Missouri Department of Transportation

Bridge Division

Bridge Design Manual

Section 1.3

Revised 04/04/2005

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Distribution of Loads Section 1.3 Page: i-1
Index

Index of Distribution of Loads

1.3.1 Distribution of Dead Loads

1.3.2 Distribution of Live Loads

1.3.3 Frictional Resistance

1.3.4 Distribution of Longitudinal Wind

1.3.5 Distribution of Temperature Forces

1.3.6 Gross Moment of Inertia for Column and Pile Bents

1.3.7 Longitudinal Bent Stiffness

Revised: May 2002 E1301

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Distribution of Dead Load

1.3.1 Distribution of Dead Load

Composite Steel or Prestressed Concrete Structures

The dead load applied to the girders through the slab shall be:

Dead Load 1

Non-composite dead loads should be distributed to girders (stringers) on the basis

of continuous spans over simple supports.

Dead Load 2

Composite loads shall be distributed equally to all girders. The following are all
Dead Load 2 loads:

Barrier curb
Future wearing surface on slab
Sidewalks
Fences
Protective coatings and waterproofing on slab

Concrete Slab Bridges

Distribute entire dead load across full width of slab.

For longitudinal design, heavier portions of the slab may be considered as

concentrated load for entry into the "Continuous Structure Analysis" computer
program.

For transverse bent design, consider the dead load reaction at the bent to be a
uniform load across entire length of the transverse beam.

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Distribution of Live Load

1.3.2 Distribution of Live Load

Live loading to be distributed shall be the appropriate loading shown on the
Design Layout.

Applying Live Load to Structure

Superstructure
For application of live load to superstructure, the lane width is considered 10 feet.
Each design vehicle has wheel lines which are 6 feet apart and adjacent design
vehicles must be separated by 4 feet.

Substructure
To produce the maximum stresses in the main carrying members of substructure
elements, multiple lanes are to be loaded simultaneously. The lane width is 10
feet. Partial lanes are not to be considered. Due to the improbability of coincident
maximum loading, a reduction factor is applied to the number of lanes. This
reduction however, is not applied in determining the distribution of loads to the
stringers.

AASHTO 3.12
Number of Lanes Percent
one or two lanes 100
three lanes 90
four lanes or more 75

Distribution of Live Load to Beams and Girders

AASHTO 3.23

Moment Distribution
Moments due to live loads shall not be distributed longitudinally. Lateral
distribution shall be determined from AASHTO Table 3.23.1 for interior stringers.
Outside stringers distribute live load assuming the flooring to act as a simple
span, except in the case of a span with a concrete floor supported by four or
more stringers, then AASHTO 3.23.2.3.1.5 shall be applied. In no case shall an
exterior stringer have less carrying capacity than an interior stringer.

Shear Distribution
As with live load moment, the reactions to the live load are not to be distributed
longitudinally. Lateral distribution of live load shall be that produced by assuming
the flooring to act as simply supported. Wheel lines shall be spaced on
accordance with AASHTO 3.7.6 and shall be placed in a fashion which provides
the most contribution to the girder under investigation, regardless of lane
configuration. The shear distribution factor at bents shall be used to design
bearings and bearing stiffeners.

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Distribution of Live Load

Deflection Distribution
Deflection due to live loads shall not be distributed longitudinally. Lateral
distribution shall be determined by averaging the moment distribution factor and
the number of wheel lines divided by the number of girder lines for all girders.
The number of wheel lines shall be based on 10 foot lanes. The reduction in load
intensity (AASHTO Article 3.12.1) shall not be applied.
2n
{ } + MDF
Deflection Distribution Factor =
N
2
Where: n = number of whole 10 foot lanes on the roadway;
N = number of girder lines;
MDF = Moment Distribution Factor.

Example: 38'-0" Roadway (Interior Girder), n=3, N=5, MDF=1.576

2 x 3lanes
{ } + 1.576
5 girders
Deflection Distribution Factor = =1.388
2

Live Load Distribution Factors for Standard Roadway Widths

Roadway Number Girder Exterior Girder Interior Girder

Width Girders Spacing Mom. Shear Defl. Mom. Shear Defl. (1)
26-0 4 7-6 1.277 1.133 1.139 1.364 1.667 1.182 1.071

28-0 4 8-2 1.352 1.204 1.176 1.485 1.776 1.243 1.167

30-0 4 8-8 1.405 1.308 1.453 1.576 1.846 1.538 1.238

32-0 4 9-2 1.457 1.400 1.479 1.667 1.909 1.584 1.310

36-0 5 8-2 1.352 1.184 1.276 1.485 1.776 1.343 1.167

38-0 5 8-8 1.405 1.231 1.303 1.576 1.846 1.388 1.238

40-0 5 9-0 1.440 1.333 1.520 1.636 1.889 1.618 1.286

44-0 5 9-9 1.515 1.487 1.558 1.773 1.974 1.687 1.393

(1) Use when checking interior girder moment cyclical loading Case I Fatigue for
one lane loading.

Distribution of Live Load to Substructure

For substructure design the live load wheel lines shall be positioned on the slab
to produce maximum moments and shears in the substructure. The wheel lines
shall be distributed to the stringers on the basis of simple spans between
stringers. The number of wheel lines used for substructure design shall be based
on 10 foot lanes and shall not exceed the number of lanes times two with the
appropriate percentage reduction for multiple lanes where applicable.

In computing these stresses generated by the lane loading, each 10 foot lane
shall be considered a unit. Fractional units shall not be considered.

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Distribution of Live Load

Distribution of Loads to Slabs

AASHTO 3.24.1

For simple spans, the span length shall be the distance center to center of
supports but need not be greater than the clear distance plus the thickness of the
slab. Slabs for girder and floor beam structures should be designed as supported
on four sides.

AASHTO 3.24.6

For continuous spans on steel stringers or on thin flanged prestressed beams

(top flange width to thickness ratios > 4.0), the span length shall be the distance
between edges of top flanges plus one quarter of each top flange width. When
the top flange width to thickness is < 4.0 the span distance shall be the clear
span between edges of the top flanges.

AASHTO 3.24.2

When designing the slab for live load, the wheel line shall be placed 1 foot from
the face of the barrier curb if it produces a greater moment.

Bending Moments in Slab on Girders

Main Reinforcement Perpendicular to Traffic

AASHTO 3.24.3.1

The load distributed to the stringers shall be

( S32+ 2 )P20 or P25 = Moment in foot-pounds per-foot width of slab.

Where
S = effective span length between girders in feet;
P20 or P25= wheel line load for HS20 or HS20 Modified design Truck in
kips.

For slabs continuous over 3 or more supports, a continuity factor of 0.8 shall be
applied.

Main Reinforcement Parallel to Traffic

AASHTO 3.24.3.2

This distribution may be applied to special structure types when its use is
indicated.

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Distribution of Live Load

Distribution of Live Load to Concrete Slab Bridges

AASHTO 3.24

Live load for transverse beam, column and pile cap design shall be applied as
concentrated loads of one wheel line. The number of wheel lines used shall not
exceed the number of lanes x 2 with the appropriate reduction where applicable.

AASHTO 3.24.3.2

For slab longitudinal reinforcement design, use live load moment distribution
factor of 1/E for a one-foot strip slab with the appropriate percentage reduction.

E = 4' + 0.06S, E (max.) = 7'

where:
E = Width of slab in feet over which a wheel is distributed;
S = Effective span length in feet.

For slab deflection, use the following deflection factor for a one-foot strip slab
without applying percentage reduction.

Deflection Factor = (Total number of wheel line) / (width of the slab)

See also Section 3.52, page 1.7-1 for modulus of elasticity of slab for deflection
computation.

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Frictional Resistance

1.3.3 Frictional Resistance

The frictional resistance varies with different surfaces making contact. In the
design of bearings, this resistance will alter how the longitudinal forces are
distributed. The following table lists commonly encountered materials and their
coefficients. These coefficients may be used to calculate the frictional resistance
at each bent.

Frictional Resistance of Expansion Bearings

Bearing Type Coef. General Data

Type C Bearing 0.14
Coef. of sliding friction
6 Diameter Roller 0.01
steel to steel = 0.14
Type D Bearing
Pin Diameter Rocker Radius Coef. for pin and rocker
type bearing =
2 6.5 0.0216 0.14 (Radius of pin)
2 7 0.0200 Radius of Rocker
2 7.5 0.0187
2 8 0.0175 Frictional Force =
2 10.5 0.0133 Reaction x Coef.
PTFE Bearing 0.0600

The design of a bent with one of the above expansion bearings will be based on
the maximum amount of load the bearing can resist by static friction. When this
static friction is overcome, the longitudinal forces are redistributed to the other
bents.

The maximum static frictional force at a bent is equal to the sum of the forces in
each of the bearings. The vertical reaction used to calculate this maximum static
frictional force shall be Dead Loads only for all loading cases. Since the
maximum longitudinal load that can be experienced by any of the above bearings
is the maximum static frictional force, the effects of longitudinal wind and
temperature can not be cumulative if their sum is greater than this maximum
static frictional force.

Two conditions for the bents of the bridge are to be evaluated.

1. Consider the expansion bents to be fixed and the longitudinal loads distributed
to all of the bents.

2. When the longitudinal loads at the expansion bearings are greater than the
static frictional force, then the longitudinal force of the expansion bearings is
equal to the dynamic frictional force. It is conservative to assume the dynamic
frictional force to be zero causing all longitudinal loads to be distributed to the
remaining bents.

Revised: May 2002 E1301