Structural "Analysis" / "Design" Overview

2007 PCA Bridge Professors' Seminar

Material
properties
Available
shapes
h

Loads

LOADS AND LOAD DISTRIBUTION

Load
combinations

Harry A. Cole, PhD, PE

Department of Civil Engineering
Mississippi State University

Philosophy/methodology
LRFD, ASD, LFD, etc.

Models

A
August
t 2 and
d3
3, 2007

"Analysis"
H.A.Cole
Miss.State.Univ.

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August
2007

OBJECTIVE:

"Design"

H.A.Cole
Miss.State.Univ.

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August
2007

To assure the safe and economical

design of bridge structures
LIMIT STATES

LOADS
The effect of loads
on the structure

RESISTANCE

A limit state is a condition beyond which a system (or a component

The structure's resistance

to those loads

of a system) ceases to fulfill the function for which it was designed.

The system or component is loaded beyond its capability to resist.

In order for this to work

work, both sides of the statement must
refer to the same condition. For any particular load effect,
the resistance must be the resistance to that effect.

H.A.Cole
Miss.State.Univ.

3
August
2007

H.A.Cole
Miss.State.Univ.

4
August
2007

AASHTO LRFD limit states most applicable

to prestressed-girder/slab bridge girders
Types and examples of common limit states
AASHTO designation

Type:

Consequence:

STRENGTH

Collapse

Example:

Service I

Exceed crushing strength of concrete

Exceed breaking strength of PS strands
Fatigue failure of component

Unacceptable
behavior not involving
collapse

Service III

Excessive deflection at working loads

Cracking of PS concrete beams
Strength I

Excessive foundation settlement

Fatigue

Squashing of bearing pads

H.A.Cole
Miss.State.Univ.

and deck to maintain adequate

( unfactored ) dead and

factor of safety against concrete

live loads

Limit tensile stress in girder to

Full service dead load, but

maintain factor of safety against

reduced service live load

concrete tension cracking

Slip of steel bolted connections

Other "improper behavior"

Loads
F ll value
Full
l off service
i

crushing

Buckling of compression component

SERVICE

Limit state objective

Li it compressive
Limit
i stress
t
iin girder
id

5
August
2007

Provide adequate
q
resistance to

Factored live and dead

girder "breaking" failure

loads

Limit stresses caused by repetitive

Loads produced by "fatigue

vehicle live load

truck"

H.A.Cole
Miss.State.Univ.

6
August
2007

LOAD MODELS

Regardless of limit state:

Regardless of structure type, models are used to define design loads:

"Perhaps the most difficult part of any structural

Buildings:

design is determining the design loads ..... "

ASCE 7 - Minimum Design Loads for Buildings and

Other Structures . ASCE 7 is a standard that is referenced
in all major material performance specifications ( ACI,
AISC, NDS, etc ) and building codes ( IBC 2006, etc. )

Anonymous
Examples:

LOADS AND LOAD COMBINATIONS

H.A.Cole
Miss.State.Univ.

7
August
2007

H.A.Cole
Miss.State.Univ.

Dead load

Live load

volume density
load per unit area; concentrated loads

Forces of nature

replace wind effect, seismic effect, etc.

with "equivalent" static loads

8
August
2007

LOAD MODELS ( Continued )

AASHTO LRFD LOAD DEFINITIONS AND CLASSIFICATIONS

S3.3.2

Bridges:

AASHTO LRFD Bridge Design Specifications. Contains

both load models and material performance criteria
Permanent loads

The following pages will look at AASHTO:

Load classifications
Models used to define loads
Load combinations
Application of load effects to components

H.A.Cole
Miss.State.Univ.

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August
2007

H.A.Cole
Miss.State.Univ.

=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=

=
=

DW
EL

=
=

EH
EV

=
=

downdrag
dead load of structural components and
non-structural attachments
dead load of wearing surfaces and utilities
accumulated locked-in force effects resulting
from construction process
horizontal earth pressure load
vertical pressure from dead load on earth fill

H.A.Cole
Miss.State.Univ.

10
August
2007

Loads normally used for designing prestressed girder /

slab bridge superstructures:

Transient loads
BR
CE
CR
CT
CV
EQ
FR
IC
IM
LL
LS
PL
SE
SH
TG
TU
WA
WL
WS

DD
DC

vehicle breaking force

vehicular centrifugal force
creep
vehicular collision force
vessel collision force
earthquake force
friction
ice load
impact
vehicular live load
live load surcharge
pedestrian live load
settlement
shrinkage
thermal gradient
uniform temperature
water load and stream pressure
wind on live load
wind on structure

Permanent loads ( "dead loads" ) :

DC loads - Components and attachments whose weights can be
computed with reasonable accuracy
Girder
Slab, haunch, stay-in-place forms

act on girder

Diaphragm
Railings ( "parapet" ) / barriers

acts on composite section

DW loads - Components and attachments whose weights can not

be determined as accurately as DC loads
Future wearing surface ( FWS )
act on composite section

Utilities and other future loads

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August
2007

H.A.Cole
Miss.State.Univ.

12
August
2007

DC / DW dead loads

Loads normally used for designing prestressed girder /

slab bridge superstructures ( continued ):

slab
SIP form

haunch

Transient loads - AASHTO S3.6.1.2.1

Service I, III (elastic analyses)

Use girder section modulii to
compute stresses in girder due
to these loads, plus prestress
diaphragm

Include:

Strength I - DC loads

Vehicular loads ( "live loads" )

Use load factor = 1.25

Forces of nature

girder

Extreme events ( catestrophic loads, such as

truck-railing collisions )
railing
Service I, III (elastic analyses)
FWS

Use composite section modulii

to compute stresses in girder
and slab
Strength I - DW loads

truck-rail collision extreme event loads.

Use load factor = 1.50

H.A.Cole
Miss.State.Univ.

The rest of this presentation will look at the AASHTO models used to
define and apply vehicular ("live") loads to girders and slabs, and

13
August
2007

H.A.Cole
Miss.State.Univ.

"NOTIONAL" LOADS

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August
2007

Notional vehicular loads ( S3.6.1.2.1 )

AASHTO uses the concept of notional loads to define model live loads:
32 kips

Notional loads are ficticious ("model") loads that have been created to
produce the same load effects ( bending moment, shear ) as observed
g caused by
y real traffic.
in real bridges

The notional loads also happen to give girder compressive stresses at

service loads that reasonably match those produced by real traffic on real
bridges. Therefore, the stresses produced by the notional loads are used
i th
in
the Service
S i I elastic
l ti analysis
l i
But, the notional loads predict girder tensile stresses at service loads that
are greater than those produced by real traffic on real bridges. Therefore,
the stresses produced by the notional loads are adjusted ( multiplied by
0.80 ) for use in the Service III elastic analysis.
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August
2007

8 kips

( S3.6.1.2.2)

The AASHTO notional loads have been calibrated (optimized) based on

strength. Thus, use of these loads in a girder Strength I analysis gives
results that most closely match those that would produce strength failure
in real bridge components using factored real traffic loads.

H.A.Cole
Miss.State.Univ.

32 kips

Design Truck Load

14' to 30'

14'

25 kips 25 kips

Design Tandem Load

( S3.6.1.2.3 )
4'

Design Lane Load

0.64 kips / foot

( S3.6.1.2.4 )

H.A.Cole
Miss.State.Univ.

16
August
2007

Why the variable spacing between center and trailing axles?

The Design Truck and Design Tandem loads are axle loads:

Simply-supported spans:

32 kips

Strength and service limit states:

32 kips
trailing axle

14' spacing ( loads closely grouped ) produces

greatest design truck load moment, shear and
deflection ( S3
S3.6.1.2.2
6122)

8 ki
kips

6'

Design Truck

leading axle

14' - 30'

32

32

8 kips

travel direction
14'
14' 14'

25 kips
Fatigue limit state:

25 kips
ki

30
30' axle spacing ( S3
S3.6.1.4.1
6141)
32

32

8 kips

Design Tandem
6'

4'

30'

H.A.Cole
Miss.State.Univ.

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August
2007

Continuous spans:

14'

H.A.Cole
Miss.State.Univ.

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August
2007

Application of vehicular live loads: Service and Strength limit states

( S3.6.1.3 )

Example - truck load placement to cause maximum

negative moment at center support in a two-span
continuous bridge ( Service or Strength limit states )

Design Truck plus Design Lane

32k 32k 8k

OR

32k 32k 8k
50'

Design Tandem plus Design Lane

long spans
14' 14'

Use whichever causes greater load effect

14' 14'

32k 32k 8k
50'

32 kip

32 kip

8 kip

25 kip 25 kip

50'

0.64 k/ft

short spans
30'

14'

0.64 k/ft

Note that the design lane load is not interrupted to "provide space" for the axle loads

H.A.Cole
Miss.State.Univ.

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2007

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Miss.State.Univ.

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2007

Application of vehicular live loads: Fatigue limit state; Impact

Fatigue (S3.6.1.4.1):

DESIGN LANE WIDTH

Apply to Fatigue Truck only ( do not use lane load )

32

32

30'

The Design Lane loads are applied over a10-foot lane width. The Design Truck
load and the Design Tandem load occur anywhere within a 10-foot lane width:

8 kips

Design Truck Load

or Design Tandem

14'

32 kips
32 kips

( S3.6.1.3.1 )

8 kips

6'

6'

Impact - "Dynamic impact allowance" (S3.6.2):

10'

Applies to truck / tandem loads only ( does not apply to lane load )
10' lane

From AISC Table 3.6.2.1-1: IM

All components except deck joints:
Service and Strength limit states:
Fatigue limit state:
Deck joints (all limit states ):

Design Lane Load

33%
15%

0.64 k/ft

( S3.6.1.2.4 )

75%

H.A.Cole
Miss.State.Univ.

10' lane

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August
2007

H.A.Cole
Miss.State.Univ.

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August
2007

USING MODEL VEHICULAR LIVE LOADS TO PRODUCE LIVE LOAD

SHEAR AND MOMENT DIAGRAMS FOR INDIVIDUAL GIRDERS

How are model vehicular live loads used to produce design live
load shear and moment diagrams in a typical bridge girder ?

A two-step process:
Step 1 - Use model vehicular live loads to draw moment and shear
"diagrams" for imaginary 10'-wide bridge:

Moment diagram for Lane load:

MLane

Shear envelope for Lane load:

VLane

Moment/shear envelopes for Truck load: MTruck , VTruck

( Similar for Dual Tandem load )
Apply impact factor (IM) to truck moment/shear, then combine:

MLL = MLane + IM MTruck

VLL = VLane + IM VTruck
Step 2 - AASHTO Simplified Method: Use moment and shear distribution
factors to obtain moment and shear "diagrams" for individual girders
H.A.Cole
Miss.State.Univ.

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August
2007

H.A.Cole
Miss.State.Univ.

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August
2007

Simply-supported single-span bridge ( continued )

Step 1: Live load moment diagrams and envelopes

Truck load moment envelope ( Similar for Dual Tandem load ):

Simply-supported single-span bridge

32

32

ctr. of brg.

8 kips

Obtain moment envelope by computing the maximum moment at each 1/10th point
caused by "marching" axles through that point ( use symmetry to obtain moments that
would be found if truck were run across the bridge in the opposite direction )
32

14' 14'
0.64 kips/ft

32

8 kips

14' 14'

L ( ctr. of brg. )

L
32

Lane load moments - Computed at 1/10th points ( 1 i 11 ):

i=6

32

32

8 kips

32

i = 11

Compute: Mi2

32

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August
2007

Simply-supported single-span bridge ( continued )

Use largest: Mi

8 kips
Compute: Mi3

14' 14'

H.A.Cole
Miss.State.Univ.

32

Compute: Mi1

14' 14'

xi

32

8 kips

14' 14'

w L2
1

wL
( i 1) 1
( i 1)
(L x ) =
20
10
2

i=1

32

H.A.Cole
Miss.State.Univ.

26
August
2007

Simply-supported single-span bridge ( continued )

8 kips

14' 14'

32

32 kips

32

14' 14'

32

8 kips

14' 14'
0.64 kips/ft

i=6

i=1
Left-to-right

M3

M4

M5

i = 11

M6

M7

Right-to-left

M8

M9

M2

M10

M1

Lane load shear envelope - Computed at 1/10th points ( 1 i 6 ):

M11

wL
i 1
1

2
10

Vi =

Using left-to-right travel only: M2(env) = M10(env) = larger ( M2 , M10 )

M
2

M
3

M
4

, etc.

Truck load moment envelope

M
8

i=1

M
9

M10

Vi ( env )

M
1

The moment envelope "looks like" ( and is used like ) a moment diagram. The midspan moment M6
is within 1% of the "absolute maximum moment" ; the longer the span, the smaller this difference.
H.A.Cole
Miss.State.Univ.

1.0

wL

M11

i=1
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August
2007

H.A.Cole
Miss.State.Univ.

i=6

xi

0.81

0.64

0.49

i = 11

0.36 0.25

i=6
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August
2007

Simply-supported single-span bridge ( continued )

Simply-supported single-span bridge ( continued )

Truck load shear envelope ( Similar for Dual Tandem load )

Truck load shear envelope ( Similar for Dual Tandem load ):

Use shear influence lines to compute maximum shear at each 1/10th point

32
32

32

8 kips

32

8 kips

14' 14'

14' 14'
i=1

32

V1

32

i=6

i=1

i=2

i = 11

8 kips

14' 14'

V1

V2

Truck load shear envelope

V3

V4

V5
V6

32

32

8 kips

14' 14'

V2

H.A.Cole
Miss.State.Univ.

29
August
2007

Simply-supported single-span bridge: Numerical example

H.A.Cole
Miss.State.Univ.

30
August
2007

Simply-supported single-span bridge: Numerical example ( continue )

Truck load moment envelope computations ( Similar for Dual Tandem load )

Vehicle load moments

32

32

8 kips

14' 14'

32

0.64 kips/ft

32

8 kips

14' 14'
140'

140'

Left-to-right travel
1003.5

Lane load moment diagram: MLane

1568.0
1317.1 1505.3

2172.8

1
2
3
4
5
6
7
8
9
10
11

i = 11

2240.0
sym.

1478.4
840.0

( Similar for Dual Tandem load )

i=1
H.A.Cole
Miss.State.Univ.

Position 1

Position 2

Position 3

Maximum

Envelope
ft-k

i=6

1915.2
See next page for computations

564.5

i=1

Truck load moment envelope: MTruck

sym.

i=6

0.00
14.00
28.00
42.00
2 00
56.00
70.00
84.00
98.00
112.00
126.00
140.00

M1
M1
M1
M1
1
M1
M1
M1
M1
M1
M1
M1

=
=
=
=
=
=
=
=
=
=
=

0.00
100.80
537.60
11
1176.00
6 00
1612.80
1848.00
1881.60
1713.60
1344.00
772.80
0.00

M2
M2
M2
M2
2
M2
M2
M2
M2
M2
M2
M2

=
=
=
=
=
=
=
=
=
=
=

0.0
492.8
1232.0
1
1769.6
69 6
2105.6
2240.0
2172.8
1904.0
1433.6
761.6
0.0

M3
M3
M3
M3
3
M3
M3
M3
M3
M3
M3
M3

=
=
=
=
=
=
=
=
=
=
=

0.0
840.0
1478.4
191
1915.2
2
2150.4
2184.0
2016.0
1646.4
1075.2
403.2
0.0

MM
MM
MM
MM
MM
MM
MM
MM
MM
MM
MM

=
=
=
=
=
=
=
=
=
=
=

0.0
840.0
1478.4
191
1915.2
2
2150.4
2240.0
2172.8
1904.0
1433.6
772.8
0.0

0.0
840.0
1478.4
1915 2
1915.2
2172.8
2240.0
2172.8
1915.2
1478.4
840.0
0.0

i = 11
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August
2007

H.A.Cole
Miss.State.Univ.

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August
2007

Simply-supported single-span bridge: Numerical example ( continued )

Simply-supported single-span bridge: Numerical example ( continued )

Similar for Dual Tandem + Lane loads

32 32 8 kips
14' 14'

MLL= live load moment

Vehicle load shears:

32

0.64 kips/ft

32

8 kips

14' 14'
0.64 kips/ft

140'
1505.3 1568.0
1003.5 1317.1

140'

sym.

564.5

MLane

i=1

i=6

i = 11
44.8

2547.2

IM MTruck = 1.33 MTruck

2889.8

2979.2

1966.3
1117.2

26.7

21.9

16.1

i=1

i=1

i=6
4395.1

mirror image sym.

i=6

i = 11

i = 11
Truck load shear envelope: VTruck

sym.

67.2

60.0

52.8

See next page for computations

2969.8
1681.7

45.6

38.4

31.2

mirror image sym.

( Similar for Dual Tandem load )

i=1

i=1

11.2

4547.2

3864.3

MLL = MLane + 1.33 MTruck

36.3

Lane load shear envelope: VLane

sym.

i=6

i=6

i = 11

i = 11

H.A.Cole
Miss.State.Univ.

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August
2007

H.A.Cole
Miss.State.Univ.

34
August
2007

Simply-supported single-span bridge: Numerical example ( continued )

Simply-supported single-span bridge: Numerical example ( continued )

Similar for Dual Tandem + Lane loads

Truck load shear envelope example ( Similar for Dual Tandem load )
32

32

14' 14'

i=1

32 32 8 kips
14' 14'

VLL= live load shear

8 kips

0.64 kips/ft

i=6

140'

140'

i = 11

44.8

V1 = 67.2 k

VLane

V2 = 60.0 k

36.3

26.7

11.2

89.4

V4 = 45.6 k

79.8

70.2

60.6

i=1
134.2

V5 = 38.4 k

VLL = VLane + 1.33 VTruck

V6 = 31.2 k

i=1
35

H.A.Cole
Miss.State.Univ.

mirror image sym.

i=6

IM VTruck = 1.33 VTruck

August
2007

16.1

i=1

V3 = 52.8 k

H.A.Cole
Miss.State.Univ.

21.9

51.1

41.5

i = 11

mirror image sym.

i=6
116.1

96.9

82.5

67.2

52.7

i=6

i = 11

mirror image sym.

i = 11
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August
2007

Multi-span indeterminate bridges - overview ( continued )

Step 1: Live load moment diagrams and envelopes ( continued )

Application of Vehicular Live Loads:

Multi-span indeterminate bridges

32

32

For for negative moment between points of contraflexure caused by a uniform load on all
spans, and reactions at interior piers only, use :

8 kips

14' 14'

0.64 kips/ft

Case 1 ( S3.6.1.3.1 )

L1

90 percent of the effect of two design trucks spaced a minimum of 50.0 ft. between
the lead axle of one truck and the rear axle of the other truck ( the distance between
the 32-kip axles of each truck shall be taken as 14.0 ft.) ,
PLUS

90 percent of the effect of the design lane load

L2

Loads:
Truck load ( similar for tandem load ) - trucks on one or more spans

Case 2 ( not stated in S3.6.1.3.1 ) :

L
Lane
lload
d - load
l d on allll or selected
l t d span segments
t

100 percentt off one d

design
i ttruck
k ( vary spacing
i b
between
t
32
32-kip
ki axles
l )),

100 percent of the design lane load

PLUS

Computer analysis generally required:

Recommend QConBridge*, available at no cost from the Washington State DOT:
www.wsdot.wa.gov/eesc/bridge/software/index.cfm?fuseaction=download&software_id=48

H.A.Cole
Miss.State.Univ.

For all other effects, use one truck per span plus lane load.

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August
2007

Multi-span indeterminate bridges - overview ( continued )

H.A.Cole
Miss.State.Univ.

38
August
2007

Multi-span indeterminate bridges - overview ( continued )

Positive moment ( same for Regions 1 and 2 ):

Use the two-span continuous bridge shown below to illustrate these requirements:

Example:
32
0.64 kips/ft

32

Mx+

(0 x L)

8 kips

14' 14
14
14'

8 k 32 k 32 k

32 k 32 k 8 k
14'

14'

14'

14'

Influence line for Mx

For the uniformly-distributed load on both spans:

x
L

Points of contraflexure

Positive live load moment:

1.33 maximum moment produced by moving truck through IL-peak ( both directions )
0.25L

0.25L

PLUS

Region 1

moment caused by uniform load over full span length L

Region 2
H.A.Cole
Miss.State.Univ.

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2007

H.A.Cole
Miss.State.Univ.

40
August
2007

10

Multi-span indeterminate bridges - overview ( continued )

Multi-span indeterminate bridges - overview ( continued )

Negative moment ( Region 2 ):

Negative moment ( Region 1 ):

Example:

Mx-

Example:

( 0 x 0.75L )

14'

( 0.75L < x L )

Case 1

8 k 32 k 32 k

32 k 32 k 8 k

Influence line for Mx

ML-

32 k 32 k 8 k
14'

14'

14'

14'

32 k 32 k 8 k

spacing 50'

14'

14'

x
L

Influence line for Mx=L

x=L

Negative live load moment:

1.33 maximum moment produced by moving truck train ( vary spacing )

PLUS

90%

PLUS

moment caused by uniform load over full span length L

H.A.Cole
Miss.State.Univ.

moment caused by uniform load over full span length L

41
August
2007

Multi-span indeterminate bridges - overview ( continued )

H.A.Cole
Miss.State.Univ.

42
August
2007

Multi-span indeterminate bridges: Example

Negative moment ( Region 2 ):

ML-

Negative live load moment:

1.33 maximum moment produced by moving truck ( both directions )

Example:

14'

2-span continuous bridge span

( 0.75L < x L )
32 k 32 k 8 k
32 k

Case 2

MT1 = moment caused by

one design truck

32 k 8 k
14'

14' - 30'

14'

14'

32 k 32 k 8 k
14'

Vary spacing
from 50' to
140' in ten
steps of 9'

MT2 = moment caused by

two design trucks
32 k 32 k 8 k

14'

Influence line for Mx=L

x=L

90% *
( 1.33MT2
+ MLANE )

L
0.64 k/foot

Negative live load moment:

A

Negative
moment
in BCD:

Positive
moment
in ABCDE
and
Negative
moment in
AB and DE:
1.33MT1
+ MLANE

1.33 maximum moment produced by truck ( vary axle spacing )

100%

0.25L

PLUS
140'

moment caused by uniform load over full span length L

Note:

H.A.Cole
Miss.State.Univ.

The only time that this case may control the negative support moment
and/or the interior pier reaction is if the two spans L are very short.

0.25L

140'

QConBridge moment envelope on next slide

43
August
2007

H.A.Cole
Miss.State.Univ.

44
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Multi-span indeterminate bridges: Example ( continued )

Step 2 - Girder moments and shears

From QConBridge:

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Miss.State.Univ.

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Miss.State.Univ.

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2007

Distributing lane loads to girders depends on several things:

Girder moments and shears

Girder spacing

The Design Truck ( or, alternately, the Design Tandem ) and the Design Lane
loads are defined to act in a 10-ft-wide Design Lane. They do not account for:

Gi d
Girders
close
l
together
t
th -

Where the design lane is placed within the roadway width of the bridge

Where the design lane is placed relative to the girders

The number of lanes that fit within the roadway width of the bridge

The probability that two or more adjacent lanes will be loaded

simultaneously

The ability of the bridge deck to laterally distribute the load in one
or more lane(s) to more than one girder

shorter direct load path to girders;

stiffer slab
more girders involved

Girders far apart longer load path to girders; more flexible

slab
fewer girders involved

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Miss.State.Univ.

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Miss.State.Univ.

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Slab stiffness - ability to transfer loads to adjacent girders

Load position relative to girders:

Very stiff slab - load is

distributed equally to girders

Very flexible slab - load is

carried by only one girder

Usual case- load is distributed

between girders, but girders
under load carry greatest share.

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Miss.State.Univ.

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2007

Girder flexural and torsional stiffness - functions of girder length, moment of inertia
( flexure ) and area (torsion ):

Long girders are more flexible than short girders, which tends to increase load
distribution between girders

Girders with small moments of inertia deflect vertically more than girders with large
moments of inertia, which tends to increase load distribution between girders

Girders with small areas twist more than girders with large areas, which tends to
increase load distribution between girders

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Miss.State.Univ.

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2007

Number of adjacent loaded lanes:

The AASHTO loading model assumes that there can be distribution of vehicles on a
bridge at any given time ( a "vehicle" is represented by a combination of a truck or
tandem load, plus a lane load ):

Example: Single load symetrically placed over interior girder

The Design Vehicle loads ( A ) are the nominal ( reference ) loads

There can be an occasional single vehicle load ( B ) greater than the

Design Vehicle loads

Some vehicle loads ( C, D ) will be less than the Design Vehicle loads

A = Design Vehicle load

C

deflect + twist

A
D

A
D

A
D

deflect
deflect + twist

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Miss.State.Univ.

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Miss.State.Univ.

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Multiple presence factor for adjacent loaded lanes:

C

Single load
B = 1.2A
C

D A
A

D A C D

D
C

Four adjacent
loads @ 0.65A

A
D

C
D

D
D

Multiple presence factor for adjacent loaded lanes - AASHTO load model:

C
D

A = Design Value ( reference )

B = 1.20 A

Three adjacent
loads @ 0.85A
C

C
C

C = 0.85 A

D = 0.65 A

D
C

C
C

Two adjacent
loads @ A

C
A
A

C
C
D

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Miss.State.Univ.

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August
2007

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Miss.State.Univ.

54
August
2007

Girder Moments and Shears by the AASHTO "Simplified Method":

Distribution Factors

Multiple presence factors :

The AASHTO Specification ( S3.6.1.1.2 ) uses multiple presence factors to account for

For most prestressed girder/slab bridges, permits "distribution" of live load per
lane moments and shear to girders through the use of distribution factors.

the probability that vehicles of these four load classes will occur in adjacent lanes.

Table 3
3.6.1.1.2
6 1 1 2-1
1 - Multiple Presence Factors
Factors, m
Number of
loaded lanes
1
2
3
>3

Multiple presence
factors, m
1.20
1.00
0.85
0.65
14'
14'

The AASHTO load models assume that there is the same probability that there can be:

One vehicle that is 120% heavier than the Design Vehicle in one lane

Two Design Vehicles in two adjacent lanes

Three vehicles that are each 85% of the Design Vehicle load in three adjacent lanes

Four or more vehicles that are each 65% of the Design Vehicle load in adjacent lanes

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Miss.State.Univ.

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Miss.State.Univ.

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14

2. Use distribution factors (DF) obtain live load moment or shear in individual girders
1. Total live load moment for 10' lane ( from previous slides )
Live load moment for 10' lane:
MLL = MLane + ( 1 + IM ) MTruck
ML(int) = MLL DFM(int)
ML(ext) = MLL DFM(ext)

L
Lane
lload
d momentt diagram
di

"Distribute"

ML(int) = design live load

moment for
interior girders

Truck load moment envelope

( Dual tandem similar )

ML(ext) = design live load

moment for
exterior girder
DFM(int) , DFM(ext) =
"distribution factors"
for moment - AASHTO
Tables 4.6.2.2.2b-1,
4.6.2.2.2d-1
4.6.2.2.2d
1

Total live load moment for 10' lane

MLL = MLane + ( 1 + IM ) MTruck

( DF labeled "g" in Spec.)

Shear similar
Note: "Distribution" assigns a portion of the live load
moment MLL to individual girders ( it does not divide
the live load moment between girders ).
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Miss.State.Univ.

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2007

Multiple presence factors used in Distribution Factor tables

The AASHTO Simplified Method ( distribution factors ) may be used when:

H.A.Cole
Miss.State.Univ.

The distribution factors include the following multiple presence factors :

The deck width is constant

There are at least four girders

Interior girders

The girders are parallel and have approximately the same stiffnesses
Bridge curvature is limited ( see S4.6.1.2 )

The roadway part of the overhang , de 3.0 ft:

de

m = 1.00

m = 1.20

The bridge cross-section is one of those shown in Table 4.6.2.2.1-1

Exterior girders

m = 1.00

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Miss.State.Univ.

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H.A.Cole
Miss.State.Univ.

m = 1.20

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Example:
Distribution factor tables applicable to prestressed-girder/slab bridges:
Table 4.6.2.2.2b-1

Moments in Interior Beams

Table 4.6.2.2.2d-1

Moments in Exterior Beams

Table 4.6.2.2.3a-1

Shear in Interior Beams

T bl 4
Table
4.6.2.2.3b-1
6 2 2 3b 1

Sh
Shear
iin E
Exterior
t i B
Beams

Notes on using Distribution Factors from these tables:

Service and Strength limit state analyses ( moment , shear ):

Compute Distribution Factor for both "One Design Lane Loaded" and "Two
Design Lanes Loaded"

Use larger DF to compute girder moment or shear

Fatigue limit state ( moment only ) - single truck, single lane, multiple presence factor = 1
Obtain lane live load moments for truck only, rear axle spacing = 30'
Compute Distribution Factor for "One Design Lane Loaded" only
The "One Design Lane Loaded" distribution
factor includes the 1.20 multiple presence
factor shown earlier for a single loaded lane.

Divide computed Distribution Factor by 1.20 to eliminate multiple presence factor

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2007

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Miss.State.Univ.

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2007

Numerical example:

DFM(int) ( moment, interior girder, two lanes loaded ):

ts
2

ts

Multiple presence factor reference condition

( multiple presence factor = 1.0 ).

Span: L = 140'
Girder spacing: S = 8.0'
Slab thickness: ts = 7.5"
Haunch thickness: th = 1.5"
Girder: Eg = 4,800 ksi
Slab: Es = 4,000 ksi
BT-72 girder: Ag = 767 in2 yt = 35.40 in. Ig = 545,850 in4
Interior girder ( two loaded lanes )

th
eg = yt + th +

yt

ts
2

ts
2

7.5"

= 3.75"

1 5"
1.5"

c.g. (girder)

eg = yt + th +

35.4"

ts
2

= 35.4" + 1.5" + 3.75" = 40.65"

c.g. (girder)

9. 5

DFM(int) = 0.075 +
L
S
ts
A
I
n
eg

=
=
=
=
=
=
=

H.A.Cole
Miss.State.Univ.

0 .6

S

L

0 .2

Kg

12.0 L t s

0 .1

girder length, ft
center-center girder spacing, ft
slab thickness, in
girder area , in2
girder moment of inertia, in2
modular ratio ( girder E / slab E )
distance between centers of gravity of girder and deck, in

n =

Eg

Es

4,800 ksi
= 1.20
4,000 ksi

Kg = n ( I + A eg2 )
DFM(int) =

Kg = n ( I + A eg2 )

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2007

H.A.Cole
Miss.State.Univ.

= 1.20 ( 545,850 in4 + 767 in2 ( 40.65 in )2 ) = 2,175,910 in4

S

9 .5

0.6

S

L

8 .0

0.075 +
9 .5

0.6

8 .0

140

0.075 +

0.2

Kg

12.0 L t 3

0. 2

0. 1

2,175,910

12.0 140 (7.5)3

0. 1

= 0.6443

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DFM(int) ( moment , interior girder, one lane loaded ):

S

14

DFM(int) = 0.06 +

0. 4

S

L

0. 3

Kg

12.0 L t 3

0. 1

N
Numerical
i l example
l - continued
ti
d ( see previous
i
slide
lid )):
n =

Eg
Es

4,800 ksi
= 1.20
4,000 ksi

Kg = n ( I + A eg2 )
DFM(int) =

= 1.20 ( 545,850 in4 + 767 in2 ( 40.65 in )2 ) = 2,175,910 in4

0.06 +

8 .0

14

0.4

8 .0

140

0. 3

2,175,910

12.0 140 (7.5)

0. 1

= 0.4390

NOTE: Do not apply multi-presence factor = 1.20 ( it is included in the DF expression )

Numerical example - conclusion:
For two loaded lanes ( previous slide ):

DFM(int) = 0.6443 > 0.4390

Use

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DFM(ext) ( moment , exterior girder, one lane loaded ):

H.A.Cole
Miss.State.Univ.

Numerical example:

Lever rule:
P
2

de = 1' - 9" = 1.75 ft

S + de = 8.0 ft + 1.75 ft = 9.75 ft > 7.0 ft

P
2

Assumed hinge

Girder spacing: S = 8.0 ft

Exterior girder, one lane loaded

P
2

P
2

truck positioned at
outside edge of lane

1.0'

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6'

3'

1 0'
1.0'

1'

10' lane

de

S + de 7' :

S + de > 7' :

8.0'

1.75

P
2

R
S

DFM(ext) =
H.A.Cole
Miss.State.Univ.

DFM(ext) =

R
S

de

S + de 1
R

=
P
2S

DFM(ext) =

S + de 4
8.0 + 1.75 4
R
=

=
P
S
8.0

0 7188
0.7188

de

S + de 4
R
=

P
S

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2007

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Miss.State.Univ.

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2007

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Numerical example ( concluded ):

DFM(ext) ( moment,exterior girder, two lanes loaded ):

de
DFM(ext)

= 0.77 +

Live load moment for 10' lane:

de
DFM(int)
9 .1

MLL = MLane + ( 1 + IM ) MTruck = 4547.2 ft-k

DFN(ext) = 0.7188 ( two loaded lanes )

Numerical example ( continued from previous slides ):

DFN(int) = 0.6443 ( two loaded lanes )

ML(int) = 0.6443 ( 4547.2 ft-k ) = 2930.0 ft-k

1.75

DFM(ext) =
DFM(int) = 0.6443

For one loaded lane ( previous slide ):

1.75

0.77 +
0.6443 = 0.6200
9 .1

ML(ext) = 0.7188 ( 4547.2 ft-k ) = 3268.5 ft-k

DFM(int) = 0.7188 > 0.6200

8.0 ft

Use
140 ft

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2007

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Miss.State.Univ.

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