Asshto LRFD

LRFD Bridge Design
AASHTO LRFD Bridge Design Specifications Loading and General Information
Created July 2007
This material is copyrighted by The University of Cincinnati, Dr. James A Swanson, and Dr. Richard A Miller It may not be reproduced, distributed, sold, or stored by any means, electrical or mechanical, without the expressed written consent of The University of Cincinnati, Dr. James A Swanson, and Dr. Richard A Miller. July 31, 2007
LRFD Bridge Design

AASHTO LRFD Bridge Design Specification Loads and General Information
Background and Theoretical Basis of LRFD ..............................................................................1 AASHTO Chapter 1 ....................................................................................................................13 AASHTO Chapter 2 ....................................................................................................................17 AASHTO Chapter 3 ....................................................................................................................23 AASHTO Chapter 4 ....................................................................................................................59 Loads Case Study.........................................................................................................................71
James A Swanson Associate Professor University of Cincinnati Dept of Civil & Env. Engineering 765 Baldwin Hall Cincinnati, OH 45221-0071
Ph: (513) 556-3774 Fx: (513) 556-2599 James.Swanson@uc.edu
AASHTO LRFD Bridge Design Specifications

James A Swanson Richard A Miller
AASHTO-LRFD Specification, 4th Ed., 2007
References
Bridge Engineering Handbook, Wai-Faf Chen and Lian Duan, 1999, CRC Press (08493-7434-0) Four LRFD Design Examples of Steel Highway Bridges, Vol. II, Chapter 1A Highway Structures Design Handbook, Published by American Iron and Steel Institute in cooperation with HDR Engineering, Inc. Available at http://www.aisc.org/ Design of Highway Bridges, Richard Barker and Jay Puckett, 1977, Wiley & Sons (0-471-30434-4)
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Loads & Analysis: Slide #2
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References
AASHTO Web Site: http://bridges.transportation.org/ Load and Resistance Factor Design for Highway Bridges, Participant Notebook, Available from the AASHTO web site.
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References
AISC / National Steel Bridge Alliance Web Site: http://www.steelbridges. org/ Steel Bridge Design Handbook
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References
AASHTO Standard Specification for Highway Bridges, 17th Edition, 1997, 2003 AASHTO LRFD Bridge Design Specifications, 4th Edition, 2007 AASHTO Guide Specification for Distribution of Loads for Highway Bridges
AASHTO-LRFD 2007
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Philosophies of Design
ASD - Allowable Stress Design LFD - Load Factor Design LRFD - Load and Resistance Factor Design
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Philosophies of Design ASD: Allowable Stress Design
For Safety:
f FA =

Fy F .S .
f - computed stress FA - Allowable Stress
In terms of bending moment
M
S
Fy 1.82
ASD does not recognize different variabilities of different load types.

Chen & Duan
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Philosophies of Design LFD: Load Factor Design
For Safety:
Q R

Q - Load Effect R - Component Resistance - Load Factor
In terms of bending moment
1.30 M D + 2.17 M ( L + I ) M n
- Strength Reduction Factor In LFD, load and resistance are not considered simultaneously.
Chen & Duan
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Philosophies of Design LRFD: Load & Resistance Factor Design
For Safety:
Q R

Q - Load Effect R - Component Resistance - Load Factor - Resistance Factor
The LRFD philosophy provides a more uniform, systematic, and rational approach to the selection of load factors and resistance factors than LFD.
Chen & Duan

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Philosophies of Design - LRFD Fundamentals Variability of Loads and Resistances:
Suppose that we measure the weight of 100 students

Weight 70 80 90 100 110 120 130 140 150 160 170 Number of Samples 0 0 1 0 2 3 5 6 8 9 10 Weight 180 190 200 210 220 230 240 250 260 270 280 Number of Samples 11 8 9 8 7 5 3 2 2 0 1
Average = 180lbs
St Deviation = 38lbs
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Now suppose that we measure the strength of 100 ropes

Weight 210 220 230 240 250 260 270 280 290 300 310 Number of Samples 0 0 0 0 1 1 3 5 7 11 13 Weight 320 330 340 350 360 370 380 390 400 410 420 Number of Samples 15 14 11 8 5 3 2 0 1 0 0
Average = 320lbs
St Deviation = 28lbs
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15 14 13 12 11
Number of Occurrences
10 9 8 7 6 5 4 3 2 1
220 230 240 250 260 270 280 290 300 310 320 330 340 350 360 370 380 390 400 410 420
Strength
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Number of Occurrences
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( R Q ) = R 2 + Q 2
Mean ( R Q )
( R Q )
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Philosophies of Design - LRFD Fundamentals Reliability Index:
1.0 2.0 3.0 3.5 P(Failure) 15.9% 2.28% 0.135% 0.0233%
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AISC: Members Connections D+(L or S) 3.0 4.5 D+L+W 2.5 4.5 D+L+E 1.75 4.5
AASHTO: = 3.5 Super/Sub Structures = 2.5 Foundations
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ASD / LFD Bridge Designs
5 5
LRFD Bridge Designs (Expected)
4 Reliability Index Reliability Index 0 27 54 81 Span Length (ft) 108 180
27
54 81 Span Length (ft)
108
180
Chen & Duan

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Philosophies of Design - LRFD Fundamentals
Resistance Factor:
Rm [ 0.55 COV( Rm )] e Rn
Rm - Mean Value of R (from experiments) Rn - Nominal Value of R - Reliability Index COV(Rm) - Coeff. of Variation of R
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AASHTO-LRFD Specification
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AASHTO-LRFD Specification Contents

1. 2. 3. 4. 5. 6. 7. Introduction General Design and Location Features Loads and Load Factors Structural Analysis and Evaluation Concrete Structures Steel Structures Aluminum Structures 8. 9. 10. 11. 12. 13. 14. 15. Wood Structures Decks and Deck Systems Foundations Abutments, Piers, and Walls Buried Structures and Tunnel Liners Railings Joints and Bearings Index
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AASHTO-LRFD Chapter 1: Introduction
AASHTO-LRFD Specification, 4th, 2007
Chapter 1 Introduction 1.3.2: Limit States
Service:
Deals with restrictions on stress, deformation, and crack width under regular service conditions. Intended to ensure that the bridge performs acceptably during its design life. Intended to ensure that strength and stability are provided to resist statistically significant load combinations that a bridge will experience during its design life. Extensive distress and structural damage may occur at strength limit state conditions, but overall structural integrity is expected to be maintained. Intended to ensure structural survival of a bridge during an earthquake, vehicle collision, ice flow, or foundation scour. Deals with restrictions on stress range under regular service conditions reflecting the number of expected cycles.
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Strength:
Extreme Event:
Fatigue:
Pg 1.4-5; Chen & Duan

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Chapter 1 Introduction 1.3.2: Limit States

Q = i i Qi
(1.3.2.1-1)
i - Load Factor Qi - Load Effect
i - Load Modifier When the maximum value of i is appropriate

i = D R I 0.95
(1.3.2.1-2)
When the minimum value of i is appropriate
i =
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1 1.00 D R I
(1.3.2.1-3)
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Chapter 1 Introduction 1.3.2: Limit States - Load Modifiers

Applicable only to the Strength Limit State D Ductility Factor:

D = 1.05 D = 1.00 D = 0.95
for nonductile members for conventional designs and details complying with specifications for components for which additional ductility measures have been taken
R Redundancy Factor:

R = 1.05 R = 1.00 R = 0.95 I = 1.05 I = 1.00 I = 0.95
for nonredundant members for conventional levels of redundancy for exceptional levels of redundancy
I Operational Importance:

for important bridges for typical bridges for relatively less important bridges
These modifiers are applied at the element level, not the entire structure.
Pgs. 1.5-7; Chen & Duan
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3.4 - Load Factors and Combinations 1.3.2: ODOT Recommended Load Modifiers
For the Strength Limit States D Ductility Factor:
Use a ductility load modifier of D = 1.00 for all strength limit states Use R = 1.05 for non-redundant members Use R = 1.00 for redundant members Bridges with 3 or fewer girders should be considered non-redundant. Bridges with 4 girders with a spacing of 12 or more should be considered nonredundant. Bridges with 4 girders with a spacing of less than 12 should be considered redundant. Bridge with 5 or more girders should be considered redundant.
R Redundancy Factor:

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For the Strength Limit States R Redundancy Factor:

Use R = 1.05 for non-redundant members Use R = 1.00 for redundant members Single and two column piers should be considered non-redundant. Cap and column piers with three or more columns should be considered redundant. T-type piers with a stem height to width ratio of 3-1 or greater should be considered non-redundant. For information on other substructure types, refer to NCHRP Report 458 Redundancy in Highway Bridge Substructures.
R does NOT apply to foundations. Foundation redundancy is included in the resistance factor.
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For the Strength Limit States I Operational Importance:
In General, use I = 1.00 unless one of the following applies Use I = 1.05 if any of the following apply Design ADT 60,000 Detour length 50 miles Any span length 500 Use I = 0.95 if both of the following apply Design ADT 400 Detour length 10 miles
Detour length applies to the shortest, emergency detour route.
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AASHTO-LRFD Chapter 2: General Design and Location Features
Chapter 2 General Design and Location Features Contents
2.1 Scope 2.2 Definitions 2.3 Location Features

2.3.1 Route Location 2.3.2 Bridge Site Arrangement 2.3.3 Clearances 2.3.4 Environment
2.4 Foundation Investigation

2.4.1 General 2.4.2 Topographic Studies

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Chapter 2 General Design and Location Features Contents
2.5 Design Objectives

2.5.1 Safety 2.5.2 Serviceability 2.5.3 Constructability 2.5.4 Economy 2.5.5 Bridge Aesthetics
2.6 Hydrology and Hydraulics

2.6.1 General 2.6.2 Site Data 2.6.3 Hydrologic Analysis 2.6.4 Hydraulic Analysis 2.6.5 Culvert Location and Waterway Area 2.6.6 Roadway Drainage
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2.5.2 - Serviceability 2.5.2.6.2 Criteria for Deflection ODOT requires the use of Article 2.5.2.6.2 and 2.5.2.6.3 for limiting deflections of structures. ODOT prohibits the use of the stiffness contribution of railings, sidewalks and median barriers in the design of the composite section.
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2.5.2 - Serviceability 2.5.2.6.2 Criteria for Deflection
Principles which apply
When investigating absolute deflection, load all lanes and assume all components deflect equally. When investigating relative deflection, choose the number and position of loaded lanes to maximize the effect. The live load portion of Load Combination Service I (plus impact) should be used. The live load is taken from Article 3.6.1.1.2 (covered later). For skewed bridges, a right cross-section may be used, for curved bridges, a radial cross section may be used.
ODOT prohibits the use of the stiffness contribution of railings, sidewalks and median barriers in the design of the composite section.
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2.5.2 - Serviceability 2.5.2.6.2 Criteria for Deflection In the absence of other criteria, these limits may be applied to steel, aluminum and/or concrete bridges: Load General vehicular load Vehicular and/or pedestrian load Vehicular load on cantilever arms Vehicular and/or pedestrian load on cantilever arms Limit Span/800 Span/1000 Span/300 Span/375
For steel I girders/beams, the provisions of Arts. 6.10.4.2 and 6.11.4 regarding control of deflection through flange stress controls shall apply.
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2.5.2 - Serviceability 2.5.2.6.2 Criteria for Deflection For wood construction: Load Vehicular and pedestrian loads Vehicular loads on wood planks and panels: extreme relative deflection between adjacent edges Limit Span/425 0.10 in
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2.5.2 - Serviceability 2.5.2.6.2 Criteria for Deflection For orthotropic plate decks: Load Vehicular loads on deck plates Vehicular loads on ribs of orthotropic metal decks Vehicular loads on ribs of orthotropic metal decks: extreme relative deflection between adjacent ribs Limit Span/300 Span/1000 0.10 in
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2.5.2 - Serviceability 2.5.2.6.3 Optional Criteria for Span-to-Depth ratios

Table 2.5.2.6.3-1 Traditional Minimum Depths for Constant Depth Superstructures
Minimum Depth (Including Deck) Superstructure Material Type Slabs with main reinforcement parallel to traffic Reinforced concrete T-Beams Box Beams Pedestrian Structure Beams Slabs CIP Box Beams Prestressed Concrete Precast I-Beams Pedestrian Structure Beams Adjacent Box Beams Overall Depth of Composite I-Beam Steel Depth of I-Beam Portion of Composite I-Beam Trusses
When variable depth members are used, values may be adjusted to account for changes in relative stiffness of positive and negative moment sections
Simple Spans
Continuous Spans
1.2( S + 10) 30
0.070L 0.060L 0.035L 0.030L > 6.5 in. 0.045L 0.045L 0.033L 0.030L 0.040L 0.033L 0.100L
S + 10 0.54 ft . 30
0.065L 0.055L 0.033L 0.027L > 6.5 in. 0.040L 0.040L 0.030L 0.025L 0.032L 0.027 0.100L
ODOT states that designers shall apply the span-to-depth ratios shown.
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AASHTO-LRFD Bridge Design Specification Section 3: Loads and Load Factors
3.4 - Loads and Load Factors 3.4.1: Load Factors and Load Combinations
Permanent Loads

DD - Downdrag DC - Structural Components and Attachments DW - Wearing Surfaces and Utilities
EH EL -
ES EV -
Horizontal Earth Pressure Locked-In Force Effects Including Pretension Earth Surcharge Load Vertical Pressure of Earth Fill
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Transient Loads

BR CE CR CT CV EQ FR IC LL IM -
Veh. Braking Force Veh. Centrifugal Force Creep Veh. Collision Force Vessel Collision Force Earthquake Friction Ice Load Veh. Live Load Dynamic Load Allowance
LS PL SE SH TG TU WA WL WS -
Live Load Surcharge Pedestrian Live Load Settlement Shrinkage Temperature Gradient Uniform Temperature Water Load Wind on Live Load Wind Load on Structure
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Table 3.4.1-1 Load Combinations and Load Factors DC DD DW EH EV ES EL p p p p p 1.35 LL IM CE BR PL LS 1.75 1.35
Use One of These at a Time
Load Combination STRENGTH I (unless noted) STRENGTH II STRENGTH III STRENGTH IV STRENGTH V
WA 1.00 1.00 1.00 1.00 1.00
WS --1.40 -0.40
WL ----1.0
FR 1.00 1.00 1.00 1.00 1.00
TU CR SH 0.50/1.20 0.50/1.20 0.50/1.20 0.50/1.20 0.50/1.20
TG TG TG TG -TG
SE SE SE SE -SE
EQ ------
IC ------
CT ------
CV ------
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Table 3.4.1-1 Load Combinations and Load Factors (cont.) DC DD DW EH EV ES EL p p -LL IM CE BR PL LS EQ 0.50 0.75
Use One of These at a Time
Load Combination EXTREME EVENT I EXTREME EVENT II FATIGUE LL, IM, & CE ONLY
WA 1.00 1.00 --
WS ----
WL ----
FR 1.00 1.00 --
TU CR SH ----
TG ----
SE ----
EQ 1.00 ---
IC -1.00 --
CT -1.00 --
CV -1.00 --
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Table 3.4.1-1 Load Combinations and Load Factors (cont.) DC DD DW EH EV ES EL 1.00 1.00 1.00 1.00 LL IM CE BR PL LS 1.00 1.30 0.80 -Use One of These at a Time TU CR SH 1.00/1.20 1.00/1.20 1.00/1.20 1.00/1.20
Load Combination SERVICE I SERVICE II SERVICE III SERVICE IV
WA 1.00 1.00 1.00 1.00
WS 0.30 --0.70
WL 1.0 ----
FR 1.00 1.00 1.00 1.00
TG TG -TG --
SE SE -SE 1.0
EQ -----
IC -----
CT -----
CV -----
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Strength I: Strength II:
Basic load combination relating to the normal vehicular use of the bridge without wind. Load combination relating to the use of the bridge by Owner-specified special design vehicles, evaluation permit vehicles, or both, without wind. Load combination relating to the bridge exposed to wind in excess of 55 mph. Load combination relating to very high dead load to live load force effect ratios. (Note: In commentary it indicates that this will govern where the DL/LL >7, spans over 600, and during construction checks.) Load combination relating to normal vehicular use with a wind of 55 mph.
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Strength III: Strength IV:
Strength V:
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Extreme Event I:
Load combination including earthquakes.
Extreme Event II: Load combination relating to ice load, collision by vessels and vehicles, and certain hydraulic events with a reduced live load. Fatigue: Fatigue and fracture load combination relating to repetitive gravitational vehicular live load and dynamic responses under a single design truck.
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Service I:
Load combination relating to normal operational use of the bridge with a 55 mph wind and all loads at nominal values. Compression in precast concrete components. Load combination intended to control yielding of steel structures and slip of slip-critical connections due to vehicular load. Load combination relating only to tension in prestressed concrete superstructures with the objective of crack control. Load combination relating only to tension prestressed concrete columns with the objective crack control. in of
Service II:
Service III:
Service IV:
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Table 3.4.1-2 Load Factors for Permanent Loads, p Type of Load, Foundation Type, and Method Used to Calculate Downdrag DC: Component and Attachments DC: Strength IV only DD: Downdrag Piles, Tomlinson Method Plies, Method Drilled Shafts, ONeill and Reese (1999) Method Load Factor Maximum 1.25 1.50 1.4 1.05 1.25 1.50 1.50 1.35 1.00 Minimum 0.90 0.90 0.25 0.30 0.35 0.65 0.90 0.90 1.00
DW: Wearing Surfaces and Utilities EH: Horizontal Earth Pressure Active At-Rest EL: Locked in Erections Stresses
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An important note about p: The purpose of p is to account for the fact that sometimes certain loads work opposite to other loads. If the load being considered works in a direction to increase the critical response, the maximum p is used.
If the load being considered would decrease the maximum response, the minimum p is used.
The minimum value of p is used when the permanent load would increase stability or load carrying capacity
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Sometimes, a permanent load both contributes to and mitigates a critical load effect. For example, in the three span continuous bridge shown, DC in the first and third spans would mitigate the positive moment in the middle span. However, it would be incorrect to use a different p for the two end spans. In this case, p would be 1.25 for DC for all three spans (Commentary C3.4.1 paragraph 20).
Incorrect
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Correct
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Table 3.4.1-1 Load Combinations and Load Factors gives two separate values for the load factor for TU (uniform temperature), CR (creep), and SH (shrinkage). The larger value is used for deformations. The smaller value is used for all other effects. TG (temperature gradient), TG should be determined on a projectspecific basis. In lieu of project-specific information to the contrary, the following values may be used:

0.0 for strength and extreme event limit states, 1.0 for service limit state where live load is NOT considered, 0.5 for service limit state where live load is considered.
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For SE (settlement), SE should be based on project specific information. In lieu of project specific information, SE may be taken as 1.0. Load combinations which include settlement shall also be applied without settlement. The load factor for live load in Extreme Event I, EQ, shall be determined on a project specific basis.
ODOT Exception: Assume that the Extreme Event I Load Factor for Live Load is Equal to 0.0. (EQ = 0.0)
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When prestressed components are used in conjunction with steel girders, the following effects shall be considered as construction loads (EL): If a deck is prestressed BEFORE being made composite, the friction between the deck and the girders.
If the deck is prestressed AFTER being made composite, the additional forces induced in the girders and shear connectors. Effects of differential creep and shrinkage. Poisson effect.
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3.4 - Loads and Load Factors 3.4.2: Load Factors for Construction Loads
At the Strength Limit State Under Construction Loads: For Strength Load Combinations I, III and V, the factors for DC and DW shall not be less than 1.25.
For Strength Load Combination I, the load factor for construction loads and any associated dynamic effects shall not be less than 1.5. For Strength Load Combination III, the load factor for wind shall not be less than 1.25.
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3.4 - Loads and Load Factors 3.4.3: Load Factors for Jacking and Post-Tensioning Forces
Jacking Forces The design forces for in-service jacking shall be not less than 1.3 times the permanent load reaction at the bearing adjacent to the point of jacking (unless otherwise specified by the Owner). The live load reaction must also consider maintenance of traffic if the bridge is not closed during the jacking operation. PT Anchorage Zones The design force for PT anchorage zones shall be 1.2 times the maximum jacking force.
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3.4 - Loads and Load Factors Common Load Combinations for Steel Design

Strength I: Service II: Fatigue:
1.25DC + 1.50DW + 1.75(LL+IM) 1.00DC + 1.00DW + 1.30(LL+IM) 0.75(LL+IM)
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3.4 - Loads and Load Factors Common Load Combinations for Prestressed Concrete
Strength I:
1.25DC + 1.50DW + 1.75(LL+IM)
Strength IV: 1.50DC + 1.50DW Service I: Service III: Service IV: Fatigue: 1.00DC + 1.00DW + 1.00(LL+IM) 1.00DC + 1.00DW + 0.80(LL+IM) 1.00DC + 1.00DW + 1.00WA + 0.70WS + 1.00FR 0.75(LL+IM)
Note: Fatigue rarely controls for prestressed concrete
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3.4 - Loads and Load Factors Common Load Combinations for Reinforced Concrete
Strength I:
1.25DC + 1.50DW + 1.75(LL+IM)
Strength IV: 1.50DC + 1.50DW Fatigue: 0.75(LL+IM)
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3.5 Permanent Loads 3.5.1 Dead Loads: DC, DW, and EV
DC is the dead load of the structure and components present at construction. These have a lower load factor because they are known with more certainty. DW are future dead loads, such as future wearing surfaces. These have a higher load factor because they are known with less certainty. EV is the vertical component of earth fill. Table 3.5.1-1 gives unit weight of typical components which may be used to calculate DC, DW and EV.
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DC is the dead load of the structure and components present at construction. These have a lower load factor because they are known with more certainty. DW are future dead loads, such as future wearing surfaces. These have a higher load factor because they are known with less certainty. EV is the vertical component of earth fill. Table 3.5.1-1 gives unit weight of typical components which may be used to calculate DC, DW and EV.
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If a beam slab bridge meets the requirements of Article 4.6.2.2.1, then the permanent loads of and on the deck may be distributed uniformly among the beams and/or stringers. Article 4.6.2.2.1 basically lays out the conditions under which approximate distribution factors for live load can be used.
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3.6 - Live Loads 3.6.1.1.1: Lane Definitions
# Design Lanes = INT(w/12.0 ft) w is the clear roadway width between barriers. Bridges 20 to 24 ft wide shall be designed for two traffic lanes, each the roadway width. Examples: A 20 ft. wide bridge would be required to be designed as a two lane bridge with 10 ft. lanes. A 38 ft. wide bridge has 3 design lanes, each 12 ft. wide. A 16 ft. wide bridge has one design lane of 12 ft.
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3.6 - Live Loads 3.6.1.3.1: Application of Design Vehicular Loads
The governing force effect shall be taken as the larger of the following: The effect of the design tandem combined with the design lane load
The effect of one design truck (HL-93) combined with the effect of the design lane load For negative moment between inflection points, 90% of the effect of two design trucks (HL-93 with 14 ft. axle spacing) spaced at a minimum of 50 ft. combined with 90% of the design lane load.
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3.6 - Live Loads 3.6.1.2.2: Design Truck
8 kip
14' - 0"
32 kip
14' - 0" to 30' - 0"
32 kip
6' - 0"
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3.6 - Live Loads 3.6.1.2.3: Design Tandem
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3.6 - Live Loads 3.6.1.2.4: Design Lane Load
0.640kip/ft is applied SIMULTANEOUSLY with the design truck or design tandem over a width of 10 ft. within the design lane. NOTE: the impact factor, IM, is NOT applied to the lane load. It is only applied to the truck or tandem load. This is a big change from the Standard Specifications
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3.6 - Live Loads AASHTO Standard Spec vs LRFD Spec:
8 kip
32 kip
32 kip
25 kip 25 kip
Truck
Tandem
640 plf
Lane Load
Old Std Spec Loading: HS20 Truck, or Alternate Military, or Lane Load
New LRFD Loading: HL-93 Truck and Lane Load, or Tandem and Lane Load, or 90% of 2 Trucks and Lane Load
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
3.6 - Live Loads 3.6.1.3.1: Application of Design Vehicular Loads
The lane load is applied, without impact, to any span, or part of a span, as needed to maximize the critical response. A single truck, with impact, is applied as needed to maximize the critical response (except for the case of negative moment between inflection points). The Specification calls for a single truck to be applied, regardless of the number of spans. The exception is for the case of negative moment between inflection points where 2 trucks are used. If an axle or axles do not contribute to the critical response, they are ignored.
Pg 3.25
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 37 --
3.6 - Live Loads

Live Loads for Maximum Positive Moment in Span 1
The impact factor is applied only to the truck, not the lane load Although a truck in the third span would contribute to maximum response, by specification only one truck is used.
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
3.6 - Live Loads

Live Loads for Shear at Middle of Span 1
Ignore this axle for this case
Impact is applied only to the truck. In this case, the front axle is ignored as it does not contribute to the maximum response.
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
-- 38 --
3.6 - Live Loads

Live Loads for Maximum Moment Over Pier 1
Use only 90% of the effects of the trucks and lane load
Impact is applied to the trucks only. The distance between rear axles is fixed at 14 ft. The distance between trucks is a minimum of 50 ft. This applies for negative moment between points of contraflexure and reactions at interior piers
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
3.6 - Live Loads 3.6.1.3: Application of Design Vehicular Live Loads
In cases where the transverse position of the load must be considered: The design lanes are positioned to produce the extreme force effect.
The design lane load is considered to be 10 ft. wide. positioned to maximize the extreme force effect.
The load is
The truck/tandem is positioned such that the center of any wheel load is not closer than: 1.0 ft. from the face of the curb/railing for design of the deck overhang. 2.0 ft. from the edge of the design lane for design of all other components.
Pg 3.25
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
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3.6 - Live Loads Both the Design Lanes and 10 Loaded Width in each lane shall be positioned to produce extreme force effects.
42' - 0" Out to Out of Deck 39' - 0" Roadway Width Traffic Lane #1 Traffic Lane #2 Traffic Lane #3
Center of truck wheels must be at least 2 from the edge of a design lane
The lane load may be at the edge of a design lane.
3'-0"
3 spaces @ 12' - 0"
3'-0"
Pg 3.25
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
3.6 - Live Loads 3.6.1.3.3: Design Loads for Decks, Deck Systems, and the Top Slabs of Box Culverts
When the Approximate Strip Method is Used: Where the slab spans primarily in the transverse direction: only the axles of the design truck or design tandem of shall be applied to the deck slab or the top slab of box culverts.
Where the slab spans primarily in the longitudinal direction: For top slabs of box culverts of all spans and for all other cases (including slab-type bridges where the span does not exceed 15.0 ft.) only the axle loads of the design truck or design tandem shall be applied.
For all other cases (including slab-type bridges where the span exceeds 15.0 ft.) the entire HL-93 loading shall be applied.
Pg 3.26
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
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3.6 - Live Loads 3.6.1.3.3: Design Loads for Decks, Deck Systems, and the Top Slabs of Box Culverts
When Refined Methods of Analysis are Used: Where the slab spans primarily in the transverse direction only the axles of the design truck or design tandem shall be applied to the deck slab.
Where the slab spans primarily in the longitudinal direction (including slab-type bridges) the entire HL-93 loading shall be applied.
Centrifugal and Braking Forces need not be considered for deck design.
Pg 3.26
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
3.6 - Live Loads 3.6.1.3.4: Deck Overhang Load

For design of a deck overhang with a cantilever < 6 ft. measured from the centerline of the exterior girder to the face of a structurally continuous concrete railing the outside row of wheel loads may be replaced by a 1.0 klf line load located 1 ft. from the face of the railing. (Article 3.6.1.3.4)
ODOT Exception!!! This method is not permitted!!! Deck overhangs are designed according to Section 302.2.2 in the ODOT Bridge Design Manual.
Pg 3.27
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
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3.6 - Live Loads 3.6.2.2: Buried Components

The dynamic load allowance for culverts and other buried structures covered by Section 12, in percent shall be taken as: IM = 33(1.0-0.125DE) > 0%
(4.6.2.2.1-1)
where : DE = minimum depth of earth cover above the structure (ft.)
Pg 3.30
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
3.6 - Live Loads

3.6.1.1.2: Multiple Presence of Live Load
Multiple Presence Factor # of Loaded Lanes 1 2 3 >3
MP Factor 1.20 1.00 0.85 0.65
These factors are based on an assumed ADTT of 5,000 trucks

If the ADTT is less than 100, 90% of the specified force may be used If the ADTT is less than 1,000, 95% of the specified force may be used
Multiple Presence Factors are NOT used with the Distribution Factors
Pg 3.17-18
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 42 --
3.6 - Live Loads 3.6.2: Dynamic Load Allowance
Impact Factors, IM Deck Joints 75% ODOT EXCEPTION 125% of static design truck or 100% of static design tandem Fatigue 15% All other cases 33% The Dynamic Load Allowance is applied only to the truck load (including fatigue trucks), not to lane loads or pedestrian loads.
Pg 3.29
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
6.6 - Fatigue and Fracture Considerations 6.6.1.2: Load Induced Fatigue
Each fatigue detail shall satisfy,
(f ) (F ) n
where, (f )
(6.6.1.2.2-1)
- load factor specified in Table 3.4.1-1 for fatigue (fatigue = 0.75) - live load stress range due to the passage of the fatigue load specified in 3.6.1.4
and are taken as 1.00 for the fatigue limit state
The live-load stress due to the passage of the fatigue load is approximately one-half that of the heaviest truck expected in 75 years.
Pgs 6.29-6.31,6.42
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 43 --
This is based on the typical S-N diagram:

100.0
A B B' C D E E'
Stress Range (ksi)
10.0
1.0 100,000
1,000,000 Stress Cycles
10,000,000
Pgs 6.42
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007

A 3 (F )TH (F ) n = 2 N
(6.6.1.2.5-1)
A - Fatigue Detail Category Constant - Table 6.6.1.2.5-1 N = (365) (75) n (ADTT)SL (75 Year Design Life)
(6.6.1.2.5-2)
n - # of stress ranges per truck passage - Table 6.6.1.2.5-2 (ADTT)SL - Single-Lane ADTT from 3.6.1.4 (F)TH - Constant amplitude fatigue threshold - Table 6.6.1.2.5-3
ODOT is planning to simply design for infinite life on Interstate Structures

Pg 6.42
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 44 --

Tables 6.6.1.2.5-1&3 Fatigue Constant and Threshold Stress Range
Detail Category A B B' C C' D E E' M164 Bolts M253 Bolts
A x 108
(ksi ) 250 120 61.0 44.0 44.0 22.0 11.0 3.9 17.1 31.5
3
( F )TH
(ksi) 24.0 16.0 12.0 10.0 12.0 7.0 4.5 2.6 31.0 38.0
Pg 6.44
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
6.6 - Fatigue and Fracture Considerations 3.6.1.4.1: Fatigue Truck
8 kip
14' - 0"
32 kip
30' - 0" (Fixed)
32 kip
6' - 0"
The fatigue truck is applied alone lane load is NOT used. The dynamic allowance for fatigue is IM = 15%. The load factor for fatigue loads is 0.75 for LL, IM and CE ONLY. No multiple presence factors are used in the Fatigue Loading, the distribution factors are based on one lane loaded, and load modifiers () are taken as 1.00.
Pg 3.27
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 45 --

Table 6.6.1.2.5-2 Cycles per Truck Passage
Span Length > 40 ft. 40 ft. 1.0 2.0 1.5 1.0 5.0 1.0 Spacing Transverse Members > 20 ft. 1.0 20 ft. 2.0 2.0 2.0
Simple Span Girders Continuous Girders - Near Interior Supports - Elsewhere Cantilever Girders Trusses
Fatigue details located within L/10 of a support are considered to be near the support.
Pg 6.44
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
6.6 - Fatigue and Fracture Considerations

6.6.1.2: Load Induced Fatigue
In the absence of better information, (ADTT)SL = p ADTT where, p - The fraction of truck traffic in a single lane
Table 3.6.1.4.2-1 Single Lane Truck Fraction (3.6.1.4.2-1)
# Lanes Available to Trucks 1 2 3 or more
p 1.00 0.85 0.80
Must consider the number of lanes available to trucks in each direction!

Pgs 3.27-3.28
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 46 --
6.6 - Fatigue and Fracture Considerations

6.6.1.2: Load Induced Fatigue
In the absence of better information, ADTT = (TF) ADT where, TF - The fraction trucks in the average daily traffic
Table C3.6.1.4.2-1 ADT Truck Fraction
Class of Highway Rural Interstate Urban Interstate Other Rural Other Urban
TF
0.20 0.15 0.15 0.10
ODOT is suggesting that the ADTT be taken as 4 x 20-year-avg ADT

Pgs 3.27-3.28
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
Consider the Following:
A fatigue detail near the center of a span of 4-lane, urban interstate highway with an ADT of 30,000 vehicles.
ADTT = (TF) (ADT) = (0.15) (30,000 Vehicles) = 4,500 Trucks (ADTT)SL = p ADTT = (0.80) (4,500 Trucks) = 3,600 Trucks N = (365) (75) n (ADTT)SL = (365) (75) (1) (3,600 Trucks) = 98.55M Cycles Since this is a structure on an interstate, it is assume that the ADT value given is for traffic traveling in one direction only.
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
-- 47 --
3.6 - Live Loads 3.6.1.6: Pedestrian Loads
Pedestrian load = 0.075kip/ft2 applied to sidewalks wider than 2 ft. Considered simultaneous with vehicle loads. If the bridge is ONLY for pedestrian and/or bicycle traffic, the load is 0.085 kip/ft2. If vehicles can mount the sidewalk, sidewalk pedestrian loads are not considered concurrently.
ODOT Exception - If a pedestrian bridge can accommodate service vehicles use Section 301.4.1 of the ODOT Bridge Design Manual (H15-44).
Pg 3.28-29
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
3.6 - Live Loads 3.6.3: Centrifugal Force - CE

For the purpose of computing the radial force or the overturning effect on wheel loads, the centrifugal effect on live load shall be taken as the product of the axle weights of the design truck or tandem and the factor, C taken as:
C= f v2 gR
(3.6.3-1)
v = highway design speed (ft/sec) f = 4/3 for all load combinations except fatigue and 1.0 for fatigue g = gravitational constant = 32.2 ft/sec2. R = radius of curvature for the traffic lane (ft).
Pg 3.31
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 48 --
3.6 - Live Loads 3.6.3: Centrifugal Force - CE
Highway design speed shall not be taken to be less than the value specified in the current edition of the AASHTO publication, A Policy of Geometric Design of Highways and Streets. The multiple presence factors shall apply. Centrifugal forces shall be applied horizontally at a distance 6.0 ft above the roadway surface. A load path to carry the radial force to the substructure shall be provided. The effect of superelvation in reducing the overturning effect of centrifugal force on vertical wheel leads may be considered.
Pg 3.31
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
3.6 - Live Loads 3.6.4: Braking Force - BR
The braking force shall be taken as the greater of: 25% of the axle weights of the design truck or design tandem or 5% of the design truck plus lane load or 5% of the design tandem plus lane load This braking force shall be placed in all design lanes which are considered to be loaded in accordance with Article 3.6.1.1.1 (defines number of design lanes) and which are carrying traffic headed in the same direction. These forces shall be assumed to act horizontally at a distance of 6.0 ft above the roadway surface in either longitudinal direction to cause extreme force effects. All design lanes shall be simultaneously loaded for bridges likely to become one-directional in the future.
The multiple presence factors shall apply.
Pg 3.31-32
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 49 --
3.6 - Live Loads 3.6.5: Vehicular Collision Force - CT
The provisions of Article 3.6.5.2 need not be considered for structures which are protected by: An embankment A structurally independent, crashworthy ground mounted 54.0 in high barrier located within 10.0 ft from the component being protected A 42.0 in high barrier located at more than 10.0 ft from the component being protected In order to qualify for this exemption, such barrier shall be structurally and geometrically capable of surviving the crash test for Test Level 5, as specified in Section 13.
ODOT: This section does not apply to redundant substructure units.

Pg 3.34
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
3.8 - Wind Loads 3.8: Wind Loads WL and WS - General

WS is the wind load on the structure. WL is the wind load on the live load. Both horizontal and vertical wind loads must be considered.
Pg 3.38
ODOT Short Course
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AASHTO-LRFD 2007
-- 50 --
The pressures are assumed to be caused by a base wind velocity, VB = 100 mph. The wind is assumed to be a uniformly distributed load applied to the sum area of all components of the structure, as seen in elevation taken perpendicular to the wind direction. The direction is varied to produce the extreme force effect. Areas which do not contribute to the extreme force effect may be ignored.
PD
Wind Area
Pg 3.38
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
3.8 - Wind Loads 3.8: Wind Loads WL and WS - General For both WS and WL, the first step is to find the design wind velocity, VDZ, at a particular elevation, Z. For bridges more than 30 ft. above low ground or water level:
V Z VDZ = 2.5V0 30 ln VB Z0
(3.8.1.1-1)
V30 = wind velocity at 30 ft. above low ground (mph). Vb = base wind velocity = 100 mph Z = height of structure at which the winds are being calculated > 30 ft. above low ground or water level. Z0 = Friction length of upstream fetch (ft) V0 = Friction velocity (mph)
Pg 3.38
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 51 --

Table 3.8.1.1-1 Values of V0 and Z0 Various Upstream Surface Conditions Condition V0 (mph) Z0 (ft) Open Country 8.20 0.23 Suburban 10.90 3.28 City 12.00 8.20
Pg 3.39
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
V30 may be estimated by: Fastest-mile-of-wind charts available in ASCE 7 for various recurrence intervals. By site specific investigations In lieu of a better criterion use 100 mph For bridges less than 30 ft. above low ground or water level, use VDZ = 100 mph.
Pg 3.39
ODOT Short Course
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100 90 80
Elevation, Z (ft)
70 60 50 40 30 20 10 0 0 20 40 60 80 100 120 140
Design Velocity, V DZ (mph)

AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
3.8 - Wind Loads 3.8.1.2: Wind Pressure on the Structure - WS The wind pressure on the structure can be found from:
2 V VDZ kip PD = PB DZ = PB 2 10, 000 ft VB 2
(3.8.1.2.1-1)
PB = Base wind pressure specified in Table 3.8.1.2.1-1 (ksf)

Table 3.8.1.2.1-1 Values of PB corresponding to VB = 100 mph Superstructure Component Trusses, Columns, and Arches Beams Large Flat Surfaces Pg 3.39-40
ODOT Short Course
Created July 2007
Windward Load (ksf) 0.050 0.050 0.040
Leeward Load (ksf) 0.025 N/A N/A AASHTO-LRFD 2007

-- 53 --
3.8 - Wind Loads 3.8.1.2: Wind Pressure on the Structure - WS
If justified by local conditions, a different base velocity can be used for combinations not involving wind on LL. Unless required by Article 3.8.3 (aeroelastic instability), the wind direction is assumed horizontal. More precise data may be used in place of equation 3.8.1.2.1-1. Total wind loading shall not be less than: 0.30 kip/ft on the plane of the windward chord of trusses or arches.

0.15 kip/ft on the plane of the leeward chord of trusses or arches 0.30 kip/ft on beam or girder spans.
Pg 3.40-42
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
If the wind angle is not perpendicular, the table on the next slide is used for PB . The skew angle is measured from a perpendicular to the longitudinal axis. The direction shall be that which produces the extreme force effect. Longitudinal and transverse pressures are considered simultaneously.
Pg 3.40
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 54 --

Table 3.8.1.2.2-1 Pb for various angles of attack with VB = 100 mph Skew Angle (degrees) 0 15 30 45 60 Trusses/Columns/ Arches Lateral Load (ksf) 0.075 0.070 0.065 0.047 0.024 Longitudinal Load (ksf) 0.000 0.012 0.028 0.041 0.050 Lateral Load (ksf) 0.050 0.044 0.041 0.033 0.017 Girders Longitudinal Load (ksf) 0.000 0.006 0.012 0.016 0.019
Pg 3.40
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
Longitudinal and transverse forces are calculated from an assumed base wind pressure of 0.040 kip/ft2. If the wind angle is skewed, the wind pressure is resolved into components. The component perpendicular to the end acts on the area as seen from the end elevation. The component perpendicular to the front elevation acts on the area seen from the front elevation and is applied simultaneous with the superstructure wind load.
Pg 3.40-42
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 55 --
3.8 - Wind Loads 3.8.1.3: Wind Pressure on Vehicles - WL
Wind pressure on vehicles Movable, interruptible force of 0.10 klf applied at 6 ft above the roadway. The force shall be transmitted to the structure.
If the force is not perpendicular, the table on the following slide is used.
AASHTO-LRFD 2007
Created July 2007
Pg 3.40-42
ODOT Short Course
6'-0"
3.8 - Wind Loads 3.8.1.3: Wind Pressure on Vehicles - WL

Table 3.8.1.3-1 Wind Components on Live Load Skew Angle (degrees) 0 15 30 45 60 Normal Component (klf) 0.100 0.088 0.082 0.066 0.034 Parallel Component (klf) 0.000 0.012 0.024 0.032 0.038
Pg 3.41
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 56 --
3.8 - Wind Loads 3.8.2: Vertical Wind Pressure
Wind uplift force of 0.020 kip/ft2 times the width of the deck + sidewalk + parapet. Applied as a longitudinal line load at the windward quarter point of the deck width. Applied in conjunction with the horizontal wind loads Applied only to Service IV and Strength III limit states, in combinations which do NOT include wind on live load (WL) and only when the wind direction is perpendicular to the longitudinal axis.
Pg 3.41
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
3.10 Earthquake Effects: EQ ODOT Exception
All bridges in Ohio fall in Seismic Zone I Acceleration co-efficient is assumed above 0.025, but less than 0.09. Design the connection between the superstructure and substructure to resist 0.2 times the vertical reaction due to tributary permanent load. Tributary area refers to the uninterrupted segment of the superstructure contributing to load on the seismic restraint. Restrained direction is typically transverse. Tributary permanent load includes allowance for future wearing surface.
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
-- 57 --
3.10 Earthquake Effects: EQ ODOT Exception
The Extreme Event I load factor for live load, EQ is taken as 0.0. Standard integral and semi-integral type abutments supply suitable resistance to seismic forces. No additional restraint at these abutments should be provided. Restraints should be provided at the piers for multi-span bridges. Bearing guides are required for semi-integral abutments with a skew of 30o or more. If seismic restraints are provided, EQ for substructures at Extreme Event I Limit State = 0.2 times tributary live and dead loads applied in the restrained direction resulting in maximum effect.
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
3.12 Effects Due to Superimposed Deformations: TU, TG, SH, CR, SE 3.12.1: Uniform Temperature Movements due to uniform temperature are calculated using the following temperature limits:
Table 3.12.2.1-1 Procedure A Temperature Ranges (Partial)
Climate Cold
Steel or Aluminum -30o to 120o F
Concrete 0o to 80o F
Wood 0o to 75o F
ODOT requires the use of Cold Climate, Procedure A.

AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
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AASHTO-LRFD Bridge Design specification Section 4: Structural Analysis and Evaluation
4.4 Acceptable Methods of Structural Analysis
Simplified Analysis Distribution Factor Refined Analysis Finite Element Modeling
Pg 4.9 4.10
ODOT Short Course
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AASHTO-LRFD 2007
-- 59 --
4.6.2 - Approximate Methods of Analysis Dist Factors 4.6.2.2 Lateral Load Distribution Beam and Slab Bridges
Design live load bending moment or shear force is the product of a lane load on a beam model and the appropriate distribution factor.
MU,LL = (DF)(MBeam Line)
The following Distribution Factors are applicable to Reinforced Concrete Decks on Steel Girders, CIP Concrete Girders, and Precast Concrete I or Bulb-Tee sections. Also applies to Precast Concrete Tee and Double Tee Sections when sufficient connectivity is present.
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
4.6.2 - Approximate Methods of Analysis 4.6.2.2 Lateral Load Distribution Beam and Slab Bridges
The simplified distribution factors may be used if: Width of the slab is constant Number of beams, Nb > 4 Beams are parallel and of similar stiffness Roadway overhang de < 3 ft* Central angle < 40 Cross section conforms to AASHTO Table 4.6.2.2.1-1
* ODOT Exception: The roadway overhang de < 3 ft. does not apply to interior DFs for sections (a) and (k).
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
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4.6.2 - Approximate Methods of Analysis Distribution Factors

This is part of Table 4.6.2.2.1-1 showing common bridge types. The letter below the diagram correlates to a set of distribution factors.
Slab-on-Steel-Girder bridges qualify as type (a) cross sections.
Pg 4.31-32
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
Typical ODOT Bridge Type Steel Beam/Girder Concrete I beam Composite Box or Non-composite with Transverse PT Non-composite Box w/o Transverse PT
Table 4.6.2.2.1-1 Cross Section (a) (k) (f) (g) Using DF that assume beams are connected only enough to prevent relative displacement at interface.
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
-- 61 --

This is a part of Table 4.6.2.2.2b-1 showing distribution factors for moment. A similar table exists for shear distribution factors.
The table give the DF formulae and the limits on the specific terms. If a bridge does NOT meet these requirements or the requirements on the previous slide, refined analysis must be used.
Pg 4.35-36
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007

Table C4.6.2.2.1-1 L for Use in Live Load Distribution Factor Equations.
Force Effect Positive Moment
L (ft) Length of the span for which the moment is being calculated.
Negative Moment Near interior supports of Average length of two adjacent continuous spans from point of contraflexure spans. to point of contraflexure under a uniform load in all spans. Negative moment other than near interior supports of continuous spans Shear Exterior reaction Interior reaction of a continuous span.
Pg 4.30
ODOT Short Course
Created July 2007
Length of the span for which the moment is being calculated. Length of the span for which the shear is being calculated. Length of exterior span Average length of two adjacent spans.
AASHTO-LRFD 2007
-- 62 --
4.6.2 - Approximate Methods of Analysis Lateral Load Distribution Beam and Slab Bridges
For the purpose of further explanation, a single case of distribution factors will be used as an example. The following Distribution Factors are applicable to Reinforced Concrete Decks on Steel Girders, CIP Concrete Girders, and Precast Concrete I or Bulb-Tee sections. These are types a, e and k. Also applies to Precast Concrete Tee and Double Tee Sections when sufficient connectivity is present. These are types i and j.
AASHTO-LRFD 2007
ODOT Short Course
Created July 2007
Pg 4.35
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 63 --
4.6.2 - Approximate Methods of Analysis 4.6.2.2.2 Moment Distribution - Interior Girders
Interior Girders: One Lane Loaded:

0 .4 0.3 S S Kg DFM,Int = 0.06 + 3 14 L 12 Lt s 0.1
This term may be taken as 1.00 for prelim design
Two or More Lanes Loaded:

0 .6 0.2 Kg S S DFM,Int = 0.075 + 3 9.5 L 12 Lt s 0 .1
Pg 4.35 - Table 4.6.2.2.2b-1

ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
4.6.2 - Approximate Methods of Analysis 4.6.2.2 Beam-Slab Bridges
Parameter Definitions & Limits of Applicability:

S - Beam or girder spacing (ft.) L - Span length of beam or girder (ft.) Kg- Longitudinal stiffness parameter (in4) ts - Thickness of concrete slab (in) de - Distance from exterior beam to interior edge of curb (ft.) (Positive if the beam is inside of the curb.)
3.5 S 16.0 20 L 240 10k Kg 7M 4.5 ts 12.0 -1.0 de 5.5
Pgs 4.29 and 4.35

ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
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4.6.2 - Approximate Methods of Analysis 4.6.2.2 Beam-Slab Bridges
Parameter Definitions & Limits of Applicability:

2 K g = n I + Aeg
(4.6.2.2.1-1)
n I A eg
- Modular ratio, EBeam / EDeck (See Section 6.10.1.1.1b, Pg 6.70) 4 - Moment of inertia of beam (in ) - Area of beam (in2) - Distance between CG steel and CG deck (in)
ODOT Exception: For interior beam DF, include monolithic wearing surface and haunch in eg and Kg when this increases the DF.
Pg 4.30
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
4.6.2 - Approximate Methods of Analysis 4.6.2.2.2d Moment Distribution - Exterior Beams
Exterior Girders: One Lane Loaded: Lever Rule
Two or More Lanes Loaded: DFext= e DFint

e = 0.77 + de 9.1
Pg 4.38 - Table 4.6.2.2.2d-1

ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 65 --
4.6.2 - Approximate Methods of Analysis 4.6.2.2.2d Moment Distribution - Exterior Beams
Lever Rule: Assume a hinge develops over each interior girder and solve for the reaction in the exterior girder as a fraction of the truck load.
This example is for one lane loaded. Multiple Presence Factors apply 1.2 is the MPF
M
R=
1.2 Pe RS = 0
1.2 Pe 1.2e DF = S S
In the diagram, P is the axle load.

Pg 4.38 - Table 4.6.2.2.2d-1
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
4.6.2 - Approximate Methods of Analysis 4.6.2.2.2e Moment Distribution - Skewed Bridges
Correction for Skewed Bridges:
The bending moment may be reduced in bridges with a skew of 30 60

' DFM = 1 C1 (Tan )
1 .5
) DF
Kg C1 = 0.25 12 Lt 3 s
0.25
S L
0.5
When the skew angle is greater than 60, take = 60
Pg 4.39 - Table 4.6.2.2.2e-1

ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 66 --
4.6.2 - Approximate Methods of Analysis 4.6.2.2.3a Shear Distribution - Interior Beams
Interior Girders: One Lane Loaded:

DFV,Int = 0.36 + S 25.0

DFV,Int = 0.2 + S S 12 35
2
Pg 4.41 - Table 4.6.2.2.3a-1

ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
4.6.2 - Approximate Methods of Analysis 4.6.2.2.3b Shear Distribution - Exterior Beams
Exterior Girders: One Lane Loaded: Lever Rule
Two or More Lanes Loaded: DFExt= e DFInt

e = 0.60 + de 10
AASHTO-LRFD 2007
Created July 2007
Pg 4.43 - Table 4.6.2.2.3b-1

ODOT Short Course
-- 67 --
4.6.2 - Approximate Methods of Analysis 4.6.2.2.3c Shear Distribution - Skewed Bridges
Correction for Skewed Bridges: The shear forces in beams of skewed bridges shall be adjusted with a skew of 0 60
0.3 12 Lts3 DFV' = 1.0 + 0.20 Tan DFV K g
Note that this adjustment is for SUPPORT shear at the obtuse corner of the exterior beam, except in multibeam bridges when it is applied to all beams (Article 4.6.2.2.3c).
Note: an adjacent box girder is an example of a multibeam bridge.

Pg 4.44 - Table 4.6.2.2.3c-1
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
4.6.2 - Approximate Methods of Analysis 4.6.2.2.2d Exterior Beams
Minimum Exterior DF: (Rigid Body Rotation of Bridge Section)

NL
DFExt ,Min =
NL + Nb
X Ext e
Nb
(C4.6.2.2.2d-1)
2
NL Nb e x XExt
- Number of loaded lanes under consideration - Number of beams or girders - Eccentricity of design truck or load from CG of pattern of girders (ft.) - Distance from CG of pattern of girders to each girder (ft.) - Distance from CG of pattern of girders to exterior girder (ft.)
AASHTO-LRFD 2007
Created July 2007
Pg 4.37
ODOT Short Course
-- 68 --
4.6.2 - Approximate Methods of Analysis 4.6.2.2.2d Exterior Beams
Minimum Exterior DF: (Rigid Body Rotation of Bridge Section)

X Ext e
(C4.6.2.2.2d-1)
NL
DFExt ,Min =
NL + Nb
Nb
NL - Number of loaded lanes under consideration Nb - Number of beams or girders e - Eccentricity of design truck or load from CG of pattern of girders (ft.) x - Distance from CG of pattern of girders to each girder (ft.) XExt - Distance from CG of pattern of girders to exterior girder (ft.)
Pg 4.37
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
4.6.2 - Approximate Methods of Analysis 4.6.2.2.1 Dead Load Distribution

Where bridges meet the conditions specified herein, permanent loads of and on the deck may be distributed uniformly among the beams and/or stringers. For this type of bridge, the conditions are:

Width of deck is constant Unless otherwise specified, the number of beams is not less than four Beams are parallel and have approximately the same stiffness Unless otherwise specified, the roadway part of the overhang, de, does not exceed 3.0 ft Curvature in plan is less then the limit specified in Article 4.6.1.2 Cross-section is consistent with one of the cross-sections shown Table 4.6.2.2.1-1
Pg 4.29
ODOT Short Course
Created July 2007
AASHTO-LRFD 2007
-- 69 --
1. PROBLEM STATEMENT AND ASSUMPTIONS: A two-span continuous composite I-girder bridge has two equal spans of 165 and a 42 deck width. The steel girders have Fy = 50ksi and all concrete has a 28-day compressive strength of fc = 4.5ksi. The concrete slab is 91/2 thick. A typical 2 haunch was used in the section properties. Concrete barriers weighing 640plf and an asphalt wearing surface weighing 60psf have also been applied as a composite dead load. HL-93 loading was used per AASHTO (2004), including dynamic load allowance.
42' - 0" Out to Out of Deck 39' - 0" Roadway Width
9 (typ)
23/4" Haunch (typ)
3'-0"
3 spaces @ 12' - 0" = 36' - 0"
3'-0"
References: Barth, K.E., Hartnagel, B.A., White, D.W., and Barker, M.G., 2004, Recommended Procedures for Simplified Inelastic Design of Steel I-Girder Bridges, ASCE Journal of Bridge Engineering, May/June Vol. 9, No. 3 Four LRFD Design Examples of Steel Highway Bridges, Vol. II, Chapter 1A Highway Structures Design Handbook, Published by American Iron and Steel Institute in cooperation with HDR Engineering, Inc. Available at http://www.aisc.org/ 2- Span Continuous Bridge Example ODOT LRFD Short Course - Loads
-- 71 --
AASHTO-LRFD 2007 Created July 2007: Page 1 of 31
Positive Bending Section (Section 1)
Negative Bending Section (Section 2)
2. LOAD CALCULATIONS: DC dead loads (structural components) include: Steel girder self weight (DC1) Concrete deck self weight (DC1) Haunch self weight (DC1) Barrier walls (DC2) DW dead loads (structural attachments) include: Wearing surface (DW)
2.1: Dead Load Calculations Steel Girder Self-Weight (DC1): (Add 15% for Miscellaneous Steel) (a) Section 1 (Positive Bending) A = (15)(3/4) + (69)(9/16) + (21)(1) = 71.06 in2
2 490
Wsec tion1 = 71.06 in
pcf
12 in ft
(1.15 ) = 278.1 ft
Lb
per girder
(b) Section 2 (Negative Bending) A = (21)(1) + (69)(9/16) + (21)(2-1/2) = 112.3 in2

2
Wsec tion 2 = 112.3 in
490 pcf
12 in ft
(1.15 ) = 439.5
Lb ft
per girder
2- Span Continuous Bridge Example ODOT LRFD Short Course - Loads

-- 72 --
Deck Self-Weight (DC1):

150 pcf = (9.5")(144") 2 12 in ft Lb = 1, 425 ft per girder
Wdeck
Haunch Self-Weight (DC1):
Average width of flange:
21"(66') + 15"(264') = 16.2" 66'+ 264'

( 12 ) (16.2"+ (2)(9") ) + 16.2" = 25.2"
Average width of haunch:
Whaunch
( 2")( 25.2") Lb = 2 (150 pcf ) = 52.5 ft per girder in 12 ft
Barrier Walls (DC2):
Wbarriers =
(2 each) ( 640 plf ) = 320.0 Lb ft per girder 4 girders
Wearing Surface (DW):
W fws =
(39')(60 psf )
4 girders
= 585 Lb per girder ft
The moment effect due to dead loads was found using an FE model composed of four frame elements. This data was input into Excel to be combined with data from moving live load analyses performed in SAP 2000. DC1 dead loads were applied to the non-composite section (bare steel). All live loads were applied to the short-term composite section (1n = 8). DW (barriers) and DC2 (wearing surface) dead loads were applied to the long-term composite section (3n = 24).

-- 73 --
Unfactored Dead Load Moment Diagrams from SAP

4,000 3,000 2,000 1,000 0 Moment (kip-ft)
DC2 DW DC1
-1,000 -2,000 -3,000 -4,000 -5,000 -6,000 -7,000 -8,000 0 30 60 90 120 150 180 210 240 270 300 330 Station (ft)
Unfactored Dead Load Shear Diagrams from SAP

200
DC1
150
100
DW DC2
50 Shear (kip)
-50
-100
-150
-200 0 30 60 90 120 150 180 210 240 270 300 330 Station (ft)

-- 74 --
The following Dead Load results were obtained from the FE analysis: The maximum positive live-load moments occur at stations 58.7 and 271.3 The maximum negative live-load moments occur over the center support at station 165.0
DC1 - Steel: DC1 - Deck: DC1 - Haunch: DC1 - Total: DC2: DW
Max (+) Moment Stations 58.7 and 271.3 475k-ft 2,415k-ft 89k-ft 2,979k-ft 553k-ft 1,011k-ft
Max (-) Moment Station 165.0 -1,189k-ft -5,708k-ft -210k-ft -7,107k-ft -1,251k-ft -2,286k-ft

-- 75 --
2.2: Live Load Calculations The following design vehicular live load cases described in AASHTO-LRFD are considered:
1) The effect of a design tandem combined with the effect of the lane loading. The design tandem consists of two 25kip axles spaced 4.0 apart. The lane loading consists of a 0.64klf uniform load on all spans of the bridge. (HL-93M in SAP) 2) The effect of one design truck with variable axle spacing combined with the effect of the 0.64klf lane loading. (HL-93K in SAP)
3) For negative moment between points of contraflexure only: 90% of the effect of a truck-train combined with 90% of the effect of the lane loading. The truck train consists of two design trucks (shown below) spaced a minimum of 50 between the lead axle of one truck and the rear axle of the other truck. The distance between the two 32kip axles should be taken as 14 for each truck. The points of contraflexure were taken as the field splices at 132 and 198 from the left end of the bridge. (HL-93S in SAP)
4) The effect of one design truck with fixed axle spacing used for fatigue loading.
All live load calculations were performed in SAP 2000 using a beam line analysis. The nominal moment data from SAP was then input into Excel. An Impact Factor of 1.33 was applied to the truck and tandem loads and an impact factor of 1.15 was applied to the fatigue loads within SAP.

-- 76 --
Unfactored Moving Load Moment Envelopes from SAP

6,000
Single Truck
4,000
Tandem
2,000 Moment (kip-ft)
Fatigue
0
Fatigue
-2,000
Contraflexure Point
Tandem
Contraflexure Point
-4,000
Single Truck Two Trucks
-6,000 0 30 60 90 120 150 180 210 240 270 300 330 Station (ft)
Unfactored Moving Load Shear Envelopes from SAP

200
Single Truck
150
Tandem
100
Fatigue
50 Shear (kip)
-50
-100
-150
-200 0 30 60 90 120 150 180 210 240 270 300 330 Station (ft)

-- 77 --
The following Live Load results were obtained from the SAP analysis: The maximum positive live-load moments occur at stations 73.3 and 256.7 The maximum negative live-load moments occur over the center support at station 165.0
HL-93M HL-93K HL-93S Fatigue
Max (+) Moment Stations 73.3 and 256 3,725k-ft 4,396k-ft N/A 2,327k-ft
Max (-) Moment Station 165 -3,737k-ft -4,261k-ft -5,317k-ft -1,095k-ft
Before proceeding, these live-load moments will be confirmed with an influence line analysis.

-- 78 --
2.2.1: Verify the Maximum Positive Live-Load Moment at Station 73.3:

25kip 25kip
Tandem:
32kip 32kip 8kip
Single Truck:
0.640kip/ft
Lane:
40
Moment (k-ft / kip)
30 20 10 0 -10 -20 0 15 30 45 60 75 90 105 120 135 150 165 180 195 210 225 240 255 270 285 300 315 330
Station (ft)
Tandem: Single Truck: Lane Load:
( 25 ) ( 33.00 ) + ( 25 ) ( 31.11 ) = 1, 603 ( 8 ) ( 26.13 ) + ( 32 ) ( 33.00 ) + ( 32 ) ( 26.33 ) = 2,108

kip k-ft kip kip k-ft kip k-ft
kip k-ft kip kip k-ft kip kip k-ft kip
k-ft
( 0.640 ) ( 2, 491 ) = 1,594

kip ft k-ft 2 kip
k-ft
(IM)(Tandem) + Lane: (IM)(Single Truck) + Lane:
(1.33 ) (1, 603
k-ft
) + 1,594
k-ft
= 3,726
k-ft
(1.33 ) ( 2,108
k-ft
) + 1,594
k-ft
= 4,397
k-ft
GOVERNS
The case of two trucks is not considered here because it is only used when computing negative moments.

-- 79 --
2.2.2: Verify the Maximum Negative Live-Load Moment at Station 165.0:

25kip 25kip
Tandem:
32kip 32kip 8kip
Single Truck:
32kip 32kip 8kip 8kip 32kip 32kip
Two Trucks:
0.640kip/ft
Lane:
Station (ft)
0 0 15 30 45 60 75 90 105 120 135 150 165 180 195 210 225 240 255 270 285 300 315 330
Moment (k-ft / kip)
-5 -10 -15 -20
Tandem: Single Truck: Two Trucks: Lane Load:
( 25 ) (18.51 ) + ( 25 ) (18.45 ) = 924.0 ( 8 ) (17.47 ) + ( 32 ) (18.51 ) + ( 32 ) (18.31 ) = 1,318

kip k-ft kip kip k-ft kip k-ft kip k-ft kip kip k-ft kip kip k-ft kip
kip k-ft kip kip k-ft kip kip k-ft kip kip k-ft kip kip k-ft kip kip k-ft kip
k-ft
( 8 ) (17.47 ) + ( 32 ) (18.51 ) + ( 32 ) (18.31 ) + ... ... + ( 8 ) (16.72 ) + ( 32 ) (18.31 ) + ( 32 ) (18.51 ) = 2, 630

( 0.640 ) ( 3,918 ) = 2,508
kip ft k-ft 2 kip k-ft
k-ft
(IM)(Tandem) + Lane: (IM)(Single Truck) + Lane: (0.90){(IM)(Two Trucks) + Lane}:
(1.33 ) ( 924.0
k-ft
) + 2,508
k-ft
= 3,737 = 4, 261
k-ft
k-ft
(1.33 ) (1,318
k-ft
) + 2,508
k-ft
k-ft
k-ft
( 0.90 ) (1.33 ) ( 2,630
) + 2,508
k-ft GOVERNS = 5, 405

-- 80 --
Based on the influence line analysis, we can say that the moments obtained from SAP appear to be reasonable and will be used for design. Before these Service moments can be factored and combined, we must compute the distribution factors. Since the distribution factors are a function of Kg, the longitudinal stiffness parameter, we must first compute the sections properties of the girders.
2.3: Braking Force
The Breaking Force, BR, is taken as the maximum of: A) 25% of the Design Truck
BRSingle Lane = ( 0.25 ) ( 8kip + 32kip + 32kip ) = 18.00kip

B) 25% of the Design Tandem
BRSingle Lane = ( 0.25 ) ( 25kip + 25kip ) = 12.50kip

C) 5% of the Design Truck with the Lane Load.
kip kip kip kip kip BRSingle Lane = ( 0.05 ) ( 8 + 32 + 32 ) + ( 2 )(165') 0.640 ft = 14.16
D) 5% of the Design Tandem with the Lane Load.

kip kip kip kip BRSingle Lane = ( 0.05 ) ( 25 + 25 ) + ( 2 )(165' ) 0.640 ft = 13.06
Case (A) Governs:
BRNet = ( BRSingle Lane ) ( # Lanes )( MPF ) = (18.00kip ) ( 3)( 0.85 ) = 45.90kip
This load has not been factored

-- 81 --
2.4: Centrifugal Force
A centrifugal force results when a vehicle turns on a structure. Although a centrifugal force doesnt apply to this bridge since it is straight, the centrifugal load that would result from a hypothetical horizontal curve will be computed to illustrate the procedure. The centrifugal force is computed as the product of the axle loads and the factor, C.
C= f
where:
v f g R
v2 gR
ft ( sec )
(3.6.3-1)
- Highway design speed
- 4/3 for all load combinations except for Fatigue, in which case it is 1.0 - The acceleration of gravity
( )
ft sec 2
- The radius of curvature for the traffic lane (ft).
Suppose that we have a radius of R = 600 and a design speed of v = 65mph = 95.33ft/sec.
ft 2 95.33 sec ( ) 4 = 0.6272 C = ft 32.2 sec 600 ') 3 ( 2
CE = ( Axle Loads )( C )( # Lanes )( MPF )
= ( 72kip ) ( 0.6272 )( 3)( 0.85 ) = 115.2kip
This force has not been factored
The centrifugal force acts horizontally in the direction pointing away from the center of curvature and at a height of 6 above the deck. Design the cross frames at the supports to carry this horizontal force into the bearings and design the bearings to resist the horizontal force and the resulting overturning moment.

-- 82 --
2.5: Wind Loads
For the calculation of wind loads, assume that the bridge is located in the open country at an elevation of 40 above the ground. Take Z = 40 Open Country
V o = 8.20mph Z o = 0.23ft
Horizontal Wind Load on Structure: (WS) Design Pressure:
V VDZ 2 PD = PB D Z = PB 2 10, 000mph VB

PB VB V30 VDZ
(3.8.1.2.1-1) (Table 3.8.1.2.1-1)
- Base Pressure - For beams, PB = 50psf when VB = 100mph. - Base Wind Velocity, typically taken as 100mph. - Wind Velocity at an elevation of Z = 30 (mph) - Design Wind Velocity (mph)
Design Wind Velocity:
V Z VDZ = 2.5Vo 30 ln VB Z o = ( 2.5 ) ( 8.20

mph ft 100 40 = 105.8mph ) Ln ft 100 0.23
(3.8.1.1-1)
PD = ( 50
psf
(10, 000 )
mph 2
(105.8 )
mph 2
= 55.92psf
PD
The height of exposure, hexp, for the finished bridge is computed as
hexp
hexp = 71.5"+ 11.75"+ 42" = 125.3" = 10.44 '

The wind load per unit length of the bridge, W, is then computed as:
W = ( 55.92psf ) (10.44 ' ) = 583.7 lbs ft

Total Wind Load: For End Abutments: For Center Pier:
WS H ,Total
WS H , Pier
kip 1 WS H , Abt = ( 583.7 lbs ft ) ( 2 ) (165' ) = 48.16
kip = ( 583.7 lbs ft ) ( 2 )(165' ) = 192.6
kip 1 = ( 583.7 lbs ft ) ( 2 ) ( 2 ) (165' ) = 96.31

-- 83 --
Vertical Wind Load on Structure: (WS) When no traffic is on the bridge, a vertical uplift (a line load) with a magnitude equal to 20psf times the overall width of the structure, w, acts at the windward quarter point of the deck.
psf P ) ( w) = ( 20psf ) ( 42 ') = 840 lbs V = ( 20 ft
Total Uplift: For End Abutments:
kip (840 lbs ft ) ( 2 )(165' ) = 277.2 kip 1 (840 lbs ft ) ( 2 ) (165' ) = 69.30
kip 1 For Center Pier: ( 840 lbs ft ) ( 2 ) ( 2 ) (165' ) = 138.6
Wind Load on Live Load: (WL) The wind acting on live load is applied as a line load of 100 lbs/ft acting at a distance of 6 above the deck, as is shown below. This is applied along with the horizontal wind load on the structure but in the absence of the vertical wind load on the structure.
WL PD

-- 84 --
3. SECTION PROPERTIES AND CALCULATIONS: 3.1: Effective Flange Width, beff:
For an interior beam, beff is the lesser of: Leff 132' = = 33' = 396" 4 4 bf 15" = (12)(8.5") + = 109.5" 12ts + 2 2 S = (12')(12 in ft ) = 144" For an exterior beam, beff is the lesser of: Leff 132' = = 33' = 198.0" 4 4 bf 15" = (12)(8.5") + = 109.5" 12ts + 2 2 S 12' + 3' (12 in = 108.0" + d e = ft ) 2 2
Note that Leff was taken as 132.0 in the above calculations since for the case of effective width in continuous bridges, the span length is taken as the distance from the support to the point of dead load contra flexure.
For computing the section properties shown on the two pages that follow, reinforcing steel in the deck was ignored for short-term and long-term composite calculations but was included for the cracked section. The properties for the cracked Section #1 are not used in this example, thus the amount of rebar included is moot. For the properties of cracked Section #2, As = 13.02 in2 located 4.5 from the top of the slab was taken from an underlying example problem first presented by Barth (2004).

-- 85 --
3.2: Section 1 Flexural Properties

Bare Steel
t 0.7500 0.5625 1.0000 b 15.00 69.00 21.00 A 11.25 38.81 21.00 71.06 Y= y 70.38 35.50 0.50 Ix Ay 791.72 0.53 1,377.84 15,398.86 10.50 1.75 2,180.06 30.68 d -39.70 -4.82 30.18 Ad2 17,728 902 19,125 ITotal = SBS1,top = SBS1,bot = IX 17,729 16,301 19,127 53,157 1,327 1,733
Top Flange Web Bot Flange
Short-Term Composite (n = 8)
t 8.5000 0.0000 0.7500 0.5625 1.0000 n: b 109.50 15.00 15.0000 69.0000 21.0000 8.00 Y= 58.19 SST1,top = SST1,bot = 11,191 2,415 A 116.34 0.00 11.25 38.81 21.00 187.41 y 75.00 70.75 70.38 35.50 0.50 Ix Ay 8,725.78 700.49 0.00 0.00 791.72 0.53 1,377.84 15,398.86 10.50 1.75 10,905.84 d -16.81 -12.56 -12.18 22.69 57.69 Ad2 32,862 0 1,669 19,988 69,900 ITotal = IX 33,562 0 1,670 35,387 69,901 140,521
Slab Haunch Top Flange Web Bot Flange
Long-Term Composite (n = 24)

t 8.5000 0.0000 0.7500 0.5625 1.0000 n: b 109.50 15.00 15.0000 69.0000 21.0000 24.00 Y= 46.33 SLT1,top = SLT1,bot = 4,204 2,216 A 38.78 0.00 11.25 38.81 21.00 109.84 y 75.00 70.75 70.38 35.50 0.50 Ix Ay 2,908.59 233.50 0.00 0.00 791.72 0.53 1,377.84 15,398.86 10.50 1.75 5,088.66 d -28.67 -24.42 -24.05 10.83 45.83 Ad2 31,885 0 6,506 4,549 44,101 ITotal = IX 32,119 0 6,507 19,948 44,103 102,676
Cracked Section
t 4.5000 0.7500 0.5625 1.0000 b 15.0000 69.0000 21.0000 A 13.02 11.25 38.81 21.00 84.08 y 75.25 70.38 35.50 0.50 Ix Ay 979.76 791.72 0.53 1,377.84 15,398.86 10.50 1.75 3,159.82 37.58 d -75.25 -70.38 -35.50 -0.50 Ad2 73,727 55,717 48,913 5 ITotal = SCR1,top = SCR1,bot = IX 73,727 55,718 64,312 7 193,764 5,842 5,156
Rebar Top Flange Web Bot Flange
Y=
These section properties do NOT include the haunch or sacrificial wearing surface.

-- 86 --
3.3: Section 2 Flexural Properties

Bare Steel
t 1.0000 0.5625 2.5000 b 21.00 69.00 21.00 A 21.00 38.81 52.50 112.31 Y= y 72.00 37.00 1.25 Ix Ay 1,512.00 1.75 1,436.06 15,398.86 65.63 27.34 3,013.69 26.83 d -45.17 -10.17 25.58 Ad2 42,841 4,012 34,361 ITotal = SBS2,top = SBS2,bot = IX 42,843 19,411 34,388 96,642 2,116 3,602
Top Flange Web Bot Flange
Short Term Composite (n = 8)

t 8.5000 0.0000 1.0000 0.5625 2.5000 n: b 109.50 21.00 21.0000 69.0000 21.0000 8.00 Y= 52.23 SST2,top = SST2,bot = 11,828 4,590 A 116.34 0.00 21.00 38.81 52.50 228.66 y 76.75 72.50 72.00 37.00 1.25 Ix Ay 8,929.38 700.49 0.00 0.00 1,512.00 1.75 1,436.06 15,398.86 65.63 27.34 11,943.07 d -24.52 -20.27 -19.77 15.23 50.98 Ad2 69,941 0 8,207 9,005 136,454 ITotal = IX 70,641 0 8,208 24,403 136,481 239,734
Long-Term Composite (n = 24)

t 8.5000 0.0000 1.0000 0.5625 2.5000 n: b 109.50 15.00 21.0000 69.0000 21.0000 24.00 Y= 39.65 SLT2,top = SLT2,bot = 5,135 4,255 A 38.78 0.00 21.00 38.81 52.50 151.09 y 76.75 72.50 72.00 37.00 1.25 Ix Ay 2,976.46 233.50 0.00 0.00 1,512.00 1.75 1,436.06 15,398.86 65.63 27.34 5,990.15 d -37.10 -32.85 -32.35 2.65 38.40 Ad2 53,393 0 21,983 272 77,395 ITotal = IX 53,626 0 21,985 15,670 77,423 168,704
Cracked Section
t 4.5000 1.0000 0.5625 2.5000 b 21.0000 69.0000 21.0000 A 13.02 21.00 38.81 52.50 125.33 y 77.00 72.00 37.00 1.25 Ix Ay 1,002.54 1,512.00 1.75 1,436.06 15,398.86 65.63 27.34 4,016.23 32.04 d -44.96 -39.96 -4.96 30.79 Ad2 26,313 33,525 953 49,786 ITotal = SCR2,top = SCR2,bot = IX 26,313 33,527 16,352 49,813 126,006 3,115 3,932
Rebar Top Flange Web Bot Flange
Y=
These section properties do NOT include the haunch or sacrificial wearing surface.

-- 87 --
4. DISTRIBUTION FACTOR FOR MOMENT 4.1: Positive Moment Region (Section 1): Interior Girder One Lane Loaded:
DFM 1, Int + = 0.06 +
0.4 0.3 S S Kg 3 14 L 12 Lt s
0.1
2 K g = n( I + Aeg )
K g = 8(53,157 in + (71.06 in )(46.82") ) K g = 1, 672, 000 in DFM 1, Int + = 0.06 + DFM 1, Int + = 0.5021
4 0.1
0.4 0.3 4 12 ' 12 ' 1, 672, 000 in 14 165 ' (12)(165 ')(8.5")3
In these calculations, the terms eg and Kg include the haunch and sacrificial wearing surface since doing so increases the resulting factor. Note that ts in the denominator of the final term excludes the sacrificial wearing surface since excluding it increases the resulting factor.
0.6 0.2 S S Kg = 0.075 + 3 9.5 L 12 Lt s
DFM 2, Int +
0.1
DFM 2, Int +
0.6 0.2 4 12 ' 12 ' 1, 672, 000 in = 0.075 + 9.5 165 ' 12(165 ')(8.5")3
0.1
DFM 2, Int + = 0.7781
Exterior Girder One Lane Loaded:
The lever rule is applied by assuming that a hinge forms over the first interior girder as a truck load is applied near the parapet. The resulting reaction in the exterior girder is the distribution factor.
DFM 1, Ext + =
8.5 12
= 0.7083
Multiple Presence: DFM1,Ext+ = (1.2) (0.7083) = 0.8500

-- 88 --
DFM2,Ext+ = e DFM2,Int+
e = 0.77 + = 0.77 +
de 9.1 1.5 9.1 = 0.9348
DFM2,Ext+ = (0.9348) (0.7781) = 0.7274
4.2: Negative Moment Region (Section 2): The span length used for negative moment near the pier is the average of the lengths of the adjacent spans. In this case, it is the average of 165.0 and 165.0 = 165.0. Interior Girder One Lane Loaded:
0.4 0.3 S S Kg = 0.06 + 3 14 L 12 Lts
DFM 1, Int
0.1
2 K g = n( I + Aeg )
K g = 8(96, 642 in 4 + (112.3 in 2 )(52.17 ") 2 ) K g = 3, 218, 000 in 4 DFM 1, Int = 0.06 + DFM 1, Int = 0.5321
0.4 0.3 4 12 ' 12 ' 3, 218, 000 in 14 165 ' (12)(165 ')(8.5")3 0.1

0.6 0.2 S S Kg = 0.075 + 3 9.5 L 12 Lt s
DFM 2, Int
0.1
DFM 2, Int
0.6 0.2 4 12 ' 12 ' 3, 218, 000 in = 0.075 + 9.5 165 ' (12)(165 ')(8.5")3
0.1
DFM 2, Int = 0.8257

-- 89 --
Exterior Girder One Lane Loaded:
Same as for the positive moment section: DFM1,Ext- = 0.8500

DFM2,Ext- = e DFM2,Intd e = 0.77 + e 9.1 = 0.77 + 1.5 9.1 = 0.9348
DFM2,Ext- = (0.9348) (0.8257) = 0.7719

4.3: Minimum Exterior Girder Distribution Factor:
DF
Ext , Min
NL Nb
X Ext e
NL
Nb
One Lane Loaded:
DF
M 1, Ext , Min
1 4
(18.0 ')(14.5 ')

2 2 (2) (18 ') + (6 ')
= 0.6125
Multiple Presence: DFM1,Ext,Min = (1.2) (0.6125) = 0.7350

-- 90 --
Two Lanes Loaded:

14.5' 2.5' 2' 3' 3' 2' 3' 3'
P1
P2
DF
M 2 , Ext , Min
2 4
(18.0 ')(14.5 '+ 2.5 ')

2 2 (2) (18 ') + (6 ')
= 0.9250
Multiple Presence: DFM2,Ext,Min = (1.0) (0.9250) = 0.9250

Lane 1 (12') Lane 2 (12')
3'
12'
6'
Three Lanes Loaded:
The case of three lanes loaded is not considered for the minimum exterior distribution factor since the third truck will be placed to the right of the center of gravity of the girders, which will stabilize the rigid body rotation effect resulting in a lower factor.
4.4: Moment Distribution Factor Summary Strength and Service Moment Distribution: Positive Moment Interior Exterior 0.5021 0.8500 0.7350 0.7781 0.7274 0.9250 Negative Moment Interior Exterior 0.5321 0.8500 0.7350 0.8257 0.7719 0.9250
1 Lane Loaded: 2 Lanes Loaded:
For Simplicity, take the Moment Distribution Factor as 0.9250 everywhere for the Strength and Service load combinations.
Fatigue Moment Distribution:
For Fatigue, the distribution factor is based on the one-lane-loaded situations with a multiple presence factor of 1.00. Since the multiple presence factor for 1-lane loaded is 1.2, these factors can be obtained by divided the first row of the table above by 1.2.
Positive Moment Interior Exterior 0.4184 0.7083 0.6125 Negative Moment Interior Exterior 0.4434 0.7083 0.6125
1 Lane Loaded:
For Simplicity, take the Moment Distribution Factor as 0.7083 everywhere for the Fatigue load combination
Multiplying the live load moments by this distribution factor of 0.9250 yields the table of nominal girder moments shown on the following page.

-- 91 --
Nominal Girder Moments for Design

Station (ft) 0.0 14.7 29.3 44.0 58.7 73.3 88.0 102.7 117.3 132.0 135.7 139.3 143.0 146.7 150.3 154.0 157.7 161.3 165.0 168.7 172.3 176.0 179.7 183.3 187.0 190.7 194.3 198.0 212.7 227.3 242.0 256.7 271.3 286.0 300.7 315.3 330.0 (LL+IM)+ (k-ft) 0.0 1605.1 2791.4 3572.6 3999.4 4066.7 3842.5 3310.8 2509.4 1508.6 1274.6 1048.4 828.6 615.8 463.3 320.5 185.5 76.4 0.0 76.4 185.5 320.5 463.3 615.8 828.6 1048.4 1274.6 1508.6 2509.4 3310.8 3842.5 4066.7 3999.4 3572.6 2791.4 1605.1 0.0 (LL+IM)(k-ft) 0.0 -280.7 -561.3 -842.0 -1122.7 -1403.4 -1684.0 -1964.7 -2245.4 -2547.5 -2660.0 -2793.3 -2945.6 -3115.6 -3371.3 -3728.6 -4105.0 -4496.9 -4918.1 -4496.9 -4105.0 -3728.6 -3371.3 -3115.6 -2945.6 -2793.3 -2660.0 -2547.5 -2245.4 -1964.7 -1684.0 -1403.4 -1122.7 -842.0 -561.3 -280.7 0.0 Nominal Moments Fat+ Fat(k-ft) (k-ft) 0.2 0.0 645.6 -68.9 1127.9 -137.9 1449.4 -206.8 1626.1 -275.8 1647.9 -344.7 1599.4 -413.7 1439.3 -482.6 1148.6 -551.6 763.6 -620.5 651.3 -637.8 539.1 -655.0 425.3 -672.2 310.8 -689.5 221.9 -706.7 158.6 -724.0 98.8 -741.2 49.4 -758.4 0.1 -775.6 49.4 -758.4 98.8 -741.2 158.6 -724.0 221.9 -706.7 310.8 -689.5 425.3 -672.2 539.1 -655.0 651.3 -637.8 763.2 -620.6 1148.6 -551.6 1439.3 -482.6 1599.4 -413.7 1647.9 -344.7 1626.1 -275.8 1449.4 -206.8 1127.9 -137.9 645.6 -68.9 0.2 0.0 DC1 (k-ft) 0.0 1309.9 2244.5 2799.9 2978.6 2779.3 2202.1 1248.4 -84.8 -1793.1 -2280.8 -2794.0 -3333.2 -3898.1 -4488.6 -5105.1 -5747.2 -6415.3 -7108.8 -6415.3 -5747.2 -5105.1 -4488.6 -3898.1 -3333.2 -2794.0 -2280.8 -1793.1 -84.8 1248.4 2202.1 2779.3 2978.6 2799.9 2244.5 1309.9 0.0 DC2 (k-ft) 0.0 240.0 412.0 515.0 549.7 515.8 413.2 242.3 2.5 -305.4 -393.2 -485.2 -581.5 -682.1 -787.0 -896.2 -1009.7 -1127.5 -1249.5 -1127.5 -1009.7 -896.2 -787.0 -682.1 -581.5 -485.2 -393.2 -305.4 2.5 242.3 413.2 515.8 549.7 515.0 412.0 240.0 0.0 DW (k-ft) 0.0 440.3 755.6 944.7 1008.3 946.1 757.9 444.4 4.6 -560.2 -721.2 -890.0 -1066.7 -1251.3 -1443.7 -1643.9 -1852.1 -2068.1 -2291.9 -2068.1 -1852.1 -1643.9 -1443.7 -1251.3 -1066.7 -890.0 -721.2 -560.2 4.6 444.4 757.9 946.1 1008.3 944.7 755.6 440.3 0.0

-- 92 --
5. DISTRIBUTION FACTOR FOR SHEAR
The distribution factors for shear are independent of the section properties and span length. Thus, the only one set of calculations are need - they apply to both the section 1 and section 2
5.1: Interior Girder One Lane Loaded:
DFV 1,Int = 0.36 +
S 25.0 12 ' = 0.36 + = 0.8400 25.0
DFV 2 ,Int
S S = 0.2 + 12 35 = 0.2 +
12 ' 12 ' = 1.082 12 35
5.2: Exterior Girder One Lane Loaded:
Lever Rule, which is the same as for moment: DFV1,Ext = 0.8500

DFV2,Ext = e DFV2,Int
e = 0.60 +
de 10 1.5' = 0.60 + = 0.7500 10
DFV2,Ext = (0.7500) (1.082) = 0.8115

5.3: Minimum Exterior Girder Distribution Factor -
The minimum exterior girder distribution factor applies to shear as well as moment. DFV1,Ext,Min = 0.7350 DFV2,Ext,Min = 0.9250 2- Span Continuous Bridge Example ODOT LRFD Short Course - Loads
-- 93 --
5.4: Shear Distribution Factor Summary Strength and Service Shear Distribution: Shear Distribution Interior Exterior 0.8400 0.8500 0.7350 1.082 0.6300 0.9250
1 Lane Loaded: 2 Lanes Loaded:
For Simplicity, take the Shear Distribution Factor as 1.082 everywhere for Strength and Service load combinations.
Fatigue Shear Distribution:
For Fatigue, the distribution factor is based on the one-lane-loaded situations with a multiple presence factor of 1.00. Since the multiple presence factor for 1-lane loaded is 1.2, these factors can be obtained by divided the first row of the table above by 1.2.
Shear Distribution Interior Exterior 0.7000 0.7083 0.6125
1 Lane Loaded:
For Simplicity, take the Shear Distribution Factor as 0.7083 everywhere for the Fatigue load combination.
Multiplying the live load shears by these distribution factors yields the table of nominal girder shears shown on the following page.

-- 94 --
Nominal Girder Shears for Design

Station (ft) 0.0 14.7 29.3 44.0 58.7 73.3 88.0 102.7 117.3 132.0 135.7 139.3 143.0 146.7 150.3 154.0 157.7 161.3 165.0 168.7 172.3 176.0 179.7 183.3 187.0 190.7 194.3 198.0 212.7 227.3 242.0 256.7 271.3 286.0 300.7 315.3 330.0 (LL+IM)+ (kip) 144.9 123.5 103.5 85.0 68.1 52.8 39.4 27.8 18.0 10.0 8.3 6.7 5.5 4.3 3.2 2.2 1.3 0.0 0.0 170.1 166.2 162.3 158.4 154.5 150.5 146.5 142.5 138.6 122.3 105.7 89.1 72.7 56.7 41.4 26.8 20.3 19.7 (LL+IM)(kip) -19.7 -20.3 -26.8 -41.4 -56.7 -72.7 -89.1 -105.7 -122.3 -138.6 -142.5 -146.5 -150.5 -154.5 -158.4 -162.3 -166.2 -170.1 -173.9 -0.5 -1.3 -2.2 -3.2 -4.3 -5.5 -6.7 -8.3 -10.0 -18.0 -27.8 -39.4 -52.8 -68.1 -85.0 -103.5 -123.5 -144.9 Nominal Shears Fat+ Fat(kip) (kip) 50.8 -4.7 44.6 -4.7 38.5 -6.4 32.6 -11.1 26.9 -17.2 21.4 -23.2 16.3 -29.0 11.5 -34.6 7.3 -39.9 3.9 -44.9 3.4 -46.0 2.8 -47.2 2.3 -48.3 1.8 -49.4 1.4 -50.4 1.0 -51.5 0.6 -52.4 0.3 -53.4 54.3 -54.3 53.4 -0.3 52.4 -0.6 51.5 -1.0 50.4 -1.4 49.4 -1.8 48.3 -2.3 47.2 -2.8 46.0 -3.4 44.9 -3.9 39.9 -7.3 34.6 -11.5 29.0 -16.3 23.2 -21.4 17.2 -26.9 11.1 -32.6 6.4 -38.5 4.7 -44.6 4.7 -50.8 DC1 (kip) 115.0 88.8 62.5 36.3 10.1 -16.1 -42.3 -68.6 -94.8 -121.0 -127.6 -134.1 -140.7 -147.2 -153.8 -160.3 -166.9 -173.4 -180.0 173.4 166.9 160.3 153.8 147.2 140.7 134.1 127.6 121.0 94.8 68.6 42.3 16.1 -10.1 -36.3 -62.5 -88.8 -115.0 DC2 (kip) 20.6 15.9 11.2 6.5 1.8 -2.9 -7.6 -12.3 -17.0 -21.7 -22.8 -24.0 -25.2 -26.4 -27.5 -28.7 -29.9 -31.0 -32.2 31.0 29.9 28.7 27.5 26.4 25.2 24.0 22.8 21.7 17.0 12.3 7.6 2.9 -1.8 -6.5 -11.2 -15.9 -20.6 DW (kip) 37.6 29.0 20.5 11.9 3.3 -5.3 -13.9 -22.4 -31.0 -39.6 -41.7 -43.9 -46.0 -48.2 -50.3 -52.5 -54.6 -56.8 -58.9 56.8 54.6 52.5 50.3 48.2 46.0 43.9 41.7 39.6 31.0 22.4 13.9 5.3 -3.3 -11.9 -20.5 -29.0 -37.6

-- 95 --
6. FACTORED SHEAR AND MOMENT ENVELOPES
The following load combinations were considered in this example: Strength I: Strength IV: Service II: Fatigue: 1.75(LL + IM) + 1.25DC1 + 1.25DC2 + 1.50DW 1.50DC1 + 1.50DC2 + 1.50DW 1.3(LL + IM) + 1.0DC1 + 1.0DC2 + 1.0DW 0.75(LL + IM) (IM = 15% for Fatigue; IM = 33% otherwise)
Strength II is not considered since this deals with special permit loads. Strength III and V are not considered as they include wind effects, which will be handled separately as needed. Strength IV is considered but is not expected to govern since it addresses situations with high dead load that come into play for longer spans. Extreme Event load combinations are not included as they are also beyond the scope of this example. Service I again applies to wind loads and is not considered (except for deflection) and Service III and Service IV correspond to tension in prestressed concrete elements and are therefore not included in this example.
In addition to the factors shown above, a load modifier, , was applied as is shown below.
Q = i i Qi
spacing greater than or equal to 12.
is taken as the product of D, R, and I, and is taken as not less than 0.95. For this example, D and I are taken as 1.00 while R is taken as 1.05 since the bridge has 4 girders with a
Using these load combinations, the shear and moment envelopes shown on the following pages were developed. Note that for the calculation of the Fatigue moments and shears that is taken as 1.00 and the distribution factor is based on the one-lane-loaded situations with a multiple presence factor of 1.00 (AASHTO Sections 6.6.1.2.2, Page 6-29 and 3.6.1.4.3b, Page 3-25).

-- 96 --
Strength Limit Moment Envelopes

20,000 15,000
Strength I
10,000
Strength IV
5,000 Moment (kip-ft) 0 -5,000

Strength IV
-10,000 -15,000
Strength I
-20,000 -25,000 0 30 60 90 120 150 180 210 240 270 300 330 Station (ft)
Strength Limit Shear Force Envelope

800
Strength I
600
400
Strength IV
200 Shear (kip)
-200
-400
-600
-800 0 30 60 90 120 150 180 210 240 270 300 330 Station (ft)

-- 97 --
Service II Moment Envelope

12,500 10,000 7,500 5,000 2,500 Moment (kip-ft) 0 -2,500 -5,000 -7,500 -10,000 -12,500 -15,000 -17,500 -20,000 0 30 60 90 120 150 180 210 240 270 300 330 Station (ft)
Service II Shear Envelope

600
400
200 Shear (kip)
-200
-400
-600 0 30 60 90 120 150 180 210 240 270 300 330 Station (ft)

-- 98 --
Factored Fatigue Moment Envelope

1,500
1,000
500 Moment (kip-ft)
-500
-1,000
-1,500 0 30 60 90 120 150 180 210 240 270 300 330 Station (ft)
Factored Fatigue Shear Envelope

50 40 30 20 10 Shear (kip) 0 -10 -20 -30 -40 -50 0 30 60 90 120 150 180 210 240 270 300 330 Station (ft)

-- 99 --
Factored Girder Moments for Design

Station (ft) 0.0 14.7 29.3 44.0 58.7 73.3 88.0 102.7 117.3 132.0 135.7 139.3 143.0 146.7 150.3 154.0 157.7 161.3 165.0 168.7 172.3 176.0 179.7 183.3 187.0 190.7 194.3 198.0 212.7 227.3 242.0 256.7 271.3 286.0 300.7 315.3 330.0 Strength I Total + Total (k-ft) (k-ft) 0.0 0.0 5677.1 -515.7 9806.0 -1031.5 12403.3 -1547.2 13567.8 -2062.9 13287.4 -2578.7 11687.1 -3094.4 8740.0 -3610.2 4621.6 -4237.1 2772.1 -8317.5 2342.0 -9533.2 1926.4 -10838.2 1522.6 -12230.6 1131.6 -13707.1 851.2 -15392.8 588.9 -17317.3 340.9 -19328.3 140.4 -21420.1 0.0 -23617.1 140.4 -21420.1 340.9 -19328.3 588.9 -17317.3 851.2 -15392.8 1131.6 -13707.1 1522.6 -12230.6 1926.4 -10838.2 2342.0 -9533.2 2772.1 -8317.5 4621.6 -4237.1 8740.0 -3610.2 11687.1 -3094.4 13287.4 -2578.7 13567.8 -2062.9 12403.3 -1547.2 9806.0 -1031.5 5677.1 -515.7 0.0 0.0 Strength IV Total + Total (k-ft) (k-ft) 0.0 0.0 3134.6 0.0 5374.1 0.0 6708.8 0.0 7145.1 0.0 6679.8 0.0 5312.9 0.0 3047.7 0.0 11.2 -133.5 0.0 -4187.3 0.0 -5347.3 0.0 -6566.4 0.0 -7845.7 0.0 -9184.5 0.0 -10582.9 0.0 -12041.3 0.0 -13559.1 0.0 -15137.1 0.0 -16774.1 0.0 -15137.1 0.0 -13559.1 0.0 -12041.3 0.0 -10582.9 0.0 -9184.5 0.0 -7845.7 0.0 -6566.4 0.0 -5347.3 0.0 -4187.3 11.2 -133.5 3047.7 0.0 5312.9 0.0 6679.8 0.0 7145.1 0.0 6708.8 0.0 5374.1 0.0 3134.6 0.0 0.0 0.0 Service II Total + Total (k-ft) (k-ft) 0.0 0.0 4280.7 -383.1 7393.0 -766.2 9349.1 -1149.4 10222.6 -1532.5 10004.2 -1915.6 8787.0 -2298.7 6551.1 -2681.8 3432.8 -3153.9 2059.3 -6268.9 1739.8 -7195.8 1431.1 -8190.4 1131.1 -9251.2 840.6 -10375.8 632.3 -11657.1 437.4 -13117.1 253.3 -14642.7 104.3 -16229.6 0.0 -17895.9 104.3 -16229.6 253.3 -14642.7 437.4 -13117.1 632.3 -11657.1 840.6 -10375.8 1131.1 -9251.2 1431.1 -8190.4 1739.8 -7195.8 2059.3 -6268.9 3432.8 -3153.9 6551.1 -2681.8 8787.0 -2298.7 10004.2 -1915.6 10222.6 -1532.5 9349.1 -1149.4 7393.0 -766.2 4280.7 -383.1 0.0 0.0 Fatigue Total + Total (k-ft) (k-ft) 0.2 0.0 484.2 -51.7 845.9 -103.4 1087.1 -155.1 1219.6 -206.8 1235.9 -258.6 1199.5 -310.3 1079.5 -362.0 861.5 -413.7 572.7 -465.4 488.5 -478.3 404.3 -491.3 318.9 -504.2 233.1 -517.1 166.5 -530.0 119.0 -543.0 74.1 -555.9 37.1 -568.8 0.1 -581.7 37.1 -568.8 74.1 -555.9 119.0 -543.0 166.5 -530.0 233.1 -517.1 318.9 -504.2 404.3 -491.3 488.5 -478.3 572.4 -465.4 861.5 -413.7 1079.5 -362.0 1199.5 -310.3 1235.9 -258.6 1219.6 -206.8 1087.1 -155.1 845.9 -103.4 484.2 -51.7 0.2 0.0

-- 100 --
Factored Girder Shears for Design

Station (ft) 0.0 14.7 29.3 44.0 58.7 73.3 88.0 102.7 117.3 132.0 135.7 139.3 143.0 146.7 150.3 154.0 157.7 161.3 165.0 168.7 172.3 176.0 179.7 183.3 187.0 190.7 194.3 198.0 212.7 227.3 242.0 256.7 271.3 286.0 300.7 315.3 330.0 Strength I Total + Total (kip) (kip) 479.5 -34.5 390.5 -35.5 304.0 -46.9 220.1 -72.4 138.9 -99.3 92.5 -158.9 68.9 -239.1 48.6 -319.7 31.5 -400.1 17.5 -480.2 14.5 -500.0 11.7 -519.8 9.6 -539.7 7.6 -559.6 5.7 -579.3 3.9 -599.0 2.2 -618.7 0.0 -638.3 0.0 -657.9 638.3 -0.9 618.7 -2.2 599.0 -3.9 579.3 -5.7 559.6 -7.6 539.7 -9.6 519.8 -11.7 500.0 -14.5 480.2 -17.5 400.1 -31.5 319.7 -48.6 239.1 -68.9 158.9 -92.5 99.3 -138.9 72.4 -220.1 46.9 -304.0 35.5 -390.5 34.5 -479.5 Strength IV Total + Total (kip) (kip) 272.8 0.0 210.6 0.0 148.4 0.0 86.2 0.0 24.0 0.0 0.0 -38.2 0.0 -100.4 0.0 -162.6 0.0 -224.8 0.0 -287.0 0.0 -302.6 0.0 -318.1 0.0 -333.7 0.0 -349.2 0.0 -364.8 0.0 -380.3 0.0 -395.9 0.0 -411.4 0.0 -427.0 411.4 0.0 395.9 0.0 380.3 0.0 364.8 0.0 349.2 0.0 333.7 0.0 318.1 0.0 302.6 0.0 287.0 0.0 224.8 0.0 162.6 0.0 100.4 0.0 38.2 0.0 0.0 -24.0 0.0 -86.2 0.0 -148.4 0.0 -210.6 0.0 -272.8 Service II Total + Total (kip) (kip) 379.7 -26.9 309.0 -27.7 240.2 -36.6 173.4 -56.5 108.9 -77.5 72.1 -124.8 53.8 -188.6 37.9 -252.7 24.6 -316.8 13.7 -380.5 11.3 -396.3 9.2 -412.1 7.5 -427.9 5.9 -443.7 4.4 -459.4 3.0 -475.1 1.7 -490.8 0.0 -506.4 0.0 -522.0 506.4 -0.7 490.8 -1.7 475.1 -3.0 459.4 -4.4 443.7 -5.9 427.9 -7.5 412.1 -9.2 396.3 -11.3 380.5 -13.7 316.8 -24.6 252.7 -37.9 188.6 -53.8 124.8 -72.1 77.5 -108.9 56.5 -173.4 36.6 -240.2 27.7 -309.0 26.9 -379.7 Fatigue Total + Total (kip) (kip) 38.1 -3.5 33.5 -3.5 28.9 -4.8 24.5 -8.3 20.2 -12.9 16.1 -17.4 12.2 -21.8 8.6 -26.0 5.5 -29.9 3.0 -33.7 2.5 -34.5 2.1 -35.4 1.7 -36.2 1.4 -37.0 1.0 -37.8 0.8 -38.6 0.5 -39.3 0.2 -40.0 40.7 -40.7 40.0 -0.2 39.3 -0.5 38.6 -0.8 37.8 -1.0 37.0 -1.4 36.2 -1.7 35.4 -2.1 34.5 -2.5 33.7 -2.9 29.9 -5.5 26.0 -8.6 21.8 -12.2 17.4 -16.1 12.9 -20.2 8.3 -24.5 4.8 -28.9 3.5 -33.5 3.5 -38.1

-- 101 --

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LRFD Bridge Design

AASHTO LRFD Bridge Design Specifications Loading and General Information

Created July 2007

LRFD Bridge Design

AASHTO LRFD Bridge Design Specifications

AASHTO-LRFD Specification, 4th Ed., 2007

ODOT Short Course

Loads & Analysis: Slide #2

Loads & Analysis: Slide #3

Loads & Analysis: Slide #4

ODOT Short Course

Created July 2007

Loads & Analysis: Slide #5

Loads & Analysis: Slide #6

Philosophies of Design ASD: Allowable Stress Design

f - computed stress FA - Allowable Stress

In terms of bending moment

ASD does not recognize different variabilities of different load types.

Philosophies of Design LFD: Load Factor Design

Q - Load Effect R - Component Resistance - Load Factor

In terms of bending moment

Philosophies of Design LRFD: Load & Resistance Factor Design

Q - Load Effect R - Component Resistance - Load Factor - Resistance Factor

Chen & Duan

Philosophies of Design - LRFD Fundamentals Variability of Loads and Resistances:

Suppose that we measure the weight of 100 students

ODOT Short Course

Created July 2007

Loads & Analysis: Slide #10

Philosophies of Design - LRFD Fundamentals Variability of Loads and Resistances:

Loads & Analysis: Slide #11

Philosophies of Design - LRFD Fundamentals Variability of Loads and Resistances:

Now suppose that we measure the strength of 100 ropes

ODOT Short Course

Created July 2007

Loads & Analysis: Slide #12

Philosophies of Design - LRFD Fundamentals Variability of Loads and Resistances:

Loads & Analysis: Slide #13

Philosophies of Design - LRFD Fundamentals Variability of Loads and Resistances:

Loads & Analysis: Slide #14

Philosophies of Design - LRFD Fundamentals Variability of Loads and Resistances:

Loads & Analysis: Slide #15

Philosophies of Design - LRFD Fundamentals Reliability Index:

1.0 2.0 3.0 3.5 P(Failure) 15.9% 2.28% 0.135% 0.0233%

Loads & Analysis: Slide #16

Philosophies of Design - LRFD Fundamentals Reliability Index:

AASHTO: = 3.5 Super/Sub Structures = 2.5 Foundations

Loads & Analysis: Slide #17

Philosophies of Design - LRFD Fundamentals Reliability Index:

LRFD Bridge Designs (Expected)

4 Reliability Index Reliability Index 0 27 54 81 Span Length (ft) 108 180

54 81 Span Length (ft)

Chen & Duan

Philosophies of Design - LRFD Fundamentals

Loads & Analysis: Slide #19

Loads & Analysis: Slide #20

AASHTO-LRFD Specification Contents

Loads & Analysis: Slide #21

AASHTO-LRFD Chapter 1: Introduction