Fig. 51 shows maximum bending moment curves for an extreme case of a short bridge with very unequal loads. The three lightly dotted parabolas are the curves of maximum moment for each of the loads taken separately. The three heavily dotted curves are curves of maximum moment under each of the loads, for the three loads passing over the bridge, at the given distances, from left to right. As might be expected, the moments are greatest in this case at the sections under the 15-ton load. The heavy continuous line gives the last-mentioned curve for the reverse direction of passage of the loads.
With short bridges it is best to draw the curve of maximum bending moments for some assumed typical set of loads in the way just described, and to design the girder accordingly. For longer bridges the funicular polygon affords a method of determining maximum bending moments which is perhaps more convenient. But very great accuracy in drawing this curve is unnecessary, because the rolling stock of railways varies so much that the precise magnitude and distribution of the loads which will pass over a bridge cannot be known. All that can be done is to assume a set of loads likely to produce somewhat severer straining than any probable actual rolling loads. Now, except for very short bridges and very unequal loads, a parabola can be found which includes the curve of maximum moments. This parabola is the curve of maximum moments for a travelling load uniform per ft. run. Let w be the load per ft. run which would produce the maximum moments represented by this parabola. Then w may be termed the uniform load per ft. equivalent to any assumed set of concentrated loads. Waddell has calculated tables of such equivalent uniform loads. But it is not difficult to find w, approximately enough for practical purposes, very simply.
Experience shows that (a) a parabola having the same ordinate at the centre of the span, or (b) a parabola having the same ordinate at one-quarter span as the curve of maximum moments, agrees with it closely enough for practical designing. A criterion already given shows the position of any set of loads which will produce the greatest bending moment at the centre of the bridge, or at one-quarter span. Let M and M be those moments. At a section distant x from the centre of a girder of span 2c, the bending moment due to a uniform load w per ft run is
M = &FRAC12;w(c-x)(c+x).
Putting x = 0, for the centre section
M = &FRAC12;wc2;
and putting x = &FRAC12;c, for section at quarter span
M = ⅜wc2.
From these equations a value of w can be obtained. Then the bridge is designed, so far as the direct stresses are concerned, for bending moments due to a uniform dead load and the uniform equivalent load w.Fig. 52.
27. Influence Lines. - In dealing with the action of travelling loads much assistance may be obtained by using a line termed an influence line. Such a line has for abscissa the distance of a load from one end of a girder, and for ordinate the bending moment or shear at any given section, or on any member, due to that load. Generally the influence line is drawn for unit load. In fig. 52 let A′B′ be a girder supported at the ends and let it be required to investigate the bending moment at C′ due to unit load in any position on the girder. When the load is at F′, the reaction at B′ is m/l and the moment at C′ is m(l-x)/l, which will be reckoned positive, when it resists a tendency of the right-hand part of the girder to turn counter-clockwise. Projecting A′F′C′B′ on to the horizontal AB, take Ff = m(l-x)/l, the moment at C of unit load at F. If this process is repeated for all positions of the load, we get the influence line AGB for the bending moment at C. The area AGB is termed the influence area.
The greatest moment CG at C is x(l-x)/l. To use this line to investigate the maximum moment at C due to a series of travelling loads at fixed distances, let P, P, P, ... be the loads which at the moment considered are at distances m, m, ... from the left abutment. Set off these distances along AB and let y, y, ... be the corresponding ordinates of the influence curve (y = Ff) on the verticals under the loads. Then the moment at C due to all the loads is
M = Py+Py+...Fig. 53.
The position of the loads which gives the greatest moment at C may be settled by the criterion given above. For a uniform travelling load w per ft. of span, consider a small interval Fk = ∆m on which the load is w∆m. The moment due to this, at C, is wm(l-x)∆m/l. But m(l-x)∆m/l is the area of the strip Ffhk, that is y∆m. Hence the moment of the load on ∆m at C is wy∆m, and the moment of a uniform load over any portion of the girder is w × the area of the influence curve under that portion. If the scales are so chosen that a inch represents 1 in. ton of moment, and b inch represents 1 ft. of span, and w is in tons per ft. run, then ab is the unit of area in measuring the influence curve.
If the load is carried by a rail girder (stringer) with cross girders at the intersections of bracing and boom, its effect is distributed to the bracing intersections D′E′ (fig. 53), and the part of the influence line for that bay (panel) is altered. With unit load in the position shown, the load at D′ is (p-n)/p, and that at E′ is n/p. The moment of the load at C is m(l-x)/l-n(p-n)/p. This is the equation to the dotted line RS (fig. 52).Fig. 55