International Journal of Recent Technology and Engineering (IJRTE)

ISSN: 2277-3878, Volume-8 Issue-2S8, August 2019

Research of Road Bridge Composite Steel Girder

for Different Load Conditions
Amit Rajendra Malvi, Sharda P. Siddh, Udaysingh Patil

 intermediate positions. The Composite action between the

Abstract—A bridge structure is a mean by which a road, longitudinal girders and the reinforced concrete as shown in
railway and many other services are carried over an obstacle such figure 2 is achieved by various means such as by using Shear
as a valley, river and other road or railway line, either with few Connectors etc as shown in figure 3. A plate girder is
number of supports at various locations or with no intermediate
basically an „I‟ section beam, and it is a deep flexural
support. While finalization of any types of bridge; Economy,
Strength, Safety are the basic key features that cannot be member. The plate girders are often used in structures having
neglected in the construction of any bridge. However the Indian the span generally varying from 15 to 30 m. By 1950's Plate
standards are basically derived from the British Standards only, girders were first assembled by bolting the flanges and web
but the basic concept behind that is same. Only the value of together with the help of angles. There could be multiple
various parameters varies according to the design and fabrication/ flange plates on top of each other when needed. When
erection practices which exist in India. In this paper a plate girder
welding became popular then there was no more need for the
bridge is designed as per the Limit state method using the IS
800:2007, IRC: 24-2000, IRC: 6-2017 and analyzed with the help angles anymore. Curtailment of the flange area is achieved in
of STAAD.pro v8i software. Modeling and analysis of Deck welded process by using narrower or thinner flange plates in
Bridge was carried out by considering various live load conditions regions of reduced bending moments, butt-welded to each
such as for Class A loading, 70R tracked and 70R wheeled vehicle. other at the ends. The outer plates were made more
Design calculations are carried out for simply supported single successively narrower than the inner ones, to which they are
span. Seismic and wind effects are not taken into account at the
connected with the help fillet welds along the longitudinal
design stage. Based on the design and analysis results,
conclusions are drawn to know the behavior of plate girder edges. Welded plate girders were replaced by the riveted and
bridges for different load conditions. Results are presented in both bolted plate girders in developed world due to their good
graphically and tabular format. quality, economy and aesthetics. Normally plate girders are
provided with intermediate stiffeners in order to reduce the
Keywords: Steel bridges, Welded Plate Girder, Indian Road thickness of web plate and also to resist the buckling strength
Congress, Class A Loading, 70R Loading. of the web. Plate girder provides more flexibility by changing
the various dimensions of the component of plate girder,
I. INTRODUCTION economy can also be achieved.
Bridges have been the most visible testimony to the
contribution of engineers. The portion of the bridge structure
above the foundation level and below the level of bearing is
generally referred as the substructure and the portion above
the level of bearing is referred as the superstructure as shown
in figure 1. The design of substructure is as important part of
the overall design for a bridge. Bridge substructure is a very
crucial part of a bridge as it safely transfers the load from the
superstructure to the earth in such a manner that the stresses
generated in the soil are not excessive and the resulting
deformations are also within the acceptable limits.
Composite steel girder bridge is one of the most common
types of medium span composite bridge constructed in India.
Composite steel girder construction is used for single span
and also for continuous multiple spans and it is particularly
effective where the construction depth is limited. The girders

are braced together at supports position and at some

Revised Version Manuscript Received on August 19, 2019.

Er. Amit Rajendra Malvi,M. Tech (Structural Engineering), Fig 1. Steel Girder Bridge
Department of Civil Engineering, ShriRamdeobaba College of Engineering
and Management, Nagpur, Maharashtra,
India.(email:[email protected])
Dr. Sharda P. Siddh, Assistant Professor, Department of Civil
Engineering, ShriRamdeobaba College of Engineering and Management,
Nagpur, Maharashtra, India. (email: : [email protected])
Prof. Udaysingh Patil, Assistant Professor, Department of Civil
Engineering, ShriRamdeobaba College of Engineering and Management,
Nagpur, Maharashtra, India. (email:[email protected])

Published By:
Retrieval Number: B10860882S819/2019©BEIESP Blue Eyes Intelligence Engineering
DOI:10.35940/ijrte.B1086.0882S819 1479 & Sciences Publication
Research of Road Bridge Composite Steel Girder for Different Load Conditions

and reduces noise emission. Huiling Zhao, and Yong Yuan,

presents the experimental studies of the flexural behavior of
steel-concrete composite beams. Minh-Tung Tran, Vuong
Nguyen Van Do, Tuan-Anh Nguyen, concludes that the bolts
can be used successfully as the shear connectors for the SCC
beam. The forms of the bolts as applied in specimens D1 (the
bolt with the nut at the end) and D2 (the bolt bending at 90
deg. Hook) gave the great performances.

II. LOADS, LOAD COMBINATIONS AND DESIGN

PARAMETERS
Types of loads on Bridges:
Fig 2. Composite section The following are the various types of loads that have to be
considered for purpose of computing stresses wherever they
are required.
• Dead load
• Live load
• Wind load
• Impact load
• Longitudinal forces
• Seismic load
• Forces on parapets
Combination of loads for limit state design:
Following load factors as per IRC: 6- 2014 is considered in
the design:
(a) Partial safely factor for verification of strength (ULS)
(Table 3.2 of IRC: 6-2014). Only basic load combinations are
Figure 3. Shear Connector applicable for the design of superstructure.
The following information is provided on the basis of the (b) Partial safety factor for verification of serviceability
various technical literatures available on this topic. Plate limit state (SLS) (Table 3.3 of IRC: 6-2014)
girder bridges are designed by trial and error approach due to
the complexity of the design rules. The design of a composite Load Rare Frequent Quasi-
girder is very tedious and time-consuming job for the combinatio combinatio Permanent
designers. Mr. Shivraj D. Kopare, Prof. K. S. Upase, n n Combinatio
concludes that Plate Girder Bridge is the most economical n
bridge in terms of construction and the weight of the structure Dead 1.00 1.00 1.00
is also reduced. Experimental programmed was carried out load
by Amer F. Izzet, Aymen R. Mohammed, to investigate the SIDL 1.00 1.00 1.00
flexural behavior of horizontally curved composite I-girder exceptin
g
Load Basic Load wearing
Combination coat
Dead load 1.35 Wearing 1.20 1.20 1.20
SIDL excepting wearing 1.35 coat
coat Live 1.00 1.00 0.00
Wearing coat 1.75 load
Live load 1.5 Footpath 1.00 1.00 0.00
live load
Footpath live load 1.5
Where, Rare combination is for checking stress limits;
decks subjected to standard bridge live loads and finally Frequent combination is for fatigue check using fatigue load;
concludes that the deflection and the longitudinal girder and Quasi permanent combination is for checking cracks.
strains increased with the increasing in curvature.
PawanPatidar, Sunil Harne were the first to check the Design parameters:
economic status of Plate Girder Bridge (Railway) on various For design of plate girder following parameters were
spans keeping one parameter constant and other parameters considered accordingly:
varying. Ichiro sugimoto, Yoshinori yoshida, Akira tanikaga, 1) IRC: 24-2010
proposed a method for the structural improvement of the 2) Span: 24.2 m
existing railway steel bridge through installing concrete slab
on existing steel girder .This method improves the load
bearing capacity of the bridge ,extends their serviceable life ,

Published By:
Retrieval Number: B10860882S819/2019©BEIESP Blue Eyes Intelligence Engineering
DOI:10.35940/ijrte.B1086.0882S819 1480 & Sciences Publication
International Journal of Recent Technology and Engineering (IJRTE)
ISSN: 2277-3878, Volume-8 Issue-2S8, August 2019

3) Boundary conditions: Simply Supported

4) Depth of web: Constant
5) Loading: IRC: 6-2017
6) Thickness of web: Constant
7) Design method: LSM
8) Flange area: Constant
9) Code: IS-800-2007
10) Flange thickness: Constant

III. DESIGN EXAMPLE

Design of two lane bridge girders:
Span = 24.2m
Deck Bridge:- Deck concrete = M-40
Footpath width = 1.5m
Carriageway width = 7.5m Fig 2. Bridge Deck
Crash barrier = 250mm, 500mm
Total width = 12m
Spacing of main girder = 2.5m
Spacing of cross girder = 4.5m, 5m
The RCC slab details are,
Main deck slab = 250mm thick.
Wearing coat = 65mm thick
Footpath = 150mm thick.

IV. RESULT AND DISCUSSION

This paper consist of designing of deck bridge as shown in
figure 1 & 2 having five longitudinal girders and six cross
girders as shown in figure 3 & 4. The deck bridge is checked Fig 3. Longitudinal Girders
for dead load model, live load combinations such as Class A
loading, 70R Tracked vehicle, 70R Wheeled vehicle. For all
the cases dimensions of the model was same. Deck Bridge
was modelled in STAAD PRO software. Maximum bending
moment and shear force for all the girders were computed in
table format. Following cases are discussed below:

Fig 4. Cross Girders

A) FOR DEAD LOAD:-
Following figure 5, 6 shows the maximum bending
moment and its bending moment diagram for girder 3 while
the maximum shear force and shear force diagram for girder
3 are shown in figure 7, 8 Similarly for all the girders
maximum bending moment and shear force are calculated
and computed in table form as shown in table 1.

Fig 1. Cross section

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DOI:10.35940/ijrte.B1086.0882S819 1481 & Sciences Publication
Research of Road Bridge Composite Steel Girder for Different Load Conditions

Table 1: Summery for B.M. & S.F. (Dead Load, SIDL,

SSDL, and Footpath Live Load)

Fig 5. Maximum bending moment for G3

B) FOR 2 CLASS A LOADING:-
According to IRC 6:2017 if the carriageway width is
between 5.3m to 9.6 m then one lane of class 70R or two
lanes for class A has to be designed. Following figure 9, 10
shows the Two Class A loading and moving load. While
figure 11, 12 shows the maximum bending moment diagram
and shear force and diagram for girder 1. Similarly for all the
girders maximum bending moment and shear force are
calculated and computed in table form as shown in table 2.

Fig 6. Dead load B.M.D for single girder

Fig 9. Class A loading

Fig 7. Max Shear Force for G3

Fig 10. Class A moving load

Fig 8. Dead load S.F.D for single girder

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DOI:10.35940/ijrte.B1086.0882S819 1482 & Sciences Publication
International Journal of Recent Technology and Engineering (IJRTE)
ISSN: 2277-3878, Volume-8 Issue-2S8, August 2019

Fig 16: Shear Force diagram for girder G1

Fig 11. Bending Moment diagram for G1 D) For 70R Wheeled Vehicle:
Following figures 17, 18 shows 70R Wheeled Vehicle
model and moving load, while figure 19, 20 shows
maximum bending moment diagram and shear force
diagram for girder 1. Similarly for all the girders maximum
bending moment and shear force are calculated and
computed in table form as shown in table 2.

Fig 12. Shear Force diagram for G1

C) For 70R Tracked Vehicle:
Following figures 13, 14 shows 70R Tracked Vehicle Fig 17: 70 R Wheeled Vehicle
model and moving load, while figure 15, 16 shows maximum
bending moment diagram and shear force diagram for girder
1. Similarly for all the girders maximum bending moment
and shear force are calculated and computed in table form as
shown in table 2.

Fig 18: 70 R Wheeled Vehicle moving load

Fig 13. 70R Tracked Vehicle

Fig 14. 70 R Tracked Vehicle moving

Fig 19 : Bending Moment diagram for G1

Fig 15. Bending Moment diagram for girder G1

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DOI:10.35940/ijrte.B1086.0882S819 1483 & Sciences Publication
Research of Road Bridge Composite Steel Girder for Different Load Conditions

study of prestressed steel – concrete composite bridge of different span

length and girder spacing”, International Journal of Modern
Engineering Research Vol.2, Issue.5, Sep-Oct. 2012 pp-3917-3922.
7. IRC: 6-2017, “Standard specifications and Code of Practice for Road
Bridges, Section II, Loads and Load combinations”, Indian Road
Congress, New Delhi.
8. IRC: 22-2008, “Standard Specifications And Code Of Practice For
Road Bridges, Section VI, Composite Construction”, Indian Road
Congress, New Delhi.
9. IRC24:2010, “Standard specifications and code of practice for Road
Bridges, Section V, Steel Road Bridges”, Indian Road Congress, New
Delhi.
Fig 20: Shear Force diagram for G1 10. IS800:2007, “General Construction in Steel - Code of Practice” Bureau
of Indian Standards, New Delhi.
11. IS 456:2000, “Plain and Reinforced Concrete- code of practice, BIS,
Table 2. Summary for B.M. & S.F. for live Loads:- New Delhi.
(STAAD Results) 12. IRC5:1998, “Standard Specifications and Code of Practice for Road
Bridges” Section I.
Maximum Bending Moment and Shear Force 13. Fundamentals of Structural steel design by ML Gambhir, McGraw Hill
LIVE LOAD Education; First edition (1 July 2017).
14. IRC 112-2011, “Code of Practice for Concrete Road Bridges”, Indian
70R Road Congress, New Delhi.
70R TRACK 2 CLASS A
S.N WHEELED
. B.M. S.F. B.M. S.F. B.M. S.F.
kNm kN kNm kN kNm kN
116.6 1053.0 181.4 875.7 178.9
G1 834.65
6 7 7 1 0
1007.3 237.3 1112.8 263.6 925.6 169.5
G2
2 3 6 5 2 1
255.5 1001.8 266.7 876.8 175.7
G3 942.24
9 4 5 8 9
108.5 710.9 120.5
G4 605.15 95.56 703.38
1 4 5
509.4 104.2
G5 324.69 41.62 400.46 67.83
1 3

V. CONCLUSION
It is concluded that the Steel is being used on highway and
railway bridges successfully all over the world because of its
high strength, resistance against fracture toughness, weld
ability and a good resistance against weathering / corrosion
action.
1. The STAAD analysis results indicate that the designed
plate girder bridge is stable in bending moment, shear force,
and deflection for various live load conditions such as for
Class A loading, Class 70R tracked and wheeled vehicle.
2. 70R wheeled vehicle gives maximum value of Bending
moment and Shear force as compared to 2 Class A loading
and 70 R Tracked vehicle..

REFERENCES
1. Minh-Tung Tran, Vuong Nguyen Van Do, Tuan-Anh Nguyen,
“Behavior of steel-concrete composite beams using bolts as shear
connectors”, IOP Conf. Series: Earth and Environmental Science 143
(2018).
2. Huiling Zhao, and Yong Yuan, “Experimental studies on composite
beams with high-strength steel and concrete”, Steel and Composite
Structures 10 (5), September 2010.
3. Shivraj D. Kopare, K. S. Upase, “Analysis of Plate Girder Bridge for
Class-AA Loadings (Tracked Vehicles)”, International Journal of
Emerging Trends in Science and Technology, vol.2, issue 6, Pages
2645-2655, June.
4. JaroslavOdrobinak, Josef Vican, Jan Bujnak, “Verification of
composite steel-concrete bridge behavior”, Procedia Engineering,
Volume 65, 2013, Pages 440-446.
5. Amer F. Izzet, Aymen R. Mohammed, “Experimental study on curved
composite I-girder bridge subjected to live loading for Road Bridge”,
Journal of Engineering Science and Technology Vol. 13, No. 1 (2018)
226 - 241.
6. VikashKhatri, Pramod Kumar Singh and P. R. Maiti, “Comparative

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Retrieval Number: B10860882S819/2019©BEIESP Blue Eyes Intelligence Engineering
DOI:10.35940/ijrte.B1086.0882S819 1484 & Sciences Publication