Chapter 3 Loads Contents: WSDOT Bridge Design Manual M 23-50.12 Page 3-I August 2012

Chapter 3 Loads
Contents
Page
3.1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-1

3.2
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2-1
3.3
Load Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3-1
3.4
Limit States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4-1
3.5
Load Factors and Load Combinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-1

3.5.1
Load Factors for Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-2
3.6
Loads and Load Factors for Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6-1
3.7
Load Factors for Post-tensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7-1

3.7.1
Post-tensioning Effects from Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7-1
3.7.2
Secondary Forces from Post-tensioning, PS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7-1
3.8
Permanent Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8-1

3.8.1
Deck Overlay Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8-1
3.9
Live Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.9.1
Live Load Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.9.2
Live Load Analysis of Continuous Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.9.3
Loading for Live Load Deflection Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.9.4
Distribution to Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.9.5
Bridge Load Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.10
Pedestrian Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.10-1
3.11
Wind Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.11.1 Wind Load to Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.11.2 Wind Load to Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.11.3 Wind on Noise Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.12
Noise Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12-1

3.12.1 Standard Plan Noise Barrier Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12-1
3.13
Earthquake Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13-1
3.14
Earth Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14-1
3.15
Force Effects Due to Superimposed Deformations . . . . . . . . . . . . . . . . . . . . . . . 3.15-1
3.16
Other Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.16.1 Buoyancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.16.2 Collision Force on Bridge Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.16.3 Collision Force on Traffic Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.16.4 Force from Stream Current, Floating Ice, and Drift . . . . . . . . . . . . . . . . . . . . . .
3.16.5 Ice Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.16.6 Uniform Temperature Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WSDOT Bridge Design Manual M 23-50.12

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3.9-1
3.9-1
3.9-1
3.9-1
3.9-1
3.9-3
3.11-1
3.11-1
3.11-1
3.11-1
3.16-1
3.16-1
3.16-1
3.16-1
3.16-1
3.16-1
3.16-1
Page 3-i
Contents
3.99
Chapter 3
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.99-1
Appendix 3.1-A1
Appendix 3.1-B1
Page 3-ii

Torsional Constants ofCommonSections . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-A1-1

HL-93 Loading for Bridge Piers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-B1-1

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3.1Scope
AASHTO Load and Resistance Factor Design (LRFD) Specifications shall be the minimum design
criteria used for all bridges except as modified herein.

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3.2 Definitions
The definitions in this section supplement those given in LRFD Section 3.
Permanent Loads Loads and forces that are, or are assumed to be, either constant upon completion
ofconstruction or varying only over a long time interval.
Transient Loads Loads and forces that can vary over a short time interval relative to the lifetime of
thestructure.

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3.3 Load Designations

Load designations follow LRFD Article 3.3.2 with the addition of:
PS = secondary forces from post-tensioning

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3.4 Limit States

The basic limit state equation is as follows:
ii Qi Rn
Where:
i
i
Qi

Rn
=
=
=
=
=
(3.4-1)
Limit State load modifier factor for ductility, redundancy, and importance of structure
Load factor
Load (i.e., dead load, live load, seismic load)
Resistance factor
Nominal or ultimate resistance
This equation states that the force effects are multiplied by factors to account for uncertainty in
loading, structural ductility, operational importance, and redundancy, must be less than or equal to the
available resistance multiplied by factors to account for variability and uncertainty in the materials
andconstruction.
Use a value of 1.0 for i except for the design of columns when a minimum value of i is appropriate.
In such a case, use i = 0.95. Compression members in seismic designs are proportioned and detailed
toensure the development of significant and visible inelastic deformations at the extreme event limit
states beforefailure.
Strength IV load combination shall not be used for foundation design.

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3.5 Load Factors and Load Combinations

The limit states load combinations, and load factors (i) used for structural design are in accordance
with the AASHTO LRFD Specifications, Table 3.4.1-1. For foundation design, loads are factored after
distribution through structural analysis ormodeling.
The live load factor for Extreme Event-I Limit State load combination, EQ as specified in the AASHTO
LRFD Specifications Table 3.4.1-1 for all WSDOT bridges shall be taken equal to 0.50. The EQ factor
applies to the live load force effect obtained from the bridge live load analysis. Associated mass of live
load need not be included in the dynamic analysis.
The AASHTO LRFD Specifications allow the live load factor in Extreme Event-I load combination,
EQ, be determined on a project specific basis. The commentary indicates that the possibility of partial
live load, i.e., EQ < 1.0, with earthquakes should be considered. The application of Turkstras rule for
combining uncorrelated loads indicates that EQ = 0.50 is reasonable for a wide range of values of average
daily truck traffic (ADTT). The NCHRP Report 489 recommends live load factor for Extreme Event-I
Limit State, EQ equal to 0.25 for all bridges. This factor shall be increased to EQ equal to 0.50 for bridges
located in main state routes and congestedroads.
Since the determination of live load factor, EQ based on ADTT or based on bridges located in congested
roads could be confusing and questionable, it is decided that live load factor of EQ equal to 0.50 to be
used for all WSDOT bridges regardless the bridge location or congestion.
The base construction temperature may be taken as 64F for the determination of Temperature Load.
The load factors TG and SE are to be determined on a project specific basis in accordance with
Articles3.4.1 and 3.12 of the LRFD Specifications. Load Factors for Permanent Loads, p are provided
inAASHTO LRFD Specifications Table 3.4.1-2.
The load factor for down drag loads shall be as specified in the AASHTO Specifications Table 3.4.1-2.
The Geotechnical Report will provide the down drag force (DD). The down drag force (DD) is a load
applied to the pile/shaft with the load factor specified in the Geotechnical Report. Generally, live loads
(LL) are less than the down drag force and should be omitted when considering down drag forces.
The Load Factors for Superimposed Deformations, p are provided in Table 3.53.
PS
CR, SH
Superstructure
1.0
1.0
Fixed (bottom) substructure

supportingSuperstructure(usingIgonly)
0.5
0.5
All other substructure supporting

Superstructure (using Ig or Ieffective)
1.0
1.0
Load Factors for Superimposed Deformations

Table 3.53

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3.5.1 Load Factors for Substructure

Table 3.54 provides general guidelines for when to use the maximum or minimum shaft/pile/column
permanent load factors for axial capacity, uplift, and lateral loading.
In general, substructure design should use unfactored loads to obtain force distribution in the structure,
and then factor the resulting moment and shear for final structural design. All forces and load factors are
as defined previously.
Axial Capacity
Uplift
Lateral Loading
DCmax, DWmax
DCmin, DWmin
DCmax, DWmax
DCmax, DWmax for causing shear
DCmax, DWmax for causing shear
DCmax, DWmax causing shear
DCmin, DWmin for resisting shear
DCmin, DWmin for resisting shear
DCmin, DWmin resisting shear
DCmax, DWmax
for causingmoments
DCmax, DWmax
for causingmoments
DCmax, DWmax
for causingmoments
DCmin, DWmin for

resistingmoments
DCmin, DWmin for

resistingmoments
DCmin, DWmin
for resistingmoments
EVmax
EVmin
EVmax
DD = varies
DD = varies
DD = varies
EHmax
EHmax if causes uplift
EHmax
Minimum/Maximum Substructure Load Factors for Strength Limit State

Table 3.54
In the table above, causing moment and causing shear are taken to be the moment and shear causing
axial, uplift, and lateral loading respectively. Resisting is taking to mean those force effects that are
diminishing axial capacity, uplift, and lateralloading.
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3.6 Loads and Load Factors for Construction

Unless otherwise specified, the load factor for construction loads and for any associated dynamic effects
shall not be less than 1.5 in Strength I. The load factor for wind in Strength III shall not be less than 1.25.
When investigating Strength Load Combinations I, III, and V during construction, load factors for the
weight of the structure and appurtenances, DC and DW, shall not be taken to be less than 1.25.
Where evaluation of construction deflections are required by the contract documents, Load Combination
Service I shall apply. Construction dead loads shall be considered as part of the permanent load and
construction transient loads considered part of the live load. The associated permitted deflections shall
beincluded in the contractdocuments.
For falsework and formwork design loads, see Standard Specifications 6-02.3(17)A.

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3.7 Load Factors for Post-tensioning

3.7.1 Post-tensioning Effects from Superstructure
When cast-in-place, post-tensioned superstructure is constructed monolithic with the piers, the
substructure design should take into account frame moments and shears caused by elastic shortening
andcreep of the superstructure upon application of the axial post-tensioning force at the bridge ends.
Frame moments and shears thus obtained should be added algebraically to the values obtained from
theprimary and secondary moment diagrams applied to the superstructure.
When cast-in-place, post-tensioned superstructure are supported on sliding bearings at some of the
piers,the design of those piers should include the longitudinal force from friction on the bearings
generated as the superstructure shortens during jacking. When post-tensioning is complete, the full
permanent reaction from this effect should be included in the governing AASHTO load combinations
forthe pier under design.
3.7.2 Secondary Forces from Post-tensioning, PS

The application of post-tenstioning forces on a continuous structure produces reactions at the structures
support and internal forces that are collectively called secondary forces.
Secondary prestressing forces (i.e. secondary moments) are the force effects in continuous members, as
a result of continuous post-tensioning. In frame analysis software, the secondary moments are generally
obtained by subtracting the primary (P*e) from the total PS moments. Whether or not this is appropriate
when using linear-elastic analysis is debatable, but accepted for lack of a better method. A load factor, PS,
of 1.0 is appropriate for the superstructure. For fixed columns a 50% reduction in PS force effects could
be used given the elasto-plastic characteristics of the soil surrounding the foundation elements.

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3.8 Permanent Loads

The design unit weights of common permanent loads are provided in Table 3.81.
Item
Load
Precast Pretensioned or Post-tensioned Spliced Girders

All Other Normal-Weight Reinforced Concrete
Concrete Overlay
Stay-in-Place Form for Box Girder (applied to slab area less overhangs and webs)
Traffic Barrier (32 - F Shape)
Traffic Barrier (42 - F Shape)
Traffic Barrier (34 Single Slope)
Traffic Barrier (42 Single Slope)
165 lb/ft3
155 lb/ft3
150 lb/ ft3
5 lb/ft2
460 lb/ft
710 lb/ft
490 lb/ft
670 lb/ft
Wearing Surface Asphalt Concrete Pavement (ACP)
125 lb/ft3
Wearing Surface Hot Mix Asphalt (HMA)
140 lb/ft3
Soil, Compact
125 lb/ft3
Prestressed Concrete
165 lb/ft3
Light Weight Aggregate Concrete
125 lb/ft3
Permanent Loads
Table 3.81
3.8.1 Deck Overlay Requirement

Vehicular traffic will generate wear and rutting on a concrete bridge deck over the life of a bridge. One
option to correct excessive wear is to add a Hot Mix Asphalt (HMA) overlay on top of the existing
concrete deck. This type of overlay requires less construction time and is less expensive compared to
removing a portion of the deck and adding a modified concrete overlay. The initial bridge design needs to
incorporate the future overlay dead load.
Concrete bridge deck protection systems shall be in accordance with Section5.7.4 for new bridge
construction and widening projects. To accommodate a future deck overlay, bridges shall be designed as
shown Table 3.8-2.

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Loads
Superstructure Type
Deck Protection Systems 1 and 4:
Precast concrete, steel I or box girder with cast-inplace slab
Precast slabs with cast-in-place slab
Reinforced and post-tensioned box beams and
slabbridges
Mainline Bridges on State Routes
Deck Protection Systems 1 and 4:
Undercrossing bridge that carries traffic from a city
street or county road
Bridges with raised sidewalks
Deck Protection System 2:
Concrete Overlays
HMA Overlays
Segmental bridges
Bridge Decks with longitudinal or transverse posttensioning
Concrete
Cover
Overlay shown
in the plan
Future
Design
Overlay
2 (Including
wearing
surface)
None
2 HMA
2 (Including
wearing
surface)
None
None
Varies
Varies
None
Varies
Varies
None
1 (Including
wearing
surface)
1 Modified
Concrete Overlay
None
Bridge Overlay Requirements

Table 3.82
The effect of the future deck overlay on girders camber, A dimension, creep, and profile grade need not
be considered in superstructure design.
Deck overlay may be required at the time of original construction for some bridge widening or staged
construction projects if ride quality is a major concern.
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3.9 Live Loads

3.9.1 Live Load Designation
Live load design criteria are specified in the lower right corner of the bridge preliminary plan sheet.
TheBridge Projects Unit determines the criteria using the following guideline:
New bridges and Bridge widening with addition of substructure HL-93
Bridge superstructure widening with no addition of substructure Live load criteria of the
originaldesign
Detour and other temporary bridges 75 percent of HL-93
3.9.2 Live Load Analysis of Continuous Bridges

The HL-93 live load model defined in the LRFD Specifications includes a dual truck train for negative
moments and reactions and interior piers. The application of the dual truck train is somewhat unclear
asspecified in LRFD Article 3.6.1.3.1. WSDOT interprets that article as follows:
For negative moment between the points of contraflexure under a uniform load on all spans and reactions
at interior piers only, 90 percent of the effect of two design trucks spaced a minimum of 50.0feet between
the rear axle of the lead truck and the lead axle of the rear truck, combined with 90 percent of the effect
of the design lane load. The distance between the 32.0-kip axles of each truck shall be taken as 14.0feet.
The two design trucks shall be placed in adjacent spans in such position to produce maximum forceeffect.
Negative moment between the points of contraflexure under a uniform load on all spans and reactions
at interior supports shall be investigated a dual design tandem spaced from 26.0 feet to 40.0 feet apart,
combined with the design lane load specified in LRFD Article C3.6.1.3.1. For the purpose of this article,
the pairs of the design tandem shall be placed in adjacent spansin such position to produce maximum
force effect.
3.9.3 Loading for Live Load Deflection Evaluation

The loading for live load deflection criteria is defined in LRFD Article 3.6.1.3.2. Live load deflections
forthe Service I limit state shall satisfy the requirements of LRFD2.5.2.6.2.
3.9.4 Distribution to Superstructure

A. Multi Girder Superstructure The live load distribution factor for exterior girder of multi girder
bridges shall be as follows:
For exterior girder design with slab cantilever length equal or less than 40 percent of the adjacent
interior girder spacing, use the live load distribution factor for interior girder. The slab cantilever
length is defined as the distance from the centerline of the exterior girder to the edge of the slab.
For exterior girder design with slab cantilever length exceeding 40 percent of the adjacent interior
girder spacing, use the lever rule with the multiple presence factor of 1.0 for single lane to
determine the live load distribution. The live load used to design the exterior girder shall not be
less than the live load used for the adjacent interior girder.
The special analysis based on the conventional approximation of loads on piles as described in
LRFD Article C4.6.2.2.2d shall not be used unless the effectiveness of diaphragms on the lateral
distribution of truck load is investigated.

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B. Concrete Box Girders The load distribution factor for multi-cell cast in place concrete box girders
shall be per LRFD Specifications for interior girders from Table 4.6.2.2.2b-1 for bending moment,
and Table 4.6.2.2.3a-1 for shear. The live load distribution factor for interior girders shall then be
multiplied by the number of webs to obtain the design live load for the entire superstructure. The
correction factor for live load distribution for skewed support as specified in Tables 4.6.2.2.2e-1 for
bending moment and 4.6.2.2.3c1 for shear shall be considered.
DF = Nb x Dfi Live load distribution factor for multi-cell box girder
Where:
Dfi = Live load distribution factor for interior web
Nb = Number of webs
(3.9.4-1)
C. Multiple Presence Factors A reduction factor will be applied in the substructure design for
multiple loadings in accordance with AASHTO.
D. Distribution to Substructure The number of traffic lanes to be used in the substructure design
shall be determined bydividing the entire roadway slab width by 12. No fractional lanes shall be
used. Roadway slabwidths of less than 24 feet shall have a maximum of two design lanes.
E. Distribution to Crossbeam The HL-93 loading is distributed to the substructure by placing wheel
line reactionsina lane configuration that generates the maximum stress in the substructure. Awheel
line reaction is of the HL-93 reaction. Live loads are consideredtoact directly on the substructure
without further distribution through the superstructure as illustrated in Figure 3.91. Normally,
substructure design will not consider live load torsion or lateral distribution. Sidesway effects may
beaccounted for and are generally included in computer generated frame analysisresults.
WHEEL LINE LOADS APPLIED
TO SUPERSTRUCTURE
CROSSBEAM
LIVE LOAD ON BRIDGE SECTION
WHEEL LINE LOADS APPLIED

TO SUBSTRUCTURE
CROSSBEAM
Live Load Distribution to Substructure

Figure 3.91
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For steel and prestressed concrete superstructure where the live load is transferred to substructure through
bearings, cross frames or diaphragms, the girder reaction may be used for substructure design. Live
load placement is dependent on the member under design. Some examples of live load placement are as
follows. The exterior vehicle wheel is placed 2feet from the curb for maximum crossbeam cantilever
moment or maximum eccentric foundation moment.
For crossbeam design between supports, the HL-93 lanes are placed toobtain the maximum positive
moment in the member; then re-located to obtain the maximum shear or negative momentinthe member.
For column design, the design lanes are placed to obtain the maximum transverse moment at the top of
the column; then re-located to obtain the maximum axialforce of the column.
3.9.5 Bridge Load Rating

Bridge designers are responsible for the bridges inventory and load rating of new bridges in accordance
with the NBIS and the AASHTO Manual for Condition Evaluation of Bridge, the latest edition.
SeeBDMChapter 13.

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3.10 Pedestrian Loads

Pedestrian bridges shall be designed in accordance with the requirements of the AASHTO LFRD Guide
Specifications for the Design of Pedestrian Bridges, dated December 2009.
Seismic design of pedestrian bridges shall be performed in accordance with the requirements of the
AASHTO Guide Specifications for LRFD Seismic Bridge Design.

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3.11 Wind Loads

3.11.1 Wind Load to Superstructure
For the usual girder and slab bridges with less than 30 height above ground, the following simplified
wind pressure on structure (WS), could be used in lieu of the general method described in AASHTO
LRFD Article 3.8.1.2:
0.05 kip per square foot, transverse
0.012 kip per square foot, longitudinal
Both forces shall be applied simultaneously.
For the usual girder and slab bridges with less than 30 height above ground, the following simplified
wind pressure on vehicle (WL), could be used in lieu of the general method described in AASHTO LRFD
Article 3.8.1.3:
0.10 kip per linear foot, transverse
0.04 kip per linear foot, longitudinal
Both forces shall be applied simultaneously.
3.11.2 Wind Load to Substructure

Wind forces shall be applied to the substructure units in accordance with the loadings specified in
AASHTO. Transverse stiffness of the superstructure may be considered, as necessary,to properly
distribute loads to the substructure provided that the superstructure is capable ofsustaining such loads.
Vertical wind pressure, per AASHTO LRFD 3.8.2, shall be included in the design where appropriate, for
example, on single column piers. Wind loads shall be applied throughshear keys or other positive means
from the superstructure to the substructure. Wind loads shallbe distributed to the piers and abutments in
accordance with the laws of statics. Transverse wind loads canbe applied directly to the piers assuming
the superstructure to act as a rigid beam. For large structures a moreappropriate result might be obtained
by considering the superstructure to act as a flexible beam onelastic supports.
3.11.3 Wind on Noise Walls

Wind load shall be assumed to be uniformly distributed on the area exposed to the wind, taken
perpendicular to the assumed wind direction. Design wind pressure may be determined using either the
tabulated values given below or the design equations that follow.
Wind Velocity (mph)
Height of structure, Z, at which wind loads are being

calculated as measured from low ground, or water level.
80 mph
90 mph
100 mph
0 - 30 ft.
4 psf
5 psf
6 psf
30 - 40 ft.
6 psf
7 psf
9 psf
40 - 50 ft.
8 psf
10 psf
12 psf
Minimum Wind Pressure for City Terrain (Exposure A)

Table 3.111
Wind Velocity (mph)

80 mph
90 mph
100 mph
0 - 30 ft.
9 psf
12 psf
15 psf
30 - 40 ft.
12 psf
15 psf
19 psf
40 - 50 ft.
14 psf
18 psf
22 psf
Minimum Wind Pressure for Suburban Terrain (Exposure B1)

Table 3.112

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Wind Velocity (mph)

80 mph
90 mph
100 mph
0 - 30 ft.
17 psf
21 psf
26 psf
30 - 40 ft.
19 psf
25 psf
30 psf
40 - 50 ft.
22 psf
28 psf
34 psf
Minimum Wind Pressure for Sparse Suburban Terrain (Exposure B2)

Table 3.113
Wind Velocity (mph)

80 mph
90 mph
100 mph
0 - 30 ft.
26 psf
32 psf
40 psf
30 - 40 ft.
29 psf
36 psf
45 psf
40 - 50 ft.
31 psf
39 psf
49 psf
Minimum Wind Pressure for Open Country Terrain (Exposure C)

Table 3.114
Wind Velocity (mph)

80 mph
90 mph
100 mph
0 - 30 ft.
39 psf
50 psf
62 psf
30 - 40 ft.
43 psf
54 psf
67 psf
40 - 50 ft.
45 psf
57 psf
71 psf
Minimum Wind Pressure for Coastal Terrain (Exposure D)

Table 3.115
Design Wind Pressure

For noise walls with heights greater than 50 ft. or subjected to wind velocities other than 80, 90, or
100mph, the following equations shall be used to determine the minimum design wind pressure to be
applied to the wall:
V
P = PB DZ
VB
Where:
P
PB
VDZ =
VB
(3.11.1-1)
= Design wind pressure (psf)

= Base wind pressure (psf)
Design wind velocity at design elevation (mph)
= Base wind velocity (100 mph) at 30.0 ft height
Base Wind Pressure

The base wind pressure, PB, shall be taken as 40 psf for walls and other large flat surfaces.
Page 3.11-2


July 2011
Loads
Chapter 3
Design Wind Velocity

The design wind velocity is computed as:
V Z
VDZ = 2.5V0 30 ln
VB Z 0
Where:
V0 =
V30 =
Z =

Z0 =
(3.11.1-2)
friction velocity (mph)

wind velocity at 30.0 ft above low ground or above design waterlevel (mph)
height of structure at which wind loads are being calculated as measured from
low ground or water level, > 30.0 ft
friction length of upstream fetch (ft), (also referred to as roughnesslength)
Exposure Categories
City (A):
Large city centers with at least 50% of the buildings having a height in excess of
70 ft. Use of this category shall be limited to those areas for which representative
terrain prevails in the upwind direction at least one-half mile. Possible channeling
effects of increased velocity pressures due to the bridge or structure's location in
the wake of adjacent structures shall be accounted for.
Suburban (B1):
Urban and suburban areas, wooded areas, or other terrain with numerous closely
spaced obstructions having the size of single-family or larger dwellings. This
category shall be limited to those areas for which representative terrain prevails
in the upwind direction at least 1,500 ft.
Sparse Suburban (B2): Urban and suburban areas with more open terrain not meeting the requirements
of Exposure B1.
Open Country (C):
Open terrain with scattered obstructions having heights generally less than 30ft.
This category includes flat open country and grasslands.
Coastal (D):
Flat unobstructed areas and water surfaces directly exposed to wind. This
category includes large bodies of water, smooth mud flats, salt flats, and
unbroken ice.
Friction Velocity
A meteorological wind characteristic taken for various upwind surface characteristics(mph).
Condition
City
Suburbs
V0 (mph)
12.0
10.9
Sparse Suburbs Open Country

9.4
8.2
Coastal
7.0
Wind Velocity at 30.0 ft

V30 may be established from:
Fastest-mile-of-wind charts available in ASCE 7-88 for various recurrence
Site-specific wind surveys, or
In the absence of better criterion, the assumption that V30 = VB = 100 mph.
Friction Length
A meteorological wind characteristic of upstream terrain (ft).
Condition
City
Suburbs
Z0 (ft)
8.20
3.28

July 2011
Sparse Suburbs Open Country

0.98
0.23
Coastal
0.025
Page 3.11-3
Chapter 3
Page 3.11-4

Loads

July 2011
Loads
Chapter 3
3.12 Noise Barriers

The design requirement for noise barrier wall on bridges and walls are as follows:
1. The total height of noise barrier wall on bridges, from top of slab to top of noise barrier wall, shall be
limited to 8-0.
2. The total height of noise barrier wall on retaining walls, from top of roadway to top of noise barrier
wall, shall be limited to 14-0.
3. Noise barrier wall thickness shall be 7 minimum with two layers of reinforcing bars in the cross
section, with 1 minimum concrete cover on both faces. Self-consolidating concrete (SCC) shall be
specified for cast-in-place (CIP) concrete noise walls. If conventional concrete is used for CIP noise
walls, the minimum wall thickness shall be increased to 8 with 1 minimum concrete cover on
both faces and 2 minimum opening between two layers of reinforcing bars. The minimum wall
thickness of 7 with 1 minimum concrete cover on both faces, as shown in the attached detail,
isadequate for precast noise walls (Figure 3.12-1).
4. All noise barriers which will be mounted on existing structures, supported by existing structures, or
constructed as part of a new structure, shall be evaluated by the Bridge and Structures Office and the
Geotechnical Office.
5. Wind load shall be based on Section 3.11 of this manual.
6. The vehicular collision force shall be based on the AASHTO LRFD Table A13.2-1 for design forces
for traffic railing. The transverse force shall be applied horizontally at 3-6 height above deck.
7. Seismic load shall be as follows:
Seismic Dead Load = A f D
Where:
A = Acceleration coefficient from the Geotechnical Report
D = Dead load of the wall
= Dead load coefficient
(3.12-1)
Dead Load Coefficient,
Dead load coefficient, except on bridges monolithic connection
1.0
Dead load coefficient, on bridges monolithic connection
2.5
Dead load coefficient, for connection of precast wall to bridge barrier
8.0
Dead load coefficient, for connection of precast walls to retaining

wallor moment slab barriers
5.0
The product of A and f shall not be taken less than 0.10.
8. AASHTO LRFD Bridge design specifications shall be used for the structural design of noise
barrierwalls.
3.12.1 Standard Plan Noise Barrier Walls

This memorandum provides guidelines for the use of WSDOT Standard Plan Noise Barrier Walls.
The Standard Plan Noise Barrier Walls shall not be used for WSDOT projects where the seismic
acceleration exceeds 0.3g. Noise barrier walls in projects where seismic acceleration exceeds 0.3g are
considered special designs and shall be redesigned on a case-by-case basis.

August 2012
Page 3.12-1
Chapter 3
Loads
Noise Barrier Wall on Bridge

Figure 3.12-1
Page 3.12-2


August 2012
Loads
Chapter 3
3.13 Earthquake Effects

Earthquake loads see Chapter 4.

July 2011
Page 3.13-1
Chapter 3
Page 3.13-2

Loads

July 2011
Loads
Chapter 3
3.14 Earth Pressure

Earth Pressure loads see Chapter 7.

February 2014
Page 3.14-1
Chapter 3
Page 3.14-2

Loads

February 2014
Loads
Chapter 3
3.15 Force Effects Due to Superimposed Deformations

PS, CR, SH, TU and TG are superimposed deformations. Load factors for PS, CR, and SH, are as shown
in Table 3.53. In non-segmental structures: PS, CR and SH are symbolically factored by a value of 1.0
in the strength limit state, but are actually designed for in the service limit state. For substructure in the
strength limit state, the value of 0.50 for PS, CR, SH, and TU may be used when calculating force effects
in non-segmental structures, but shall be taken in conjunction with the gross moment of inertia in the
columns or piers. The larger of the values provided for load factor of TU shall be used for deformations
and the smaller values for all other effects. The calculation of displacements for TU loads utilizes a factor
greater than 1.0 to avoid under sizing joints, expansion devices, and bearings.
The current AASHTO LRFD Specifications require a load factor of 1.2 on CR, SH, and TU deformations,
and 0.5 on other CR/SH/TU force effects. The lower value had been rationalized as dissipation of these
force effects over time, particularly in the columns and piers.
Changing the load factors for creep and shrinkage is not straight-forward because CR, SH are
superimposed deformations, that is, force effects due to a change in material behavior that cause a
change in the statical system. For safety and simplicity in design, they are treated as loads--despite not
being measurable at time t = 0. However, behavior is nonlinear and application of the load factor must
also be considered. Some software will run service load analysis twice: once with and once without CR,
SH effects. The CR and SH can then be isolated by subtracting the results of the two runs. Other software
will couple the CR and SH with the dead load, giving a shrinkage- or creep-adjusted dead load.
The proposed compromise is to assign creep and shrinkage the same load factor as the DC loads, but
permit a factor of 1.0 if the project-specific creep coefficient can be determined and is then used in the
linear analysis software.
Thermal and shrinkage loadings are induced by movements of the structure and can result from several
sources. Movements due to temperature changes are calculated using coefficients of thermal expansion
of 0.000006 ft/ft per degree for concrete and 0.0000065 ft/ft per degree for steel. Reinforced concrete
shrinks at the rate of 0.0002ft/ft.

July 2011
Page 3.15-1
Chapter 3
Page 3.15-2

Loads

July 2011
Loads
Chapter 3
3.16 Other Loads

3.16.1Buoyancy
The effects of submergence of a portion of the substructure is to be calculated, both for designing piling
for uplift and for realizing economy in footing design.
3.16.2 Collision Force on Bridge Substructure

See AASHTO LRFD Articles 3.6.5 and 3.14
3.16.3 Collision Force on Traffic Barrier

See AASHTO LRFD Article 3.6.5.1
3.16.4 Force from Stream Current, Floating Ice, and Drift

See AAHTO LRFD Article 3.9
3.16.5 Ice Load

In accordance with WSDOT HQ Hydraulics Office criteria, an ice thickness of 12 shall be used for
stream flow forces on piers throughout Washington State.
3.16.6 Uniform Temperature Load

The design thermal movement associated with a uniform temperature change may be calculated using
the ranges of temperature as specified herein. The temperature ranges shown below reflect the difference
between the extended lower and upper boundary to be used to calculate thermal deformation effects.
Concrete Bridges (All Regions):
0 to 100
Steel Bridges (Eastern Washington): 30 to 120
Steel Bridges (Western Washington): 0 to 120

July 2011
Page 3.16-1
Chapter 3
Page 3.16-2

Loads

July 2011
3.99 References
1. AASHTO, LRFD Bridge Design Specifications for Design of Highway Bridges, 6th Edition 2012.

August 2012
Page 3.99-1
Chapter 3
Page 3.99-2

Loads

August 2012
Appendix 3.1-A1
Appendix 3.1-A1
Appendix 3.1-A1
Appendix 3.1-A1
Appendix 3.1-A1
Appendix 3.1-A1

Appendix 3.1-A1
Appendix 3.1-A1
Appendix
3.1-A1
Appendix 3.1-A1
Torsional Constants of Common Sections

bt 3
R=
bt33
R= 3
bt3
R = bt 33
bt
R
=
Torsional
Constants
R = 333
bt
3
ofCommonSections
R= 3
bt33 3
R (=b bt
+ d )t
R=
R = bt
33
+33d3 )t 3
R(b= bt
R=
33 3
R (=
)t
b= +bt
d
3
R
R = (b +33d )t 33
R = (b +3d )t
R=
3
(
b +3d )t 3
R=
(b +3d )t 3
R = (b + d )t 3
R = (b +3 d )t 3
R =2(bbt+33d+)tdt3 3
R = (b +1 3d )t 3 2
R=
2bt13333+ dt 23
R=
2bt133 3+ dt 233
R = 2bt13 + dt 23
R = 2bt1 3+ dt 2
R=
3
2bt13 3+ dt 23
R=
2bt 3 3+ dt 3
R = 2bt113 + dt 223
R = 2bt 33+ dt 3
R = 2bt 3313+2 dt2 332
21tb3+ddt2
RR
= =2bt
R = b1 3+2 d 2 2
2tb3 d
R=
2 2
2tb
b +2dd2
R = 2tb 2 d 2
R = 2tb d
R = bb ++2 d2
2btb+ dd
R=
2btb+22 2dd22
2
R
=
2tt1 (b2tbt )d(d t1 )
R = R = 2btb+2dd 22 2
2
2
+b dt
R1 (=
2ttbt
btb1t+2)2dd(t2d2 tt11 )
2
R = R = 2tb
b +2dd 2 2 2
2ttR
b+ dt
t ) 2(dt tt ) 2
bt
1 (=
b
R = 2tt1 (b bt1++)2dd(d2 t1121)2
1t ) (td2
tt112)
R = 2tt1 (+b dt
R = bt
2 t 2 t12 2
bt
+
dt
1
2tt
1t ) (td t11 )
bt (+b dt
R= 1
2
2
2ttbt1 (+b dt
t1 )2 (td2 tt112)2
R = 2tt1 (b t ) (d2 t12)
R = 2bt
+(bdt1t)2t(2d tt12 )2
tt1+
bt
2 t t 12
1
R = 2tt (b dt
t ) 2(dt 24t11t )2 2
1 +
bt
dt
t1) (d t 1)
R = 2Rtt1=(b0.0982
R = bt + dt1 t 2d2 t1122
bt + dt1 t 4 t1
R = 0.0982
d
R = 0.0982d 44
R = 0.0982d
R = 0.0982d 4
4d 4
R =R
0.0982
d 244
=
0
.
0982
d
R = 0.0982 d 2 4d114
R
= 0.0982
d 4
R =R
0.0982
d 24
= 0.0982
d 4d1
R = 0.0982d 4
R = 0.0982d 44
R = 0.0982d
((
(
R = 1.0472t 33d
R = 1.0472t d
R = 1.0472t 3 d
July 2011
))
)
Page 2
Page 2
Page 2
Page 2
Page 2
Page 2
Page 2
Page 2
Page 2
Page 2
Page 2
Page 3.1-A1-1
Chapter 3
(d 2t 33dd1 )
R =R0=.0982
1.0472
R = 1.0472t d
R = 1.0472t 33d
R = 1.0472t d
R = 1.0472t 3 d
R = 1.0472t 3 d
0472dt334d4
RR
== 01..1406
1406tdd
RR ==10.0472
R = 0.1406d 44
R = 0.1406d
R = 0.1406d 44
R = 0.1406d
R = 0.1406d 4
R = 0.1406
d 4 b 4
16
b
3
bd1 4 b 4
RR == ab
3
.
36
3 16
R
=
0
.
1406
ab 3 3.36a 14 12a4 44
R3 = 0.1406
b d
b
16
R = ab 33 16
3.36 ab 1 12ba4 4
R = ab 16
3 3.36 ba 1 12ba4 4
3 3.36 ba 1 12
R = ab 33 16
b a4
R = ab 3 3.36 a 1 12a4 44
163
ba
b a
12
R = ab 3 16 3.363 b31 b 44
a 3ab 31 12a
R = ab 3 3R =
3.36
3R = 2 a3abb32 12ba44 4
3 16
2a+ b
R = ab 16 3a.36
b 4
+3 babb3211 12
a
R = ab 3 3R = 3a.36
a4
2
2 3 3
3R = aa2a++3babb32 12a
R = 2a b 2
R = a2 +
3 b
3
aa +3bb3 2
R = 2 a b 2
R = a 2 +3b 32
aa+3 3bb3
RR == 2
a b
RR==a222r+r 3tbt22
R =a2+r 3b3t
R = 22r t2
2tb
R
r2 d3d3t 2
RR===222tb
R = 2tb
b+2r2dddt22
RRR=== 22btb
++
r23ddt 2
b
b
R =22tb+rd3dt
R = 2tb 2 d3 2
RR== b2+rd3 t
R = 2b+r dt
4b 2 d 2
R = 4b22 d22
R = b+
4b2d2d 2 b
RR== b +4b2dd+ b
bb++t22d2d +2 btb1
4tb d+ t
R = t4tb 2 d +2 tt11
R = b + 2d b1
b + 2d + b
+t
t
t 4 t11
a
R = a44
R = 2aa 4 b
RR== 2aa+ b
22ata +4 btb1
t a+ t
R = tt a+4 tt11
R = 2a b1
2a + b
t + t1
t
t1
Loads
Page
Page33
Page 3
Page 3
Page 3
Page 3
Page 3
Page 3
Page 3
Page 3
r
2
4r r + 2a 22
4r 2r + 2a
R = 44rr 2r ++22aa
R = 2a +2r 2r 2
r r + 2r 2
RR== 4r22a+2
rr++22atr
22a2a+t+
4r t 2 r+++2a2t11r
R=
2
R = 2at+t r t2t1r1
+
2
a
r + 2r Manual
WSDOT Bridge
+ t1
t Design
t
t1
2
2
22
Page 3.1-A1-2

M 23-50.06
July 2011
rr 1
2
44rr2 ++ 22aa 2
22
2
RR == 4r22rr + 2a
+
2
a
r
2
r
4r2a + 2r+ 2a2r
2 ++ 2
=
R
R = 22at+t
tt1
r
42ra + rr++22a2r1r 2
2
2r +
R = 4r tt + 2ta1t1
2a + 2r 2r
R=
+
2a t+ r 2t1r
+
t
t
2 2 1
22bb2 dd2
RR ==
bb 2 dd2
22bb2++dd2
R
=
R = ttbbb ttddd
b +2 d2
2b+ d
R = ttbb 2 ttdd2
b2b dd
R= +
t44bbbb2+2ddtd2d2
=
R
R=
bb t4bb2222dddt2d2 bb
4++b d ++
RR== ttbbb a 2t2t2bddd22 ttb11
R = b +a2d2b 2+ b
R = a +4b2bt d2+ ct
R = ttbba ++
at 2b2bd +22 tc1
RR == tba 4abt2dbdbd+t c1b
R = ataa + btbb + ctcc
++ 2t d++ tb
tbb +
ttaa ttbdb +ttcc1
t b t d t1
Loads
(a + c ) 2d 22
R = (a a+22cb)22 d
RR== aa++22bb22 c2c2
(aa + cb)+d c
RR == (at++ c ) ++dt1
taaaa ++t22tbbbb tctccc1
++
tt
tt11
2
Chapter 3
Page 44
Page
Page44
Page
Page 4
Page 4
b1t133+ 3b2 t 233

R = b1t1 + 322b2 t222
R = (a + 3c ) d 3
R = bb1tt133 ++
33b t 3
RR == a1 +1 2b3b22 tc22
3 +
t 3 t11
Multi-Celled Sections
Torsion of two or more cells connect at the walls is a statically indeterminate problem. The
Multi-Celled
Sections
general method to find the torsional rigidity, R, is as follows:
b11t1133 + 3b22 t 2233
Torsion
of
two
or
more
cells
connect at the walls is a statically indeterminate problem. The
R
=
3
The equation for equilibrium for n cells is:

n
n
M
=
2
qi i
(1)
t
M t = 2i
qi i
(1)
=1
n
WSDOT Bridge Design
Manual M 23-50.06
Page 3.1-A1-3
i n=1
M
qqi
(1)
July 2011
Where q
Mt == 22 i is the shear flow in cell i and
i
(1)i is the area enclosed by the center line of the walls
t
i
i
is the shear flow in cell i and
Where q
i is the area enclosed by the center line of the walls
ii==i11
inclosing the cell, and M
t is the twisting moment applied to the cell.
Chapter 3
Loads
Torsion of two or more cells connect at the walls is a statically indeterminate problem. The general
method to find the torsional rigidity, R, is as follows:

n
M t = 2 q i i
i =1
(3.1-A1-1)
Where qi is the shear flow in cell i and i is the area enclosed by the center line of the walls inclosing
the cell, and Mt is the twisting moment applied to the cell.
The equations of consistent deformation
are:
The equations of consistent deformation are:

S ji qi + S jj q j + S jk q k = 2 j
(3.1-A1-2)
S
q
+
S
q
+
S
q
=
2
Where:ji i
jj j
jk k
j
1
S ji = S ji dst
1
G

S ji = S ji dst
1
G
S jj = S jj dst
1
G
S jj = S jj dst
1
G
S jk = S jk dst
S ji qi + S jj q j + S jk 1q k = 2 j
G
S =
S ds
1 jk ds G jk t
S ji =
S ji t
G is the shear modulus of elasticity
S ji qi + SGjj q j + S jk q k = 2 j
G1is G is the shear modulus of elasticity
the shear modulus of elasticity
S ji dst is the sum of the length of cell wall, common to cells j and i, divided by its thic
1 jj qSj +dsdsdsS jk q k = 2 j
S
q
+
S
S
=
ji
i
jj
jj
is
the
sum
of
the
length
of cell wall, common to cells j and i, divided by its thickness
t
S ji = G SS jiji t is the sum of the length of cell wall, common to cells j and i, divided by its thickness
ds
t
G1
S
jk t is the sum of the length of cell wall, common to cells j and k, divided by its thi
1 SS ji dsds
ds
S
=
1
ji
the sum of the lengthdsof cell wall, common to cells j and k, divided by its thickness
is the sum of the length of cell wall, common to cells j and k, divided by its thickness
GSSjjjkjkdst ttt is
SS jjjk == G
S jj t is the sum of the length of cell wall, common to cell j, divided by their respecti
G1
ds
S
is the sum of the length of cell wall, common
toj,cell
j, divided by their respective
ds
of cell wall, common to cell
divided
by their respective thicknesses.
thicknesses.
S jj = 1 S jjjj dstt is the sum of the length
S jk = G thicknesses.
S jk t
is the angle of twist in radians
G is the angle of twist in radians
ds 1
ds

SSjkji=t is the sum of the length of cell wall, common to cells j and i, divided by its thickness
S jk t
G
Equation (2) will yield n equations for n unknown shear flows and can be solved for th
S jk dsdst is the sum of the length of cell wall, common to cells j and k, divided by its thickness
Equation (2) will yield n equations for n unknown shear flows and can be solved for the shear
flows qi in terms for G and the angle of twist . Knowing i and i the torsional consta
S
is the sum of the length of cell wall, common to cells j and i, divided by its thickness
ji
t
ds
S jj t is the sum of the length of cell wall, common
may be calculated from:
flows qi in terms for G and the angle of twist
. Knowing
i and i the torsional constant R
to cell
j, divided by their respective
n
ds
may be calculated from: 2
is the sum of the length of cell wall, common to cells j and i, divided by its thickness
SSjkji t is the sum of the length of cell wall, common to cells j and k, divided by its thickness
thicknesses.
R=
qii
2 n
G i =1
Sis the angle of twist in radians
Sjjjk dstdst is the sum of the length of cell wall, common
is the sum of the length of cell wall, common to cells j and k, divided by its thickness
R=
q
to cell j, divided by their respective

i i
G i =1
thicknesses.
S jj dst is the sum of the length of cell wall, common
to cell j, divided by their respective
A simplification of this method is to assume that the interior web members
are not effe
torsion. The torsional constant may be approximated by:
A simplification of this method is to assume that the interior web members
are not effective in
thicknesses.
flows
qi in terms for G and the angle of twist
. Knowing i and i the torsional constant R
2
torsion. The torsional constant may be approximated by:
4A
may be calculated from:
Page 3.1-A1-4
R=
2 n
July 2011
4 A2
Si
flows
qi in terms for G and the angle of twist
. Knowing i and i the torsional constant R
=i
R
R
=
q
S
Loads
Chapter 3
Equation 3.1-A1-2 will yield n equations for n unknown shear flows and can be solved for the shear
flows qi in terms for G and the angle of twist . Knowing i and i the torsional constant R may
becalculatedfrom:
R=
2
G
q
i =1
(3.1-A1-3)
A simplification of this method is to assume that the interior web members are not effective in torsion.
The torsional constant may be approximated by:
R=
4 A2
S
i t i
i
(3.1-A1-4)
Where:
A Is the area enclosed by the centerline of the exterior webs and the top andbottom slabs
Si Is the length of side i
ti Is the thickness of side i

July 2011
Page 3.1-A1-5
Chapter 3
Page 3.1-A1-6

Loads

July 2011
Appendix 3.1-B1
HL-93 Loading for Bridge Piers

Code
Reference
1 Introduction
The purpose of this example is to demonstrate a methodology of analyzing a bridge pier
for the HL-93 live load. This analysis consists of two plane frame analyzes. The first
analysis is a longitudinal analysis of the superstructure. This analysis produces reactions
at the intermediate piers, which are applied to a plane frame model of the pier.
2 Bridge Description
100'-0"
140'-0"
100'-0"
Elevation
Material
Girders: f'c = 7 KSI
Elsewhere: f'c = 4 KSI
7 .5" deck with 0 .5"

sacraficial depth
32 ft
10 .5"
9'-0"
W74G
3 spa @ 8'=0"
5'-0"
40 ft
5'-0"
7 ft
14 ft
7 ft
Typical Pier Elevation
3 Analysis Goals
The purpose of this analysis is to determine the following live load actions in the top and
bottom of the column and in the footing:
Maximum axial force and corresponding moments
Maximum moments and corresponding axial force
Maximum shears
Additionally the following live load actions will be computed for controlling design
points in the cross beam
Maximum moment
Maximum shear
4 Material Properties
Lets begin the analysis by determining the material properties.

July 2011
Page 3.1-B1-1
Chapter 3
Loads
Code
Reference
4.1 Girders
f c
E c 33,000 w1c .5
wc = 0.160 KCF
fc = 7 KSI
1.5
E c 33,0000.160 7 5588 KSI
4.2 Slab, Columns and Cross Beam
f c
E c 33,000 w1c .5
wc = 0.160 KCF
fc = 4 KSI
1.5
E c 33,0000.160
4 4224 KSI
5 Section Properties
Compute the geometric properties of the girder, columns, and cap beam.
5.1 Girder
The composite girder section properties can be obtained from the Section Properties
Calculator in QConBridge.
A 1254.6in 2
I 1007880in 3
5.2 Column
Properties of an individual column can be obtained by simple formula
2
5 ft 12 inft
d2
A
2827in 2
4
4
4
4
5 ft 12 inft
d
I
636172in 4
64
64
For longitudinal analysis we need to proportion the column stiffness to match the
stiffness of a single girder line. Four girder lines framing into a two column bent produce
a rotation and axial deflection under a unit load, the stiffness of the column member in
the longitudinal analysis model needs to be 25% of that of the bent to produce the same
rotation and deflection under 25% of the load.
For longitudinal analysis the section properties of the column member are
2 columns 2827in 2 per column 1413in 2
A
4 girder lines
2 columns 636172in 4 per column 318086in 4
Page 3.1-B1-2

4 girder lines

July 2011
Loads
Chapter 3
Code
Reference
NOTE
For columns of other shapes, and for skewed bents, the properties of the columns need
to be computed in the plane of the longitudinal frame, and the plane of the bent for use
in each analysis respectively.
5.3 Cap Beam

Cap beam properties can also be obtained by simple formula
2
A w h 5 ft 9 ft 144 inft 2 64935in 2
1
1
4
3
w h 3 5 ft 9 ft 20736 inft 4 6283008in 4
12
12
6 Longitudinal Analysis
The purpose of this analysis, initially, is to determine the maximum live load reactions
that will be applied to the bent. After a transverse analysis is performed, the results from
this analysis will be scaled by the number of loaded lanes causing maximum responses in
the bent and distributed to individual columns.
The longitudinal analysis consists of applying various combinations of design lane and
design trucks. The details can be found in LRFD 3.6
3.6
6.1 Loading
Now comes the tricky part. How do you configure and position the design vehicles to
produce maximum reactions? Where do you put the dual truck train, and what headway
spacing do you use to maximize the desired force effects? If we look at influence lines for
axial force, moment, and shear at the top and bottom of the column, the loading
configuration becomes apparent.
6 .1 .1 Influence Lines
The figures below are influence lines for axial force, shear, and moment at the top of Pier
2 for a unit load moving along a girder line. The influence lines for the bottom of the pier
will be exactly the same, except the moment influence will be different by an amount
equal to the shear times the pier height.

July 2011
Page 3.1-B1-3
Chapter 3
Loads
Code
Reference
Axial
0 .20
0 .00
0
50
100
150
200
250
300
350
400
250
300
350
400
250
300
350
400
-0 .20
-0 .40
-0 .60
-0 .80
-1 .00
-1 .20
Shear
0 .40
0 .30
0 .20
0 .10
0 .00
-0 .10
50
100
150
200
-0 .20
-0 .30
-0 .40
-0 .50
-0 .60
Moment
8 .00
6 .00
4 .00
2 .00
0 .00
-2 .00
50
100
150
200
-4 .00
-6 .00
-8 .00
-10 .00
To achieve the maximum compressive reaction, the lane load needs to be in spans 1 and
2, and the dual truck need to straddle the pier and be as close to each other as possible.
That is, the minimum headway spacing of 50 feet will maximize the compressive
reaction.
Maximum shears and moments occur under two conditions. First, spans 1 and 3 are
loaded with the lane load and the dual truck train. The headway spacing that causes the
maximum response is in the range of 180 200 feet. Second, span 2 is loaded with the
lane load and the dual truck train. The headway spacing is at its minimum value of 50 ft.
Page 3.1-B1-4


July 2011
Loads
Chapter 3
Code
Reference
Analytically finding the exact location and headway spacing of the trucks for the extreme
force effects is possible, but hardly worth the effort. Structural analysis tools with a
moving load generator, such as GTSTRUDL, can be used to quickly determine the
maximum force effects.
6.2 Results
A longitudinal analysis is performed using GTSTRUDL. The details of this analysis
are shown in Appendix A.
The outcome of the longitudinal analysis consists of dual truck train and lane load results.
These results need to be combined to produce the complete live load response. The
complete response is computed as QLL IM 0.9IM Dual Truck Train Lane Load .
3.6.1.3.1
The dynamic load allowance (impact factor) is given by the LRFD specifications as 33%.
Note that the dynamic load allowance need not be applied to foundation components
entirely below ground level. This causes us to combine the dual truck train and lane
responses for cross beams and columns differently than for footings, piles, and shafts.
3.6.2.1
6 .2 .1 Combined Live Load Response

The tables below summarize the combined live load response. The controlling load cases
are given in parentheses.
Maximum Axial

Axial (K/LANE)
Dual Truck Train
-117.9 (Loading
1014)
-89.1 (Loading
LS12)
-221.3
-186.3
Lane Load
LL+IM (Column)
LL+IM (Footing)
Top of Pier
Corresponding
Moment (KFT/LANE)
-146.2
Bottom of Pier
Corresponding
Moment (KFT/LANE)
103.4
-195.5
141.9
-350.9
N/A
251.5
220.8
Maximum Moment Top of Pier

Moment (K-FT/LANE)
Dual Truck Train
Lane Load
LL+IM (Column)
LL+IM (Footing)
-582.5 (Loading 1018)

-364.2 (Loading LS2)
-1025.0
N/A

July 2011
Corresponding Axial
(K/LANE)
-85.8
-49.4
-147.2
N/A
Page 3.1-B1-5
Chapter 3
Loads
Code
Reference
Maximum Moment Bottom of Pier

Moment (K-FT/LANE)
Dual Truck Train
Lane Load
LL+IM (Column)
LL+IM (Footing)
287.7 (Loading 1018)

179.7 (Loading LS2)
506.1
420.7
Maximum Shear

Dual Truck Train
Lane Load
LL+IM (Column)
LL+IM (Footing)
Shear (K/LANE)
21.8 (Loading 1018)
13.6 (Loading LS2)
38.3
31.9
Corresponding Axial
(K/LANE)
-85.8
-49.4
-147.2
-121.7
7 Transverse Analysis
Now that we have the maximum lane reactions from the longitudinal girder line analysis,
we need to apply these as loads to the bent frame.
7.1 Loading
The methodology for applying superstructure live load reactions to substructure elements
is described in the BDM. This methodology consists of applying the wheel line reactions
directly to the crossbeam and varying the number and position of design lanes. Appendix
B describes modeling techniques for GTSTRUDL.
BDM
9.1.1.1C
7.2 Results
7 .2 .1 Cap Beam
For this example, we will look at results for three design points, the left and right face of
the left-hand column, and at the mid-span of the cap beam. Note that in the analysis, the
wheel line reactions were applied from the left hand side of the bent. This does not result
in a symmetrical set of loadings. However, because this is a symmetrical frame we expect
symmetrical results. The controlling results from the left and right hand points A and
B are used.
Page 3.1-B1-6


July 2011
Loads
Chapter 3
Code
Reference
For the shear design of the crossbeam, the LRFD specifications allow us to determine the
C5.8.3.4.2
effects of moments and shears on the capacity of the section using the maximum factored
moments and shears at a section. Hence, the results below do not show the maximum
shears and corresponding moments.
The tables below summarize the results of the transverse analysis for the crossbeam. The
basic results are adjusted with the multiple presence factors. The controlling load cases
are in parentheses.
Point A

Force Effect
Multiple Presence
Factor
LL+IM
Point B

Force Effect
Multiple Presence
Factor
LL+IM
Shear (K)
110.7 (Loading
1009)
1.2
+Moment (K-FT) -Moment (K-FT)

0
-484.3 (1029)
1.2
1.2
132.8
-581.2
Shear (K)
155.8 (Loading
2330)
1.0
+Moment (K-FT)
314.3 (Loading
1522)
1.2
-Moment (K-FT)
-650.9 (Loading
1029)
1.2
155.8
377.2
-781.1

July 2011
Page 3.1-B1-7
Chapter 3
Loads
Code
Reference
Point C

Force Effect
Multiple Presence
Factor
LL+IM
Shear (K)
+Moment (K-FT)
87.9 (Loading 2036) 426.4 (Loading
1520)
1.0
1.2
-Moment (K-FT)
-400.5 (Loading
1029)
1.2
87.9
-480.6
511.7
7 .2 .2 Columns
The tables below show the live load results at the top and bottom of a column. The results
are factored with the appropriate multiple presence factors. Controlling loads are in
parentheses.
Maximum Axial
Axial (K)
Force Effect
Multiple Presence
Factor
LL+IM
-347.6 (Loading
2026)
1.0
-347.6
Top of Column
Corresponding
Moment (K-FT)
34.1
Bottom of Column
Corresponding
Moment (K-FT)
28.4
1.0
1.0
34.1
28.4
Maximum Moment Top of Column

Moment (K-FT)
Force Effect
59.3 (Loading 1009)
Multiple Presence Factor
1.2
LL+IM
71.2
Corresponding Axial (K)

-265.6
1.2
-318.7
Maximum Moment Bottom of Column

Moment (K-FT)
Force Effect
-53.6 (Loading 1029)
1.2
LL+IM
-64.3

55.6
1.2
66.7
Maximum Shear

Force Effect
LL+IM
Shear (K)
-1.0 (Loading 1029)
1.2
-1.2
7 .2 .3 Footings
Even though we didnt perform the transverse analysis with the footing loads, we can still
obtain the results. Assuming we have a linear elastic system, the principle of
Page 3.1-B1-8


July 2011
Loads
Chapter 3
Code
Reference
superposition can be used. The footing results are simply the column results scaled by the
ratio of the footing load to the column load. For this case, the scale factor is
186.3221.3=0.84.
Maximum Axial
LL+IM
Maximum Moment
Axial (K)
-292
Corresponding
Moment (K-FT)
23.9
LL+IM
Moment (K-FT)
-45.0
Maximum Shear

LL+IM
Shear (K)
-1.0

46.7
8 Combining Longitudinal and Transverse Results

To get the full set of column forces, the results from the longitudinal and transverse
analyses need to be combined. Recall that the longitudinal analysis produced moments,
shears, and axial load for a single loaded lane whereas the transverse analysis produced
column and footing forces for multiple loaded lanes.
Before we can combine the force effects we need to determine the per column force
effect from the longitudinal analysis. To do this, we look at the axial force results in
transverse model to determine the lane fraction that is applied to each column.
For maximum axial load, 2 lanes at 221.3 K/LANE produce an axial force of 347.6 K.
The lane fraction carried by the column is 347.6/(2*221.3) = 0.785 (78.5%).
Mz = (-350.9 K-FT/LANE)(2 LANES)(0.785)(1.0) = -550.9 K-FT (Top of Column)
Mz = (251.5 K-FT/LANE)(2 LANES)(0.785)(1.0) = 394.9 K-FT (Bottom of Column)
Mz = (220.8 K-FT/LANE)(2 LANES)(0.785)(1.0) = 346.7 K-FT (Footing)
For maximum moment (and shear because the same loading governs) at the top of the
column, 1 lane at 221.3 K/LANE produces an axial force of 318.7. (318.7/221.3 = 1.44).
144% of the lane reaction is carried by the column.
Mz = (-1025.0)(1.44)(1.2) = -1771.2 K-FT
Vx = (38.3)(1.44)(1.2) = 66.2 K (Column)
Vx = (31.9)(1.44)(1.2) = 55.1 K (Footing)
For maximum moment at the bottom of the column, 1 lane at 221.3 K/LANE produces an
axial force of 64.3 K.(64.3/221.3 = 0.29) 29% of the lane reaction is carried by the
column.
Mz = (506.1)(0.29)(1.2) = 176.1 K-FT (Column)
Mz = (420.7)(0.29)(1.2) = 146.4 K-FT (Footing)

July 2011
Page 3.1-B1-9
Chapter 3
Loads
Code
Reference
Ahead on Station
Py = Compression < 0
Mz
Vz
Mx
Vx
Vx and Mz determined from Longitudinal Analysis

Py, Vz and Mx determined from Transverse Analysis
Column
-347.6
Maximum
Axial
Bottom
-347.6
Load Case
Maximum
Moment
Top
- 318.7
Maximum
Moment
Bottom
66.7
34.1
28.4
71.2
-64.3
-550.9
394.9
-1771.2
176.1
Maximum
Axial Top
Axial
(K)
Mx (KFT)
Mz (KFT)
Vx (K)
Vz (K)
Footing
Maximum
Axial
Axial
(K)
Mx (KFT)
Mz (KFT)
Vx (K)
Vz (K)
-292
Load Cases
Maximum
Moment
Bottom
46.7
23.9
-45.0
346.7
146.4
Shear
66.2
-1.2
Shear
72.7
-1.0
9 Skew Effects
This analysis becomes only slightly more complicated when the pier is skewed with
respect to the centerline of the bridge. The results of the longitudinal analysis need to be
adjusted for skew before being applied to the transverse model.
Page 3.1-B1-10


July 2011
Loads
Chapter 3
Code
Reference
The shears and moments produced by the longitudinal analysis are in the plane of the
longitudinal model. These force vectors have components that are projected into the
plane of the transverse model as show in the figure below. The transverse model loading
must include these forces and moments for each wheel line load. Likewise, the skew
adjusted results from the longitudinal analysis need to be used when combining results
from the transverse analysis.
Vx
My
Vy
V
Mx
10 Summary
This example demonstrates a method for analyzing bridge piers subjected to the LRFD
HL-93 live load. Other than the loading, the analysis procedure is the same as for the
AASHTO Standard Specifications.

July 2011
Page 3.1-B1-11
Page 3.1-B1-12

TIME
SECOND
--------------------------------------------------------This is the Common Startup Macro; put your company-wide startup commands here.
You can edit this file from Tools -- Macros. Click "Startup" and then "Edit".
---------------------------------------------------------
TEMPERATURE
FAHRENHEIT
1} > CINPUT 'C:\Documents and Settings\bricer\My Documents\BDM\HL93 Live Load -
$
$
$
$
ANGLE
RADIAN
>
>
>
>
WEIGHT
POUND
COMPLETION NO.
4290
1}
2}
3}
4}
LENGTH
INCH
VERSION
26.0
{
{
{
{
**** ACTIVE UNITS **** ASSUMED TO BE
*** G T S T R U D L ***
RELEASE DATE
February, 2002
Reading password file J:\GTSTRUDL\Gtaccess26.dat

CI-i-audfile, Command AUDIT file FILE0857.aud has been activated.
1GTICES/C-NP 2.5.0 MD-NT 2.0, January 1995.

Proprietary to Georgia Tech Research Corporation, U.S.A.
# Wed Nov 19 08:57:01 2003
Copyright (c) 2002 GTRC

ALL RIGHTS RESERVED.
Georgia Tech Research Corporation

Georgia Institute of Technology
Atlanta, Georgia 30332
U.S.A.
This computer software is an unpublished work containing valuable

trade secrets owned by the Georgia Tech Research Corporation (GTRC).
No access, use, transfer, duplication or disclosure thereof may be
made except under a license agreement executed by GTRC or its
authorized representatives and no right, title or interest thereto
is conveyed or granted herein, notwithstanding receipt or possession
hereof. Decompilation of the object code is strictly prohibited.
Any use, duplication or disclosure of this software by or for the U.S.

Government shall be restricted to the terms of a license agreement in
accordance with the clause at DFARS 227.7202-3.
Commercial Software Rights Legend
Chapter 3
Loads
Code
Reference
Appendix A Longitudinal Analysis Details

This appendix shows the longitudinal analysis details. In the live load generation portion
of the GTSTRUDL input, you will see multiple trials for live load analysis. Each trial
uses a different range of headways pacing for the dual truck train. The first trial varies the
headway spacing from 180 to 205 feet. Based on this, a tighter range between 193 and
198 feet was used to get the headway spacing corresponding to the maximum loads
correct to within 1 foot.

July 2011

July 2011
>_Analysis of Piers\Longitudinal.gti'
> $ --------------------------------------------------------> $ Live Load Pier Analysis Example
> $ Longitudinal Anaysis to determine maximum lane reactions
> $ --------------------------------------------------------> $
> STRUDL
{
{
{
{
{
{
9}
10}
11}
12}
13}
14}
>
>
>
>
>
>
TYPE PLANE FRAME XY

OUTPUT LONG NAME
UNITS FEET KIPS
$
JOINT COORDINATES
$
Name
LENGTH
INCH
ANGLE
RADIAN
X coord
WEIGHT
POUND
Y coord
TEMPERATURE
FAHRENHEIT
TIME
SECOND
********************************************************************
*
*
*
******
G T S T R U D L
*
* ********
*
* **
**
*
* **
***** ****** *****
** ** *****
**
*
* ** ********** ****** ****** ****** ** ** ****** **
*
* ** ********** **
**
** ** ** ** ** ** **
*
* **
****
*****
**
****** ** ** ** ** **
*
* **********
*****
**
*****
** ** ** ** **
*
*
****** **
**
**
** **
** ** ** ** **
*
*
**
******
**
** ** ****** ****** ****** *
*
**
*****
**
** **
****
*****
****** *
*
**
*
*
**
OWNED BY AND PROPRIETARY TO THE
*
*
**
GEORGIA TECH RESEARCH CORPORATION
*
*
*
* RELEASE DATE
VERSION
COMPLETION NO.
*
* February, 2002
26.0
4290
*
*
*
********************************************************************
2}
3}
4}
5}
6}
7}
8}
{
{
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{
{
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{
Loads
Chapter 3
Code
Reference
Page 3.1-B1-13
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Page 3.1-B1-14

-------1
2
3
4
5
6
------------0.00000
100.00000
240.00000
340.00000
100.00000
240.00000
-----------0.00000
0.00000
0.00000
0.00000
-40.00000 S
-40.00000 S
LOADING 'LS2' 'Load load in span 2'
LOADING 'LS13' 'Load load in span 1 and 3'

MEMBER 1 3 LOAD FORCE Y UNIFORM FRAcTIONAL -0.640 LA 0.0 LB 1.0
CONSTANTS
E 5588 MEMBERS 1 TO 3
E 4224 MEMBERS 4 TO 5
$
$ ------------- Loadings -----------------UNITS KIP FEET
$
$ --- Lane Loads --LOADING 'LS12' 'Load load in span 1 and 2'
MEMBER 1 2 LOAD FORCE Y UNIFORM FRAcTIONAL -0.640 LA 0.0 LB 1.0
$
$
$ ------------- Boundary conditions ------$ --- Roller joints: rotation + horiz. translation
DEFINE GROUP 'roller' ADD JOINTS 1 4
STATUS SUPPORT JOINT GROUP 'roller'
JOINT GRP 'roller' RELEASES FORCE X MOM Z
$
MEMBER INCIDENCES
$
Name Start joint End joint
$ ---------------------1
1
2
2
2
3
3
3
4
4
5
2
5
6
3
$
$ ------------- Properties ---------------UNITS INCHES
MEMBER PROPERTIES
1 TO 3 AX 1255 IZ 1007880
4 TO 5 AX 1413 IZ 318086
Chapter 3
Loads
Code
Reference

July 2011
{
{
{
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July 2011
32.0 14.0 8.0
32.0 14.0 8.0
32.0 14.0 8.0
32.0 14.0 8.0
32.0 14.0 8.0
32.0 14.0 8.0
32.0 14.0 8.0
205'
$ --- TRIAL 2 - (GOAL: Determine extreme values using refined headway spacing)
$ --- Load ID Legend
$$ --- TRIAL 1 - (GOAL: Determine approximate headway spacing)

$$ --- RESULTS: Maximums occured for headway spacings of 50' and
$$ --- Load ID Legend
$$ - ID = 1000 TO 1999, 50' Headway Spacing
$MOVING LOAD GENERATOR
$
$SUPERSTRUCTURE FOR MEMBERS 1 TO 3
$TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 50.0 32.0 14.0
$GENERATE LOAD INITIAL 1000 PRINT OFF
$
$
$
$
$
$
$
$END LOAD GENERATOR
$ --- Dual Truck Train ---
LOADING 'LS3' 'Load load in span 3'

MEMBER 3 LOAD FORCE Y UNIFORM FRAcTIONAL -0.640 LA 0.0 LB 1.0
MEMBER 2 LOAD FORCE Y UNIFORM FRAcTIONAL -0.640 LA 0.0 LB 1.0
Loads
Chapter 3
Code
Reference
Page 3.1-B1-15
{ 105} > $ - ID = 1000 TO 1999, 50' Headway Spacing

{ 112} >
{ 113} > MOVING LOAD GENERATOR
{ 114} >
{ 115} > SUPERSTRUCTURE FOR MEMBERS 1 TO 3
{ 116} > TRUCK FWD GENERAL TRUCK 32.0 14.0 32.0 14.0 8.0 50.0 32.0
{ 117} > GENERATE LOAD INITIAL 1000 PRINT OFF
{ 118} >
{ 121} >
{ 124} >
{ 127} >
{ 130} >
{ 133} >
{ 136} >
{ 137} > END LOAD GENERATOR
*** OUT OF MOVING LOAD GENERATOR
{ 138} > $
{ 139} > $ -------------- Analysis
{ 140} > $
{ 141} > STIFFNESS ANALYSIS
TIME FOR CONSISTENCY CHECKS FOR
5 MEMBERS
0.06 SECONDS
TIME FOR BANDWIDTH REDUCTION
0.00 SECONDS
TIME TO GENERATE
5 ELEMENT STIF. MATRICES
0.05 SECONDS
TIME TO PROCESS
1337 MEMBER LOADS
0.05 SECONDS
TIME TO ASSEMBLE THE STIFFNESS MATRIX
0.02 SECONDS
TIME TO PROCESS
6 JOINTS
0.01 SECONDS
TIME TO SOLVE WITH
1 PARTITIONS
0.01 SECONDS
Page 3.1-B1-16

14.0 32.0 14.0 8.0
14.0 32.0 14.0 8.0
14.0 32.0 14.0 8.0
14.0 32.0 14.0 8.0
14.0 32.0 14.0 8.0
14.0 32.0 14.0 8.0
14.0 32.0 14.0 8.0
Chapter 3
Loads
Code
Reference

July 2011

July 2011
FEET KIP
DEGF SEC
0.000
1.000
FR
DISTANCE
FROM START
5.504462
6047
-117.8832
1014
5.504462
6047
-117.8832
1014
21.75733
1018
-17.13201
3024
21.75733
1018
-17.13201
3024
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
287.7058
1018
-225.8802
3024
459.4002
3024
-582.5873
1018
------------------/
Z BENDING
------------------------------------------------------------------------------------------------------------------------------------MEMBER 4
-------------------------------------------------------------------------------------------------------------------------------------
MEMBER FORCE ENVELOPE
RAD
TITLE - NONE GIVEN
INTERNAL MEMBER RESULTS

-----------------------
ACTIVE UNITS
PROBLEM - NONE
****************************
*RESULTS OF LATEST ANALYSES*
****************************
TIME TO PROCESS
6 JOINT DISPLACEMENTS
0.02 SECONDS
TIME TO PROCESS
5 ELEMENT DISTORTIONS
0.04 SECONDS
TIME FOR STATICS CHECK
0.01 SECONDS
{ 142} > $
{ 143} > $ ------------- Results
{ 144} > $
{ 145} > OUTPUT BY MEMBER
{ 146} >
{ 147} > $ ----------- Dual Truck Results Envelope (top and bottom of pier)
{ 148} > LOAD LIST 1000 TO 7999
{ 149} > LIST FORCE ENVELOPE MEMBER 4 SECTION FRACTIONAL NS 2 1.0 0.0
Loads
Chapter 3
Code
Reference
Page 3.1-B1-17
Page 3.1-B1-18

>
> $ ----------- Lane Load Results Envelope (top and bottom of pier)
> LOAD LIST 'LS12' 'LS13' 'LS2' 'LS3'
> LIST FORCE ENVELOPE MEMBER 4 SECTION FRACTIONAL NS 2 1.0 0.0
FEET KIP
RAD
DEGF SEC
TITLE - NONE GIVEN

-----------------------
ACTIVE UNITS
PROBLEM - NONE
****************************
****************************
150}
151}
152}
153}
{
{
{
FR
3.302270
LS3
-89.14960
LS12
3.302270
LS3
-89.14960
LS12
13.59967
LS2
-10.33223
LS13
13.59967
LS2
-10.33223
LS13
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
154} >
155} > $ ----------- Corresponding force effects maximum axial, shear, and moment
156} > LOAD LIST 1014 1018 'LS12' 'LS2'
0.000
1.000
DISTANCE
FROM START
179.7457
LS2
-136.5602
LS13
276.7290
LS13
-364.2411
LS2
------------------/
Z BENDING
------------------------------------------------------------------------------------------------------------------------------------MEMBER 4
-------------------------------------------------------------------------------------------------------------------------------------
{
{
{
{
Chapter 3
Loads
Code
Reference

July 2011

July 2011
FEET KIP
MEMBER SECTION FORCES
RAD
DEGF SEC
TITLE - NONE GIVEN

-----------------------
ACTIVE UNITS
PROBLEM - NONE
****************************
****************************
157} > LIST SECTION FORCES MEMBER 4 SECTION FRACTIONAL NS 2 1.0 0.0
LOADING
FR
FR
LOADING
DISTANCE
1.000
0.000
DISTANCE
FROM START
1.000
0.000
DISTANCE
FROM START
LOADING
Load load in span 1 and 2
Load load in span 2
8.433558
8.433558
13.59967
13.59967
FORCE
USERS TRUCK
/-------------------
1014
-49.40132
-49.40132
PIVOT ON SECTION
MEMBER 2
-------------------//------------------
FORWARD
MOMENT
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
LS2
-89.14960
-89.14960
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
LS12
------------------/
-364.2411
179.7458
------------------/
Z BENDING
-195.4770
141.8653
------------------/
Z BENDING
------------------------------------------------------------------------------------------------------------------------------------MEMBER 4
-------------------------------------------------------------------------------------------------------------------------------------
Loads
Chapter 3
Code
Reference
Page 3.1-B1-19
Page 3.1-B1-20

LOADING
FR
1.000
0.000
FR
DISTANCE
FROM START
1.000
0.000
FROM START
USERS TRUCK
6.239560
6.239560
Y SHEAR
FORWARD
TORSION
PIVOT ON SECTION
Z SHEAR
MEMBER 2
Y BENDING
-85.84380
-85.84380
21.75733
21.75733
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
1018
-117.8832
-117.8832
AXIAL
-582.5874
287.7058
------------------/
Z BENDING
-146.2155
103.3669
Z BENDING
Chapter 3
Loads
Code
Reference

July 2011

July 2011
{
1}
{
2}
here.
{
3}
"Edit".
{
4}
LENGTH
INCH
WEIGHT
POUND
VERSION
26.0
ANGLE
RADIAN
TEMPERATURE
FAHRENHEIT
COMPLETION NO.
4290
TIME
SECOND
Click "Startup" and then
> $ ---------------------------------------------------------
> $ You can edit this file from Tools -- Macros.
> $ --------------------------------------------------------> $ This is the Common Startup Macro; put your company-wide startup commands
*** G T S T R U D L ***
RELEASE DATE
February, 2002
Reading password file J:\GTSTRUDL\Gtaccess26.dat

CI-i-audfile, Command AUDIT file FILE0923.aud has been activated.
1GTICES/C-NP 2.5.0 MD-NT 2.0, January 1995.

Proprietary to Georgia Tech Research Corporation, U.S.A.
# Wed Nov 19 09:23:01 2003
Copyright (c) 2002 GTRC

ALL RIGHTS RESERVED.
Georgia Tech Research Corporation

Georgia Institute of Technology
Atlanta, Georgia 30332
U.S.A.
This computer software is an unpublished work containing valuable

trade secrets owned by the Georgia Tech Research Corporation (GTRC).
No access, use, transfer, duplication or disclosure thereof may be
made except under a license agreement executed by GTRC or its
authorized representatives and no right, title or interest thereto
is conveyed or granted herein, notwithstanding receipt or possession
hereof. Decompilation of the object code is strictly prohibited.
Any use, duplication or disclosure of this software by or for the U.S.

Government shall be restricted to the terms of a license agreement in
accordance with the clause at DFARS 227.7202-3.
Commercial Software Rights Legend
Loads
Chapter 3
Code
Reference
Appendix B Transverse Analysis Details

This appendix shows the details of the transverse analysis. The interesting thing to note
about the transverse analysis is the live load truck configuration. A technique of treating
the wheel line reactions as a longitudinal live load is used. A two axle truck is created.
The truck is positioned so that it is on the left edge, center, and right edge of the design
lane. In order to keep the axles in the correct position, a dummy axle with a weight of
0.0001 kips was used. This dummy axial is the lead axle of the truck and it is positioned
in such a way as to cause the two real axles to fall in the correct locations within the
design lanes.
The GTSTRUDL live load generator uses partial trucks when it is bring a truck onto or
taking it off a bridge. As such, less then the full number of axles are applied to the model.
For the transverse analysis, we do not want to consider the situation when only one of the
two wheel lines is on the model. As such, several load cases are ignored by way of the
LOAD LIST command on line76 of the output.
Page 3.1-B1-21
Page 3.1-B1-22

> CINPUT 'C:\Documents and Settings\bricer\My Documents\BDM\HL93 Live Load >_Analysis of Piers\Transverse.gti'
> $ --------------------------------------------------------> $ Live Load Pier Analysis Example
> $ Transverse Anaysis to determine column loads
> $ --------------------------------------------------------> $
> STRUDL
{
{
{
{
9}
10}
11}
12}
>
>
>
>
TYPE PLANE FRAME XY

MATERIAL STEEL
OUTPUT LONG NAME
UNITS FEET KIPS
LENGTH
INCH
WEIGHT
POUND
ANGLE
RADIAN
TEMPERATURE
FAHRENHEIT
TIME
SECOND
********************************************************************
*
*
*
******
G T S T R U D L
*
* ********
*
* **
**
*
* **
***** ****** *****
** ** *****
**
*
* ** ********** ****** ****** ****** ** ** ****** **
*
* ** ********** **
**
** ** ** ** ** ** **
*
* **
****
*****
**
****** ** ** ** ** **
*
* **********
*****
**
*****
** ** ** ** **
*
*
****** **
**
**
** **
** ** ** ** **
*
*
**
******
**
** ** ****** ****** ****** *
*
**
*****
**
** **
****
*****
****** *
*
**
*
*
**
OWNED BY AND PROPRIETARY TO THE
*
*
**
GEORGIA TECH RESEARCH CORPORATION
*
*
*
* RELEASE DATE
VERSION
COMPLETION NO.
*
* February, 2002
26.0
4290
*
*
*
********************************************************************
1}
2}
3}
4}
5}
6}
7}
8}
{
{
{
{
{
{
{
{
Chapter 3
Loads
Code
Reference

July 2011
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
{
13}
14}
15}
16}
17}
18}
19}
20}
21}
22}
23}
24}
25}
26}
27}
28}
29}
30}
31}
32}
33}
34}
35}
36}
37}
38}
39}
40}
41}
42}
43}
44}
45}
46}
47}
48}
49}
50}
51}
52}
53}
54}
55}
56}
57}
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>

July 2011
$ One lane loaded - Right Aligned

TRUCK FWD GENERAL TRUCK NP 3 110.7 6 110.7 3.125 0.0001
GENERATE LOAD INITIAL 1500 PRINT OFF
$ One lane loaded - Center Aligned

$ One lane loaded - Left Aligned

$
JOINT COORDINATES
$
Name
X coord
Y coord
$ ------------------------------1
-14.00000
40.00000
2
-7.00000
40.00000
3
7.00000
40.00000
4
14.00000
40.00000
5
-7.00000
0.00000 S
6
7.00000
0.00000 S
$
$
MEMBER INCIDENCES
$
Name Start joint End joint
$ ---------------------1
1
2
2
2
3
3
3
4
4
5
2
5
6
3
$
$ ------------- Properties ---------------UNITS INCHES
MEMBER PROPERTIES
1 TO 3 AX 64935 IZ 6283008 $ CAP BEAM
4 TO 5 AX 2827 IZ 636172 $ COLUMNS
UNITS FEET
$
$ ------------- Loadings -----------------$
MOVING LOAD GENERATOR
SUPERSTRUCTURE FOR MEMBERS 1 TO 3
Loads
Chapter 3
Code
Reference
Page 3.1-B1-23
Page 3.1-B1-24

PROBLEM - NONE
TITLE - NONE GIVEN
****************************
****************************
{
58} >
{
59} > $ Two lanes loaded - Left Aligned
{
60} > TRUCK FWD GENERAL TRUCK NP 5 110.7 6 110.7 6 110.7 6 110.7 0.875 0.0001
{
61} > GENERATE LOAD INITIAL 2000 PRINT OFF
{
62} >
{
63} > $ Two lanes loaded - Center Aligned
{
{
{
66} >
{
67} > $ Two lanes loaded - Right Aligned
{
{
{
70} >
{
71} > END LOAD GENERATOR
*** OUT OF MOVING LOAD GENERATOR
{
72} > $
{
73} > $ -------------- Analysis
{
74} > $
{
75} > $ --- Keep active only those loads where all of the "axles" are on the structure
{
76} > LOAD LIST 1009 TO 1029 1311 TO 1330 1513 TO 1531 2026 TO 2037 2328 TO 2338 2530 TO 2539
{
77} > STIFFNESS ANALYSIS
TIME FOR CONSISTENCY CHECKS FOR
5 MEMBERS
0.00 SECONDS
TIME FOR BANDWIDTH REDUCTION
0.00 SECONDS
TIME TO GENERATE
5 ELEMENT STIF. MATRICES
0.00 SECONDS
TIME TO PROCESS
345 MEMBER LOADS
0.01 SECONDS
TIME TO ASSEMBLE THE STIFFNESS MATRIX
0.00 SECONDS
TIME TO PROCESS
6 JOINTS
0.00 SECONDS
TIME TO SOLVE WITH
1 PARTITIONS
0.00 SECONDS
TIME TO PROCESS
6 JOINT DISPLACEMENTS
0.01 SECONDS
TIME TO PROCESS
5 ELEMENT DISTORTIONS
0.00 SECONDS
TIME FOR STATICS CHECK
0.00 SECONDS
{
78} > $
{
79} > $ ------------- Results
{
80} > $
{
81} > $ CAP BEAM RESULTS (FACE OF COLUMN AND CENTERLINE BEAM)
{
82} > LIST FORCE ENVELOPE MEMBER 1 SECTION NS 1 4.5
Chapter 3
Loads
Code
Reference

July 2011
FEET KIP
RAD
DEGF SEC

July 2011
110.7001
1009
-0.3200976E-11
2336
FEET KIP
RAD
DEGF SEC
TITLE - NONE GIVEN

-----------------------
ACTIVE UNITS
PROBLEM - NONE
****************************
****************************
83} > LIST FORCE ENVELOPE MEMBER 2 SECTION NS 3 2.5 7 11.5
0.0000000E+00
1009
0.0000000E+00
1010
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
0.4612272E-11
2539
-401.2880
1009
------------------/
Z BENDING
------------------------------------------------------------------------------------------------------------------------------------MEMBER 2
-------------------------------------------------------------------------------------------------------------------------------------
4.500
DISTANCE
FROM START
------------------------------------------------------------------------------------------------------------------------------------MEMBER 1
-------------------------------------------------------------------------------------------------------------------------------------

-----------------------
ACTIVE UNITS
Loads
Chapter 3
Code
Reference
Page 3.1-B1-25
Page 3.1-B1-26

1.064582
1029
-0.7828730
1021
11.500
155.8126
2034
-44.21778
1009
87.92229
2036
-87.92228
2328
FEET KIP
RAD
DEGF SEC
TITLE - NONE GIVEN

-----------------------
ACTIVE UNITS
PROBLEM - NONE
****************************
****************************
84} > LIST FORCE ENVELOPE MEMBER 3 SECTION NS 1 2.5
1.064582
1029
-0.7828730
1021
7.000
55.64646
1029
-155.8126
2330
301.1816
1022
-650.9821
1029
426.4992
1520
-400.5730
1029
314.3994
1522
-522.0231
1009
------------------/
Z BENDING
DISTANCE
FROM START
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
------------------/
Z BENDING
------------------------------------------------------------------------------------------------------------------------------------MEMBER 3
-------------------------------------------------------------------------------------------------------------------------------------
1.064582
1029
-0.7828730
1021
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
2.500
DISTANCE
FROM START
Chapter 3
Loads
Code
Reference

July 2011

July 2011
0.1574852E-11
1526
-110.7000
1026
FEET KIP
RAD
DEGF SEC
TITLE - NONE GIVEN

-----------------------
ACTIVE UNITS
PROBLEM - NONE
****************************
****************************
85} >
86} > $ COLUMN TOP AND BOTTOM RESULTS
87} > LIST FORCE ENVELOPE MEMBER 4 SECTION FRACTIONAL NS 2 1.0 0.0
0.1944455E-10
2037
0.0000000E+00
1010
0.7038116E-05
2533
-484.3125
1029
0.000
1.000
FR
DISTANCE
FROM START
55.64646
1029
-347.5455
2026
55.64646
1029
-347.5455
2026
0.7828730
1021
-1.064582
1029
0.7828730
1021
-1.064582
1029
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
28.35656
2026
-53.63107
1029
59.30810
1009
-27.00405
2539
------------------/
Z BENDING
------------------------------------------------------------------------------------------------------------------------------------MEMBER 4
-------------------------------------------------------------------------------------------------------------------------------------
{
{
{
2.500
Loads
Chapter 3
Code
Reference
Page 3.1-B1-27
Page 3.1-B1-28

>
>
>
>
>
>
$ RESULTS CORRESPONDING TO MIN/MAX VALUES

$ Corresponding values not needed for cross beam
$ COLUMN TOP AND BOTTOM RESULTS
LOAD LIST 1009 1029 2026 2539
LIST SECTION FORCES MEMBER 4 SECTION FRACTIONAL NS 2 1.0 0.0
FEET KIP
MEMBER SECTION FORCES
RAD
DEGF SEC
TITLE - NONE GIVEN

-----------------------
ACTIVE UNITS
PROBLEM - NONE
****************************
****************************
88}
89}
90}
91}
92}
93}
LOADING
FR
1.000
0.000
FR
DISTANCE
FROM START
1.000
0.000
DISTANCE
FROM START
LOADING
USERS TRUCK
FORWARD
PIVOT ON SECTION
MEMBER 1
USERS TRUCK
-0.8585348
-0.8585348
FORWARD
PIVOT ON SECTION
MEMBER 3
55.64647
55.64647
-1.064582
-1.064582
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
1029
-265.6179
-265.6179
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
1009
-11.04779
-53.63107
------------------/
Z BENDING
59.30810
24.96671
------------------/
Z BENDING
------------------------------------------------------------------------------------------------------------------------------------MEMBER 4
-------------------------------------------------------------------------------------------------------------------------------------
{
{
{
{
{
{
Chapter 3
Loads
Code
Reference

July 2011
LOADING
FR
1.000
0.000
FR
DISTANCE
FROM START
1.000
0.000
DISTANCE
FROM START
LOADING
USERS TRUCK
FORWARD
PIVOT ON SECTION
MEMBER 1
USERS TRUCK
-0.1425789
-0.1425789
FORWARD
PIVOT ON SECTION
MEMBER 1
-86.08118
-86.08118
-0.2046868
-0.2046868
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
2539
-347.5455
-347.5455
/------------------- FORCE -------------------//------------------ MOMENT

AXIAL
Y SHEAR
Z SHEAR
TORSION
Y BENDING
2026
-27.00405
-35.19152
------------------/
Z BENDING
34.05972
28.35657
------------------/
Z BENDING
Loads
Chapter 3
Code
Reference

July 2011
Page 3.1-B1-29
Chapter 3
Page 3.1-B1-30

Loads

July 2011

Chapter 3 Loads Contents: WSDOT Bridge Design Manual M 23-50.12 Page 3-I August 2012

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Chapter 3 Loads

3.1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-1

Load Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3-1

Limit States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4-1

Load Factors and Load Combinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-1

Loads and Load Factors for Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6-1

Load Factors for Post-tensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7-1

Permanent Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8-1

Pedestrian Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.10-1

Noise Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12-1

Earthquake Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13-1

Earth Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14-1

Force Effects Due to Superimposed Deformations . . . . . . . . . . . . . . . . . . . . . . . 3.15-1

WSDOT Bridge Design Manual M 23-50.12

Torsional Constants ofCommonSections . . . . . . . . . . . . . . . . . . . . . . . . . 3.1-A1-1

WSDOT Bridge Design Manual M 23-50.12

WSDOT Bridge Design Manual M 23-50.06

WSDOT Bridge Design Manual M 23-50.06

WSDOT Bridge Design Manual M 23-50.06

WSDOT Bridge Design Manual M 23-50.06

3.3 Load Designations

WSDOT Bridge Design Manual M 23-50.06

WSDOT Bridge Design Manual M 23-50.06

3.4 Limit States

WSDOT Bridge Design Manual M 23-50.12

WSDOT Bridge Design Manual M 23-50.12

3.5 Load Factors and Load Combinations

Fixed (bottom) substructure

All other substructure supporting

Load Factors for Superimposed Deformations

WSDOT Bridge Design Manual M 23-50.12

3.5.1 Load Factors for Substructure

DCmax, DWmax for causing shear

DCmax, DWmax for causing shear

DCmax, DWmax causing shear

DCmin, DWmin for resisting shear

DCmin, DWmin for resisting shear

DCmin, DWmin resisting shear

DCmin, DWmin for

DCmin, DWmin for

EHmax if causes uplift

Minimum/Maximum Substructure Load Factors for Strength Limit State

WSDOT Bridge Design Manual M 23-50.12

3.6 Loads and Load Factors for Construction

WSDOT Bridge Design Manual M 23-50.06

WSDOT Bridge Design Manual M 23-50.06

3.7 Load Factors for Post-tensioning

3.7.2 Secondary Forces from Post-tensioning, PS

WSDOT Bridge Design Manual M 23-50.06

WSDOT Bridge Design Manual M 23-50.06

3.8 Permanent Loads

Precast Pretensioned or Post-tensioned Spliced Girders

Wearing Surface Asphalt Concrete Pavement (ACP)

Wearing Surface Hot Mix Asphalt (HMA)

Light Weight Aggregate Concrete

3.8.1 Deck Overlay Requirement

WSDOT Bridge Design Manual M 23-50.06

Bridge Overlay Requirements

WSDOT Bridge Design Manual M 23-50.06

3.9 Live Loads

3.9.2 Live Load Analysis of Continuous Bridges

3.9.3 Loading for Live Load Deflection Evaluation

3.9.4 Distribution to Superstructure