UNIT 3: STEEL BRIDGES

Objective
This unit deals with the introduction on the various types of steel bridges available and
about the criteria for the selection of particular type of bridge. Later, the design of plate
girder steel bridge is dealt in detail.
3.1 INTRODUCTION
The bridges are the structures that provide means of communication over the gap. The
bridges can be of timber, brick masonry, reinforced concrete, pre stressed concrete and
steel. There are many advantages of using steel as a construction material over other
materials:
1. They are capable of carrying heavy loads over longer spans with minimum dead
load, leading to small foundations.
2. Many components of steel bridges can be prefabricated in order to speed up the
construction process.
3. They are more efficient to resist earthquake forces.
4. It possesses low life cycle cost.
3.2 COMPONENTS OF STEEL BRIDGES
All bridges are composed of super-structure and sub-structure. There are four major parts
of superstructure: the floor system, the girders, the end shoe and the bearing, and the
lateral bracing system. The function of the floor system is to provide a flat surface over
which the traffic moves. It is designed to transfer its own weight and the wheel reactions
of the moving wheels to the supporting girders. The end shoe spreads the reaction from
the girder over the required area of substructure. The lateral bracing system imparts
stiffness to the structure.
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3.3 CLASSIFICATION OF STEEL BRIDGES
Following are the different methods of classification of steel bridges:
3.3.1. Purpose of bridge
The bridges that are built to carry railway traffic are called railway bridges and those
meant for carrying vehicular traffic are called highway bridges. The bridges that carry
pipelines and canals are called aqueduct bridges, while the ones which are constructed
over busy localities to carry vehicular traffic are known as viaducts.
3.3.2. Floor location (i.e. according to the cross section of the bridge)
(i) Deck type bridge: In this, the floor rests on the top of main load carrying members.
(Fig. 3.1)
Fig. 3.1 Deck type bridges
(ii) Through type bridge: In this, the floor rests on the bottom of main load carrying
members, which is lower chord in the case of truss girder bridges and bottom flange in
the case of plate girder bridges. The top chord is braced. (Fig. 3.2)
(iii) Half through (Pony truss) bridges: The floor is supported at or near bottom but the
top chord is not braced.
(iv) Double deck bridges: In this case, the decks are provided at two different levels
93
Fig. 3.2 Through type bridge
3.3.3. Types of load carrying members
(i) Simple span bridge: In simply supported bridges, the whole width to be bridged is
divided into a number of individual spans and each span is simply supported at both ends.
(ii) continuous span bridge: In continuous span bridge, the load carrying members are
continuous over more than two supports. It is a statically indeterminate structure but is
economical. They are suitable at places where uneven settlement of foundation does not
take place. They can support higher loads than simple span bridges.
(iii) Cantilever bridges: It consist of two simple spans, each having an overhang
(cantilever) portion and a simple span in between. The central span is known as
suspended span (Fig. 3.3). The structure is statically determinate and can be constructed
94
over yielding supports. But the arrangement requires special hinges at the connections
with suspended span and is less rigid as compared to continuous span.
Fig. 3.3 Cantilever Bridge
(iv) Arch bridges: These are ancient type of bridges that are provided over deep gorges to
offer an economical and aesthetic solution.
3.3.4. Classification according to type of structural arrangement
(i) I-beam bridge: For small spans, I-beams can be used as main load carrying member.
It is used for up to 15 to 20 m of span. (Fig. 3.4)
Fig. 3.4 Various types of structural arrangements
(ii) Plate girder bridges: As the span increases, till 30 m, plate girder bridges are used.
(iii) Truss bridge: For a still longer span, truss bridges become more economical. Truss
bridges are used for a span between 30 m and 250 m.
95
(iv) Suspension bridge: For very long spans, suspension bridges using high strength steel
cables have to be used.
(v) Cable stayed bridge: The cable stayed bridges are recently developed, in which, the
girders are supported by highly strengthened cables which stem directly from the towers.
3.3.5. Classification according to the type of connections
Depending on the type of connection, the bridges can be welded, riveted, bolted or
pinned. The majority of bridges are riveted, while most of the past connections were
pinned. Welding is a recent phenomenon and has a promise of economizing the bridge
structure
3.3.6. Classification according to the nature of movement of the bridge girder
(i) Fixed bridges: The fixed bridges do not have any movement.
(ii) Movable bridges: Movable bridges are provided over the navigable channel, where
sufficiently clear waterway cannot be provided. These bridges can be of various types,
like Swing bridge, Bascule bridge, Rolling bridge, Lift bridge etc. (Fig. 3.5)
96
Fig. 3.5 Types of movable bridges
3.4 SELECTION OF THE TYPE OF BRIDGE
The selection of a particular type of bridge depends on the following factors:
1. Soil condition: The type of bridge selected that the settlement of foundation
under poor soil conditions does not affect the strength of the bridge. In the cases
where there is a possibility of settlement of foundation, flexible type of bridges
97
containing large number of hinges are preferred, e.g. cantilever bridges, simple
supported bridges etc.
2. Length of bridge: The suitability of different bridges according to the length of
bridge has already been discussed in the classification of bridges. The length of
bridge depends on the width of river, type of approaches, the type of river bed etc.
3. Clearance requirements: The clearance required depends on the use of river
(whetted it is used for navigation purposes or not), the height of flood water etc.
In the case, the clearance available is large, deck bridges prove economical. If the
clearance available is not sufficient and the river is used for navigation purposes,
then moveable bridges are selected.
4. Live load on the bridge: Short spans are adopted for the bridges carrying heavy
loads.
5. Initial cost: In general, the cost of bridge depends on the number of spans and the
type of construction. In the case of multispan bridges, the most economical
combination is the one in which the cost of substructure and superstructure and
almost equal.
6. Operational and maintenance cost: The operational cost is more for movable
bridge as compared to the fixed bridges.
3.5. ECONOMICAL SPAN
The centre to centre distance between the end supports of a bridge is called the total span,
while the centre to centre distance between the adjacent supports is called the individual
span or span. When the total span is large, it is divided into a number of individual spans.
If the span length is increased, the cost of superstructure increases while the cost of
substructure decreases and is the span length is decreased the cost of substructure
increases. The economical span length is the one in which the cost of substructure and
superstructures are minimum. It is difficult to derive a mathematical expression for the
economical length because the total cost of bridge depends upon many factors.
98
The total cost per unit length of the bridge C is the sum total of the cost of flooring F,
cost of substructure S (abutments and piers) and the cost of superstructure T (trusses
and bracings) per unit length of the span, i.e.
C = F + S + T
The chord members are designed on the basis of moment and height of the truss. Moment
is proportional to the square of the span and height of the truss is proportional to the span
length. Therefore, the design of chord members are proportional to the span length. Force
in the diagonal members is proportional to shear force which in turn is proportional to the
span length. Similarly, the cost of lateral bracing is also proportional to the span length.
In all, the cost of superstructure is directly proportional to the span length.
T = t L, where t is a constant
It is assumed that the cost of substructure is inversely proportional to the span length
because the number of piers is inversely proportional to the span length.
L
c
S
2

The cost of flooring is independent of the span and depends on the cost of material per
unit length. Hence, the cost of the bridge per unit span length is given by:
F
L
c
L c C + +
2
1
For minimum cost,
S T e i
L
c
L c or
L
c
c
L
C

. .
0
0
2
1
2
2
1
It means, the cost of substructure per meter should be equal to the cost of superstructure
per meter span. This principle is usually applied to each pier and the two spans that it
supports by making the cost of pier equal to half of the total cost of trusses and laterals of
two spans that it supports.
99
3.6. DESIGN LOADS OF A BRIDGE:
For the safety of the bridge, all loads that the bridge will be required to bear must be
taken into account. According to Bridge rules issued by the Railway Board, the following
loads act on the superstructure of the bridge:
1. Dead Load
2. Live Load
3. Impact load
4. Wind load
5. Lateral load
6. Longitudinal load
7. Load due to curvature of track
8. Seismic load
The dead load, live load, impact load and the load due to curvature are called normal
loads, while wind loads and lateral loads are considered as occasional loads. The seismic
loads are considered as extra ordinary loads.
3.6.1 Dead Load:
The dead load includes self weight of the bridge girder, and any superimposed load that
will remain permanently attached to the structure. Although the weight of the structure
cannot be known until its design, an approximate weight of structure is assumed and the
structure is designed, the weight of the structure after the design is calculated. If the
difference in assumed and calculated weight is large, the structure is redesigned. The best
way of assuming the initial weight is by comparison with the similar structures which are
already in use. Many empirical formulas, as listed below, are already existing for
assuming the dead weight but they cannot be used blindly.
For Truss Bridges: Hudson formula gives the dead load of bridge as a function of
bottom chord area and is given by
w = 770 A
where w is the weight of two trusses and their bracing in KN per meter length of bridge,
A is the net area of largest tension chord in m
2
100
For Plate Girder Bridges: Waddellas expression gives the dead load as
w = kLW
where w = weight of two girders and the bracing in KN per meter length of span
k = a constant (0.052 for deck bridges)
L = effective span of bridge in m
W = heaviest axle load of engine (= 224.6 KN for Broad Gauge Line)
Therefore, w = 0.78 L
3.6.2 Live Load
The live load consists of rolling or wheel loads. The bridges are designed on the basis of
standard design load as given in Bridge Rules and IRC Section II for railway and
highway bridges respectively.
Railway Bridges: In Bridge Rules, the standard design loading has been specified
separately for broad gauge, metre gauge and narrow gauge tracks. The standard design
loading consist of number of wheel loads followed by a train of uniformly distributed
load. In order to further simplify the analysis, the actual standard loading is expressed as
equivalent uniformly distributed load (EUDLL). The EUDLL foe various spans (ranging
from 1m to 130 m) for broad gauge loading has been tabulated in Table 3.1.
3.6.3 Impact load
The dynamic effect of moving load is called impact and the effect of impact is taken into
consideration by increasing the live load by a certain factor called impact factor. The
impact factor depends on many factors like the type of moving load, speed, type and
material of the bridge structure, loaded length of bridge etc. The impact factor is specified
in design codes for different types of bridges and for different types of moving loads
separately by introducing different constants in the expression for impact factor. For
example, impact factor (Coefficient of dynamic augmentation) for broad and meter gauge
bridges of steel for a single track is given by the following expression:
L
CDA
+
+
6
8
15 . 0
subject to the maximum value of 1
Where L is given by
101
(i) The loaded length of span in metres for the position of train giving the
maximum stresses in the member under consideration.
(ii) 1.5 times the cross girder spacing in the case of stringers.
(iii) 2.5 times the cross girder spacing in the case of cross-girders.
Table 3.1 E.U.D.L. for B.G. loading and CDA
3.6.4 Wind load
These are the lateral loads that are caused due to obstruction in the flow of wind by the
bridge structure and the moving load on it. The wind pressure is expressed in terms of
basic wind pressure and the wind load is calculated by multiplying the wind pressure by
102
the exposed area. The exposed area consists of the area of the moving load, the
horizontally projected area of the span not covered by the moving load on windward side
and one-half of the projected area of the span not covered by moving load on leeward
side. In the plate girder bridges, the wind pressure on leeward girder depends on the
spacing of girder as given in below.
Spacing of girder Area of leeward girder to be considered
(i) Less than half of depth No area
(ii) Between to full depth 25%
(iii) Full to 1 depth 50%
(iv) 1 to twice depth Full area
For broad gauge railway bridges, the bridge shall be assumed to carry no live load when
the wind pressure exceeds 150 KN/m
2
.
3.6.5 Lateral load
Due to small lateral movement of trains even on straight track, lateral force is applied on
track by the train. This load is called the lateral load or racking force. This load is taken
equal to 5.88 KN/m and is treated as a moving load. Lateral load is taken into
consideration for computing loads in lateral bracings only.
3.6.6 Longitudinal Load
The longitudinal load is caused due to the following reasons:
1. The tractive effort of the driving wheels.
2. The breaking effect due to the application of brakes to the wheels.
3. Frictional resistance offered to the movement of free bearing due to change in
temperature.
For railway bridges, these loads are considered to be acting horizontally through the
knuckle pins, or through the girder seats, where the girders have sliding bearings. The
values of longitudinal loads due to either the tractive effort or the braking force for
required loaded length is given in Table 3.2 for broad gauge.
Table 3.2 Modified B.G. loading, longitudinal loads
103
3.6.7 Loads due to curvature of track
When the traffic lane is situated on a curve, all portions of the structure are affected by
the centrifugal force of the moving vehicle and all members must be designed to carry
safely the streese induced by this action in addition to all other streses to hich they may
be subjected. The horizontal load due to centrifugal force for the railway bridge is given
by:
R
WV
C
13
2
where
C = centrifugal force in KN per metre of span
104
W = Equivalent distributed live load in KN per metre run
V = Maximum speed in Km/h
R = Radius of curvature in metre.
The line of action of the centrifugal force is assumed at the height of 1.83m above the rail
level.
3.6.8 Seismic force
If the bridge is situated in the region prone to earthquakes, allowance for seismic force is
made in the design of bridges. The seismic force is taken as the horizontal force, not to
exceed 0.12 of the gravity. IS: 1983-2000 gives the standard guidelines for earthquake
resistant design of structures. It should be noted that seismic force and the wind load
should not be considered to act simultaneously in design.
3.7 PERMISSIBLE STRESSES
The following permissible stresses are used in the design of steel bridges:
(i) Axial stress in tension: The allowable stress in axial tension on the effective cross
sectional area for mild steel with yield stress of 235N/mm
2
is adopted as 140N/mm
2
.
(ii) Axial stress in compression: The allowable stress in compression on gross cross
sectional area of axially loaded compression member is a function of its slenderness ratio
and is given in Table 3.3.
(iii) Bending stress: For the parts in bending (tension or compression), the
bending stress on effective cross sectional area , for extreme fibres is given as under
(Table 3.4):
105
Table 3.3 Permissible stress in axial compression
r l / Allowable stress in axial compression, MPa
Mild steel
f
y
= 235 MPa
High tensile steel
f
y
= 355 MPa
0 137 206
20 134 200
40 127 186
60 116 159
80 99 123
100 79 91
120 62 68
140 48 52
160 39 40
Table 3.4 Permissible stress in bending
Description Permissible stresses (N/mm
2
)
Mild steel
f
y
= 235 MPa
High tensile steel
f
y
= 355 MPa
For plates, flats, tubes, rounds, squares and
other similar sections
154 231
For plate girders with d/t 85 for mild steel 147 221
For plate girders with d/t >85 for mild steel 139 209
For laterally unsupported beams, with I
y
smaller than I
x
compressive bending stresses will
be reduced due to lateral buckling of the beam. The expressions for critical stresses are
given by:
(a) With equal flanges
2
2
2
6
/
20
1
1
10 626 . 2
mm N
D r
t l
r
l
C
y
e
y
s

,
_

,
_

Where C
s
= Critical stress
l is the effective length of the compression flange
R
y
is the radius of gyration about y-axis of the section at the point of maximum bending
moment
106
D is the overall depth of the girder at the point of maximum bending moment
t
e
is the effective thickness of the compression flange = k
1
mean thickness of horizontal
portion of the compression flange at the point of maximum bending moment. The value
of k
1
makes the allowance for reduction in thickness and breadth of flanges between
points of effective lateral restraint and depends on the ratio of total area of both flanges at
the point of least bending moment to the corresponding area at the point of greatest
bending moment between consecutive points of lateral restraint (R
a
).The value of R
a
should not be less than 0.25. The value of k
1
corresponding to the value of R
a
is given in
Table 3.5.
Table 3.5 Value of k
1
R
a
1 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2
k
1
1 1 1 0.9 0.8 0.7 0.6 0.5 0.4
(b) When the moment of inertia of the compression flange about y-axis is greater than
that of tension flange
2
2
2
2
6
/
20
1
1
10 626 . 2
mm N k
D r
t l
r
l
C
y
e
y
s
1
1
1
]
1

,
_

,
_

Where k
2
is the coefficient depending on the value of M (ratio of the moment of inertia
about y-axis at the point of maximum moment to the sum of moment of inertias of
tension and compression flange about y-axis at the point of maximum moment). The
value of k
2
is given in Table 3.6.
Table 3.6 Value of k
2
M 1 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0
k
2
0.5 0.4 0.3 0.2 0.1 0.0 -0.2 -0.4 -0.6 -0.8 -1.0
(c) when the moment of inertia of the tension flange about y-axis exceeds that of
compression flange
2
2
2
2
6
/
20
1
1
10 626 . 2
mm N k
D r
t l
y
y
r
l
C
y
e
t
c
y
s
1
1
1
]
1

,
_

,
_

107
Where y
c
is the distance from neutral axis of the girder to extreme fibre in compression
flange and y
t
is the distance from neutral axis of girder to extreme fibre in tension
The allowable compressive stresses in bending are then computed from the Table 3.7
depending on the value of C
s
.
Table 3.7 Allowable stress for various values of critical stress
C
s
(N/mm
2
) F
bc
(N/mm
2
) C
s
(N/mm
2
) F
bc
(N/mm
2
)
30 15 260 88
40 20 280 92
50 25 300 96
60 30 350 105
70 35 400 112
80 38 450 119
90 42 500 124
100 46 550 129
120 53 600 133
140 60 700 139
160 67 800 144
180 72 900 149
200 76 1000 153
220 80 1250 or more 158
240 84
(iv) Shear stress: The value of average shear stress is taken as 0.36 f
y
.
The value of allowable stress in pins is taken as 100 N/mm
2
in shear, 209 N/mm
2
in
bearing and bending.
If wind or seismic forces are considered, the allowable stresses are increased by 16 %.
If worst combination of loads is taken, then the allowable stresses are increased by 25%.
3.8. PLATE GIRDER BRIDGES
In plate girder bridges (solid web girder bridges), the plate girders are used as the main
load carrying members. These are recommended for medium spans. These are
economical for railway bridges of span 15 m to 30 m and for highway bridges of span 20
m to 40 m. The minimum height of plate girders is one-twelfth of the span in the case of
railway bridges and one-twenty-fifth of the span in the case of highway bridges. In
addition to the main rails, guard rails are provided on the bridges in order to avoid
108
derailment of trains. Fabrication and erection cost of plate girder bridges is lesser than for
truss girder bridges.
3.8.1 Types of Plate Girder Bridges
Mainly two types of plate girder bridges are provided:
1. Deck type plate Girder Bridge (Fig. 3.6): It consist of two plate girders spaced
at centre to centre distance of 2m to 3m. The wooden sleepers are directly placed over the
plate girders. The sleepers act as a spring to reduce the impact. A larger sleeper have
more cushioning effect but also increases the values of bending moments and deflections
thus making the design economical. Since the single plate girder has little lateral rigidity,
a lateral system is provided at the level of top and bottom flanges to transfer lateral load
to the bearings. The cross frames are used to transfer the lateral load at top flange to the
bottom flange.
Fig. 3.6 Deck type plate Girder Bridge
2. Through type plate Girder Bridge: In this case, the floor system is supported
over beams which are placed parallel to the main girders and are called stringers. The
stringers are supported on cross beams (called cross girders or floor beams). The floor
beams are connected near the bottom of the plate girder. The load from rails is transferred
to sleepers, then to stringers, then to cross beams, which further carry the load to plate
girder and finally to the bearings.
109
Fig. 3.7 Through type plate Girder Bridge
Normally, deck type plate girder bridges are preferred. But if the sufficient head room
cannot be provided, then through type plate girder bridges are used.
3.8.2 Types of floor systems
The floor systems are classified into two categories:
1. Open floor system: This type of floor consists of wooden sleepers which are
placed directly over the main girders in the case of deck type girder bridges and over the
stringers in the case of through type girders.
2. Solid floor system (Balasted deck floor system): In this case, track is encased in
ballast which is supported on steel, wood or RCC floor. In most of the cases, steel
flooring is used.
3.8.3 Components of Plate Girder Bridge
Fig. 3.8 shows the various components of riveted plate girder. The following components
are to be designed in the plate girder bridges:
1. Web of the girder
2. Flanges and the curtailment of plates
3. Rivets connecting flanges with web
110
4. Rivets connecting flange angles with cover plates
5. Transverse stiffeners
6. Bearing stiffeners
7. Longitudinal stiffeners
8. Web splice
9. Flange splice
10. End bearing
Fig. 3.8 Components of plate girder
3.8.4 Design of Plate Girder
The plate girders carry the weight of stock rails, guard rails, weight of sleepers,
fastenings and the self weight. In addition to the dead load, live load and impact load is
also carried. The total load, consisting of dead, live and impact load, is found for one
girder. From the total load, maximum bending moment occurring at the centre is
calculated. The economical depth of the web plate is calculated from the following
expression:
t F
M
d
b
1 . 1
where
F
b
is the allowable bending stress and t is the thickness of web (the minimum thickness of
web is taken as 10 mm).
The effective depth of the plate girder is the distance between the centre of gravity of the
tension flange and the centre of gravity of the compression flange. The effective depth of
plate girder is assumed equal to the depth of web plate adopted.
111
The net area of tension flange consists of area of flange plates, area of flange angle and
web equivalent. If the required net area of the tension flange is grater than the calculated
area, the remaining net area is provided by the flange plates. The number of flange plates
provided should be minimum. The flange area is designed for maximum bending moment
and is not necessary to be provided at the other sections. The flange area is therefore
reduced as the bending moment reduces. The reduction in flange area is obtained by
curtailing the flange plates. Lastly the connections of flange elements are designed.
Example 3.1: A deck type plate girder railway bridge is to be provided for a broad gauge
main line loading. The effective span of the bridge is 25 m, while the clear span is 24.4m.
The overall length is 25.5 m and the distance between the piers is 25.6 m. The 0.43 KN/m
rails are provided. The sleepers are spaced at 400 mm centre to centre, and are 3 m x 250
mm x 150 mm size. Take weight of the timber as 7.36 KN/m
3
and the allowable stress as
147 N/mm
2
.
Solution:
Step 1. Loads
Dead Load:
For broad gauge main line, w = 0.78 L = 0.78 x 25 = 19.5 KN/m
Therefore, the total weight of the line = 19.5 x 25 = 487.5 KN (i)
Weight of rails = 2 x 0.43 = 0.86 KN/m
Weight of sleepers = 7.36x 3 x 0.25 x 0.15 = 2.07 KN/m
Therefore, the weight of track = (0.86 + 2.07) x 25 = 73.25 KN. (ii)
Total dead load (i+ii) = 487.5 + 73.25 = 560.75 KN.
Live Load: From table 3.1, the uniformally distributed live load for bending moment, for
span of 25 m = 2104 KN.
Impact Load:
Impact factor =
408 . 0
25 6
8
15 . 0
6
8
15 . 0
+
+
+
+
L
Therefore, Impact load = 0.408 x 2104.5 = 858.6 KN
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Total Load = 560.75 + 2104.5 + 858.6 = 3524KN
Total load on one main girder = 3524/2 = 1762 KN
Step 2. Bending moment:
Maximum bending moment in one girder (at mid span) =
KNm 5506
8
25
2
3524

Step 3. Shear Force:
Maximum shear force occurs at the supports =
KN
W
881
2
1762
2

Step 4. Economical depth of the web plate:
Let the web thickness be 10 mm.
Economical depth =
mm
t F
M
d
b
2129
10 147
10 5506
1 . 1 1 . 1
6

Adopt the depth of web as 2000mm and the effective depth of the girder be 1950 mm.
Step 5. Net area of tension flange:
Net area of tension flange =
2
6
19208
1950 147
10 5506
mm
arm lever F
M
b

Adopt the section as shown in Fig. E3.1 and use 22 mm dia. rivets or connections.
Fig. E3.1 Cross section of the plate girder
Description Gross area (mm
2
) Deduction for holes
(mm
2
)
Net area (mm
2
)
2 ISA 200 x 200 x
15 mm
11560 4 x 15 x 23.5 = 1410 10150
Flange plates
450 x 14 mm
12600 4 x 14 x 23.5 = 1315 11285
Equivalent web area 2000 1 x 10 x 23.5 1765
113
2000 x 10 mm
Total 27493 23935
The net area of tension flange provided is more than the required net area. Therefore, the
section can be provided.
Step 6. Check for stresses:
2 2 4
3
) 1014 ( 12600 2 ) 9 . 54 1000 ( 5780 4 10 7 . 2197 4
12
) 2000 ( 10
) ( + + +

gross I
xx
= 5.33 x 10
10
mm
4
Bending stress in compression flange
F
bc
=
2
10
6
/ 2 . 106
10 33 . 5
1028 10 5506
mm N
I
y M
xx

Bending stress in tension flange

F
bt
=
safe mm N mm N
area Net
area Gross
F
bc
2 2
/ 147 / 122
23935
27493
2 . 106 <
Step 7. Curtailment for flange plates
Moment of resistance when no plate curtailment
KNm Nmm
area gross
flange tension of area Net
F
y
I
b
xx
6754 10 6754
26160
23200
147
1028
10 33 . 5
6
10
max

When one plate from both top and bottom flanges is curtailed
I
xx
= 5.33 x 10
10
1.295 x 10
10
= 4.031 x 10
10
mm
4
A
gross
= 26160 6300 = 19860 mm
2
A
net
= 23200 5642 = 17558 mm
2
Therefore, new moment of resistance
KNm Nmm 5166 10 5166
19860
17558
147
1014
10 031 . 4
6
10

Also, bending moment at a distance x from the mid span

=
2
2
24 . 35 5506
2 25 2
3409
5506 x
x

Therefore, the first plate can be curtailed at a distance

5506 35.24x
2
= 5166
114
i.e., x = 3.11m.
When second plate is also curtailed
I
xx
= 5.33 x 10
10
2.59 x 10
10
= 2.74 x 10
10
mm
4
A
gross
= 26160 12600 = 13560 mm
2
A
net
= 23200 11285 = 11915 mm
2
Therefore, new moment of resistance
KNm Nmm 3535 10 3535
13560
11919
147
1000
10 74 . 2
6
10

Therefore, the second plate can be curtailed at a distance

5506 35.24x
2
= 3535
i.e., x = 7.48 m. from the centre of span
Stress in outer cover plate at the point of its curtailment
=
2
7
6
/ 7 . 99 1028
10 5326
10 5166
mm N

on gross area
Force in plate = 63 10099.7 = 628200 N = 628.2 KN
Rivet value of 22 mm dia rivet in single shear =
KN N 37 . 43 43370 100 ) 5 . 23 (
4
2

Number of rivets =
5 . 14
37 . 43
2 . 628

or 15 rivets
Stress in inner cover plate at the point of its curtailment
=
2
7
6
/ 9 . 88 1014
10 4031
10 3535
mm N

on gross area
Force in plate = 63 10088.9 = 560070 N = 560.1 KN
Number of rivets =
9 . 12
37 . 43
1 . 560

or 13rivets
The outer and inner cover plates should be extended the theoretical cut off points to
include 14 and 13 rivets respectively.
Step 8. Design of connections
Rivets connecting flange angles with web:
115
Let us assume that the axle load is distributed on a length of 1.2 m and the value of
impact is 1. Considering the maximum axle load of 224.6 KN, Load per girder including
impact will be given by =
mm KN / 187 . 0 2
1200
2 / 6 . 224

Load of track = 2.97 KN/m = 0.00297 KN/mm
Load per girder due to track = 0.00297/2 = 0.00148 KN/mm
Therefore, total load, w = 0.1885 KN/mm
Shear stress at supports
2
10
3
/ 8 . 339
10 74 . 2
1 . 945 11560 10 25 . 852
mm N
I
y A V
v

Strength of 22 mm diameter rivets in double shear = 2 x 3.14 x (23.5)
2
x 100/4 = 86750 N
Strength of rivet in bearing on 10 mm plate = 23.5 x 10 x 232 = 54520 N
Therefore, Rivet value, R = 54.52 KN
Pitch of rivets is given by =
mm
w v
R
128
2 2

+
Since at supports, the section is critical in shear, therefore, the pitch will be maximum at
the supports and will decrease towards the centre. Use the pitch of 120 mm throughout
the span uniformly.
Step 9. End stiffeners
Maximum reaction = 852 KN
Permissible bearing stress = 185 KN/mm
2
Bearing area required =
2
3454
185
852000
4 / 3 mm
,
_

Try ISA 150 x 75 x 10 mm, 4 no.

Bearing area = 4 (150 10) x 10 = 5600 mm
2
> 3454 mm
2
OK
Gross moment of inertia about the centre line
I = 4 x 499.1 + 44 x 21.5 (5.32 + 1.5 + 0.5)
2
= 7.02 x 10
7
mm
2
A= 4 x 2156

+ 250 x 10 = 11124 mm
2
116
EXERCISE
1. Design a deck type plate girder railway bridge for a broad guage single line track
on the main line for the following data:
Effective span = 16 m
Distance between centre to centre of plate girders = 2 m
Dead load of each girder = 4 KN/m
Dead load of track and timber sleepers = 7 KN/m
Lateral load = 9 KN/m
Also design the end cross frame.
2. Design the following for a single lane through type truss bridge for broad gauge
main line loading. The effective span of the bride is 36 m. Take wind pressure as
1.5 KN/m
2
.
(a) Stringers
(b) Top lateral bracing, if the total wind load on top chord = 36.6 KN and the
maximum top chord force in truss = 1285.7 KN.
The type of truss is shown in fig. E 3.1
Fig. E 3.1
117