IJETST- Vol.

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International Journal of Emerging Trends in Science and Technology

Analysis of Plate Girder Bridge for Class-AA Loadings (Tracked Vehicles)

Authors
Mr. Shivraj D. Kopare1, Prof. K. S. Upase2
1
Student M.E. Structures, Department of Civil Engineering, M.S. Bidve Engg College, Latur-413512
Email: kopare.shivraj@gmail.com, Contact No. 09096969593
2
M.E. Structures, Associate Professor, Dept of Civil Engineering, M.S. Bidve Engg College, Latur-413512
Email: ksu_upase@yahoo.co.in, Contact No. 09422968873
ABSTRACT
A bridge is a means by which a road, railway or other service is carried over an obstacle such as a river,
valley and other road or railway line, either with no intermediate support or with only a limited number of
supports at convenient locations.
Strength, safety and economy are the three key features that cannot be neglected before the finalization of
types of bridges. While deciding the types of bridge, spans and other parameters are to be studied carefully
to meet out the need of suitability to site conditions. The scope of this thesis is to confine to the design
aspect related to variable parameters. Depth of web, thickness of web, width of flange and span of bridges
are the variable parameters considered during the design of plate Girder Bridge.
The use of steel often helps the designer to select proportions that are aesthetically pleasing. Structural
steels have high strength, ductility and strength to weight ratio. Thus it has become the obvious choice for
long span bridges as steel is more efficient and economic. Among the various types of bridges plate girder
bridges, truss bridges and box girder bridges are more commonly used. As the cost of steel is rising we
have to reduce the amount of steel used without affecting the strength of section. In this thesis a plate girder
bridge is designed as per the Limit state method using the IS 800:2007, IRC: 24-2000 and analysed by
SAP-2000. Basically the Indian standards are derived from the British Standards. The basic concept is the
same. Only the values of various parameters vary according to the design and fabrication/ erection
practices existing in India. Design calculations are carried out for simply supported single span. Seismic
and wind effect is not taken in to account at design stage. To clarify the design procedure and the current
state of practice, a comprehensive literature search and survey were conducted. Recommendations
pertaining to best practices for planning, design, and construction activities, as well as applications and
limitations are also provided.
Based on the design results, conclusions are arrived at to know the behaviour of plate girder bridges when
designed using Indian code.
Keywords: Steel bridges, design comparison, Welded Plate Girder, Indian Road Congress

1. INTRODUCTION in structures having span varying from 15 to 30 m.

Bridge plays a vital role to overcome the obstacles Plate girders became popular in the late 1800's,
without dismantling. Plate Girder Bridge is the when price of steel dropped and it was
most common type of steel bridge used for economically possible to use steel instead of cast
railways and highways Plate girder bridges are iron. By 1950's Plate girders were first assembled
commonly used for river crossings and curved by bolting web and flanges together with help of
interchange ramps. The plate girder are often used angle profiles. There could be multiple flange

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plates on top of each other when needed. As the province) had its own rules about the standard
bending moment fell along the span, the outer loading and stresses.
plates were stopped or ‘curtailed’. When welding The Indian Roads Congress (IRC) Bridge code as
became popular there was no need for the angles available now consists of eight sections as below
anymore. Curtailment of the flange area is Section-I- General features of design
achieved in welded construction by using thinner Section-II – Loads and stresses
or narrower flange plates in regions of reduced Section- III – Cement concrete(Plain and
bending moments, butt-welded to each other at the reinforced)
ends. The outer plates are made successively Section- IV – Brick, stone and block masonry
narrower than the inner ones, to which they are Section –V –Steel road bridges
connected by fillet welds along the longitudinal Section –VI –Composite construction
edges. The outer plates are discontinued as the Section- VII – Foundations and Substructures
bending moments fell along the span. Section-VIII –Bearings
Welded plate girders replaced riveted and bolted
plate girders in developed world due to their better 3. REVIEW OF LITERATURE
quality, aesthetics and economy. Normally plate In order to better understand the current state of
girders are provided with intermediate of edge practice within the India, United States and the
stiffeners to reduce the thickness of web plate and world, a survey was conducted where the current
also to resist the buckling strength of web. A plate study may be most useful for this project.
girder is basically an ‘I’ sec beam, It is a deep The following information is provided as an
flexural member. This built up beam carries overview of the technical literature available on
maximum load as compared with rolled section this topic; the coverage is broad and includes
beam, when the load is heavy and span is large, historical background, studies that focus on
plate girder is the most economical structure. Plate detailed technical issues related to the design and
girder provides maximum flexibility by changing analysis that provide overview information.
the various dimensions of component, economy An overview of the journals studied is briefly
can be achieved. discussed below.
Plate girders bridges are designed by a trail and-
error approach due to the complexity of the design
rules. The design of a composite girder is a
tedious and time-consuming job for the designer.
(1) Bhatti (1995) introduced the structural mass
minimization, in the context of a highway bridge
Fig.1. Plate girder bridge section composite welded plate girder. (2) Adeli and Kim
(2001) developed a cost objective function which
2. INDIAN ROAD CONGRESS includes the costs of concrete, steel beams and
The Indian Road Congress (IRC) has formulated shear studs using neural dynamics model
standard specifications and codes of practice for programming. (3) Kravanja and Šilih (1992)
road bridges with a view to establish a common applied the structural optimization method rather
procedure for the design and construction of road than classical structural analysis. (4) Neal and
bridges in India. The specifications are Johnson (1992) concludes that composite trusses
collectively known as the Bridge code. Prior to the of spans exceeding 18 m are generally the most
formation of the IRC bridge code ,there was no economic structural systems, while for spans
uniform code for the whole country. Each state (or between 12 and 15 m, the cost is determined by
floor height limitations. (5)Razani and Goble

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(1966) were the first to attempt cost optimization 2007 (LSM) is mostly based on international
of steel girders. (6) Holt and Heithecker (1969) standards with load factors and partial safety
studied the minimum weight design of factors suiting Indian conditions. The code has
symmetrical welded plate girders without web been mainly modelled in line with the Euro codes,
stiffeners. (7) Annamalai et al (1972) studied cost with some additional references taken from the
optimization of simply supported, arbitrarily existing British Codes also. (14) Krishnamoorthy.
loaded, welded plate girders with transverse M and D.Tensing, (2008). “Design of
stiffeners. (8) Anderson and Chong (1986) Compression members based on IS 800-2007 and
presented the minimum cost design of IS 800-1984 - Comparison”. This paper discusses
homogeneous and hybrid stiffened steel plate the design methodologies for the steel structures
girders. (9) Yoshiaki Okui, (2011) “Recent Topics namely, working stress design method and limit
of Japanese Design Codes for Steel and state design methods are briefly explained. (15)
Composite Bridges”. This paper gives an Hermin Jonsson, Johan Ljungberg, (2005).
overview of Japanese design codes for steel and ``Comparison of design calculations for the
composite bridges are given. Also some important railway bridge over Kvillebecken’’. The aim of
topics discussed in Standard Specifications for this thesis wok is the comparison of design
Steel and Composite Structures published by calculations between Swedish and European
JSCE are introduced. The positive bending standards. (16) Ajeesh ss and sreekumars,(2011).
moment capacity of composite steel girders is ``Shear behaviour of hybrid plate girders’’. The
examined through parametric study employing objective of this paper is to investigate shear
elasto-plastic finite displacement analyses. (10) behaviour of hybrid plate girder under varying
Swapnil B Kharmale,(2007).``Comparative study parameters such as aspect ratio, slenderness ratio
of IS 800(Draft) and Eurocode3 ENV 1993-1-1’’ . and yield strength of web panel using finite
In this comparative study IS: 800 (Draft) & element method. (17) Marta sulyok, Theodore V
Eurocode3 are compared. The limit state design of Galambos,(1995). ``Evaluation of web buckling
steel structures and comparison of design test results on welded plate beams and plate
methodology for basic structural element by both girders subjected to shear’’. The purpose of this
codes are done. (11) Akira Takaue, paper is to report values of reliability indices of
(2010)“Applied design codes on international welded beams and plate girders subjected to shear
long-span bridge projects in Asia”. In this report, and combine bending and shear which are
several bridge types and application of the design designed as per the load resistance and factor
codes relevant to steel or composite structures criteria according to the American institute of
utilized in international long-span bridge steel construction (AISC) and Cardiff model
construction projects executed in Asian region in accepted by the Euro code 3. (18) Granath (2000)
cooperation with Japanese consultant firms are addresses the issue of establishing a service load
introduced. (12) Subramanian. N, (2008) “Code of level criteria for web plates by developing an
Practice on Steel Structures -A Review of IS 800: easy, closed form design method for evaluating
2007”. This paper reviews the important features’ steel girders subject to patch loading. The method
of IS 800:2007. These include advanced analysis is based on the premise that no yielding is allowed
methods, fatigue provisions, durability, fire in the web plate. (19) Rosignoli (2002) presented
resistance, design for floor vibrations etc. (13) a very detailed discussion of local launch stresses
Arijit Guha and Ghosh M M,(2008) “IS: 800 - and instabilities in steel girder bridges. The author
Indian Code of Practice for Construction in Steel discussed the factors that contribute to a complex
and its Comparison with International Codes”. state of stress in the bottom flange of launched
The authors in this paper discusses that IS 800- steel girder bridges.

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4. LOADS, LOAD COMBINATIONS & Design parameters
PARAMETERS For effective design of plate Girder Bridge,
Loads On Bridges: following parameters are considered:
The following are the various loads to be 1) IRC: 24-2000
considered for the purpose of computing stresses, 2) Span: 15m, 20m, 25m & 30m
wherever they are applicable. 3) Boundary conditions: Simply supported
• Dead load 4) Depth of web: Variable
• Live load 5) Loading: IRC: 6-2000
• Impact load 6) Thickness of web: Variable
• Longitudinal force 7) Design method: LSM
• Thermal force 8) Flange area: Variable
• Wind load 9) Code: IS-800-1984
• Seismic load 10) Flange thickness: Variable
• Racking force 11) Vertical stiffeners: At equal intervals
• Forces due to curvature.
• Forces on parapets 5. DESIGN EXAMPLES
• Frictional resistance of expansion bearings Design of two lane bridge girders for class-AA
• Erection forces loadings (Tracked Vehicles)
Span= 20m
Load Combinations: Deck Bridge
Sr. Deck concrete= M-30
Load
N Loads Select plate Girder Bridge
combination
o Footpath width= 1.5m
Dead load, live load, Carriageway width= 7.5m
Stresses due to
1 impact load and Kerb height= 300mm
normal loads
centrifugal force Total width= 7.5+2(1.5) = 10.5m
Normal load as in (1) +
Spacing of girder= 6.25m
Stresses due to wind load, other lateral
2 normal loads + loads, longitudinal Spacing of cross beam= 4m
occasional loads forces and temperature Design of deck slab is not part of the problem;
stresses. however the RCC slab is designed as continuous
Stresses due to slab with 4m spans and footpath designed as
3 loads during - cantilever slab.
erection The RCC slab details are,
Stresses due to
Main deck slab= 300mm thick.
normal loads +
occasional loads Footpath = 200mm thick.
Loads as in (2) + with
+ Extra-ordinary
4 seismic load instead of
loads like
wind
seismic
excluding wind
load

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6. STRUCTURAL ANALYSIS AND
MODELLING USIING SAP-2000

6.1 SAP Design Module:

a) Bridge Geometry

Fig.2. 3D-View Fig.4.c. Modal Load

6.3 Joint reactions on the bridge

Fig.3. Lane View

6.2 Deformed shape of the bridge

Fig.5.a. Dead Load

Fig.4.a. Dead Load

Fig.5.b. Moving Load

Fig.4.b. Moving Load Fig.5.c. Modal Load

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Fig.5.d. Relative virtual work done Fig. 6.c.. Modal load

6.5. Vertical shear (V2) of entire section and all

girders

Fig.5.e. Case move influence for joints

6.4 Axial force (P) of entire section and all Fig. 7.a. Dead load
girders

Fig. 7.b. Moving load

Fig. 6.a. Dead load

Fig. 7.c. Modal load

Fig. 6.b. Movingl load

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6.6. Shear horizontal (V3) of entire section and
all girders

Fig. 9.b. Moving load

Fig. 8.a. Dead load

Fig. 9.c. Modal load

Fig. 8.b. Moving load 6.8. Moment about vertical axis (M2) of entire
section and all girders

Fig. 8.c. Modal load

6.7. Torsion (T) of entire section and all girders Fig. 10.a. Dead load

Fig. 9.a. Dead load Fig. 10.b. Moving load

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Fig. 10.c. Modal load

Fig. 11.b. Moving load

6.9. Moment about horizontal axis (M2) of

entire section and all girders

Fig. 11.c. Modal load

Fig. 11.a. Dead load

6.10. Tabulated results of entire girder sections:-

Table-2 For dead load

Distanc ItemT P V2 V3 T M2 M3
e ype

mm KN KN KN KN-mm KN-mm KN-mm

0 8893.90 -34242.05 0.00 0.00 0.00 -53599207.00
2857 8893.90 -24458.60 0.00 0.00 0.00 30258862.46
2857 8893.90 -24458.60 0.00 0.00 0.00 30258862.46
5714 8893.90 -14675.16 0.00 0.00 0.00 86164241.98
5714 8893.90 -14675.16 0.00 0.00 0.00 86164241.98
8571 8893.90 -4891.72 0.00 0.00 0.00 114116931.70
8571 8893.90 -4891.72 0.00 0.00 0.00 114116931.70
11429 8893.90 4891.72 0.00 0.00 0.00 114116931.70
11429 8893.90 4891.72 0.00 0.00 0.00 114116931.70
14286 8893.90 14675.16 0.00 0.00 0.00 86164241.98
14286 8893.90 14675.16 0.00 0.00 0.00 86164241.98
17143 8893.90 24458.60 0.00 0.00 0.00 30258862.46
17143 8893.90 24458.60 0.00 0.00 0.00 30258862.46
20000 8893.90 34242.05 0.00 0.00 0.00 -53599207.00

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Table-3 For Moving load
Distance Item P V2 V3 T M2 M3
Type
mm KN KN KN KN-mm KN-mm KN-mm
0 Max 0 0 0 0 0 0
0 Min 0 0 0 0 0 -1083049.96
2857 Max 0 0 0 0 0 0
2857 Min 0 0 0 0 0 -92878.17
2857 Max 0 0 0 0 0 0
2857 Min 0 0 0 0 0 -92878.17
5714 Max 0 0 0 0 0 0
5714 Min 0 0 0 0 0 -1099.38
5714 Max 0 0 0 0 0 0
5714 Min 0 0 0 0 0 -1099.38
8571 Max 0 0 0 0 0 0
8571 Min 0 0 0 0 0 -1099.38
8571 Max 0 0 0 0 0 0
8571 Min 0 0 0 0 0 -1099.38
11429 Max 0 0 0 0 0 0
11429 Min 0 0 0 0 0 -1099.38
11429 Max 0 0 0 0 0 0
11429 Min 0 0 0 0 0 -1099.38
14286 Max 0 0 0 0 0 0
14286 Min 0 0 0 0 0 -1099.38
14286 Max 0 0 0 0 0 0
14286 Min 0 0 0 0 0 -1099.38
17143 Max 0 0 0 0 0 0
17143 Min 0 0 0 0 0 -92878.17
17143 Max 0 0 0 0 0 0
17143 Min 0 0 0 0 0 -92878.17
20000 Max 0 0 0 0 0 0

Table-4 For Modal load

Distance Item P V2 V3 T M2 M3
Type

mm KN KN KN KN-mm KN-mm KN-mm

0 0.00 0.00 3820.19 28911527.74 7668896.25 -0.36
2857 0.00 0.00 3803.26 28777839.63 -3222582.01 0.17
2857 0.00 0.00 2610.85 19761801.06 -3223912.57 0.20
5714 0.00 0.00 2592.74 19618786.22 -10658228.30 0.62
5714 0.00 0.00 1328.82 10059968.66 -10659504.90 0.63
8571 0.00 0.00 1309.96 9911145.39 -14429520.70 0.87
8571 0.00 0.00 9.56 75391.88 -14430027.80 0.86
11429 0.00 0.00 -9.56 -75391.85 -14430027.80 0.86
11429 0.00 0.00 -1309.96 -9911145.38 -14429520.70 0.83
14286 0.00 0.00 -1328.82 -10059968.70 -10659504.90 0.60
14286 0.00 0.00 -2592.74 -19618786.20 -10658228.30 0.56
17143 0.00 0.00 -2610.85 -19761801.10 -3223912.57 0.14
17143 0.00 0.00 -3803.26 -28777839.60 -3222582.00 0.10
20000 0.00 0.00 -3820.19 -28911527.70 7668896.23 -0.42

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7. CONCLUSION 3. M. Krishnamoorthy, D.Tensing , (2008).
It is concluding that the Steel is being used on “Design of Compression members based
highway and railway bridges successfully all over on IS 800-2007 and IS 800-1984-
the world because of its inherent quality of better Comparison”, Journal of Information
strength, resistance against fracture toughness, Knowledge and Research in civil
weld ability and a very good resistance against engineering.
weathering / corrosion. The weight of the 4. R. Abspoel, (2009). “Optimizing plate
structure is reduced tremendously reducing the girder design”, Nordic steel construction
cost of substructure and foundations and over all conference.
reduced life cycle costs. Its introduction on 5. Prospects of High-Performance welded
highway and Indian railways will be a very good steel bridge”, Advances in bridge
decision for the up gradation of the present Engineering, Mar 24-25,2006 by
technology of design, fabrication and maintenance P.K.Ghosh,Professor,Department of
of steel bridges. Metallurgical and Material Engineering,
In comparison to the developed countries, the IIT , Roorkee.
steel being used in plate girder bridges is of 6. IS 8500 1977 “Spcification for Weldable
inferior quality. structural steel” ( Medium and High
The SAP analysis results indicate that the strength qualities ) , BIS, N. delhi
designed plate girder bridge is stable in bending 7. Chatterjee. S. (1991): The design of
moment, shear force, and deflection. modern steel bridges; fifth edition, BSP
This dissertation work gives basic principles for professional book.
portioning of plate girder to help designer.. 8. IS 800-1984: The Indian standard code of
It is the most economical bridge in terms of practice for the design of steel bridges.
construction and cost. Relation for Area of Flange 9. IRC 24-2000: Indian road congress for the
to Bending Moment V/s Span bears a constant design of steel bridges.
ratio. Thickness of Web varies linearly with Span 10. Victor. D.J. (1973): Essentials of bridge
for the constant Web depth. Keeping the depth of engineering, oxford and IBH publishers.
web constant, Shear and Bending Stress increases 11. IRC:6 – 2000 – section II, Indian standard
with increase in Span length. With depth of web for load and stresses on highway bridges.
to thickness of Web ratio remains the same, flange 12. Design aids to Indian Standard Code of
area varies as per the variation of span. Using the Practice for Plain and Reinforced
vertical stiffeners, the Wt. of Girder is controlled Concrete, SP -16-1980, Indian Standard
with span variation. The thickness of Web plate Institution, New Delhi.
varies linearly for depth to thickness ratio of Web. 13. Indian Standard Code of Practice for Plain
and Reinforced Concrete, IS: 456 – 2000,
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