CHAPTER 4

Loads on Bridges

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4.1 Types of load on bridge
1. Permanent loads

2. Transient loads

3. Construction loads (Pertinent loads)

 With the exception of segmental concrete bridges, construction

loads (Pertinent loads) are not provided during the analysis and
design of the bridge.

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4.2 Loads on Bridge

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4.3 Typical Loads
 Dead Loads: DC/DW

 Live Loads of Vehicles: LL

 Pedestrian Load: PL

 Dynamic (Impact) Loads: IM

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4.3.1 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…

 But does not include the weight of wearing surface (asphalt)

 We can estimate dead load from its density (According to ERA

2013 Manual shows the density of different material)

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4.3.2 Dead Load of Wearing Surface: DW

 It is the weight of the wearing surface

(usually asphalt) and utilities (pipes, lighting)

 Different category is needed due to

large variability of the weight compared
with those of structural components(DC)
 Density of asphalt paving material= 2250 kg/m3

 Average Thickness of asphalt on bridge= 9 cm

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Tributary Area for Dead Loads

 Section for maximum moment is

not the same the section for

maximum shear.

 For simply supported beam

-Max M occur at mid span

-Max V occurs at support

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4.3.3 Live Loads of Vehicles: LL

 Live load is the force due to vehicles moving on the bridge

 There are several types of vehicles

Car
Van
Buses
Trucks
Semi-Trailer
Special vehicles
Military vehicles
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 The effect of live load on the bridge structures depends on many parameters
including:

 span length

 weight of vehicle

 axle loads (load per wheel)

 axle configuration

 position of the vehicle on the bridge (transverse and longitudinal)

 number of vehicles on the bridge (multiple presence)

 girder spacing

 stiffness of structural members(slab and girders)

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 Bridge LL Vs Building LL
BRIDGE BUILDING
Live load is very heavy (Several ton per wheel) Live load is not very heavy
(typically 200-500 kg/m2)
LL can be series of point loads (wheel of trucks) LL is assumed to be uniformly
or uniform loads (loads of smaller vehicle) distributed with in a span

Need to consider the placement within a span Do not generally consider

to get the maximum effect placement of load with in a span
Loads occurs in one direction within lanes Loads are transferred in to 2 dire
Needs to consider the placement of loads in Need to consider various
multiple span (for continuous span bridge) placement of loads for entire
span
Dynamic effect of live load cannot be ignored Do not typically considered
dynamic/impact effect of LL

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 Analysis Strategy for LL

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 Design Lane

 Generally, the number of design lanes should be determined by taking

the integer part of the ratio w/3, where w is the clear roadway width
in meters between curbs and/or barriers.

 In cases where the traffic lanes are less than 3 m wide, the number of
design lanes shall be equal to the number of traffic lanes, and the width
of the design lane shall be taken as the width of the traffic lane

 Roadway widths from 6m to 7.2 m shall have two design lanes, each
equal to half the roadway width.
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 Live Loads of Vehicles: LL
 For design purpose, we are interested the kind of vehicle that produce
the worst effect

 AASHTO has 3 basic types of LL called the HL-93 loading (stands for
Highway Loading, year 1993)
1. Design truck
2. Design tandem
3. Uniform loads

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1. Design Truck
 The design truck is called HS-20 (stands for Highway
Semi-Trailer with 20-Kips weight on first two axles)
 Weight shown are for each one axle = 2 wheels
 Total Wt = 325 kN ~ 33 t
 Distance between second and third axles may be
varied to produce maximum effect
 Need to multiply this load by
dynamic allowance factor (IM)

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2. Design Tandem/Military

 Two axle vehicle with 110 kN

on each axle
 Need to multiply this load by
dynamic allowance factor (IM)
 Lead to larger moment than the
HS20 truck for simple-support
spans less than 12 m

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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/m2 )
 May be apply continuously or discontinuously over the length of the
bridge to produce maximum effect
 No dynamic allowance factor (IM) for this load

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 Permit vehicles

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 Live Load Combinations
 3 ways to add the design truck, design tandem, and uniform load together
 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 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 maximum effect of these three case is used for the design.

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 Live Load Placement – Transverse
 The design truck or tandem shall be positioned transversely such that the 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

 Note that if the sidewalk is not separated by a crashworthy traffic barrier, must consider the case
that vehicles can be on the sidewalk.

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 Live Load Placement – Longitudinal
 Need to place the LL along the span such that it produces the maximum effect
 For simple 1-point loading, the maximum moment occurs when the load is placed at
the mid span

 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 !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

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 Methods of finding maximum moment and shear in span
1. Influence Line (IL) – Simple and Continuous spans
2. Design Equation – Simple span only
3. Design Chart – Simple span only
Notations:
Shear Forces - +ve shear forces cause clockwise rotation & - ve shear force
causes anti-clockwise rotation
Bending Moments: +ve bending moments cause “cup holding water”
deformed shape

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1. Influence Line (IL) Method
 An influence line represents the variation of the reaction, shear, moment,
or deflection at a specific point in a member as a concentrated force
moves over the member.
 Once the influence line is drawn, the location of the live load which will
cause the greatest influence on the structure can be found very quickly
 Therefore, influence lines are important in the design of a structure where
the loads move along the span (bridges, cranes, conveyors, etc.).

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 CHAPTER 4
 Although the procedure for constructing an influence line is rather simple, it is
important to remember the difference between constructing an influence line and
constructing a shear or moment diagram.
 Influence lines represent the effect of a moving load only at a specified point on a
member, whereas shear and moment diagrams represent the effect of fixed loads at
all points along the member
 Tabular Procedure for determining the influence line at a point P for any function
(reaction, shear, or moment).
1. Place a unit load (a load whose magnitude is equal to one) at a point, x, along the
member.

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 CHAPTER 4
2. Use the equations of equilibrium to find the value of the function

(reaction, shear, or moment) at a specific point P due the concentrated

load at x.

3. Repeat steps 1 and 2 for various values of x over the whole beam.

4. Plot the values of the reaction, shear, or moment for the member.

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RA occurs only at A; RB occurs only at B
.

1
Influence
1-x/10
line for RA
x 10-x

x/10 1.0
Influence line
for RB
x 10-x

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3 < x < 10 ft (unit load to the right of C)
. x

C B
A
3 ft

RA = 1-x/10 RB = x/10

RA = 1-x/10 C

1 Shear force at C is +ve = 1-x/10

0.7
+ve

-ve 0.3
Influence line for shear at C 1

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 CHAPTER 4

.
3.3.3 Variation of Bending Moment at C as a function of load position

0 < x < 3.0 ft (Unit load to the left of C)

C B
A
3 ft

RA = x/10
RA = 1-x/10
10 ft

x/10 x/10

(x/10)(7) (x/10)(7)
C

x/10

Bending moment is +ve at C

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 CHAPTER 4

.
3 < x < 10 ft (Unit load to the right of C)

1
x ft

C B
A
3 ft

RA = 1-x/10 RA = x/10

10 ft

1-x/10

(1-x/10)(3) 1-x/10

1-x/10
(1-x/10)(3) (1-x/10)(3)
C

Moment at C is +ve

(1-7/10)(3)=2.1 kip-ft
Influence line for bending
Moment at C
+ve

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 CHAPTER 4
 Application of Influence Lines ( Maximum Shear force at C)

When the Vehicle load

move to the left

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 live load Placement –influence line
Case 1 :
(VC )1  4.5(0.75)  18(0.625)  18(0.5)  23.63kN

Case 2 :
(VC ) 2  4.5( 0.125)  18(0.75)  18(0.625)  24.19kN

Case 3 :
(VC )3  4.5(0)  18( 0.125)  18(0.75)  11.25kN

When the vehicle move to the left, the

maximum shear and moment at a specific
point will occur, if the middle axle load of
the series load is at that point.

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 Application of Influence Lines ( Maximum Shear force at C)

When the Vehicle load

move to the right

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Case 1
(Vc)1 = 18*0 – 18*0.125+4.5*0.75=1.125KN
Case 2
(Vc)2= -18*0.125 + 18*0.75 + 4.5*o.65 =14.06KN
Case 3
(Vc)3= 18*0.75 + 18*0.625+ 4.5*0.5= 27KN

When the vehicle load move to the

right the maximum shear and
moment at a specific point will
occur, if the rear axle load of the Case 1
series load is at that point. (Vc)1 = 18*0 – 18*0.125+4.5*0.75=1.125KN
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Case 2 Case 3
(Vc)2= -18*0.125 + 18*0.75 + 4.5*o.65 =14.06KN (Vc)3= 18*0.75 + 18*0.625+ 4.5*0.5= 27KN

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.HS20-44 Shear Influence Line – The Vehicle Move to the right

If Y - 4.3<=0, then Shear coeffiecnt is 0

If Y - 8.6 <=0, then Shear coeffiecnt is 0

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.HS20-44 Shear Influence Line – The Vehicle Move to the right

L=12.6m Span Length 145.00 P

Truck Moving to the Right

X/L Shear Coefficients

V
(KN)
P P P/4 Total

0.00 1.0000 0.6587 0.0794 1.7381 252.02

0.10 0.9000 0.5587 0.0544 1.5131 219.40

0.20 0.8000 0.4587 0.0294 1.2881 186.77

0.30 0.7000 0.3587 0.0044 1.0631 154.15

0.40 0.6000 0.2587 0.0000 0.8587 124.52

0.50 0.5000 0.1587 0.0000 0.6587 95.52

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.HS20-44 Moment Influence Line – The Vehicle Move to the right

If Y - 4.3<=0, then Shear coeffiecnt is 0

If Y - 8.6 <=0, then Shear coeffiecnt is 0

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.HS20-44 Moment Influence Line – The Vehicle Move to the right
L=12.6m Span Length 145.00 P

Truck Moving to the Right

X/L Moment Coefficients

M
(KNm)
P P P/4 Total

0.00 0.0000 0.0000 0.0000 0.0000 0.00

0.10 1.1340 0.7040 0.0685 1.9065 276.44

0.20 2.0160 1.1560 0.0740 3.2460 470.67

0.30 2.6460 1.3560 0.0165 4.0185 582.68

0.40 3.0240 1.3040 0.0000 4.3280 627.56 Mmax

0.4436 3.1099 1.2025 0.0000 4.3124 625.30

0.50 3.1500 1.0000 0.0000 4.1500 601.75

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.HS20-44 Shear Influence Line – The Vehicle Move to the Left

If X - 4.3<=0, then Shear coeffiecnt is 0

If Y - 4.3 <=0, then Shear coeffiecnt is 0

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.HS20-44 Shear Influence Line – The Vehicle Move to the Left

L=12.6m Span Length 145.0000 P

Truck Moving to the Left

X/L Shear Coefficients

V
(KN)
P P P/4 Total

0.00 1.0000 0.6587 0.0000 1.6587 240.52

0.10 0.9000 0.5587 0.0000 1.4587 211.52

0.20 0.8000 0.4587 0.0000 1.2587 182.52

0.30 0.7000 0.3587 0.0000 1.0587 153.52

0.40 0.6000 0.2587 -0.0147 0.8440 122.39

0.50 0.5000 0.1587 -0.0397 0.6190 89.76

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.HS20-44 Moment Influence Line – The Vehicle Move to the Left

If Y - 4.3<=0, then Shear coeffiecnt is 0

If Y - 8.6 <=0, then Shear coeffiecnt is 0

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.HS20-44 Moment Influence Line – The Vehicle Move to the Left
L=12.6m Span Length 145.0000 P

Truck Moving to the Left

X/L Moment Coefficients

M
(KNm)
P P P/4 Total

0.00 0.0000 0.0000 0.0000 0.0000 0.00

0.10 1.1340 0.7040 0.0000 1.8380 286.16

0.20 2.0160 1.1560 0.0000 3.1720 493.86

0.30 2.6460 1.3560 0.0000 4.0020 623.08

0.40 3.0240 1.3040 0.1110 4.4390 691.12

0.4436 3.1099 1.2025 0.1793 4.4917 699.32

0.50 3.1500 1.0000 0.2500 4.4000 685.05

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