LOADS, LOAD COMBINATIONS AND BRIDGE MODEL DIAGRAMS

WITH PROCEDURE DIAGRAMS OF STRAIGHT “I” CONRETE

GIRGER

CALCULATION SAMPLE OF “I” CONCRETE GIRDER MODEL BRIDGE

DEAD LOAD:

Dead Load of Bridge includes the following category of loads:

 Selfweight of Structure eg, deck Main Girder, cross Girder or Shell element such as box
girger deck itself etc.
 Wearing Coarse (Asphalt Concrete and its thickness to be overlaied as wearing Coat on
top of Concrete Deck normally taken as 100mm thickness)i.e. = 0.100 * 22 = 2.2 KN/m2.
For Curved bridges in plan, it vary in thickness as transverse or cross slope i.e.
superelevation is required).It should be calculated as per design vehcile, design speed and
design radius of bridge.
 All other loads; such as Crash barrier, sidewalk railings, electric poles etc should be put
as loads on model as per clause 209.7 or it can be placed on model as a geometry with
defined thickness and height of sidewalk railings, crash barrier as specified on IRC2000

LIVE LOAD:

 Traffic loads on bridge decks are used to simulate the effects of vehicles and/or pedestrian
loads. Some traffic loads represent the weight of real vehicles that can travel over the
bridges; other values and distributions are chosen in such a way that they produce
maximum internal forces in bridge structures similar to the ones produced by real
vehicles.
Many highway bridges, in urban and non-urban areas, have sidewalks (footpaths) for
pedestrian traffic and/or cycle tracks. On these areas a uniform distributed load is usually
considered, Figure 10. Some codes indicate also that one wheel load applied on the sidewalks
should be considered.

Parapets of footpaths and cycle tracks that are protected from highway traffic by an effective
barrier are designed to resist horizontal distributed force applied at a height of 1m above the
footway.

For Pedestrain walkways P = P’-{40L-300)/9}=4.36 KN/m2

Where P’ = 500 kg/m2 as per Cl 209.4, L = Clear Span of bridge = 20m

The Vehicluar live loads has to determine governing values of the following global effects:

• positive longitudinal moments within the span

• negative longitudinal moments at internal supports
• greatest longitudinal moments at changes of girder cross-section
 • maximum shears at supports
• maximum shears at changes of web resistance
• maximum reactions
• critical combinations of moment and shear (usually at supports)
• maximum torsions (usually most critical for box sections)
• maximum moments, shears and torsions on cross girders, cross bracing and slabs
In addition it is necessary to determine governing values of load moments, shears and torsions
on the concrete slab or orthotropic deck.
For determining the critical positive longitudinal moments within span for straight “I”
concrete girder sample project, we have to take out the maximum positive Mxy among plate
no: 1111, 1121,1131,1 141,5047, 5057, 5398 and 5388 which has corresponding maximum
positive bending moment stress under selfweight of structure. The case identified under this
vehicular live load case will be the one which yeilds maximum poistive bending stress Mxy
and will be taken as Ist LL case.
For determining the critical negative longitudinal moments within span (for continiuous
bridge) for straight “I” concrete girder sample project, we have to take out the maximum
negative Mxy among similar plate nos. which has corresponding maximum negative bending
moment stress under selfweight of structure. The case identified under this vehicular live load
case will be the one which yeilds maximum negative bending stress Mxy and will be taken as
IInd LL case.
For determining the critical Shear stress within span for straight “I” concrete girder sample
project, we have to take out the maximum Shear stress SQx and SQy among plate no1116,
1126, 1136, 1146, 5052, 5062, 5403, 5393, 1307,1317, 1327, 1337, 5083, 5043, 5414 and
5404 which is near to the support or within 2D distance from face of support where maximum
shear can occur. The case identified under this vehicular live load case will be the one which
yeilds maximum Shear Stress SQx and SQy and will be taken as IIIrd LL case.
For determining the maximum support reaction within span for straight “I” concrete girder
sample project, we have to take out the maximum support reaction among the intermediate
supporting pier whose supporting nodes are: 72, 84, 642, 645 and 966 which is at
intermediate support of piers . The case identified under this vehicular live load case will be
the one which yeilds maximum Support reaction Fx, Fy and Fz and will be taken as IVth LL
case.

All of theses cases of live load will be trerated seperately with the IS combination for
obtaining the corresponding critical results.

WIND LOAD:

For Basic wind speed acting on bridge superstructure has been given on Table 4 of page 28 of
IRC 2000
For 20m height of Bridge superstructure above water level basic wind speed = 136 Km/hr =
37.77 m/sec and corresponding pressure = 119 Kg.m2 = 1.167 KN/m2.
For almost all bridges, placed over river at Valley between two ridges or hill, wind velocity is
taken always perpendicular to direction of bridge and Category for Exposure condition is
taken as Critical Condition of Exposure D; Building Category according to Essentiality and
importance Factor of Structure as (IV) { See ASCE-07-02 & 05} for wind Load Calculation.
Type of Building/Structure Enclosure = Enclosed Building { See ASCE-07-02 & 05} for
wind Load Calculation

References for American Society of Civil Engineers (ASCE 7-05 & 02)

Basic wind speed:

Basic wind speed in U.S. is shown in Figure 6.1. The basic wind speed is basic on statistical
data collected from airport across U.S. The wind speeds correspond to 3-second gust speeds
at 33 ft above ground for exposure C category. The wind speeds represent 50-year return
period.

Exposure to wind:

Change from ASCE 7-98 to 02 & 05. Exposure A is deleted. A distinction was made surface
roughness categories and exposure categories. Interpolation between exposure categories is
permitted by rational analysis. Wind is to be evaluated in the worst case of the two 45-degree
sectors either side of the wind direction.

Surface roughness categories:

• Surface roughness B: Urban and suburban areas, wooded areas or other terrain with
numerous closely spaced obstructions having the size of single-family dwellings or
larger.
• Surface roughness C: Open terrain with scattered obstructions having heights generally
less than 30 ft. including flat open country, grasslands, and all water surfaces in
hurricane-prone regions.
• Surface roughness D: Flat, unobstructed areas and water surfaces outside hurricane-
prone regions including smooth mud flats, salt flats, and unbroken ice.

Exposure categories:

• Exposure B: Surface roughness B in upwind direction for 2630 ft or 10 times the

height of the buildings. For buildings with mean roof height 30 ft or less, the upwind
distance is reduced to 1500 ft.
• Exposure C: apply to all cases not in B or D.
• Exposure D: Surface roughness D in upwind direction for 500 ft or 10 times the height
of the buildings. Expose D shall extend inland from the shoreline for a distance of 600
ft or 10 times the height of the building.

Note: This also allow the building to be designed in different exposure in different
direction. A building located at edge of city or sea shore may be designed for exposure
category in one direction and other exposure in other direction.
 Important factor, I for wind load

Building category Non-Hurricane prone regions Hurricane prone regions with

and Hurricane prone regions V > 100 mph
with V = 80-100 mph and
Alaska
I (Low hazard) 0.87 0.77
II (all others) 1 1
III (substantial hazard) 1.15 1.15
IV (essential facility) 1.15 1.15

Building classifications

Building enclosure and openings and protection:

Open building: A building having each wall at least 80% open.

Partially enclosed building: building that meet the following conditions;
1. Ao > 1.10Aoi
2. Ao > 4 ft2 or 0.1 Ag and Aoi/Agi  0.2
Ao = total area of openings in a wall the received positive pressure
Ag = the gross area of wall in the same wall of Ao.
Aoi = the sum of area in the building envelop not including Ao.
Agi = the sum of gross area of building envelop not including Ag.
Examples of partially enclosed buildings: Airplane hangars. One side of the building has
door opening that larger than other 3 sides.

Enclosed buildings: buildings not qualified for open or partially enclosed.

EARTHQUAKE:

A per IS1893-2002, we have mentioned

some of the table for seismic zone,
response reduction factor, Importance
factor Type of Soil, damping factor for
reference.

Importance Factor I = 2.0 (For Bridge)

Response Reduction Factor R = 5 (SMRS
Structure)
Seismic Zone Factor (V) = 0.36 For most Severe Seismic Zone
Type of Structure = 1 for RCC Structure
Rock/Soil Site Factor (SS) = 3 for Soft soil
Damping Ratio = 5% = 0.05
Depth of Foundation for Abutment pier etc = 3m (Assumed initially)
IMPACT LOAD:

When moving of vehicle on the deck with design velocity the vehicle will imposed certain
amount of magnified amount of load on the deck with respect to its axle load. In other term,
we have to translate the dynamic effect of rollingloads in state of quasi-static load .The ternm
Imact factor has been introduced in the Code so as to fullfill the dynamic impact of rolling
load s on the deck.

As per IRC 2000 for IRC 70R class of loading (Cl 211.2) (b) (i)
Span ≥ 30m from Fig 5 of page 23 Impact Factor (I.F.) = 22%

BRAKING LOAD:

These forces (Figure 8) result from the traction or braking of vehicles and they are applied to
the road surface, parallel to the traffic lanes.
As per Cl 214.2 (a) & (b)
= Braking Load = 25% of Vehicle Axle Load acting 1.2m above deck surface

LOAD COMBINATION:

The Analysis has to determine governing values as we have to identify the of the following
global effects for corresponding vehicluar live load cases :
• positive longitudinal moments within the span
• negative longitudinal moments at internal supports
• greatest longitudinal moments at changes of girder cross-section
• maximum shears at supports
• maximum shears at changes of web resistance
• maximum reactions
• critical combinations of moment and shear (usually at supports)
• maximum torsions (usually most critical for box sections)
• maximum moments, shears and torsions on cross girders, cross bracing and slabs
In addition it is necessary to determine governing values of load moments, shears and torsions
on the concrete slab or orthotropic deck.
The Load Combination for bridges as per American Association of State Highway and
Transportation Officials –Load Reduction Factored Design (AASHTO-LRFD) Article 3.4
based on strength Limit state as follows:

 η[1.25DC + 1.5DW + 1.75 ((LL+IM) + CE + BR)+ 0.5TU] ---- Strength I

 η[1.25DC + 1.5DW + 1.4 (WS) + 0.5TU] ---- Strength II
 η[1.25DC + 1.5DW + 1.35 ((LL+IM) + CE + BR)+0.4WS + WL + 0.5 TU] ------
Strength V
 η[DC + DW + (LL+IM) + CE + 0.3WS + WL + 1.0TU] ---- Service load I
 η[DC + DW + 1.3((LL+IM) + CE) + 1.0TU] ---- Service load II

For Constructibility limit state as follows:

 η[1.25DC + 1.5C + 1.25Wc] ---- Constructibility load I

where η = Load modifier as described in article 1.3.2 of AASHTO-LRFD

η ≥ 1.05 for non-ductile component and connection
η = for Conventional design, details comply with those specifiaction
η ≥ for Component and Connection which additional ductility-enhancing measure
have been specified by thise required specification
η = 1.00 for all other limit state
DC = dead load : component & attachments
DW = dead load : wearing surfaces & utilities
LL = vehicular Live Loads
IM = vehicular dynamic allowance
CE = Vehicular Centrifugal forces
WS = wind Load on Structure
 WL – Wind Load on Live load
TU = Uniform temperature
BR = vehicular Braking Force
D = Dead loads
C = Construction Loads
And Wc = Wind Loads for construction condition for an assumed critical direction
magnitude of wind may be less than that used for final design.

Limit state design is probabilistic and load factors are determined to ensure that the
probability of exceedence of a particular set of design actions (i.e. characteristic actions times
partial safety factors) is satisfactorily small. The probability of two different actions, e.g.
limiting live load and limiting wind load, or Earthquake occurring simultaneously is clearly
less than that for either individual occurrence. It is therefore desirable to achieve the same
reliability for different combinations of actions by adopting different partial safety factors on
the individual components. The Following are two different combinations as mentioned in BS
5400 part 2:

 1.05DC + 1.75DW + 1.50LLHA alone +1.30LLHA+HB (or LLHB alone)

 1.05DC + 1.75DW + 1.4 WS + 1.10WL + 1.25LLHA alone +1.10LLHA+HB (or LLHB alone)

The load combination for bridge will as follows according to IS 1915-1961:

 DL+ (LL+IL)
 DL+ (LL+IL) + BRL+X + WDL+Z
 DL+ (LL+IL) + BRL-X + WDL+Z
 DL+ (LL+IL) + BRL+X +WDL-Z
 DL+ (LL+IL) + BRL-X + WDL-Z
 DL+ (LL+IL) + BRL+X +EQ+X
 DL+ (LL+IL) + BRL-X + EQ+X
 DL+ (LL+IL) + BRL+X + EQ+Z
 DL+ (LL+IL) + BRL-X + EQ+Z

The Vehicular Live load (dead load of vehicles in quasi-static condition) and Impact load
(dynamic impact of vehicles) comprises the vehicles in dynamic state or we can simply
represent Vehicular Live load i.e. VLL

 DL+ VLL
 DL+ VLL + BRL+X + WDL+Z
 DL+ VLL + BRL-X + WDL+Z
 DL+ VLL + BRL+X + WDL-Z
 DL+ VLL + BRL+X +WDL-Z
 DL+ VLL + BRL+X + EQ+X
 DL+ VLL + BRL-X + EQ+X
 DL+ VLL + BRL+X + EQ+Z
 DL + VLL + BRL-X + EQ+Z

“I” CONCRETE GIRDER:

After Completion of the geometry model, assigning properties and support conditions as
mentioned in the bridge design summarised procedure document, the following model will be
seen

Fig 1 Multi Span “I” concrete girder Bridge

After assigning wind definition, seismic definition and generating critical case vehicular
loading the following screen will be seen.

This is the Earthquake defination tab for defining parameters as per IS1893-2002.
 Fig 2 Multi Span “I” concrete girder Bridge Seismic Load
Defination

Fig 3 Multi Span “I” concrete girder Bridge Wind Load Defination
Fig 4 Multi Span “I” concrete girder Bridge Vehicle load IRC 70R

Fig 5 Multi Span “I” concrete girder Bridge Vehicle load IRC 70R

This is the Wind defination tab for defining parameters as per ASCE-07-02 & 05.
Fig 6 Multi Span “I” concrete girder Bridge Vehicle load IRC 70R
Load Combination for Max moment
Fig 7 Multi Span “I” concrete girder Bridge Vehicle load IRC 70R
Braking Load for Max moment

Fig 8 Multi Span “I” concrete girder Bridge Vehicle load IRC 70R
 deflection for Max moment

Fig 9 Multi Span “I” concrete girder Bridge Wind load ASCE-07
Along+Z

Fig 10 Multi Span “I” concrete girder Bridge Seismic load IS1893-
2002
Along+X
Fig 11 Multi Span “I” concrete girder Bridge Seismic load IS1893-
2002
Along+Z

After completion of analysis and design of superstructure from STAAD.pro, foundation design of pile
cap ndpiles from Mpile, STAAD.foundation and STAAD etc the following shown DXF file in autoCAD
will be seen.
For Simply Supported condition as well, we can follow the
above mentioned similar procedure and obtain the model
geometry, loads and analysis as shown in figure below:
Some of the AutoCAD generated file format for the bridge component design
 Vertical post Railings Main Supporting Girder beam

Pier Design for Support 2 Pier for Suppot 1

Pier for Support 2 Pile & Pile Cap Design Chart

 Pile Cap2 for Support 2 Design Typical Pile Design

Pile cap3 for Support 2 Pile Cap Layout Design

Pile Cap1 for Support 1

*****************THIS IS THE END OF SUPERSTRUCTURE ANSLYSIS ****************

REFERENCES:
• ESDEP WG 15B STRUCTURAL SYSTEMS: BRIDGES Lecture 15B.2: Actions on Bridge
• Project No. NCHRP 12-52 AASHTO-LRFD DESIGN EXAMPLE HORIZONTALLY CURVED
STEEL “I” CONCRETE GIRDER BRIDGE FINAL REPORT Prepared for National Cooperative
Highway Research Program Transportation Research Board National Research Council,
 John M. Kulicki ,Wagdy G. Wassef, Christopher Smith, Kevin Johns, Modjeski and Masters,
Inc; Harrisburg, Pennsylvania, October of Technology Madras
• Indian Institute of Technology, Madras,7.4 Loads and Load combinations; Prof. S.R>
Satish Kumar and Prof. A.R Santha Kumar
• IS 1983-2002 part2
• ASCE-07 & 02 WIND LOAD DEFINATION
• IRC6-2000