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    Bridge Responses and Positioning of LL

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    AYUSH PARAJULI
    1. The document discusses the different types of bridge responses that need to be considered when designing bridges, including longitudinal bending moment, longitudinal shear, and transverse bending moment. 2. It provides details on how to position live loads, such as track or train loads, to induce maximum bending moments or shear forces at critical cross-sections of the bridge for design. 3. The maximum responses occur when the loads are placed at locations of maximum eccentricity or resulting in the largest areas under the influence line diagrams.

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    Bridge Responses and Positioning of LL

    Uploaded by

    AYUSH PARAJULI
    25 views9 pages
    1. The document discusses the different types of bridge responses that need to be considered when designing bridges, including longitudinal bending moment, longitudinal shear, and transverse bending moment. 2. It provides details on how to position live loads, such as track or train loads, to induce maximum bending moments or shear forces at critical cross-sections of the bridge for design. 3. The maximum responses occur when the loads are placed at locations of maximum eccentricity or resulting in the largest areas under the influence line diagrams.

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    1. The document discusses the different types of bridge responses that need to be considered when designing bridges, including longitudinal bending moment, longitudinal shear, and transverse bending moment. 2. It provides details on how to position live loads, such as track or train loads, to induce maximum bending moments or shear forces at critical cross-sections of the bridge for design. 3. The maximum responses occur when the loads are placed at locations of maximum eccentricity or resulting in the largest areas under the influence line diagrams.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    25 views9 pages

    Bridge Responses and Positioning of LL

    Uploaded by

    AYUSH PARAJULI
    1. The document discusses the different types of bridge responses that need to be considered when designing bridges, including longitudinal bending moment, longitudinal shear, and transverse bending moment. 2. It provides details on how to position live loads, such as track or train loads, to induce maximum bending moments or shear forces at critical cross-sections of the bridge for design. 3. The maximum responses occur when the loads are placed at locations of maximum eccentricity or resulting in the largest areas under the influence line diagrams.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
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    of 9

    BRIDGE RESPONSES

    The term bridge responses refers to


    LBM causes flexure in
    1. Longitudinal Bending Moment longitudinal vertical plane

    Shear in transverse
    2. Longitudinal Shear vertical plane

    3. Longitudinal Twisting Moment Torsion in longitudinal


    horizontal plane

    TBM causes flexure in


    4. Transverse Bending Moment transverse vertical plane

    Shear in longitudinal
    5. Transverse Shear vertical plane

    Torsion in transverse
    6. Transverse Twisting Moment vertical plane
    • The responses, which need to be determined for
    nearly all bridges, are longitudinal bending
    moment, longitudinal shear and transverse
    bending moment

    • Transverse shear is necessary to consider,


    where the transverse distribution of loads is
    achieved by shear along the longitudinally
    spanning elements.

    • Transverse twisting moment is necessary to


    consider when heavy skew/curve are present in
    bridge profile.
    Longitudinal Bending Moment

     Pattern of longitudinal bending


    moment distribution across the
    transverse section of bridge deck is
    same not depending upon the Transverse
    longitudinal position of live load. dist n of LBM
    BM

     Live load at maximum eccentricity in


    transverse section of bridge deck Lateral pos.
    gives maximum longitudinal bending of load
    moment. -b 0 +b

    bef/bact udl
     Effective width of beam for Point
    bridge load is always lesser than load
    the effective width of beam for
    ordinary load.
    L/B
    Longitudinal Shear
     Transverse distribution of
    longitudinal shear force is markedly
    different from transverse
    distribution of longitudinal BM. It
    is peakier in nature.

     Pattern of longitudinal SF
    distribution across the transverse
    section of bridge deck is same not Transverse
    depending upon the longitudinal dist n of LSF
    position of live load.

     Live load at maximum eccentricity


    in transverse direction of bridge
    deck gives max longitudinal SF.

     Longitudinal SF is assumed to be
    resisted by the web of girder.
    Transverse Bending Moment

    • Maximum sagging transverse bending moment due to a


    vehicle is induced when the vehicle is at the minimum
    eccentricity

    • Maximum hogging transverse moment occurs only in


    very wide bridges when two vehicles are symmetrically
    placed as close as possible to the free edges.

    • Local negative moments are usually so small that the


    steel provided in the deck slab for shrinkage and
    temperature effects is sufficient to accommodate them.
    Longitudinal Positioning of Live Load to Get Maximum BM

    For Track Loading BM at the considering section will be


    maximum when track load is
    L2 positioned in such a way so that
    x2 x2 = x1× L2 /L1

    x1
    L1

    For Train/Wheel Loading BM at the considering section will be maximum


    when train/wheel load is positioned in such a way
    so that the ratio of R1 / L1 and R / L will equal or
    just change their signs
    W1 W2 W3 W4 W5
    R1 / L1 = R / L
    or
    L1 R1 / L1 > R / L just change in to R1 / L1 < R / L
    L
    R1 - Resultant of wheel loads lying on the left of the
    considering section
    R– Resultant of wheel load entered in bridge deck
    Longitudinal Positioning of Live Load to Get Maximum BM

    For Track Loading For Train/Wheel Loading


    L2 p W1 W2 W3 W4 W5

    x1 L1 L1
    L

    Draw ILD of BM at critical section. Draw ILD of BM at critical section.


    Position track load in such a way so Position wheel loads in such a way
    that product of the intensity of track so that summation of the product
    load and area of ILD occupied by of loads and respective ordinates of
    track load (p × A) is maximum. ILD (∑Wy) is maximum.

    p – intensity of track load W- magnitude of wheel load


    A – area of influence line diagram y- ordinate of ILD under
    under track load load
    Longitudinal Positioning of Live Load
    to Get Absolute Maximum BM

    Equal distance
    R

    Section of Absolute
    Maximum BM W1 W2 W3 W4 W5

    L1 L

    BM will be absolute maximum BM under the maximum loaded axle,


    when the maximum loaded axle and resultant of all axle loads are
    placed at equidistance from the mid span of beam.
    Longitudinal Positioning of Live
    Load to Get Maximum SF Influence line diagram is drawn to
    get maximum SF at critical sec.
    For Track Loading
    due to track and train/wheel
    p loading.

    SF at any critical section will be


    maximum when
    l • pA is maximum for track
    loading
    p – intensity of track load
    A – area of influence line diagram
    under track load
    For Train/Wheel Loading
    • ∑Wy is maximum for
    W1 W2 W3 W4 W5 train/wheel loading
    W- magnitude of wheel load
    y- ordinate of ILD under load

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