moment always
occurs under a load near to resultant. 1100 3200 1200
• In this case absolute maximum moment may occur either under 232
4068
the 114 kN load or under the 27 kN load (either side of resultant). 282
282
• Since, the 114 kN load is heavier 27 27 114 114
as well more closer to resultant in 27 27 114 114 1100 3200 1200
comparison to 27 kN, absolute
maximum moment may occur 4068 116 116
1100 3200 1200
under the 114 kN load. 4068 232 5000
5000
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Example on Determination of Abs. Max. Example on Determination of Abs. Max.

Moment in slab culvert Cont…….. treating Moment in slab culvert Cont…….. treating
Wheels of Class A as concentrated Load Wheels of Class A as concentrated Load
282 (B) Considering Rare Axels of Class-A Driving
27 27 114 114 vehicle and Trailer on Deck
816 1100 3200 1200
8.3 1.2 4.8 1.2 4.8
4068 116 116

5000 5000 Deriving Vehicle Trailer Trailer

• Reaction at right support of beam
= [27×0.816 +27×(0.816+1.1)+114×(5+0.116)+114(5+0.116+1.2)] /10
1.1 3.2 1.2 4.3 3.0 3.0 3.0
= 137.7 kN
27 27 114 114 68 68 68 68
• Maximum moment under the 114 kN Load
• = 137.7×(5-0.116) – 114×1.2 = 535.7 kNm
• Check: BM at mid span
• = 137.7×5 – 114×(1.2+0.116) – 114×0.116 = 524.3 kNm <535.7
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Example on Determination of Abs. Max. Example on Determination of Abs. Max.

Moment in slab culvert Cont…….. treating Moment in slab culvert Cont…….. treating
Wheels of Class A as concentrated Load Wheels of Class A as concentrated Load
For the given span, only the rare axel of driving vehicle and a Determination of Resultant of Loads
trailer may be accommodated on slab. • Let the position of resultant of the vehicular loads is at distance
‘r’ from extreme left 114 kN load.
3.2m

3.0
1.2m
1.1m

• r may be determined by taking moment of forces about

w

extreme left load (i.e.) 114 kN and equating it zero.

2.0 m
1.8

1140+1141.2+68(1.2+4.3)+68(1.2+4.3+3.0)–364r= 0
1.8m

 r = 2.990 m
364
w

Distance between the resultant and 68

114 114 68
114 114 68 68
load nearer to it (i.e. 114 kN)
= 2990 – 1200 = 1790 mm
And distance of 68 kN load from 1200 4300 3000
resultant = (1200+4300) –2990 1790 2510
1200 4300 3000 r = 2990
= 2510 mm
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Example on Determination of Abs. Max. Example on Determination of Abs. Max.

Moment in slab culvert Cont…….. treating Moment in slab culvert Cont…….. treating
Wheels of Class A as concentrated Load Wheels of Class A as concentrated Load
364
• Since, 114 kN is heavier than load 364 5000-1200-895 114 114 68 68
114 68
on other side of resultant (i.e. 68kN) 114 68 =2905 1200 4300 3000
as well as it is nearer to resultant, 1790 2510
keeping 114 kN load and resultant 895 895
1200 4300 3000
at equidistant from mid span in
r = 2990 5000 5000
order to develop absolute maximum • Reaction at right support of beam
moment in bridge. = [114×2905 +114×(5000-895) +68×(2905+1200 +4300)
364
114 114 68 68 +68×(2905+1200 +4300+3000)] /10000 = 214.62 kN
1200 4300 3000 • Reaction at left support = 364 – 214.62 = 149.38 kN
• Maximum moment under the 114 kN Load (near mid-span)
895 895
= 149.38 ×(2.905+1.2) – 114×1.2 = 476.4 kNm
• Check:
5000 5000 BM at mid span = 149.38×5–114×(1.2+0.895) –114×0.895
= 406.04 kNm <476.4 kN OK
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Example on Determination of Abs. Max.

Moment in slab culvert Cont…….. treating Example on Determination of Abs. Max. Moment in slab culvert
Wheels of Class A as concentrated Load Cont…….. treating Wheels of Class A as concentrated Load
(C) Considering Class-A Trailers only (No driving

3.0
3.0
vehicle) on Deck

w
w
8.3 1.2 4.8 1.2 4.8

1.8
1.8

w
w
Deriving Vehicle Trailer Trailer

68 68 68 68
1.1 3.2 1.2 4.3 3.0 3.0 3.0

27 27 114 114 68 68 68 68
3000 3000 3000

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Example on Determination of Abs. Max. Moment in slab culvert Example on Determination of Abs. Max. Moment in slab culvert
Cont…….. treating Wheels of Class A as concentrated Load Cont…….. treating Wheels of Class A as concentrated Load
272 272
68 68 68 68 68 68 68 68
1500 1500 1250 3000 3000 3000

3000 3000 3000 750 750

4500 232 5000 5000

• Keeping the resultant and either 68 kN load (nearer to resultant) at equidistant Reaction at right support of beam
from mid span in order to develop absolute maximum moment in bridge. = [68×1250+68×(4250)+68×(7250)+68×(10250)] /10000 = 156.4 kN
Reaction at left support = 272 – 156.4 = 115.6 kN
272
Maximum moment under the 68 kN Load (near mid-span)
68 68 68 68
= 115.6 ×(1.25+3.0) – 68×3.0 = 287.3 kNm
750 750
Check: BM at mid span
= 115.6×5–68×(3.0 + 0.750) –68×0.75 = 272.0 kNm < 287.3 kN OK
3000 3000 3000
Thus Case (A) gives maximum moment which is 535.7 kNm.
5000
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Determination of SHEAR FORCE IN SLAB Determination of Shear Force IN SLAB Due

Due to Class A loading Treating Wheel to Class A loading Treating Wheel Loads as
Loads as Concentrated Loads Concentrated Loads Cont……..
(A) Considering Class-A Driving vehicle only on Deck Determination of Max. Negative Shear Force for Case A
First, there is need to fix the position of the axels in longitudinal direction to
develop maximum Shear Force in Bridge using rolling/moving load concept. 27 27 114 114
3.2m

1.2m
1.1m

1100 3200 1200

1.8m

L = 10000

Maximum NEGATIVE shear i.e. maximum reaction at left support

27 27 114 114 may be determined by taking the moment about support B as
Axel Loads in kN
VA = [2710.0 + 27(10.0-1.1) + 114(10.0-1.1-3.2)
1100 3200 1200 +114(10.0-1.1-3.2-1.2)]/10.0 = 167.31 kN

Position of axels of driving vehicle to produce maximum shear at left support

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Determination of Shear Force IN SLAB Due Determination of Shear Force IN SLAB Due
to Class A loading Treating Wheel Loads as to Class A loading Treating Wheel Loads as
Concentrated Loads Cont…….. Concentrated Loads Cont……..
Determination of Max. Positive Shear Force for Case A (B) Considering Rare Axels of Class-A Driving vehicle and
Trailer on Deck Only the rare axel of driving vehicle and a trailer
27 27 114 114
may be accommodated on slab.

3.0
3.2m

1.2m
1.1m

w
1100 3200 1200

2.0 m
1.8
1.8m
L = 10000

Maximum POSITIVE shear i.e. maximum reaction at left support

w
may be determined by taking the moment about support B as
114 114 68 68
VB = [11410.0 + 114(10.0 - 1.2) + 27(10.0 - 1.2-3.2)
+27(10.0 - 1.2 - 3.2 - 1.1)]/10.0 = 241.59 kN

1200 4300 3000

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Determination of Shear Force IN SLAB Due Determination of Shear Force IN SLAB Due
to Class A loading Treating Wheel Loads as to Class A loading Treating Wheel Loads as
Concentrated Loads Cont…….. Concentrated Loads Cont……..
Determination of Max. Negative Shear Force for Case B Determination of Max. Positive Shear Force for Case A

114 114 68 68
114 114 68 68

1200 4300 3000

1200 4300 3000
Maximum POSITIVE shear i.e. maximum reaction at left support
Maximum NEGATIVE shear i.e. maximum reaction at left support may be determined by taking the moment about support B as
may be determined by taking the moment about support B as
VA = [6810.0 + 68(10.0-3.0) + 114(10.0-3.0-4.3)
VA = [11410.0 + 114(10.0-1.2) + 68(10.0-1.2-4.3) +114(10.0-3.0- 4.3 - 1.2)]/10.0 = 163.48 kN
+68(10.0-1.2- 4.3-3.0)]/10.0 = 255.12 kN
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Determination of Shear Force IN SLAB Due

to Class A loading Treating Wheel Loads as Dispersion of Wheel Loads having
Concentrated Loads Cont…….. Finite Contact Area
(C) Considering Class-A Trailers only (No driving vehicle) on
• For simplicity in calculations, normally wheel loads
3.0
3.0

Deck
are assumed to have Infinitesimal contact area, as a
w
w

result loads area treated as Concentrated load.

1.8
1.8

• However, in reality, loads have certain contact area

and wheel load is uniformly distributed over the
w
w

68 68 68 68 contact area.
• If wheel Loads are distributed over the Finite Contact
3000 3000 3000 Area, dispersion of load through the deck slab also
Maximum NEGATIVE shear i.e. maximum reaction at left support takes place and wheel load is assumed to uniformly
VA = [6810.0 + 68(10.0-3.0) + 68(10.0-3.0-3.0) distributed over this dispersed area
+68(10.0-3.0- 3.0 - 3.0)]/10.0 = 149.6 kN
Note: Here, Max. Positive SF = Max. Negative SF
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DISPERSION OF LOAD ALONG SPAN

DISPERSION OF DISTRIBUTED LOAD ON DECK SLAB (DETERMINATION OF EFFECTIVE LENGTH)
• Dispersion of Load is considered • Load is assumed to disperse in longitudinal direction by 45 0
up to bottom fiber of concrete slab. • Effective length of load along the span after dispersion through
• To reach the load bottom fibre of
concrete slab load passes through
the deck thickness and wearing coat is obtained as
– wearing coat, and l

– concrete slab
• Dispersion of load is considered tw

through wearing coat as well as l+2tw

concrete slab, D
• Dispersion of load takes place in 450

span direction as well as in l+2tw+ 2D

Transverse direction
le  l  2  D  t w 
Length of Load after dispersion along length is called ‘Effective length of Load’
Width of Load after dispersion along width is called ‘Effective width of Load’ Where, D= overall thickness of slab and
tw = Thickness of wearing coat of
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DISPERSION OF LOAD ALONG THE

DISPERSION OF LOAD ALONG WIDTH
WIDTH (EFFECTIVE WIDTH) Cont..
(DETERMINATION OF EFFECTIVE WIDTH )
• Dispersion of load through wearing coat is considered at 45 0 Width of load after dispersion through wearing coat and slab i.e.
• width of the wheel after dispersion through wearing coat only effective width is calculated as
bw  b  2 t w  x
be  K . x1    bw  Actual width of slab
where, tw = thickness of wearing coat  L
where, K = constant which depends on
• However, the dispersion of load through slab depends on
(i) the (B/L) ratio where B is the width of the slab and
– Distance of load from nearest support, and
(ii) Type of support conditions of slab (i.e. SS or Cont.)
– Aspect ratio of the slab b b

tw 450 450 tw
450 450
bw = b+2tw bw = b+2tw
D D

be be
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Value of K for Different Aspect ratios

(Annexure B-3 of IRC 112) Determination of Maximum Moment Due to Single Patch Load

The Coefficient ‘K’ for Simply Supported (SS) and L

Fixed/Continuous (Cont.) Slabs are given in following Table le

K for K for
S. No. B/L S. No. B/L l
be
SS Cont. SS Cont.
1. 0.1 0.4 0.4 11. 1.1 2.60 2.28 1m W kN b B
2. 0.2 .8 .8 12. 1.2 2.64 2.36
3. 0.3 1.16 1.16 13. 1.3 2.72 2.40 p kN/m2
4. 0.4 1.48 1.44 14. 1.4 2.80 2.48
5. 0.5 1.72 1.68 15. 1.5 2.84 2.48
6. 0.6 1.96 1.84 16. 1.6 2.88 2.52
7. 0.7 2.12 1.96 17. 1.7 2.92 2.52 w = p (kN/m2) x 1 m
w kN/m
8. 0.8 2.24 2.08 18. 1.8 2.96 2.60 = p kN/m
9. 0.9 2.36 2.16 19. 1.9 3.00 2.60 le
10. 1.0 2.48 2.24 20. 2.0 3.00 2.60
L

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Determination of Maximum Moment

Due to a Patch Load …….. Maximum Moment Due to Two or More Wheel Loads
W • When two or more wheel loads are placed on deck slab,
Uniform pressure, p  kN / m2 wheels do not overlap, however, the dimensions of wheel
le be
after considering dispersion may overlap.
Considering 1 meter wide strip, UDL on strip, w  p  1 m • Overlapping of wheels may be
W W (i) along length of wheel only
w  1 kN / m
le be le be (ii) along width of wheel only
W 1 W (iii) along length as well as width of wheel
Reaction at supports, R1  R 2   le   kN

3.2m
le be 2 2be

1.2m
1.1m
L wle le W L wle2
Maximum Moment at Mid-span  R1      
2 2 4 2be 2 8

1.8m
WL wle2 WL W le2 WL Wle W
         2 L  le 
4be 8 4be le be 8 4 be 8 be 8be
BITS Pilani, Pilani Campus BITS Pilani, Deemed to be University under Section 3 of UGC Act, 1956

Determination of Moment due to Two or

Determination of Maximum Moment Due more Loads along the span :
to Two wheel Loads kept Along Length NO overlapping along length

Two possibilities • Bending moment will be calculated separately for per m

width for each load with appropriate effective widths.
• Effective Lengths of the wheels Does not Overlap
• Total bending moment = Sum of moments due to all loads
• Effective Lengths of the wheels Overlaps
lw1 s lw2
W1 W2

p1 kN/m p2 kN/m

lew1 lew2
No Overlap of Effective Lengths p1 kN/m p2 kN/m
Effective Lengths of wheels Overlap
le le
L
BITS Pilani, Pilani Campus BITS Pilani, Pilani Campus

Determination of Moment due to Two or more Loads Determination of Maximum Moment Due
along the span : Overlapping along length to Two wheels Loads kept Along width
lw1 s lw2
Two possibilities
W1 W2
• Effective widths of the wheels Does not Overlap
• Effective widths of the wheels Overlaps

lew1/2 lew1/2
lew2/2 lew2/2
overlap

p= (W1+W2)/(lew1/2 + lw1/2 + s + lw2/2 + lew2/2) kN/m

(lew1/2) + lw1/2 + s lw2/2 + (lew2/2) No Overlap of Effective Widths Effective Width of wheels Overlap

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Maximum Moment Due to Single Axel

having Two Patch Loads and their effective
widths Do not Overlap
A strip considered at any location, will have pressure of p kN/m2 If there are several loads acting in transverse direction, the strip
L
should be considered under the heavier load.
le1
p1 kN/m2
W1 kN
If Load of each wheel is ‘W’, pressure under each wheel may be
be1
p1 = W1/(le1 be1) kN/m2 calculated as
W
1m B p1  p 2  p  kN / m 2
p2 kN/m2
le be
W2 kN be2

p2 = W2/(le2 be2) kN/m2 le2

Maximum Bending moment in any strip may be determined as

M
W
2 L  le 
p kN/m p = Max. of (p1 and p2) 8be

le
L
BITS Pilani, Deemed to be University under Section 3 of UGC Act, 1956 BITS Pilani, Deemed to be University under Section 3 of UGC Act, 1956

Maximum Moment Due to Pair of Axels each axel

Effective Width due to a Axel Containing
having Two Patch Loads and No Overlap for effective Two Wheels and their Effective Widths
Lengths and No Overlap for Effective widths Overlaps
A strip considered at any location, will have pressure of p kN/m2 • For the two or more concentrated loads in a direction
L L
perpendicular to the span direction and effective width for these
le1 le2
load may overlap.
1m
W1 kN be1 W2 kN be1 • If effective widths of two or more loads overlap, net effective
p1 kN/m2
p2 kN/m2 B width is calculated
p1 = W1/(le1 be1) kN/m2 Kerb/
1m W1 kN W2 kN footpath bw1 g bw2
be2 be2

le1 le2

p1 kN/m p2 kN/m bew1/2 bew1/2

bew2/2 bew2/2
Overlap
le le When loads are away from the edge
The resulting effective width is calculated as sum of individual width minus the overlap
L
BITS Pilani, Deemed to be University under Section 3 of UGC Act, 1956 BITS Pilani, Pilani Campus

Maximum Moment Due to Single Axel Maximum Moment Due to Single Axel
containing Two wheels and their Effective containing Two wheels and their Effective
widths Overlaps but Extends out of Bridge widths Overlaps but NOT ExtendsLout of Bridge
• For the patch (distributed) Load loads placed near the
p1 = W1/(le be1) le1 = le2 = le
kerb/footpath (at minimum clearance), there may be two
possibilities:
bew/2

W1 be1
– When Effective width of wheel is within the bridge premises 1m be B
b
w

– When effective width extends beyond the premises of bridge W2 be2

bew/2

p2 = W2/(le be2)
When Effective width of wheel When effective width extends Both the wheels are treated as a
is within the bridge premises beyond the premises of bridge single load of magnitude (W 1+W 2)
bw
b
p kN/m p = (W1+ W2) /(le be)
w
(Effective width to be
considered in analysis)
le
L
bew/2 bew/2 bew/2 bew/2
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Maximum Moment Due to Single Axel

Effective Width due to Two Loads along
containing Two wheels and their Effective
width of slab: Effective within slab
widths Overlaps but Extends out of Bridge
le1 = le2 = le When loads are near to edge (kerb)
w
W be1 bw1 g bw2
c
bew/2

1m be
W be2
b
w

B bew1/2 bew1/2 bew2/2

bew2/2
bew/2

Both the wheels are treated as a

single load of magnitude (W+W) =2W
If (bew1/2-bw1/2) + (bew2/2-bw2/2) < g
OR bew1/2 + bew2/2 < (g+ bw1/2 + bw2/2)  No overlap
If (bew1/2-bw1/2) < c + w (if any)
p kN/m p = 2W /(le be)
OR bew1/2 < (c + bw1/2 + w)
le  Effective width remains within the slab
L
BITS Pilani, Deemed to be University under Section 3 of UGC Act, 1956 BITS Pilani, Pilani Campus

Effective Width due to Two Loads along

width of slab: Effective Extends beyond Determination of Maximum Shear
the slab Force Due to Patch Load
L
When loads are near to edge (kerb)
le
w
bw1 g bw2 l
c be

1m b B

bew1/2 bew1/2 bew2/2 bew2/2

W kN p kN/m2

If (bew1/2-bw1/2) + (bew2/2-bw2/2) < g

OR bew1/2 + bew2/2 < (g+ bw1/2 + bw2/2)  No overlap
p kN/m
If (bew1/2-bw1/2) > c + w (if any)
OR bew1/2 > (c + bw1/2 + w) le

 Effective width extends beyond the extreme edge of the slab. L

BITS Pilani, Pilani Campus BITS Pilani, Pilani Campus

Example Single Lane Voided Slab Bridge Cont….

Bending moment due to IRC Class A Vehicle
Considering Dispersion of Wheel Loads Contact Areas for IRC Class-A Loading
• For accuracy point of view, wheel loads are considered as Distributed loads Axel Loads Ground Contact Area
• Since, last two (rare) axels are close, probably the dispersed lengths of rare 1.8
(kN) B(mm) W(mm)
wheels may overlap, and, 27 kN
• In case effective lengths of rare axels overlaps, two wheels will be treated as 114 250 500
1.1
Wheel Contact area

a single distributed load in longitudinally direction. 68 200 380

1.8m
• Therefore, firstly there is a need to determine the effective lengths of the rare 27 kN Section 27 150 200
two axels (over the bridge deck) and check for overlapping.
Clear Carriage g f
8.3 1.2 4.8 1.2 4.8 3.2 Width
Varying between 150 mm for
5.5 m to 7.5 m
Deriving 114 kN 0.4 m to 1.2 m all carriage
Vehicle Trailer Trailer Above 7.5 m 1.2 m way widths
1.2
B 114 kN

1.1 1.2 4.3 3.0 3.0 3.0 w w

3.2
27 27 114 114 68 68 68 68 (554) 1.975 m to 2.3 m
IRC Class A Loading BITS Pilani, Deemed to be University under Section 3 of UGC Act, 1956 BITS Pilani, Deemed to be University under Section 3 of UGC Act, 1956

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Effective Length of Dispersion of Rare Axels Effective Length of Dispersion of Rare Axels
of Driving Vehicle of Class-A Loading of Driving Vehicle of Class-A Loading
Considering 45o dispersion of loads (through wearing coat and slab
thickness), Effective length of heaviest wheel of class A vehicle (measured • Thus both the wheels will be treated as single load of length
along span of bridge) 2.51 m and the magnitude of this combined load will be 228
le = l + 2*(D + tw) = 0.25+ 2*(0.45+0.08) = 1.31 m kN (=2x114).
250 250 • In order to develop maximum moment at mid span this 2.51 m
1200
long uniformly distributed load must be placed symmetrically

1310 655 114 kN 114 kN

1200
2510
Effective Length of Dispersion for Rare Axels of Driving Vehicle of Class-A Wheels Loads
2510
Since, C/C spacing between wheels (=1.2) < sum of half of the effective lengths Effective Length of Dispersion for Rare Axels of Driving Vehicle of Class-A Wheels Loads
(0.5x1.31+0.5x1.31 = 1.31 m) , effective lengths for both the axels will overlap
From the figure, total Effective length of dispersion of both the axels will be
le = 1.31/2 + 1.2 + 1.31/2 = 2.51 m
BITS Pilani, Pilani Campus BITS Pilani, Pilani Campus

Effective Length of Dispersion of Front Effective Length of Dispersion of Wheels of

Wheels of Deriving Vehicle of Class-A Loading Trailer of Class-A Loading
Considering 45o
dispersion of loads (through wearing coat and slab Considering 45o dispersion of loads (through wearing coat and slab
thickness), Effective length of heaviest wheel of class A vehicle thickness), Effective length of heaviest wheel of class A vehicle (measured
(measured along span of bridge) along span of bridge)
le = l + 2*(D + tw) = 0.15+ 2*(0.45+0.08) = 1.21 m le = l + 2*(D + tw) = 0.20+ 2*(0.45+0.08) = 1.26 m
27 kN 27 kN
200 200
150 150 3000
1100

1260 1260
1210 1210
2310 Effective Length of Dispersion for Rare Axels of Driving Vehicle of Class-A Wheels Loads
Effective Length of Dispersion for Rare Axels of Driving Vehicle of Class-A Wheels Loads

Since, C/C spacing between wheels (=1.1) < sum of half of the effective Since, C/C spacing between wheels (=3.0) > sum of half of the effective lengths
(0.5x1.26+0.5x1.26 = 1.26 m) , effective lengths for both the axels will not
lengths (0.5x1.21+0.5x1.21 = 1.21 m) , effective lengths for both the
overlap and each load of 68 kN will be dispersed over a length of 1.26 m.
front axels also will overlap
BITS Pilani, Pilani Campus BITS Pilani, Pilani Campus

Determination of Max. Moment due to

Longitudinal Arrangement of Class-A loading for Case A Considering
Class-A Loading for Max. Moment Distribution of Wheel Loads
• Since span of bridge is 10 m and the length of vehicle is 5.5 m, Case A: Only Driving Vehicle on Bridge
• Total Load of Deriving Vehicle = 272 + 114 2 = 282 kN
the following possibilities need to be examined for
• For maximum moment at mid-span, the mid span should divide the load in same
determination of maximum moment in bridge: proportion as it divides the span i.e. 1:1,
• Case A: Only Driving Vehicle on Bridge • hence load on each side of mid-span must be 282/2 = 141 kN.
• Since front axel lengths overlap, i.e. 27x2 = 54 kN load is applied over a length of
• Case B: Rare axels of deriving vehicle and Trailer 2.31 m and intensity of UDL is 54/2.31 = 23.38 kN/m
• Thus the part of the rare axel load to be considered on left side of mid-span = 141-
• Case C: Two no. of Trailers 54 = 86 kN
• As the rare axel lengths also overlap and dispersed over a length of 2.51 m,
intensity of UDL under rare axel = (114+114)/2.51 = 90.84 kN/m
• Hence, length of the distributed load of rare axel on left of mid span = 86/90.84 =
0.9468 m, and length of load on right side of mid span = 2.51 – 0.9468 = 1.5632 m

2.31 0.9468 1.9632

C/C distance between the Loads
= 1.1/2 +3.2+ 1.2/2 = 4.35 m
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Effective Width of Front Axels of Driving

Wheels of Deriving Vehicle of Class A Loading

2.31 0.9468 1.9632

0.9582 m C/C distance between the Loads

= 1.1/2 +3.2+ 1.2/2 = 4.35 m
Determination of Effective 10/2 = 5.0 m
2.51/2-0.9468 = 0.3082 m

Width of Wheels • Effective Width of Dispersion along Width of Bridge for a wheel load,
be = Kx(1- x/L)+ bw
• Aspect ratio of slab = (B/l)= (0.25+4.25+0.25)/10.0 = 0.75
• For (B/L) = 0.75, the coefficient K (from Table IRC 112) = 1.66
• Distance of CG of Front axel Loads from nearest support
= (5 + 0.3082 – 4.35) = 0.9582 m
• be = Kx(1- x/L)+ bw = 1.660.9582(1-0.9582/10) + (0.20+20.075)= 1.788 m
• Since the C/C distance of wheels on Front axel is 1.8 m, the effective widths
of Front wheels will not overlap each other and these wheels will be treated
separate along the width
BITS Pilani, Deemed to be University under Section 3 of UGC Act, 1956 BITS Pilani, Pilani Campus

Effective Width of Front Axels of Driving Wheels of

Deriving Vehicle of Class A Loading Effective Width of Rare Axels of Driving
: check for effective width Extending beyond bridge Wheels of Deriving Vehicle of Class A Loading
• Moreover, if the Class-A vehicle is placed at minimum clearance of 0.15 m
from the kerb, the distance of CG of extreme eccentric wheel from extreme 23.38 kN/m 90.83 kN/m

fibre of bridge (in transverse direction)

= kerb width + clearance + wheel width/2 = 0.25+0.15+ 0.20/2 = 0.5 m 2.31 0.9468 1.9632
• Since the available space for dispersion (= 0.5 m) is less than the half of the
width of wheel after dispersion (= 1.788/2 = 0.894), effective width of wheel C/C distance between the Loads
= 1.1/2 +3.2+ 1.2/2 = 4.35 m
nearer to kerb will extend bridge
2.51/2-0.9468 = 0.3082 m
• Net width of dispersion of front wheel (nearer to kerb) = 0.5+1.788/2=1.394 m 10/2 = 5.0 m
• Note that width of dispersion of wheel far from kerb will be 1.788 m.
• Distance of CG of Rare axels Loads from nearest support
• Since the C/C spacing of wheels (=1.2 m) < (1.788/2+ 1.788/2), wheel’s
effective width will overlap and will be be considered together = (5 – 1.9632) = 3.0368 m
• Width of wheel after Dispersion Through the Wearing Coat
Net width of dispersion = 250 27 kN 27kN • bw = (b+2tw) = 0.50+20.08 = 0.66 m
1200
500+1200+1788/2 = 2594 mm
• be = Kx(1- x/L)+ bw = 1.663.0368(1-3.0368/10) + 0.66 = 4.482 m
Maximum pressure under the
front axel wheels nearer to • Since the C/C distance of wheels on Front axel is 1.8 m, the effective widths
kerb = (27+27)/ [2.594 2.31] 1788 1788 of Rare wheels will overlap each other.
= 9.01 kN/m 2 500
2594
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Effective Width of Rare Axels of Driving

Wheels of Deriving Vehicle of Class A Loading
In the similar way, the effective dimensions of dispersion and, thereafter, Once, the intensity of pressure under the front and rare axels is known, maximum
intensity of pressure under the rare axels may be determined as moment may be determined as
9.01 kN/m 22.2 kN/m
• Available distance from center of wheel to edge of bridge
= width of kerb + clearance+ width of wheel/2) 2.31 0.9468 1.9632
• = 0.25 +0.15+0.5/2 = 0.65 m < half of effective length(4.482/2 m),
Hence, dispersed width of wheel will extend beyond the bridge (in 0.9582 m C/C distance between the Loads
= 1.1/2 +3.2+ 1.2/2 = 4.35 m
transverse direction) 2.51/2-0.9468 = 0.3082 m
10/2 = 5.0 m
• Net width of dispersion of rare axel loads = 0.65 + 1.2 + 4.482/2 = 4.091 m
Reaction at left support, RA
250 114 kN 114 kN = [22.22.91(5.0 – 0.3082) + 9.012.31 (10.0 –0.9582)]/10.0 = 49.13 kN
Maximum pressure under 1200
• Moment at Mid-span = 49.135.0 – 22.21.9632(1.9632/2)
the front axel wheels = 202.86 kNm per m width
nearer to kerb • Previously treating the wheel loads as concentrated load, Moment was determined as
= (114+114)/ [4.091 4482 535.7 kNm.
2.51] = 22.20 kN/m 2 4482
650 • Thus on a one meter wide strip, if wheel loads are considered the moment in bridge is
4091 much higher compared to moment calculated treating the loads as distributed loads.
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