4. LOADS
The loads, which should be taken into account in the design
of a bridge, have been specified in IRC 6 - 2000 Section II –
Loads and Stresses.
The following types of loads act on the superstructure of a bridge.
Dead Load
Live Load
Impact Load (Dynamic
Effect)
Centrifugal Forces
Wind Load
Seismic Force
Temperature
Secondary Stresses
5. DEAD LOAD
The dead load carried by a girder or member shall consist
of the portion of the weight of the superstructure (and
the fixed loads carried thereon) which is supported
wholly or in part by the girder or member including its
on weight .
Unit weights of materials shall be used in determining
loads, unless the unit weights have been determined by
actual weighing of representative samples of the
materials, in which case the actual weights as thus
determined shall be used.
6.
7. LIVE LOAD
As per the Indian Road Congress (IRC), road bridges
and culverts may be classified into ClassA, Class B
and Class 70R (tracked or wheeled) according to the
loads they are designed to carry.
16. IMPACT LOAD (Dynamic Effect)
The dynamic effect of the moving load is taken care by
increasing the live load by a certain factor, called
impact factor. This factor depends on many variables
like type of loading, speed of vehicle, type of the
structure, material of construction, loaded length etc.
Impact factor fraction for R.C.Bridges = 4.5/(6+L)
where L is length in meters of the span of
the bridge.
20. Centrifugal Forces
Where a bridge is situated on a curve, all portions of the
structure affected by the centrifugal action of moving
vehicles should be proportioned to carry safely the stress
induced by this action in addition to all other stresses.
The centrifugal force shall be determined from the
following equation:
C = (W*V2)/(127*R)
Where C = Centrifugal force acting normal to traffic
W = Live load in tones
V = the design speed of the vehicles using the
bridge in Kmph, and
R = the radius of curvature in meters
21. The basic wind pressure will be the same as in IS: 875 part III
For a deck structure : Area of wind intensity acting is the area
of the structure as seen in elevation including the floor system
and railing, less area of perforations in the hand railing or
parapet walls.
For a through or half-through structure : the area of elevation of
the windward truss as specified as above plus half the area of
elevation above the deck level of all other trusses or girders.
Lateral wind force against any exposed live load shall be
considered as acting at 1.5 m above the roadway shall be
assumed to have following values:
Highway bridges, ordinary – 300 kg/linear m
Highway bridges, carrying tramway - 450 kg/linear m
Wind Load
26. The earthquake force acts on the top of the pier does
not affect the design of superstructure. The bearings
need to be designed very carefully so that during
earthquake, the deck may not fall off the bearings.
Stoppers to be placed to prevent dislodgement of
superstructure.
Seismic Force
27. Temperature
Differences in temperature between top surface and other
levels through the depth of superstructure, referred to as
temperature difference and resulting in associated loads or
load effects with in the structure. Design provisions should be
taken according to IRC 6- 2000.
The extreme ranges of effective bridge temperatures:
Concrete structures – Temperature rise/fall 25o C
Metal structure - from -35o C to 50o C
The coefficient of thermal expansion for concrete and
reinforcing steel may be taken as 11.7 e-6 per o C
28. Secondary Stresses
Secondary stresses are additional stresses brought into play
due either to the movement of supports or to the
deformations in the geometrical shape of the structure or
its member. For all reinforced members shrinkage
coefficient for purpose of design may be taken as 2e-4 as
per IRC 6- 2000.
29. Construction and errection loads
The construction sequence/errection procedure
need to be finalised well in advance ( at the
time of the design) and the safety of the bridge
need to be ascertained during the construction
stage
