Live Load Distribution for Steel Girder Bridges

This paper deals with distribution of truck load on girder bridges. Previous analytical studies based on finite-element method indicated that AASHTO code-specified girder distribution factors (GDFs) are inaccurate. In particular, GDFs appear to be conservative for longer spans and larger girder spacing, but too permissive for short spans and girder spacings. Therefore, a field testing program was carried out including about 20 steel girder bridges with spans up to 45 m. For each tested structure, GDFs were determined by measuring strains in the girders under heavy trucks. Test trucks were 11-axle vehicles, loaded to the legal limit in Michigan (over 650 kN). The strains were recorded for a single truck and for two trucks side-by-side. The tests were repeated for crawling speed and normal traffic speed for the location. In all tested bridges, the GDFs determined from the field measurements are lower than code-specified values. In addition, the considered bridges were analyzed using a commercial finite-element software package, ABAQUS. The analytical results were compared with those from field tests. It was observed that the maximum values of the strain and corresponding stress are lower than analytical values obtained using ABAQUS. The reason for this discrepancy is unintended composite action and partial fixity of supports (rather than simple supports).     

Probabilistic Characterization of Live Load Using Visual Counts and In-Service Strain Monitoring

It has been argued that the AASHTO LRFD design code for maximum live loads on highway bridges is overly conservative. In an attempt to determine the level of conservativeness, if any, the writers developed a methodology incorporating real-time visual data collection from traffic cameras coupled with structural strain response of girder bridges. Average daily truck traffic along with frequency of multiple presences (same lane as well as adjacent lanes) and lane-wise truck traffic distribution were estimated for a steel-girder highway bridge on I-95 in Delaware. These data compared well with predictions from a Poisson process based model developed for this study. Statistical properties of girder moments in single and multiple presence conditions were determined as well. In this particular example, the girder design moment on the 24.6?foot approach span according to AASHTO specifications was found to be about 3.5 times higher than that estimated from the in-service data.     

Live-Load Distribution Factors for Prestressed Concrete, Spread Box-Girder Bridge

This study presents an evaluation of shear and moment live-load distribution factors for a new, prestressed concrete, spread box-girder bridge. The shear and moment distribution factors were measured under a live-load test using embedded fiber-optic sensors and used to verify a finite element model. The model was then loaded with the American Association of State Highway and Transportation (AASHTO) design truck. The resulting maximum girder distribution factors were compared to those calculated from both the AASHTO standard specifications and the AASHTO LRFD bridge design specifications. The LRFD specifications predictions of girder distribution factors were accurate to conservative when compared to the finite element model for all distribution factors. The standard specifications predictions of girder distribution factors ranged from highly unconservative to highly conservative when compared to the finite element model. For the study bridge, the LRFD specifications would result in a safe design, though exterior girders would be overdesigned. The standard Specifications, however, would result in an unsafe design for interior girders and overdesigned exterior girders.     

Truck Models for Improved Fatigue Life Predictions of Steel Bridges

A new fatigue load model has been developed based on weigh-in-motion (WIM) data collected from three different sites in Indiana. The recorded truck traffic was simulated over analytical bridge models to investigate moment range responses of bridge structures under truck traffic loadings. The bridge models included simple and two?equally continuous spans. Based on Miner’s hypothesis, fatigue damage accumulations were computed for details at various locations on the bridge models and compared with the damage predicted for the 240-kN (54-kip) American Association of State Highway and Transportation Officials (AASHTO) fatigue truck, a modified AASHTO fatigue truck with an equivalent effective gross weight, and other fatigue truck models. The results indicate that fatigue damage can be notably overestimated in short-span girders. Accordingly, two new fatigue trucks are developed in the present study. A new three-axle fatigue truck can be used to represent truck traffic on typical highways, while a four-axle fatigue truck can better represent truck traffic on heavy duty highways with a significant percentage of the fatigue damage dominated by eight- to 11-axle trucks.     

Impact Factors for Horizontally Curved Composite Box Girder Bridges

This paper presents a method for determining the dynamic impact factors for horizontally curved composite single- or multicell box girder bridges under AASHTO truck loading. The bridges are modeled as three-dimensional structures using commercially available software. The vehicle is idealized as a pair of concentrated forces, with no mass, traveling in two circumferential paths parallel to the curved centerline of bridges. An extensive parametric study is conducted, in which over 215 curved composite box girder bridge prototypes are analyzed. The key parameters considered in this study are: Number of cells, number of lanes, degree of curvature, arc span length, slope of the outer steel webs, number and area of bracing and top chord systems, and truck(s) speed and truck(s) positioning. Based on the data generated from the parametric study, expressions for dynamic impact factors for longitudinal moment, reaction, and deflection are proposed as function of the ratio of the arc span length to the radius of curvature. The results from this study would enable bridge engineers to design horizontally curved composite box girder bridges more reliably and economically. Furthermore, the results can be used to potentially increase the live-load capacity of existing bridges to prevent posting or closing of the bridge.     

Effect of Multilanes on Wheel Load Distribution in Steel Girder Bridges

This paper presents the results of a parametric study that investigated the effect of multilanes and continuity on wheel load distribution in steel girder bridges. Typical one- and two-span, two-, three-, and four-lane, straight, composite steel girder bridges were selected for this study. The major bridge parameters chosen for this study were the span length, girder spacing, one- versus two-spans, and the number of lanes. These parameters were varied within practical ranges to study their influence on the wheel load distribution factors. A total of 144 bridges were analyzed using the finite-element method. The computer program, SAP90, was used to model the concrete slab as quadrilateral shell elements and the steel girders as space frame members. Simple supports were used to model the boundary conditions. AASHTO HS20 design trucks were positioned in all lanes of the one- and two-span bridges to produce the maximum bending moments. The calculated finite-element wheel load distribution factors were compared with the AASHTO and the National Cooperative Highway Research Program (NCHRP) 12-26 formulas. The results of this parametric study agree with the newly developed NCHRP 12-26 formula and both were, in general, less than the empirical AASHTO formula (S∕5.5) for longer span lengths [>15.25 m (50 ft)] and girder spacing >1.8 m (6 ft). This paper demonstrates that the multiple lane reduction factors are built into the newly developed distribution factors for steel girder bridges that were presented in the NCHRP 12-26 final report. It should be noted that AASHTO LRFD contains a similar expression that results in a value that is 50% of the value in the equations developed as a part of NCHRP 12-26. This is due to the fact that AASHTO LRFD consider the entire design truck instead of half-truck (wheel loads) as the case in the NCHRP 12-26 report and the AASHTO Standard Specifications for Highway Bridges. Therefore, this paper supports the use of the new distribution factors for steel girder bridges developed as a part of NCHRP 12-26 and consequently the distribution factors presented in the AASHTO LRFD Bridge Design Specifications.     

Field Testing and Analysis of CRC Deck Girder Bridges

This paper presents findings of field tests and analysis of two conventionally reinforced concrete (CRC) deck girder bridges designed in the 1950s. The bridges are in-service and exhibit diagonal cracks. Stirrup strains in the bridge girders at high shear regions were used to estimate distribution factors for shear. Impact factors based on the field tests are reported. Comparison of field measured responses with AASHTO factors was performed. Three-dimensional elastic finite-element analysis was employed to model the tested bridges and determine distribution factors specifically for shear. Eight-node shell elements were used to model the decks, diaphragms, bent caps, and girders. Beam elements were used to model columns under the bent caps. The analytically predicted distribution factors were compared with the field test data. Finally, the bridge finite-element models were employed to compare load distribution factors for shear computed using procedures in the AASHTO LRFD and Standard Specifications.     

Impact Factors for Curved Continuous Composite Multiple-Box Girder Bridges

The results from a parametric study on the impact factors for 180 curved continuous composite multiple-box girder bridges are presented. Expressions for the impact factors for tangential flexural stresses, deflection, shear forces and reactions are deduced for AASHTO truck loading. The finite-element method was utilized to model the bridges as three-dimensional structures. The vehicle axle used in the analysis was simulated as a pair of concentrated forces moving along the concrete deck in a circumferential path with a constant speed. The effects of bridge configurations, loading positions, and vehicle speed on the impact factors were examined. Bridge configurations included span length, span-to-radius of curvature ratio, number of lanes, and number of boxes. The effect of the mass of the vehicle on the dynamic response of the bridges is also investigated. The data generated from the parametric study and the deduced expressions for the impact factors would enable bridge engineers to design curved continuous composite multiple-box girder bridges more reliably and economically.     

Effects of State Legal Loads on Bridge Rating Results Using the LRFR Procedure

The main objective of this research was to study the effects of different specified trucks on bridge rating with the load and resistance and factor rating (LRFR) procedure. Twelve specified trucks were selected for this study, which include one AASHTO design truck, three AASHTO legal trucks, and eight state legal trucks. These rating trucks were applied on 16 selected Tennessee Dept. of Transportation bridges to obtain the LRFR ratings. The selected bridges covered four commonly used bridge types, including prestressed I-beam bridges; prestressed box beam bridges; cast-in-place T-beam bridges; and steel I-beam bridges. The research results revealed that (1) LRFR AASHTO legal load ratings factors were enveloped by the LRFR HL-93 truck ratings factors, thereby confirming the validity of the LRFR tiered approach with regard to AASHTO legal loads; (2) the lighter state legal trucks were enveloped by the HL-93 loads, whereas the heavier state trucks with closer axle spacing typically resulted in load ratings that governed over the HL-93 loads; and (3) the bridges with both high average daily truck traffic and short spans were more likely to be governed by state legal load ratings instead of HL-93 load ratings.     

Experimental Verification of Horizontally Curved I-Girder Bridge Behavior

Past research has been conducted on the behavior of horizontally curved girders by testing scaled models and full-scale laboratory bridges and by analyzing numerical models. Current design specifications are based on this past research; however, little field data of in-service bridges exist to support the findings of the past research on which the current design criteria are based. The purpose of the present study was to gather field response data from three in-service, curved, steel I-girder bridges to determine behavior when subjected to a test truck and normal truck traffic. Transverse bending distribution factors and dynamic load allowance were calculated from the data collected. Numerical grillage models of the three bridges were developed to determine if a simple numerical model will accurately predict actual field measured transverse bending distribution, deflections, and cross-frame and diaphragm shear forces. The present study found that AASHTO specifications are conservative for both dynamic load allowance and transverse bending moment distribution. The grillage models were found to predict with reasonable accuracy the behavior of a curved I-girder bridge.     

Response of Prestressed Concrete I-Girder Bridges to Live Load

Design and evaluation of prestressed concrete I-girder bridges is in large part dependent on the transverse load distribution characteristics and the dynamic load amplification, as well as service level, live load, and tensile stresses induced in the girders. This study presents the results of field tests conducted on three prestressed concrete I-girder bridges to obtain dynamic load allowance statistics, girder distribution factors (GDF), and service level stress statistics. The field-based data are also compared to approximate and numerical model results. Bridge response was measured at each girder for the passage of test trucks and normal truck traffic. The dynamic amplification is observed to be a strong function of peak static stress and a weak function of vehicle speed and is independent of span length, number of axles, and configuration. GDFs for one- and two-lanes are less than code specified GDFs. Results from the numerical grillage models agree closely with experimentally derived results for transverse distribution.     

Live Load Distribution in Girder Bridges Subject to Oversized Trucks

A significant challenge facing motor carriers and engineers in this nation is the limitation of vehicle size and weight based on pavement and bridge capacity. However, the current demands of society and industry occasionally require a truck to carry a load that exceeds the size and weight of the legal limit. In these cases, engineering analysis is required before a permit is issued to ensure the safety of the structures and roadways on the vehicle's route. A truck with a wheel gauge larger than the standard 1.83 m (6 ft) gauge requires additional engineering effort because the wheel load girder distribution factors (GDFs) established by AASHTO cannot be used to accurately estimate the live load in the girders. In this study, the finite-element method is used to develop modification factors for the AASHTO flexure and shear GDFs to account for oversized trucks. The results of the analysis showed that the use of the proposed modification factors with the specification-based GDFs can help increase the allowable loads on slab-on-girder bridges.     

Field Investigation of a Sandwich Plate System Bridge Deck

This paper presents the results of a live-load test of the Shenley Bridge, the first bridge application of the sandwich plate system technology in North America. The investigation focused on the evaluation of in-service performance including lateral load distribution behavior and dynamic load allowance. Real-time midspan deflections and strain values were measured under both static and dynamic conditions and under various loading configurations to assess the in-service performance. Distribution factors were determined for interior and exterior girders subjected to single and paired truck loadings. In addition, dynamic load allowance was determined from a comparison of the bridge’s response under static conditions to the response under dynamic conditions. From a comparison of measured results to AASHTO LRFD, AASHTO standard, and CHBDC provisions, it was determined that the current provisions tend to produce conservative predictions for lateral load distribution, but can be unconservative for dynamic load allowance. As a result of the testing program containing a single field test, a finite-element model was also used for determination of lateral load distribution and yielded predictions similar to measured results. The results from the finite-element models were often less conservative than the code provisions.     

Assessment of Load Transfer and Load Distribution in Bridges Utilizing FRP Panels

A primary means of demonstrating the feasibility and effectiveness of fiber-reinforced polymer (FRP) composite bridge materials is via in situ bridge load testing. For this study, the prescribed or assumed design factors for each of the study bridges were compared to those exhibited by the performance of the bridge. Specifically, the wheel load distribution factors and impact factors as defined by AASHTO were considered in order to assess the load transfer and distribution in structures utilizing FRP panels. The in situ testing configurations for the study bridges are outlined, including the truck and instrumentation placement to obtain the desired information. Furthermore, comparisons were drawn between the design values for deflection and those experienced by the structures during testing. It was found that although the deflections exhibited by the bridges were well within the design limits, further research is needed to be able to prescribe bridge design factors for FRP panels.     

Live Load Distribution Formulas for Single-Span Prestressed Concrete Integral Abutment Bridge Girders

In this study, live load distribution formulas for the girders of single-span integral abutment bridges (IABs) are developed. For this purpose, two and three dimensional finite-element models (FEMs) of several IABs are built and analyzed. In the analyses, the effects of various superstructure properties such as span length, number of design lanes, prestressed concrete girder size, and spacing as well as slab thickness are considered. The results from the analyses of two and three dimensional FEMs are then used to calculate the live load distribution factors (LLDFs) for the girders of IABs as a function of the above mentioned parameters. The LLDFs for the girders are also calculated using the AASHTO formulas developed for simply supported bridges (SSBs). The comparison of the analyses results revealed that LLDFs for girder moments and exterior girder shear of IABs are generally smaller than those calculated for SSBs using AASHTO formulas especially for short spans. However, AASHTO LLDFs for interior girder shear are found to be in good agreement with those obtained for IABs. Consequently, direct live load distribution formulas and correction factors to the current AASHTO live load distribution equations are developed to estimate the girder live load moments and exterior girder live load shear for IABs with prestressed concrete girders. It is observed that the developed formulas yield a reasonably good estimate of live load effects in prestressed concrete IAB girders.     

Measurement of Truck Axle Weights by Instrumenting Longitudinal Ribs of Orthotropic Bridge

The longitudinal ribs of an orthotropic box-girder bridge were instrumented to measure axle weights of trucks. The bending stress in the longitudinal rib is composed of a girder component, i.e., the flexural stress due to the rib’s function as part of the box-girder’s upper flange in carrying vehicles, and a rib component, i.e., the part of stress produced in the rib when it is viewed as a continuous beam supporting wheel loads. The instrumentation locations were set close to the middle support of the two-span continuous bridge to reduce girder component and impact effect. All possible wheel-supporting ribs inside the box girder were instrumented to cover most transverse locations of truck wheels. Deviating passes as well as central passes were carried out for each traffic lane in calibration tests to catch maximum stress response. The results of the calibration tests were used to solve the influence lines of the girder component and rib component at each strain gauge. With these influence lines, the rib component was separated from girder one in the stress waves of the 3-day live traffic measurements, and axle weights of the truck traffic were subsequently calculated.     

Development of Live-Load Distribution Factors for Glued-Laminated Timber Girder Bridges

This paper presents simple relationships for calculating live-load distribution factors for glued-laminated timber girder bridges with glued-laminated timber deck panels. Analytical models were developed using the Ansys 113 finite-element program, and the results were validated using recorded data from four in-service timber bridges. The effects of the bridge span length, the spacing between girders, and the bridge width on the distribution of the live load were investigated by using the validated models. The live-load distribution factors obtained from the field test and the analytical models were compared with those obtained using the AASHTO LRFD Bridge Design Specifications2 live-load distribution relations. The comparison showed that the live-load distribution factors obtained by using the AASHTO LRFD Bridge Design Specifications2 were conservative. For this reason, statistical methods were used to develop accurate relationships that can be used to calculate the live-load distribution factors in the design of glued-laminated girder bridges.     

Development and Implementation of a Continuous Strain Monitoring System on a Multi-Girder Composite Steel Bridge

This paper describes the implementation and evaluation of a long-term strain monitoring system on a three-span, multisteel girder composite bridge located on the interstate system. The bridge is part of a network of bridges that are currently being monitored in Connecticut. The three steel girders are simply supported, whereas the concrete slab is continuous over the interior supports. The bridge has been analyzed using the standard AASHTO Specifications and the analytical predictions have been compared with the field monitoring results. The study has included determination of the location of the neutral axes and the evaluation of the load distributions to the different girders when large trucks cross the bridge. A finite-element analysis of the bridge has been carried out to further study the distribution of live load stresses in the steel girders and to study how continuity of the slabs at the interior joints would influence the overall behavior. The results of the continuous data collection are being used to evaluate the influence of truck traffic on the bridge and to establish a baseline for long-term monitoring.     

Nondestructive Evaluation of the I-40 Bridge over the Rio Grande River

A nondestructive strength evaluation of the I-40 Bridge over the Rio Grande River in Albuquerque, N.M. was completed for the New Mexico Department of Transportation (NMDOT). The I-40 Bridge is a precast, prestressed concrete girder bridge located within 3?mi. of the “Big I” interchange carrying Interstates I-40 and I-25. Because of its location, the I-40 Bridge is subjected to large amounts of heavy truck traffic. The primary objective of the study reported herein was to determine a more accurate capacity rating for the I-40 Bridge and thus, reduce the number of overweight vehicle permit denials. To achieve this objective, a conventional rating analysis is first performed based on American Association of State Highway and Transportation Officials (AASHTO) guidelines. A diagnostic load test and a finite-element analysis are then completed. Details of the AASHTO rating analysis as well as the approach by which measured girder strains from the load test and finite-element results were considered in the capacity rating of the I-40 Bridge are discussed. Findings from the study confirmed that the capacity ratings of the I-40 Bridge could be safely increased by a factor of 1.7.     

Examination of Level of Analysis Accuracy for Curved I-Girder Bridges through Comparisons to Field Data

To evaluate the accuracy of different levels of analysis used to predict horizontally curved steel I-girder bridge response, a field test was performed on a three-span structure. Collected strain data were reduced to determine girder vertical and bottom flange lateral bending moments. Experimental moments were compared to numerical moments obtained from three commonly employed levels of analysis. Level 1 analysis includes two manual calculation methods: a line girder analysis method described in the AASHTO Guide Specification for Horizontally Curved Highway Bridges, and the V-load method. Grillage models represent Level 2 and were created using three commercially available computer programs: SAP2000, MDX, and DESCUS. Level 3 consists of three-dimensional (3D) finite element models created using SAP2000 and the BSDI 3D system. Responses obtained from each level are compared and discussed for a single radial cross section of the structure, and the compared results involve truck loads and placement schemes that do not represent those used for bridge design. The field test and numerical data presented are used solely to determine the accuracy of each level of analysis for predicting structure response to a specific live load at a specific cross section. Results showed that Level 2 and Level 3 analyses predict girder vertical bending moment distributions more accurately than Level 1 analyses throughout the tested cross section. The comparisons indicate that Level 3 girder vertical bending moment distributions offered no appreciable increase in accuracy over Level 2 analyses. The study also indicates that both Level 1 and Level 3 analyses provide bottom flange lateral bending moment distributions that do not correlate well with field test results for the studied bridge cross section.