[v.04 p.0553] [Illustration: 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 = [Delta]m on which the load is
w[Delta]m. The moment due to this, at C, is wm(l-x)[Delta]m/l. But
m(l-x)[Delta]m/l is the area of the strip Ffhk, that is y[Delta]m. Hence
the moment of the load on [Delta]m at C is wy[Delta]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).
[Illustration: FIG. 54.]
[Illustration: FIG. 55]
If the unit load is at F', the reaction at B' and the shear at C' is m/l,
positive if the shearing stress resists a tendency of the part of the
girder on the right to move upwards; set up Ff = m/l (fig. 54) on the
vertical under the load. Repeating the process for other positions, we get
the influence line AGHB, for the shear at C due to unit load anywhere on
the girder. GC = x/l and CH = -(l-x)/l. The lines AG, HB are parallel. If
the load is in the bay D'E' and is carried by a rail girder which
distributes it to cross girders at D'E', the part of the influence line
under this bay is altered. Let n (Fig. 55) be the distance of the load from
D', x_1 the distance of D' from the left abutment, and p the length of a
bay. The loads at D', E, due to unit weight on the rail girder are (p-n)/p
and n/p. The reaction at B' is {(p-n)x_1+n(x_1+p)}/pl. The shear at C' is
the reaction at B' less the load at E', that is, {p(x_1+n)-nl}/pl, which is
the equation to the line DH (fig. 54). Clearly, the distribution of the
load by the rail girder considerably alters the distribution of shear due
to a load in the bay in which the section considered lies. The total shear
due to a series of loads P_1, P_2, ... at distances m_1, m_2, ... from the
left abutment, y_1, y_2, ... being the ordinates of the influence curve
under the loads, is S = P_1y_1+P_2y_2+.... Generally, the greatest shear S
at C will occur when the longer of the segments into which C divides the
girder is fully loaded and the other is unloaded, the leading load being at
C. If the loads are very unequal or unequally spaced, a trial or two will
determine which position gives the greatest value of S. The greatest shear
at C' of the opposite sign to that due to the loading of the longer segment
occurs with the shorter segment loaded. For a uniformly distributed load w
per ft. run the shear at C is w × the area of the influence curve under the
segment covered by the load, attention being paid to the sign of the area
of the curve. If the load rests directly on the main girder, the greatest +
and - shears at C will be w × AGC and -w × CHB. But if the load is
distributed to the bracing intersections by rail and cross girders, then
the shear at C' will be greatest when the load extends to N, and will have
the values w × ADN and -w × NEB. An interesting paper by F.C. Lea, dealing
with the determination of stress due to concentrated loads, by the method
of influence lines will be found in _Proc. Inst. C.E._ clxi. p.261.
Influence lines were described by Fränkel, _Der Civilingenieur_, 1876. See
also _Handbuch der Ingenieur-wissenschaften_, vol. ii. ch. x. (1882), and
Levy, _La Statique graphique_ (1886). There is a useful paper by Prof. G.F.
Swain (_Trans. Am. Soc. C.E._ xvii., 1887), and another by L.M. Hoskins
(_Proc. Am. Soc. C.E._ xxv., 1899).
[Illustration: FIG. 56.]
28. _Eddy's Method._--Another method of investigating the maximum shear at
a section due to any distribution of a travelling load has been given by
Prof. H.T. Eddy (_Trans. Am. Soc. C.E._ xxii., 1890). Let hk (fig. 56)
represent in magnitude and position a load W, at x from the left abutment,
on a girder AB of span l. Lay off kf, hg, horizontal and equal to l. Join f
and g to h and k. Draw verticals at A, B, and join no. Obviously no is
horizontal and equal to l. Also mn/mf = hk/kf or mn-W(l-x)/l, which is the
reaction at A due to the load at C, and is the shear at any point of AC.
Similarly, po is the reaction at B and shear at any point of CB. The shaded
rectangles represent the distribution of shear due to the load at C, while
no may be termed the datum line of shear. Let the load move to D, so that
its distance from the left abutment is x+a. Draw a vertical at D,
intersecting fh, kg, in s and q. Then qr/ro = hk/hg or ro = W(l-x-a)/l,
which is the reaction at A and shear at any point of AD, for the new
position of the load. Similarly, rs = W(x+a)/l is the shear on DB. The
distribution of shear is given by the partially shaded rectangles. For the
application of this method to a series of loads Prof. Eddy's paper must be
referred to.
29. _Economic Span._--In the case of a bridge of many spans, there is a
length of span which makes the cost of the bridge least. The cost of
abutments and bridge flooring is practically independent of the length of
span adopted. Let P be the cost of one pier; C the cost of the main girders
for one span, erected; n the number of spans; l the length of one span, and
L the length of the bridge between abutments. Then, n = L/l nearly. Cost of
piers (n-1)P. Cost of main girders nG. The cost of a pier will not vary
materially with the span adopted. It depends mainly on the character of the
foundations and height at which the bridge is carried. The cost of the main
girders for one span will vary nearly as the square of the span for any
given type of girder and intensity of live load. That is, G = al², where a
is a constant. Hence the total cost of that part of the bridge which varies
with the span adopted is--
C = (n-i)P+nal²
= LP/l-P+Lal.