Loads

EGCE 406 Bridge Design EGCE 406 Bridge Design
Loads on Bridge Loads on Bridge

Praveen Chompreda
Mahidol University
First Semester, 2010
Class Topics & Objectives p j
Topics Objectives
Loads on Bridges Students can describe the
various type of loads on a
bridge
Placement of Live Loads for
Maximum Effect
bridge
Students can explain the effects
of live load position on the
Maximum Effect
p
shear and moment within a
bridge girder
S d d i h Students can determine the
maximum live load effect based
on the design code
Distribution of loads within
multi-girder bridge
on the design code
Student can determine the
portions of dead load and live
g g
load to be assigned to a girder
Class Topics & Objectives p j
Parts of the topics discussed in this class can be found in:
Chapter 4, especially 4.2 p , p y
Section 5.1-5.4
Section 14.6-14.9
Outline Outline
Loads on Bridges
Design Lane
Typical Loads
Dead Load
AASHTO HL93 Loads
Truck
Tandem
Live Load
Live Load of Vehicle
Tandem
Uniform Load
LL Combinations
Pedestrian Load
Dynamic Load Allowance
O h L d
LL Combinations
LL Placement
Influence Line
Other Loads
Fatigue
W d
Design Equation
Design Charts
Wind
Earthquake
Multiple Presence
Distribution to Girders

Loads on Bridge Loads on Bridge
DD = downdrag (wind)
DC d d L d f
BR = breaking force of vehicle
CE = centrifugal force of vehicle (at curves)
DC = dead Load of
structural and
nonstructural components
CE centrifugal force of vehicle (at curves)
CR = creep of concrete
CT = vehicle collision force (on bridge or at
piers)
DW = dead load of wearing
surface
EH = earth pressure
piers)
CV = vessel collision force (bridge piers over
river)
EQ = earthquake
EH = earth pressure
(horizontal)
EL = secondary forces such as
EQ = earthquake
FR = friction
IC = ice
IM = d i l d f hi l
from posttensioning
ES = earth surcharge load
(vertical)
IM = dynamic load of vehicles
LL = live load of vehicle (static)
LS = live load surcharge
(vertical)
EV = earth pressure (vertical)
PL = pedestrian load
SE = settlement
SH = shrinkage of concrete g
TG = load due to temperature differences
TU = load due to uniform temperature
WA = water load/ stream pressure WA water load/ stream pressure
WL = wind on vehicles on bridge
WS = wind load on structure
T i l L d Typical Loads
Dead Loads: DC/DW
Live Loads of Vehicles: LL
Pedestrian Load: PL Pedestrian Load: PL
Dynamic (Impact) Loads: IM
Dead Load: DC Dead Load: DC
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 i l d h i h f i f ( h l ) But does not include the weight of wearing surface (asphalt)
We can estimate dead load from the materials density
Material Density (kg/m
3
)
Concrete (Normal Weight.) 2400
Concrete (Lightweight) 1775-1925
Steel 7850
Aluminum Alloy 2800
Wood 800-960
Stone Masonry 2725 y
Dead Load of Wearing Surface: DW Dead Load of Wearing Surface: DW
It is the weight of the wearing surface
( ll h lt) d tiliti ( i (usually asphalt) and utilities (pipes,
lighting, etc)
Different category is needed due to Different category is needed due to
large variability of the weight compared
with those of structural components
(DC)
Asphalt surface may be thicker than
designed and may get laid on top of old designed and may get laid on top of old
layer over and over
Density of asphalt paving material
= 2250 kg/m
3
Average Thickness of asphalt on bridge
= 9 = 9 cm
Tributary Area for Dead Loads y
Dead loads are distributed to girder using Tributary Area method
w or w w
DC
or w
DW
M=wL
2
/8
V= L/2 V=wL/2
DC, DW 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
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) 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.
Live Loads of Vehicles: LL Live Loads of Vehicles: LL Live Loads of Vehicles: LL Live Loads of Vehicles: LL
Live load is the force due to The effect of live load on the Live load is the force due to
vehicles moving on the bridge
There are several types of
The effect of live load on the
bridge structures depends on
many parameters including:
yp
vehicles
Car
V
span length
weight of vehicle
l l d (l d h l)
Van
Buses
Trucks
axle loads (load per wheel)
axle configuration
position of the vehicle on the
Trucks
Semi-Trailer
Special vehicles
position of the vehicle on the
bridge (transverse and
longitudinal)
b f hi l h b id
Military vehicles
number of vehicles on the bridge
(multiple presence)
girder spacing g p g
stiffness of structural members
(slab and girders)
Live Loads of Vehicles: LL Live Loads of Vehicles: LL Bridge LL vs. Building LL Bridge LL vs. Building LL
BRIDGE BUILDING
LL is very heavy (several tons per
wheel)
LL is not very heavy, typical
200-500 kg/m
2
)
LL can be series of point loads (wheel
loads of trucks) or uniform loads (loads
of smaller vehicles)
g
LL is assumed to be uniformly
distributed within a span
of smaller vehicles)
Need to consider the placement within
a span to get the maximum effect
Do not generally consider
placement of load within a span
p g
Loads occur in one direction within
lanes
N d t id l th l t f
placement of load within a span
Loads are transferred in to 2
directions
Need to consider also the placement of
loads in multiple spans (for continuous
span bridges)
Need to consider various
placements of loads for the
entire floor
Dynamic effects of live load cannot be
ignored
Do not typically consider
dynamic/impact effect of live
loads loads
Analysis Strategy for LL Effect in Bridge Analysis Strategy for LL Effect in Bridge
V i
Place them
Moment/ Shear
Various
Live
Loads
to get
maximum
effects on
Consider
dynamic
effects
Distribute
Load to
each girder
from Live Load
to be used in the
design of girders
span
effects each girder
design of girders
Design Truck
Design Tandem
Uniform Lane Load
Design Lane Design Lane
Need to know how many lanes there is on the bridge
Design Lane Actual Traffic Lane
3.0 m 3.3 m to 4.6 m (3.6 m recommended)
Number of Design Lanes = Roadway width/ 3 6 m Number of Design Lanes = Roadway width/ 3.6 m
No. of Actual Traffic Lane
Number of Lane must be an integer (1,2,3,) there is no fraction of lane g ( , , , )
(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
roadway width
Live Loads of Vehicles: LL Live Loads of Vehicles: LL
For design purpose, we are interested the kind of vehicle that produce the
t ff t worst effect
AASHTO has 3 basic types of LL called the HL-93 loading (stands for
Highway Loading year 1993) Highway Loading, year 1993)
Design truck
Design tandem
Uniform loads
1. Design Truck 1. Design Truck
The design truck is called HS-20
(stands for Highway Semi-Trailer (stands for Highway Semi-Trailer
with 20-kips weight on first two
axles)
HS-20
Weights shown on the left are
for each one axle = 2 wheels
Total Wt = 325 kN ~ 33 t Total Wt 325 kN 33 t.
Distance between the second and
third axles may be varied to
d i ff produce maximum effect
Need to multiply this load by
dynamic allowance factor (IM) dynamic allowance factor (IM)
2. Design Tandem 2. Design Tandem
Two axle vehicle with 110 kN
h l on each axle
Need to multiply this load by
dynamic allowance factor (IM)
110 kN
per axle
110 kN
per axle
PROFILE
dynamic allowance factor (IM)
Lead to larger moment than the
HS20 truck for simple-support
PROFILE
p pp
beam with span length less than
13.4 m
55 kN 55 kN
Traffic Directions Loading
L
55 kN 55 kN
1 8 Lane
55 kN 55 kN
1.8 m TOP
VIEW
1.2 m
3. Uniform Lane Loading 3. Uniform Lane Loading
Uniform load of 9.3 kN/m acting over a tributary width of 3 m. (i.e. the
load is 3 1 kN/m
2
) load is 3.1 kN/m )
May be apply continuously or discontinuously over the length of the
bridge to produce maximum effect
No dynamic allowance factor (IM) for this load
V i
Place them
Moment/ Shear
Various
Live
Loads
to get
maximum
effects on
Consider
dynamic
effects
Distribute
Load to
each girder
from Live Load
to be used in the
design of girders
span
effects each girder
design of girders
Load Combinations Load Combinations
Transverse Placement
L i di l Pl Longitudinal Placement
Live Load Combinations Live Load Combinations
3 ways to add the design truck, design tandem, and uniform load together
C b 1 HS20 k f f l l d d l Combination 1: one HS20 truck on top of a uniform lane load per design lane
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 t ( f f t l f t k t th l f than 15 m apart (measure from front axle of one truck to the rear axle of
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 ff f h 3 d f h d The maximum effect of these 3 cases is used for the design
Live Load Placement Live Load Placement
Need to consider two dimensions
Transversely (for designs of slabs and overhangs)
roadway width
Longitudinally (for design of main girder)
Live Load Placement - Transverse Live Load Placement Transverse
The design truck or tandem shall be positioned transversely such that the
t f h l l d i t l th center of any wheel load is not closer than:
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 60 cm from the edge of the design lane for the design of all other components
min. 2'
Minimum distance
from curb = 60 cm
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 we must consider the case that vehicles can be on the sidewalk
Live Load Placement - Longitudinal Live Load Placement Longitudinal
Need to place the LL along the span such that it produces the maximum
ff t effect
For simple supported beam with 1concentrated load, the maximum
moment occurs when the load is placed at the midspan moment occurs when the load is placed at the midspan
PP
Point of Max
Moment
L/2 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 !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! AT MIDSPAN !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
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 Influence Line Live Load Placement Influence Line
Influence line is a graphical method for finding the variation of the
t t l t i t t t d li l d structural response at a point as a concentrated live load moves across
the structure
Structural response can be support reaction, moment, shear, or displacement 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
Influence line is a powerful visualization tool for the effects of live load
l t t th t t l placements to the structural response
110 kN 110 kN
For Point Load, the
response is equal to the
value of point load multiplied
by the ordinate (y-value) of
1.0
0.5
0.25
0.75
by the ordinate (y value) of
the influence line
IL (RL)
0.25
For Uniform Load, the
response is equal to the value response is equal to the value
of the uniform load multiplied
by the area under the
i fl li ithi th influence line within the
uniform load
1.0
0 75
IL (RL)
0.5
0.25
0.75
1.0
0 5
0.75
IL (RL)
0.5
0.25
1.0
0 5
0.75
IL (RL)
0.5
0.25
1.0
0.5
0.75
IL (RL)
0.5
0.25
Mller-Breslau Principle: If a function at a point on a beam, such as
ti h t i ll d t t ith t t i t th reaction, or shear, or moment, is allowed to act without restraint, the
deflected shape of the beam, to some scale, represent the influence line of
the function.
Notes
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 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 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
h ( hi h ill diff i d d diff the span (which will occur at a different point and under a different
arrangement of loads)
For series of concentrated load (such as the design truck), the placement
f l d f i t h ti t b t of load for maximum moment, shear, or reaction may not be apparent.
The maximum always occur under one of the concentrated loads but
which one? which one?
Two methods
Trial and Errors: Move the series of concentrated loads along the span 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
Train Loading
(AREA: American Railroad Engineers Association) (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 move into the span
As the series of loads move into the span, the response increases.
When it starts to decrease, youll know that the last position was y p
the one that produce the maximum effect.
Increase/ Decrease Method
For shear
Sloping Line Jump
V = Ps(x
2
-x
1
) V = P (y
2
-y
1
)
For moment
Sloping Line
M = Ps(x
2
-x
1
)
IL for moment
has no jumps!
M = Ps(x
2
-x
1
)
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 than distance moved between 2 concentrated loads.
Example
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 the deflected shape of the beam to is allowed to act without restraint, the deflected shape of the beam, to
some scale, represent the influence line of the function
For indeterminate structures, the influence line is not straight lines! g
Live Load Placement Influence Line Live Load Placement Influence Line Live Load Placement - Longitudinal Live Load Placement Longitudinal
Live Load Placement Design Equation 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
l h l f d l d i h h h closet to the resultant force and placed in such a way that the
centerline of the span bisects the distance between that load and the
resultant resultant
Resultant
0.73 m
145 kN 145 kN
35 kN
L/2 L/2
HS20
Point of Max
Moment
Resultant
0.73 m
145 kN 145 kN
35 kN
L/2 L/2
HS20
Point of Max Point of Max
Moment
max
172.1
81.25 387 kN-m M l
l
= +
max
19.8
55 66 kN-m M l
l
= +
M
max
occurs at a section under middle
axle located a distance 0.73 m from
M
max
occurs at a section under one of
the axle located a distance 0.30 m from
midspan midspan
Case LoadConfiguration Moments(kips-ft) and
shears(kips)
Loadingandlimitations
(x andl infeet)
( | | 42
Truck loading
32 32
8
(
|
.
|
\
|
=
(
|
.
|
\
|
=
l l
x
P x V
l l
x
Px x M
42
1 5 . 4 ) (
42
1 5 . 4 ) (
A
g
P =16kips
M
A
> M
B
for:
l >28
x s l/3
x +28s l
V >V for anyx
32 32
8
. \ l l
(
(
|
|
|
=
x
Px x M
7 21
1 5 4 ) (
V
A
>V
B
for any x
Truck loading
P =16kips
32 32
8
x
(
=
(
|
.
\
=
l l
x
P x V
x l l
Px x M
21
5 . 4 4 ) (
1 5 . 4 ) (
B
P =16kips
M
B
> M
A
for:
l >28
x >l/3
14s x s l/2
8
x
|
|
|
|
.
|
\
|
=
x
V
l l
x
x x M
2
1 50 ) (
2
1 50 ) (
C
Tandemloading
ismoreseverethantruck
25 25
|
.
|
\
|
=
l l
x
x V
2
1 50 ) (
=
x l
x x M
) (
64 0 ) (
loadingfor l s 37ft
0.64k/ft
x
|
.
|
\
|
= x
l
x V
x x M
2
64 . 0 ) (
2
64 . 0 ) (
D Laneloading
x
If we combine the truck/tandem load with uniform load, we can get the
f ll i ti f i t i following equations for maximum moment in spans
Live Load Placement Design Chart Live Load Placement Design Chart
Bending Moment in Simple Span 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
Shear in Simple Span Shear in Simple Span
for AASHTO HL-93 Loading
for a fully loaded lane
Shear in kips
IM is included
1 ft = 0.3048 m
1 kips = 4.448 kN
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 slightly lower maximum moment than the Design Equation 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.
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 conservative here.
Design Chart for Negative Moment due to Live Load Combination 3
at Interior Support of Continuous Beams with Equal Spans
For one lane loading For one lane loading
IM is included
Outline Outline
Loads on Bridges
Design Lane
Typical Loads
Dead Load
AASHTO HL93 Loads
Truck
Tandem
Live Load
Tandem
Uniform Load
LL Combinations
Pedestrian Load
O h L d
LL Combinations
LL Placement
Influence Line
Other Loads
Fatigue
W d
Design Equation
Design Charts
Wind
Earthquake
Multiple Presence

Pedestrian Live Load: PL Pedestrian Live Load: PL
Use when has sidewalk wider
th 60 than 60 cm
Considered simultaneously with
truck LL truck LL
Pedestrian only: 3.6 kN/m
2
Pedestrian only: 3.6 kN/m
Pedestrian and/or Bicycle: 4.1
kN/m
2
No IM factor (Neglect dynamic
effect of pedestrians)
V i
Place them
Moment/ Shear
Various
Live
Loads
to get
maximum
effects on
Consider
dynamic
effects
Distribute
Load to
each girder
from Live Load
to be used in the
design of girders
span
effects each girder
design of girders
Dynamic y
Allowance Factor
(IM)
Dynamic Load Allowance: IM Dynamic Load Allowance: IM
Sources of Dynamic Effects
H ff h h l h h d h d f Hammering effect when wheels hit the discontinuities on the road surface
such as joints, cracks, and potholes
Dynamic response of the bridge due to vibrations induced by traffic y p g y
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
Dynamic Load
Effect due to
Static Load
Effect due to
Dynamic Load
Allowance Factor
IM
This IM factor in the code was obtained from field measurements
IM
This IM factor in the code was obtained from field measurements
Add dynamic effect to the following loads:
D T k Design Truck
Design Tandem
But NOT to these loads: But NOT to these loads:
Pedestrian Load
Design Lane Load g
Table 3.6.2.1-1 (modified)
Component IM
Deck Joint
All li i
75%
( )
All limit states
All other components above ground
Fatigue/ Fracture Limit States 15%
All Other Limit States 33%
Foundation components below ground 0%
* Reduce the above values by 50% for wood bridges
V i
Place them
Moment/ Shear
Various
Live
Loads
to get
maximum
effects on
Consider
dynamic
effects
Distribute
Load to
each girder
from Live Load
to be used in the
design of girders
span
effects each girder
design of girders
M l i l P f LL Multiple Presence of LL
Distribution Factors
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 the same time
Multiple Presence of LL Multiple Presence of LL
We take care of this by using
Multiple Presence Factor Multiple Presence Factor
1.0 for two lanes and less for 3 or
more lanes
Number of Multiple
This is already included
(indirectly) into the GDF Tables
in AASHTO code so we do not
Loaded Lane
p
Presence Factor
m
in AASHTO code so we do not
need to multiply this again
Use this only when GDF is
d i d f h l i
1 1.20
2 1.00
determined from other analysis
(such as from the lever rule,
computer model, or FEM)
3 0.85
> 3 0.65
p )
3 0.65
Distribution of LL to Girders Distribution of LL to Girders
A bridge usually have more than one girder so the question arise on how
t di t ib t th l l d t th i d to distribute the lane load to the girders
Two main methods Two main methods
Using AASHTOs table: for typical design, get an approximate
(conservative) value (conservative) value
No need to consider multiple presence factor
Lane Moment
L Sh
Girder Moment
Gi d Sh
Distribution Factor
DF
Lane Shear Girder Shear
Refined analysis by using finite element method
Need to consider multiple presence factor p p
AASHTO Girder Distribution Factor AASHTO Girder Distribution Factor
DFs are different for different kinds of superstructure system
DFs are different for interior and exterior beam
roadway width roadway width
Exterior
Exterior
DFs are available for one design lane and two or more design lanes (the
Interior
DFs are available for one design lane and two or more design lanes (the
larger one controls)
Must make sure that the bridge is within the range of applicability of the g g pp y
equation
AASHTO Girder Distribution Factor AASHTO Girder Distribution Factor
Factors affecting the distribution factor includes:
Span Length (L)
Girder Spacing (S)
M d l f l i i f b d d k Modulus of elasticity of beam and deck
Moment of inertia and Torsional inertia of the section
Sl b Thi k (t ) Slab Thickness (t
s
)
Width (b), Depth (d), and Area of beam (A)
Number of design lanes (N ) Number of design lanes (N
L
)
Number of girders (N
b
)
Width of bridge (W) Width of bridge (W)
DF DF
For AASHTO method
first we must identify first we must identify
the type of
superstructure
( b & d k (support beam & deck
types)
DF DF
Types
(Continued) (Continued)
DF
M
DF
M
Distribution factor for
moment in Interior moment in Interior
Beams
DF
M
DF
M
moment in Interior moment in Interior
Beams (continued)
DF
M
DF
M
moment in Exterior moment in Exterior
Beams
DF
V
DF
V
shear in Interior Beams shear in Interior Beams
DF
V
DF
V
shear in Exterior Beams shear in Exterior Beams
GDF
Effects of girder
stiffness on the
distribution factor
GDF Finite Element Analysis GDF Finite Element Analysis
Bridge Model
(a) ( )
(b) (b)
(c)
Boundary (Support)
Conditions
GDF Finite Element Analysis GDF Finite Element Analysis
33
1 2
3
1 2
3
Load distribution in model
Moment and Shear in Typical Girder Moment and Shear in Typical Girder
At any section, if not using AASHTOs GDF
M
LL+IM, Girder
= DF
M
(M
truck/tadem,Lane
IM + M
uniform,Lane
)m
V
LL+IM, Girder
= DF
V
(V
truck/tadem,Lane
IM + V
uniform,Lane
)m
At any section, if using AASHTOs GDF
M
LL+IM, Girder
= DF
M
(M
truck/tadem,Lane
IM + M
uniform,Lane
)
V
LL+IM, Girder
= DF
V
(V
truck/tadem,Lane
IM + V
uniform,Lane
)
Placed such that
we have maximum
effects effects
Live
L d
Place them Increase the
Moment/ Shear
Loads
(Truck,
Tandem
Place them
to get
maximum
static
Increase the
static load by
IM to account
for dynamic
Multiply
by DF
Moment/ Shear
from Live Load
to be used in the
d i f i d
and Lane
Loads)
static
effects
for dynamic
effects
y
design of girders
Outline Outline
Loads on Bridges
Design Lane
Typical Loads
Dead Load
AASHTO HL93 Loads
Truck
Tandem
Live Load
Tandem
Uniform Load
LL Combinations
Pedestrian Load
O h L d
LL Combinations
LL Placement
Influence Line
Other Loads
Fatigue
W d
Design Equation
Design Charts
Wind
Earthquake
Multiple Presence

O h L d Other Loads
Fatigue
Wind
Earthquake Earthquake
Vehicle/ Vessel Collision
Fatigue Load g
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
f i ff f l d of maximum effects of load
Frequency of Occurrence:
U ADTT = d il t k t ffi i i l l Use ADTT
SL
= average daily truck traffic in a single lane
Fatigue Load Fatigue Load
ADT
Average Daily Traffic
(All Vehicles/ 1 Direction)
From Survey (and extrapolate
Class of Hwy % of Truck
Table C3.6.1.4.2-1
From Survey (and extrapolate
to future)
Max ~ 20,000 vehicles/day
y
Rural Interstate 0.20
Urban Interstate 0.15
% of Truck
in Traffic
Other Rural 0.15
Other Urban 0.10
ADTT
Average Daily Truck Traffic
Table 3.6.1.1.2-1
Number of Lanes
Available to Trucks
p
g y
(Truck Only/ 1 Direction)
Fraction of Truck Traffic in a
1 1.00
2 0.85
ADTT
Fraction of Truck Traffic in a
Single Lane (p)
3 or more 0.80
ADTT
SL
Average Daily Truck Traffic
(Truck Only/ 1 Lane)
Wind Load Wind Load
Horizontal loads For small and low bridges, wind
l d t i ll d t t l th
There are two types of wind
loads on the structure
load typically do not control the
design
For longer span bridge over
Wind pressure on the
structure itself
For longer span bridge over
river/sea, wind load on the
structure is very important
WL = wind on vehicles on
bridge
Wi d h
Need to consider the
aerodynamic effect of the
wind on the structure
Wind pressure on the
vehicles on the bridge, which
the load is transferred to the
wind on the structure
(turbulence) wind tunnel
tests
the load is transferred to the
bridge superstructure
Wind loads are applied as static
Need to consider the
dynamic effect of flexible
l b id d h
horizontal load
long-span bridge under the
wind dynamic analysis
Wind Loads (WS, WL) Wind Loads (WS, WL)
WL
WS
(on Superstructure)
WS
(on Substructure)
Wind Load Wind Load
T N B id (T W hi USA) Tacoma Narrows Bridge (Tacoma, Washington, USA)
The bridge collapsed in 1940 shortly after completion under wind speed lower
than the design wind speed but at a frequency near the natural frequency of g p q y q y
the bridge
The resonance effect was not considered at the time
Earthquake Load: EQ Earthquake Load: EQ
Horizontal load
The magnitude of earthquake is characterized by return period
Large return period (e g 500 years) strong earthquake Large return period (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 ll th k ( lik l t ) th b id h ld till b i For small earthquakes (more likely to occur), the bridge should still be in
the elastic range (no structural damage)
Earthquake must be considered for structures in certain zones
Analysis for earthquake forces is taught in Master level courses
The January 17, 1995 Kobe
th k h d it i t i ht earthquake had its epicenter right
between the two towers of the
Akashi-Kaikyo Bridge y g
The earthquake has the
magnitude of 7.2 on Richter scale
The uncompleted bridge did not
have any structural damages
Th i i l l d l h The original planned length was
1990 meters for the main span,
but the seismic event moved the but the seismic event moved the
towers apart by almost a meter!
Water Loads: WA Water Loads: WA
Typically considered in the design of substructures (foundation, piers,
b t t) abutment)
Water loads may be categorized into:
Static Pressure (acting perpendicular to all surfaces) Static Pressure (acting perpendicular to all surfaces)
Buoyancy (vertical uplifting force)
Stream pressure (acting in the direction of the stream) 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
hi l lli i vehicle collisions
We must consider the force due to
vehicle collision and designed for it vehicle collision and designed for it
Typically considered in the design of substructures (foundation, piers,
b t t) abutment)
The nature of the force is dynamic (impact), but for simplicity, AASHTO
allows us to consider it as equivalent static load allows us to consider it as equivalent static load.
Need to consider if the structures (typically pier or abutment) are not 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
A i l i f f 1800 kN i h i ll 1 2 Assume an equivalent static force of 1800 kN acting horizontally at 1.2
m above ground
No protection to the bridge
structure
Better protection (still not sufficient)
Vessel Collision: CV Vessel Collision: CV
No protection to
the bridge piers
Bridge piers are
protected
Recap Recap
Loads on Bridges
Design Lane
Typical Loads
Dead Load
AASHTO HL93 Loads
Truck
Tandem
Live Load
Tandem
Uniform Load
LL Combinations
Pedestrian Load
O h L d
LL Combinations
LL Placement
Influence Line
Other Loads
Fatigue
W d
Design Equation
Design Charts
Wind
Earthquake
Multiple Presence

Loads

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