Design Criteria

We want the load effects to be less than the resistance

This Section

Load Resistance
iQi Rn
Bridge Design

Load Multiplier

III. Loads on Bridge Summary of Concepts

Nominal Resistance

Load Factor
Nominal Load Effect

Resistance Factor

Loads on Bridge

DD = downdrag (wind)
DC = dead Load of
structural and
nonstructural components
DW = dead load of wearing
surface
EH = earth pressure
(horizontal)
EL = secondary forces such as
from posttensioning
ES = earth surcharge load
(vertical)
EV = earth pressure (vertical)

BR = breaking force of vehicle

CE = centrifugal force of vehicle (at curves)
CR = creep of concrete
CT = vehicle collision force (on bridge or at
piers)
CV = vessel collision force (bridge piers over
river)
EQ = earthquake
FR = friction
IC = ice
IM = dynamic load of vehicles
LL = live load of vehicle (static)
LS = live load surcharge
PL = pedestrian load
SE = settlement
SH = shrinkage of concrete
TG = load due to temperature differences
TU = load due to uniform temperature
WA = water load/ stream pressure
WL = wind on vehicles on bridge
WS = wind load on structure

Dead Loads
DC, DW

Dead Loads: DC, DW

Tributary Area for Dead Loads

Calculated from Density

wDC or wDW
Material

Density

(kg/m3)

Concrete (Normal Weight.)

2400

Asphalt

2250

Distribute to girder through Tributary Area

Different load factor for DC and DW

M=wL2/8

V=wL/2

DC, DW

Section for maximum moment is not the same as the section

for maximum shear
For simply-supported beams

Maximum M occurs at midspan

Maximum V occurs over the support

As we shall see in the designs of girders, the Critical Section for shear is
about d from the support.(where d is the effective depth of section,
approximately 0.8h)
At this point, shear is slightly lower than at the support. If we use shear at
the support for the design of stirrups, we are conservative.

Live Loads
LL+IM, PL

Live Loads: LL+IM, PL

LL

HS-20

Design truck (HS-20)

Design tandem
Uniform loads

IM (sometimes called just I)

Dynamic Allowance Factor, which applies to:

LL in AASHTO are specified as Static Lane Loading

3 basic types of LL in AASHTO LRFD, called HL-93 loading (stands for

Highway Loading, year 1993)

LL

Design Truck
Design Tandem

PL

kN/m2

Pedestrian only: 3.6

Pedestrian and/or Bicycle: 4.1 kN/m2

Analysis Strategy for LL

Live Load Combinations

Design for 3 combinations of LL (per 1 Design Lane)

Load Combinations

Transverse Placement (for slab design)

Longitudinal Placement (for girder design)

Various
Live
Loads

We need to consider dynamic effect of this LL

We also want to know how much, at most, each girder has to carry this
load, under worst possible loading patterns

Place them
to get
maximum
effects on
span

Design Truck
Design Tandem
Uniform Lane Load

Moment/ Shear
from Live Load
to be used in the
design of girders
Dynamic
Multiple Presence of LL
Allowance Factor Distribution Factors
(IM)

Consider
dynamic
effects

Distribute
Load to
each girder

Combination 1: Truck + uniform lane load

Combination 2: Tandem + uniform lane load
Combination 3: (for negative moments at interior supports of continuous
beams) place two HS20 design truck, one on each adjacent span but not less
than 15 m apart (measure from front axle of one truck to the rear axle of
another truck), with uniform lane load. Use 90% of their effects as the design
moment/ shear

Use maximum effect of these cases for design

Live Load Placement - Longitudinal

Methods of finding maximum moment and shear in span

Influence Line (IL) Simple and Continuous spans (most general)

Design Equation Simple span only
Design Chart Simple span only

Live Load Placement Influence Line

Influence line is a graphical method for finding the variation of the

structural response at a point as a concentrated live load moves across
the structure
We can sketch this IL by

Live Load Placement Design Equation

If we combine the truck/tandem load with uniform load, we can get the
following equations for maximum moment in spans

Placing Unit Load, calculate the response using statics, plot the response
considered as the unit load moved along the span
Use Mller-Breslau Principle

IL for determinate structure consists of straight lines

IL for indeterminate structure will have curved lines
Influence line tells you how to place the LL such that the maximum
moment at a point occurs; but not where the absolute maximum moment
in the span occurs; i.e. the maximum moment on the point you picked is
not always the absolute maximum moment that can occur in the span
(which will occur at a different point and under a different arrangement of
loads)
Increase/ Decrease method for series of concentrated loads

Live Load Placement Design Chart

Bending Moment in Simple Span
for AASHTO HL-93 Loading
for a fully loaded lane
Moment in kips-ft
IM is included
1 ft = 0.3048 m
1 kips = 4.448 kN
1 kips-ft = 1.356 kN-m

Live Load Placement Design Chart

Shear in Simple Span
for AASHTO HL-93 Loading
for a fully loaded lane

Live Load Placement Design Chart

Design chart is meant to be used for preliminary designs.

We assume that maximum moment occurs at midspan this produces

slightly lower maximum moment than the Design Equation method.
However, the error is usually small.

Maximum shear occurs at support. However, the chart does not have
x = 0 ft. The closest is 1 ft from support.

Shear in kips
IM is included
1 ft = 0.3048 m
1 kips = 4.448 kN

Analysis Strategy for LL

In general, the bridge girder much higher than 1 ft. Therefore, shear at 1 ft is
still higher than the shear at critical section for shear (at d) so we are still
conservative here.

Dynamic Load Allowance: IM

Load Combinations
Transverse Placement (for slab design)
Longitudinal Placement (for girder design)
Various
Live
Loads

Place them
to get
maximum
effects on
span

Design Truck
Design Tandem
Uniform Lane Load

Moment/ Shear
from Live Load
to be used in the
design of girders
Dynamic
Multiple Presence of LL
Allowance Factor Distribution Factors
(IM)

Consider
dynamic
effects

Distribute
Load to
each girder

Effect due to
Static Load

Dynamic Load
Allowance Factor
IM

Effect due to
Dynamic Load

Table 3.6.2.1-1 (modified)

Component
Deck Joint
All limit states
All other components above ground
Fatigue/ Fracture Limit States
All Other Limit States
Foundation components below ground

IM

75%

Add dynamic effect

to the following
loads:

15%
33%
0%

But NOT to these

loads:

* Reduce the above values by 50% for wood bridges

Design Truck
Design Tandem

Pedestrian Load
Design Lane Load

Analysis Strategy for LL

Multiple Presence of LL

Load Combinations
Transverse Placement (for slab design)
Longitudinal Placement (for girder design)
Place them
to get
maximum
effects on
span

Various
Live
Loads
Design Truck
Design Tandem

Moment/ Shear
Consider
Distribute
from Live Load
dynamic
Load to
to be used in the
effects
each girder
design of girders
Dynamic
Multiple Presence of LL
Allowance Factor Distribution Factors
(IM)

AASHTO Girder Distribution Factor

DF for Moment

Interior
Exterior

DF for shear

Interior
Exterior

Lane Shear

roadway width

Interior

Girder Shear

Exterior

DFs are available for one design lane and two or more design lanes (the
larger one controls)
Must make sure that the bridge is within the range of applicability of the
equation

Multiple Presence
Factor m

1.20

1.00

0.85

>3

0.65

Its almost impossible to have maximum load effect on ALL lanes at the same time
The more lanes you have, the lesser chance that all will be loaded to maximum at
the same time
Multiple presence factor is included in the Distribution Factor from AASHTO. We
will need this only when we calculate the distribution factor from Lever Rule or
other analyses (such as FEM)

DF

Distribution Factor
DF
Lane Moment
Girder Moment

Exterior

Uniform Lane Load

Number of
Loaded Lane

For AASHTO method

first we must identify
the type of
superstructure
(support beam & deck
types) (Example)

DFM

DFM

Distribution factor for

moment in Interior
Beams (Example)

Distribution factor for

moment in Exterior
Beams (Example)

Summary of LL+IM Calculation

At any section, if not using AASHTOs GDF

MLL+IM, Girder = DFM(Mtruck/tadem,LaneIM + Muniform,Lane )m

VLL+IM, Girder = DFV(Vtruck/tadem,LaneIM + Vuniform,Lane )m

At any section, if using AASHTOs GDF

MLL+IM, Girder = DFM(Mtruck/tadem,LaneIM + Muniform,Lane )

VLL+IM, Girder = DFV(Vtruck/tadem,LaneIM + Vuniform,Lane )

Placed such that

we have maximum
effects

Dead Load + Live Load

Load Combination and Limit States

Design Criteria

Load Combinations

We need to consider several possible combinations of loads under

different conditions

Load Resistance
iQi Rn

Nominal Load Effect

STRENGTH I: Basic load combination relating to the normal use of bridge.

Maximum combination is used when LL produces the same effect as DC.
Minimum combination is used when LL produces opposite effect to DC.
STRENGTH II: load combination for special vehicles specified by owner
STRENGTH III: load combination where the bridge is subjected to high
wind (> 90 km/h) and traffic is prevented
STRENGTH IV: load combination for long span bridges (>67 m span)
which has large ratio of DC to LL
STRENGTH V: load combination where bridge and traffic on the bridge is
subjected to wind velocity of 90 km/h

Nominal Resistance
Resistance Factor

Load Combinations

Load Multiplier
Load Factor

EXTREME EVENT I: load combination for structural survival under major

earthquake
EXTREME EVENT II: load combination for structural survival under
combination of events such as flood and vessel collision
SERVICE I: load combination for normal operation of the bridge and for
checking compression in prestressed concrete
SERVICE II: load combination for steel bridges to control yielding
SERVICE III: load combination relating to tension in prestressed concrete
during service
FATIGUE: load combination for fatigue and fracture due to repetitive LL
and IM

Load Factors for DC, DW

Load Factors for DC, DW

Consider Maximum
case for Gravity load
designs

Load Combinations

For slabs and girders designs under gravity loads, we normally

have only DC, DW, and (LL+IM)

Load Factors for LL

Notes on Load Combinations

1.25DC + 1.50DW + 1.75(LL+IM) (Strength I)

1.50DC + 1.50DW (Strength IV)
1.00DC + 1.00DW + 1.00(LL+IM) (Service I)
1.00DC + 1.00DW + 1.30(LL+IM) (Service II, Steel)
1.00DC + 1.00DW + 0.80(LL+IM) (Service III, Prestressed)

Note that the sections for maximum moment of dead load

and live load are not the same!!!

Dead Load: midspan

Live Load: some small distance away from midspan

If we add them together, we are conservative!

Critical moment for shear is d away from the support. We

can calculate shear at this location for both dead load and live
load IF we know the height of the section

We estimate the height from past experiences of similar projects

If we dont know, we calculate shear at the support. This is
conservative but may not be economical.