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Bridge - Pier Assignment

The key forces and loads to consider in designing piers include: 1) Dead loads and superimposed dead loads from the structure's self-weight. 2) Moving loads from traffic, including critical vehicle positions, special vehicle loads, and congestion factors. 3) Dynamic effects for live loads, including impact and tractive/braking loads. 4) Accidental or collision loads. 5) Wind, water, and debris loads. 6) Seismic loads depending on bridge location and size. 7) Earth pressure loads based on soil type and structure configuration.

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Dhanush S
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169 views

Bridge - Pier Assignment

The key forces and loads to consider in designing piers include: 1) Dead loads and superimposed dead loads from the structure's self-weight. 2) Moving loads from traffic, including critical vehicle positions, special vehicle loads, and congestion factors. 3) Dynamic effects for live loads, including impact and tractive/braking loads. 4) Accidental or collision loads. 5) Wind, water, and debris loads. 6) Seismic loads depending on bridge location and size. 7) Earth pressure loads based on soil type and structure configuration.

Uploaded by

Dhanush S
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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S.

VIGHASH
ASSIGNMENT RA2112001010018

DESIGN OF BRIDGES

Question : What are the forces and loads to be considered in design


of pier ?

The Pier are the structures located at the ends of bridge spans at
intermediate points between the abutments.

The function of the piers is,

 To transfer the vertical loads to the foundation.

 To resist all horizontal forces and transverse


forces acting on the bridge.

Piers are most commonly made of concrete, masonry or treated timber,


and installed into prepared holes or shafts.

The shape and features of a pier is based on the type, size, and dimension
of the superstructure and also the environment.

Piers used for supporting bridges are often installed in the form of caissons,


which are sunk into position to the bearing stratum by excavating from
the interior.
The term 'pier' may also be used to refer to a marine structure that
projects into a body of water, supported by a series of columns.

The loads and forces with which the piers are to be designed are:

1. Dead Loads & Superimposed Dead Loads (SIDL) :


Dead loads are the most basic of all the loads any structure
would have to resist. These include the self-weight of the structure and the
superimposed dead loads, which are loads applied by railings such as
crash barriers, medians, and wearing courses.
These loads are permanent and are always present till the service life of
the bridge.

2. Moving Loads with Braking Loads :


As we generally know, bridges are constructed for traffic
movement. Therefore, traffic loads become an essential aspect of bridge
design. Traffic loads, or moving loads, are not stationary & they become
important to obtain the critical vehicle position, which may cause the worst
loading effect or may govern the design.

Critical Vehicle Position:


As a vehicle moves over the superstructure, different critical load cases are
obtained, producing the envelope of results in which one vehicle position
may produce maximum axial force and another vehicle position may
produce max bending moment in the substructure.
Special Vehicle Loads:
Special vehicle loads are applied close to the center of the bridge with a
maximum eccentricity of 300mm for two or more lane bridges. However,
during special vehicle passage, no other vehicles should be considered. No
seismic, braking or wind loads should be considered. Moreover, the impact
factor should also be ignored as it moves at a speed less than 5 km/hr. The
partial safety factor for ultimate structural strength and serviceability
strength is 1.0 (as per Cl. 204.5.)

Congestion Factor :
For bridges near industries, ports, or mines, the congestion factor
must be applied as per the span length of the bridge ( as per Cl 204.4 ).

Dynamic Effects for Live Loads :


Dynamic effects are accounted for by applying the relevant
impact factor. The impact factor depends on the type of bridge (whether it
is steel or concrete), type of vehicle (class A, class B, or class 70R), and
bridge span length. No impact factor is to be applied for footway live
loading. These impact factors do not apply to suspension bridges or foot
over bridges but are considered for the cable-stayed bridges where the
ratio of live loads to dead loads is relatively high. (as per Cl. 208 ).

Tractive Loads & Braking Loads :


Tractive loads are caused by the vehicle's acceleration, and the
braking loads are caused due to the braking of the vehicle. These loads are
the horizontal loads applied to the superstructure, which are transferred to
the substructure.(as per Cl. 211 )
Centrifugal Forces:
Centrifugal forces are generated when a bridge has a
curvature. Centrifugal forces are applied at the height of 1.2m above the
carriageway's height at the point of action of the wheel or uniformly
distributed for the uniform live load over the length. The impact factor effect
is ignored.

The centrifugal force is calculated as:

3. Accidental or Collision Loads :


Accidental or Collision Loads are those loads that are directly
applied to the pier or substructure. They are considered to either act normal
or parallel to the carriageway and should not be combined. The supports
resist main and residual load components simultaneously. ( as per cl.222).

4. Wind Loads :
Wind loads are lateral loads that are critical in transverse
direction since bridges have less resistance in the transverse direction.
One should note that wind forces defined as per code are for bridge spans
of up to 150m and pier heights of up to100m.(as per cl.209).

5. Water Pressure and Debris Loads :


Water pressure loads are applied to only bridges constructed on
the waterfront. The intensity of the water pressure parallel to the
water current is computed as below:
The zero-velocity of the water current is considered at the point of
deepest scour, and velocity at the topwater surface is considered as √2 of
the maximum mean velocity. When the water current is not parallel to the
pier, velocity is divided into parallel and normal components.(as per cl.210).

6. Seismic Loads :
Bridges are to be designed for seismic loads other than
culvert or minor bridges with a span of fewer than 10 m and bridges in zone 2
and 3 with spans less than 15m and a total length of 60m.(as per cl.219).

7. Earth Pressure Loads :


Structure such as abutments, the walls of box culverts must
withstand the earth pressure and are designed to retain earth fills. IRC 6
proposes to use Coulomb’s theory for non-cohesive soils, and for cohesive
soil, Coulomb’s theory with Bell’s correction is to be used.
Lateral earth pressure on the bridges is applied depending on the
situation where they are expected to move or not. Like in abutments, where
there is soil on one side of the wall, it is expected to move. Accordingly,
active/passive earth pressure forces are applied. In the case of box culverts,
the soil is present on both sides & hence the structure does not move.
Therefore, at rest condition is used for the calculation of the earth pressure.(as
per cl.214).

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