CIVL 615 - Bridge Engineering
Presentation # 3
LOADS ON GIRDERS AND
INFLUENCE LINES
Objectives of this lecture presentation are as follows:
• Permanent (Dead) and Transient (Live) Loads
• Shearing Force Diagram and Bending Moment Diagram
• Influence Lines and Influence Curves
• Shearing Envelop and Bending Envelop
Outcomes of this lecture presentation are:
• To compute the permanent (dead) and transient (live) loads
• To derive/construct influence lines and influence curves
• To develop shearing force and bending moment diagrams
• To create the shearing envelop and bending envelop
PERMANENT (DEAD) LOADS
Concrete or PC Beams
(Girders)
EXAMPLE 1
The bridge on the Bridge Profile (Elevation)
right consists of a
120-foot simple
span. The bridge
profile is shown in
the top figure and
the typical section
is shown in the
bottom figure. The
concrete deck is 9
inches thick and
the abutments are
not skewed.
Calculate the Bridge Typical Cross-Section
superstructure dead loads.
DESIGN PARAMERS
Corrosion exposure condition for the stress limit for tension in the beam
concrete: severe
Provisions for a future wearing surface: 0.025 k/ft2 (k = kips)
Rail dead load per each rail: 0.278 k/foot
Diaphragm dead load per each 10-inch thick diaphragm: 5.590 k
Deck concrete 28-day strength: 5 ksi (ksi = kips per square inches)
Beam concrete 28-day strength: 8 ksi
Beam concrete strength at release: 7 ksi
Non-prestressed reinforcement: Grade 60
Prestressing steel: 0.6-inch diameter, 270-ksi low relaxation strand
SECTION PROPERTIES (refer to Presentation # 2)
The non-composite and composite section properties are summarized in Table 1
below. Although the haunch between the top of the girder and the bottom of the
deck slab is not included in the composite section properties, it is included in the
dead loads. In order to calculate the composite section properties, first calculate the
effective flange width.
(Note: Non-composite means beam only) (Note: Composite means beam and transformed effective slab width using
n when TRANSIENT loads or 3n when PERMANENT loads)
SECTION PROPERTIES (Cont’d)
Composite Section Properties
A= area of non-composite beam or deck (in2)
d= distance between the centers of gravity of the beam or deck and the composite section (in)
Io = moment of inertia of non-composite beam or deck (in4)
Icomp = moment of inertia of composite section (in4)
Sb = section modulus of non-composite section, extreme bottom beam fiber (in3)
Sbc = section modulus of composite section, extreme bottom beam fiber (in3)
Sslab top = section modulus of composite section, extreme top deck slab fiber (in3)
St = section modulus of non-composite section, extreme top beam fiber (in3)
Stc = section modulus of composite section, extreme top beam fiber (in3)
yb = distance from the center of gravity of the non-composite section to the bottom of the beam (in)
ybc = distance from the center of gravity of the composite section to the bottom of the beam (in)
yslab top = distance from the center of gravity of the composite section to the top of the deck slab (in)
yt = distance from the center of gravity of the non-composite section to the top of the beam (in)
ytc = distance from the center of gravity of the composite section to the top of the beam (in)
w= weight of the non-composite beam (k/ft)
DEAD LOADS
The rail and future wearing surface allowance loads are distributed equally to
all beams.
Interior Beam
The dead loads, DC, acting on the non-composite section are:
Beam: 1.130 k/foot AASHTO Type VI
Beam/Girder
Section Properties
Slab: (9.5)(0.75)(0.150) = 1.069 k/ft are given:
Haunch: 0.025 k/ft AASHTO
Diaphragms: 5.590 k (at midspan)
guard rail/parapet
steel I-girders
pre-stressed
pier cap
concrete girders
diaphragms
Cross frames
pier columns
/diaphragms
pier cap
pier columns
Abutment
Diaphragms and/or Cross-Frames
DEAD LOADS (Cont’d)
Interior Beam (cont’d)
The dead load, DC, acting on the composite section is:
Rail:
The dead load, DW, acting on the composite section is:
Future wearing surface allowance (FWS):
DEAD LOADS (Cont’d) (Note: in this problem, dead loads on exterior beam are
the same as those on interior beam since both have same
Exterior Beam effective slab/flange width and same slab thickness)
The dead loads, DC, acting on the non-composite section are:
Beam: 1.130 k/ft
Slab: (9.5)(0.75)(0.150) = 1.069 k/ft
Haunch: 0.025 k/ft
Diaphragms: 2.795 k at midspan
The dead load, DC, acting on the composite section is:
Rail: 0.139 k/ft
The dead load, DW, acting on the composite section is:
FWS: 0.225 k/ft
DEAD LOADS (Cont’d)
Steel Beams/Girders
Bridge Typical Cross-Section
If the steel beams/girders are hot-rolled sections, the weight, DC, of the
beams would already be known (given by the manufacturer).
DEAD LOADS (Cont’d)
Hot-rolled Sections: Steel beam/girder self-weight is the second
number of the section size as shown below:
Self-weight of
steel beam
DEAD LOADS (Cont’d)
If the steel beams/girders are BUILT-UP sections, the self-weight
must be compute as; shown in the example below:
Top Flange Plate: 3” x 34”
Web Plate:
5/6” x 54”
Bottom Flange Plate: 3” x 34”
Built-up girder self-weight:
Total weight = Cross-Sectional Area * gsteel (gsteel = (490 lb/ft3)
= {2(3 x 34) + (5/6)(54)}(1 ft2/144 in2)(490 lb/ft3)
= 847.3 lb/ft (12.4 kN/m)
Steel Girders
Calculate the
superstructure
dead loads.
Bridge Typical Cross-Section
Typical Bridge Girder
Girder Self-weight
Since the girder has varying cross-section, compute weighted average;
meaning weight of the girder based on normalized area for the whole beam:
Weight of Miscellaneous Details
For steel girders, we can make an assumption for the dead load form
miscellaneous details, such as the weight of the bolts, shear studs, and
stiffeners. Assume this load to be 5% of the girder self-weight:
This is just a assumption, and a fair one. If you think you have heavier
stiffeners and will consider framing system, then you can pump-up the misc.
load to 10% of the girder self-weight or more.
Stay-in-Place (SIP) Formwork Weight
Assume SIP weighs 15 psf (0.015ksf). This is actually on the upper limit, a
little heavy. But when in doubt, it is good enough and this is what we will
assume. Stay-in-Place
(SIP) Formwork
Stay-in-Place
(SIP) Formwork
Self-weight of the Deck/Slab
For the deck, we will break it into three parts:
1) the flat slab (constant thickness of 8.5”;out-to out: 37’-0”),
2) the haunch fillet (over the beam), and
3) the tapered slab (in the overhangs).
1) Flat slab (constant thickness of 8.5”;out-to out: 37’-0”)
2) Haunch fillet (over the beam)
Typical Girder Profile (Elevation)
3) Tapered slab (in the overhangs)
DC1 Summary:
DC2:
We will assume that each barrier/parapet weighs 520 lb/ft (0.520 kip/ft).
We have two of them.
The weight of barriers is evenly divided on the beams.
DW:
We will assume that the Future Wearing Surface (DW) to weigh 25 lb/ft
(0.025 kip/ft).
DW is divided evenly on the beams.
DC1 on the Girder:
DC1 Load
Deflected Shape of Girder due to DC1
Girder SFD due to DC1
Girder BMD due to DC1
TRANSENT (LIVE) LOADS
HL-93
Live Load Analysis
Part 1
Longitudinal Placement (along the length of the bridge)
Live Load Analysis
Part 1
Longitudinal Placement (along the length of the bridge)
Live Load on the Girder – HL-93 Traffic Loading:
OR
Loading to get Max. Positive Moment in Left Span
OR
Loading to get Max. Positive Moment in Right Span
OR OR
Loading to get Max. Negative at Interior Pier
Influence Lines/Curves
Influence Curve for +ve M at (1/4) of Left Span
Influence Curve for +ve M at (1/2) of Left Span
Influence Curve for +ve M at (2/3) Left Span
Influence Curve for +ve M at (1/3) of Right Span
Influence Curve for +ve M at (1/1.9) of Right Span
Influence Curve for -ve M at Pier
Influence Curve for Reaction at Pier
Envelops
Shearing Force Envelop
Bending Moment Envelop
Fatigue Envelop
OR
3 3 8
2 2 k
k k
3 3 8
2 2 k
k k
3 3 8
2 2 k
k k
3 3 8
2 2 k
k k
3 3 8
2 2 k
k k
3 3 8
2 2 k
k k
Bending Moment Envelop
Fatigue Envelop
In addition to the live load model, the dynamic effects of vehicular loads, due to
varying surface roughness and vehicular loads dynamic amplification, are
accounted for by employing dynamic load allowance (IM), commonly known as
impact factors.
Impact factors were calculated using empirical formulas and they are constants
as follows:
