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Bridge Load Combinations

The document discusses five load combinations that should be considered in structural design. The principal load combinations include permanent loads plus various live loads. Secondary combinations address vehicle collision and friction loads. Load factors are provided in Table 1. The general philosophy is to seek the worst load effects. Influence lines should have loads applied to adverse parts, not relieving parts. Highway loading consists of normal and abnormal loadings intended to represent actual vehicle loading, including uniformly distributed and knife edge loads. Retaining walls are generally classified as gravity or cantilever types, with gravity walls relying completely on weight for stability up to 3m in height.

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35 views

Bridge Load Combinations

The document discusses five load combinations that should be considered in structural design. The principal load combinations include permanent loads plus various live loads. Secondary combinations address vehicle collision and friction loads. Load factors are provided in Table 1. The general philosophy is to seek the worst load effects. Influence lines should have loads applied to adverse parts, not relieving parts. Highway loading consists of normal and abnormal loadings intended to represent actual vehicle loading, including uniformly distributed and knife edge loads. Retaining walls are generally classified as gravity or cantilever types, with gravity walls relying completely on weight for stability up to 3m in height.

Uploaded by

Earch Designers
Copyright
© © All Rights Reserved
Available Formats
Download as PDF, TXT or read online on Scribd
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Load combinations (cl. 4.

4)
There are three principal (combinations 1 to 3) and two secondary (combinations 4 and 5)
combinations of load.

Combination 1: the loads to be considered are the permanent loads plus the appropriate
primary live loads for highway and foot way or cycle track bridges; or the permanent loads
plus the appropriate primary and secondary live loads for railway bridges.

Combination 2: the loads to be considered are those of combination 1 plus wind loading plus
erection loads when appropriate.

Combination 3: the loads to be considered are those of combination 1 plus those arising from
restraint of movements due to temperature range and differential temperature distributions
plus erection loads when appropriate.

Combination 4: this combination only applies to highway and footway or cycle tack bridges.
The loads to be considered for footway or cycle track bridges are the permanent loads plus
the secondary live loads of a vehicle colliding with a support.

Combination 5: the loads to be considered are the permanent loads plus the loads due to
friction at the bearings.

The values of the partial safety factor to be applied at the ultimate and serviceability limit
states for the various load combinations are given in Table 1 of the Code.

Application of loads
The general philosophy governing the application of the loads is that the worst effects of the
loads should be sought. In practice, this implies that the arrangement of the loads on the
bridge is dependent upon the load effect being considered. In addition the code requires that,
when the most severe effect on a structural element can be diminished by the presence of a
load on a certain portion of the structure, then the load is considered to act with its least
possible magnitude. In the case of dead loads this entails applying a 𝛾𝑓𝐿 value of 1.0.

Influence lines are frequently used in bridge design and it can been seen that superimposed
dead load and live load should be applied to the adverse parts of an influence line and not to
relieving parts. It is not intended that parts of parts of influence lines should be loaded.

Highway carriageways and lanes

Carriageway: the carriageway is defined as the traffic lanes plus shoulders plus strips plus
marker strips. If raised kerbs are present, the carriageway width is the distance between the
raised kerbs.

Traffic lane: the lanes marked on the running surface of the bridge are referred to as traffic
lanes. However the traffic lanes in the Code have no significance in deciding how live load is
applied to the bridge.
The primary effects of highway loading are the vertical loads due to the mass of the traffic,
and are considered as static loads. The standard highway loading consists of normal (HA)
loading and abnormal (HB) loading. Both of these loadings are deemed to include an
allowance for impact.

HA loading (cl. 6.2)

HA loading is a formula loading which is intended to represent normal actual vehicle loading.
The HA loading consists of either, a uniformly distributed load plus a knife edge load or a
single wheel load.

Uniformly distributed load: the uniformly distributed component of HA loading is 30 kN per


linear meter of traffic lane for loaded length (L) up to 30 m and is given as

1 0.475
𝑊 = 151 ( ) 𝑏𝑢𝑡 𝑛𝑜𝑡 𝑙𝑒𝑠𝑠 𝑡ℎ𝑎𝑛 9
𝐿
Where W is the load per meter of lane (in kN). Values of this load per linear meter of notional
lane are given in Table 13 and the loading curve in Figure 10.

Loaded length: the loaded length is the length of the base of the positive or negative portion
of the influence line for a particular effect at the design point under consideration. Thus for a
single span member, the loaded length for the span moment is the span.

Knife edge load:

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1.2 Retaining Walls
A retaining wall is a structure built for the purpose of holding back, or retaining or providing
one-sided lateral confinement of soil or other loose material. The loose material being
retained pushes against the wall, tending to overturn and slide it. Retaining walls are used in
many design situations where there are abrupt changes in the ground slope. The three forces
involved in all retaining walls that must be considered in equilibrium are (1) the gravity loads
of the concrete wall and any soil on top of the footing (2) the lateral pressure from the soil
and (3) the bearing resistance of the soil.

Types of retaining walls

Retaining walls are generally classified as being gravity or cantilever types, with several
variations possible.

The gravity retaining wall: is used for walls of up to about 3 m height. It is usually
constructed with plain concrete and depends completely on its weight for stability against
sliding and overturning.

Cantilever walls: the wall acts as a vertical cantilever. Stability is provided by the weight of
the structure and earth on an inner base or the weight of the structure only when the base is
constructed externally. The vertical wall is referred to as the stem with the outside part of the
footing that is pressed down into the soil called toe.

Counterfort and buttress walls: the slab is supported on three sides by the base and
counterforts of buttresses. Stability is provided by the weight of the structure and earth on the
base in the counterfort wall.

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