Search

Recent research has culminated in the development of moment redistribution design and rating procedures based on a "rotation compatibility" procedure. The key aspects of the rotation compatibility method are presented herein along with the resulting series of simple equations that may be used for both design and rating of straight continuous-span steel I-girders. This procedure has several advantages over the previous moment redistribution procedures. Most significantly, the rotation compatibility method provides a rational basis for removing the current restrictions on girder geometries permissible for use with moment redistribution provisions. Thus, sections that are more slender and/or have greater unbraced lengths, compared to previous inelastic procedures, may be considered. This is particularly beneficial for incorporating inelastic methods into rating specifications because many existing bridges have geometries such that they have previously been outside the scope of applicability of inelastic procedures. A second key advantage of the rotation compatibility procedure is that maximum allowable redistribution moments are specifically computed, which justifies the use of higher levels of moment redistribution and consequently greater design economy in some cases. DOI: 10.1061/ASCE1084-0702201015:155 CE Database subject headings: Rotation; Bridges, steel; Bridges, girder; Design. Author keywords: Steel; Bridges, girder; Bridge design; Ratings; Inelastic action.

This study is designed to determine the effect of major parameters on maximum total bending moments of curved girders, establish the relationship between key parameters and girder distribution factors (GDFs), and develop new approximate distribution factor equations. A level of analysis study using 3 numerical models was performed to establish an appropriate numerical modeling method on the basis of field test results. 81, 2-traffic lane curved bridges were analyzed under HL-93 loading. Two approximate GDF equations were developed based on the data obtained in this study: 1) a single GDF based on total girder normal stress; and 2) a combined GDF treating bending and warping normal stress separately. The 2 equations were developed based on both an averaged coefficient method and regression analysis. A goodness-of-fit test revealed that the combined GDF model developed by regression analysis best predicted GDFs. This research study demonstrated that radius, span length, cross frame spacing, and girder spacing most significantly affect GDFs. The proposed GDF equations are expected to provide a more refined live load analysis for preliminary design.

Horizontally curved, steel girder bridges are often used in our modern infrastructural system. The curve in the bridge allows for a smother transition for traffic, which creates better road travel. However, some of the disadvantages of horizontally curved bridges are that they are more difficult to analyze, design, and sometimes construct in comparison to conventional straight bridges. This study focuses on a three-span, curved steel I-girder bridge which was tested under three boundary condition states to determine it's response to live load. The measured live-load strains were used to calibrate a finite-element model. The finite-element design moments and distribution factors for the three condition states were then compared with the results based on the V-load method. These different boundary conditions provided the researchers a unique opportunity to evaluate the impact that these changes had on the bridges behavior. It was found that while the V-load method produced positive bending moments that were close to the finite-element moments for some of the girders, this was a result of the V-load moment being unconservative and the distribution factor being conservative.

Simplified moment redistribution procedures based on shakedown have recently been approved by AASHTO LRFD Bridge Design Specifications (AASHTO 2004). These procedures are currently only applicable for homogeneous girders, and thus, the objective of this study is to evaluate whether these procedures can be further applied for hybrid HPS 485W girders. A parametric study is carried out using validated three-dimensional finite-element (FE) analyses to study the inelastic behavior of hybrid HPS 485W girders in negative bending for this purpose. The effective plastic moments obtained from the FE studies are compared with those from the proposed prediction equations, where good correlation is observed. A design example of a three-span slab-on-girder bridge with hybrid HPS 485W girders using both elastic design and the simplified moment redistribution procedures is also presented, where it is shown that the use of moment redistribution procedures results in a negative bending section that is 13% lighter than the ...

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

Significant discrepancies in girder distribution factors have been observed between actual bridge field-testing results and AASHTO code predictions. One of the reasons for the discrepancies is that code methods fail to account for the existence of secondary members such as parapets in bridges. This research investigates the effects of parapets and bridge aspect ratio on live-load moment distribution for bridge girders. The influence on distribution factors of parapets with varying overhang lengths and of aspect ratio with varying roadway width is investigated. To study the effects of parapets and aspect ratios, 34 two-span continuous bridges with a 0° or a 45° skew angle and with varied structure parameters are analyzed using the finite element method. The distribution factors obtained from these analyses are compared with those from the AASHTO methods. The presence of parapets is shown to reduce distribution factors by as much as 36 and 13% for exterior and interior girders, respectively. The effect of parapets is slightly less for skewed bridges. Aspect ratio is shown to have very little effect on distribution factors until the ratio exceeds 1.8.

This paper introduces a simplified method, known as Henry’s method, for the calculation of distribution factors of the live load moment. Using the simplified method, the live load effects are equally distributed in all beams, including interior and exterior beams. This method has been used in Tennessee for nearly four decades. It offers advantages in simplicity of calculation and flexibility in application. To carefully examine the simplified method, 24 actual bridges of six different types of superstructures were selected for the study. The distribution factors of actual bridges using Henry’s method were compared with the ones from the AASHTO LRFD, the AASHTO standard, and finite-element analysis. In the comparison study, the effects of bridge superstructure types and key parameters that significantly affected the calculation of distribution factors are discussed. Based on the results of the comparison and evaluation, a modified Henry’s method was proposed by introducing modification factors to Henry’s m...

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

The use of curved composite bridges in interchanges of modern highway systems has become increasingly popular for economic and aesthetic considerations. Bridges with a concrete deck composite with a steel multicell section can adequately resist torsional and warping effects induced by high curvature. Although current design practices in North America recommend few analytical methods for the design of curved multicell box girder bridges, economical requirements in the design process point to a need for a simplified design method. This paper summarizes the results from an extensive parametric study, using the finite-element method, in which simply supported curved composite multicell bridge prototypes are analyzed to evaluate the moment and deflection distributions between girders, as well as the axial forces expected in the bracing system, due to truck loading as well as dead load. Results from tests on four, 1/12 linear-scale, simply supported curved composite concrete deck-steel multicell bridge models a...

Simply supported structures are used efficiently for bridges up to a certain span limit, beyond which the use of continuous structures becomes more economical. As a result of continuity, support mo...

The authors state that two and three AASHTO HS25 trucks and lane loads were applied based on the bridge width and that “a trial and error protocol was established for radial truck position to establish critical wheel load paths.” Further, that “HL-93 loadings were systematically placed at 305 mm 1 ft. increments from the outside girder.” This raises several issues. HS25 trucks are associated with the AASHTO Standard Specifications while HL-93 loadings are associated with the AASTHO LRFD Code. It is not correct to mix the two in an analysis. It is not clear if the two codes have been somehow combined. Both the AASHTO Standard Specifications, 17th edition, Article 3.6.2, and LRFD Code, 4th edition, Article 3.6.1.1.1, require that truck and lane loads be positioned within 3.65-m 12-ft. wide lanes. It appears that this requirement has not been met in this study.

A closure to a discussion of an article with the aforementioned title, published in this journal (Volume 9, No. 4, July/August 2004), is presented. The closure, by Peter Kocsis, was published in the current issue. The authors of the original paper confirm that they believe that Henry's method and the modified Henry's method include the most dominant factors, employ equal distribution concepts and provide reasonable and reliable distribution factors. Although the discusser recommends a program, SECAN4, for analyzing a bridge for any kind of loading, the authors have no experience with this program. They also agree with the discussers' comments on line load distribution for curbs, railings and sidewalks, but emphasize that their research was on the moment distribution under the AASHTO live load or truck load, rather than on line load distribution.