TRANSPORTATION RESEARCH BOARD

Design Guidelines for Bridges Subjected to Light Rail

Transit Loads

Tuesday, April 24, 2018

1:00-2:30 PM ET
The Transportation Research Board has met the standards and
requirements of the Registered Continuing Education Providers Program.
Credit earned on completion of this program will be reported to RCEP. A
certificate of completion will be issued to participants that have registered
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Purpose
Discuss NCHRP Report 851.

Learning Objectives
At the end of this webinar, you will be able to:
• Discuss the current state of light rail bridge design
• Describe the behavior of bridges subjected to light rail
loadings along with various forces
• Identify the effort to establish a new design approach for
light rail loadings
• Describe how to design light rail bridges pursuant to the
AASHTO Guide Specifications for Light Rail Bridges
NCHRP Research
Report 851: Proposed
AASHTO LRFD Bridge
Design Specifications
for Light Rail Transit
Loads

NCHRP Project 12-92

NCHRP is a State-Driven Program
• Sponsored by individual state DOTs who

– Suggest research
of national interest
– Serve on oversight
panels that guide
the research.

• Administered by TRB in cooperation with the

Federal Highway Administration.
Practical, ready-to-use results
• Applied research aimed at
state DOT practitioners
• Often become AASHTO
standards, specifications,
guides, syntheses
• Can be applied in planning,
design, construction,
operations, maintenance,
safety, environment
Today’s Speakers
• Dr. Yail Jimmy Kim, Design Guidelines for
Bridges Subjected to Light Rail Transit Loads
• Bill DuVall, Moderator
Design Guidelines for Bridges Subjected to
Light Rail Transit Loads

Yail Jimmy Kim, Ph.D., P.Eng., F.ACI

Professor, Department of Civil Engineering

University of Colorado Denver
President, Bridge Engineering Institute
 2/78
Contents

1. Introduction
2. Research Program
3. AASHTO Guide Specifications
4. Design Examples
5. Summary
6. Acknowledgments
 Introduction

I II III IV V VI
 4/78
Introduction
Problem Statement
• Live load effects of light rail trains (e.g., load distribution, multiple
presence, and dynamic load allowance) are limitedly known.
AASHTO LRFD BDS and AREMA are frequently referenced even
though their live load characteristics are different from those of light
rail trains.

• The absence of a standard live load (e.g., HL-93 of AASHTO LRFD

and E80 of AREMA) results in various design outcomes depending
upon transit agencies. A standard load model should be proposed.

• There is a practical need for light rail bridges to carry both light rail
train and regular highway traffic loads. Such a requirement is
currently not implemented in design of light rail structures. A unified
design approach is necessary.
 5/78
Introduction
Problem Statement (cont’d)
• Load factors used for light rail structures are directly obtained from
AASHTO LRFD BDS (Art. 3.4.1) or from modified sources. Given that
the load characteristics of light rail trains are different from those of
highway traffic, adequate evaluation is required and alternative
factors need to be proposed.

• The ambiguous article of AASHTO LRFD BDS should be updated:

Art. 3.6.1.5 (where a bridge also carries rail-transit vehicles, the
owner shall specify the transit load characteristics and the expected
interaction between transit and highway traffic) and C.3.6.1.5 (If the
rail transit is supposed to mix with regular highway traffic, the owner
should specify or approve an appropriate combination of transit and
highway loads for the design).
 6/78
Introduction

The objectives of the research are:

• To characterize light rail transit load effects on the behavior of
bridge superstructure (e.g., standard train load, dynamic load
allowance, load distribution, and design factors for LRFD)

• To examine the interaction between the light rail load and

supporting structures, which can generate various forces to
consider in design and practice

• To propose a unified design approach for light rail transit and

highway traffic, and corresponding design articles and
commentaries for AASHTO LRFD Specifications, including design
examples for practitioners
 7/78
Introduction
Overview of Research

Phase I Phase II
(Planning) (Implementation)

• Literature review (155 papers) • Site work and FE modeling

• Research methodologies • Standard light rail load model
• Outline of specifications • Load effects and forces/load factors

Phase IV Phase III

(Final product) (Specifications)

• Update of specifications • Specification articles proposed

• Ballot items for AASHTO • Design examples
 Research Program

I II III IV V VI
 9/78
Research Program
Overview of Technical Tasks

Response monitoring of Finite element modeling and

constructed bridges verification

Characterization of live load Development of a standard live

effects load model for light rail trains

Rail-train-structure interaction A unified design approach for

and associated forces bridges carrying light rail /and
highway traffic loads

Proposal of load factors

 10/78
Research Program
Task 1: Response monitoring of constructed bridges
• Objectives of this task are:

• to collect field data with regard to bridge behavior and track

responses subjected to light rail train load

• to provide necessary information on validating finite element

models and conducting statistical investigations
 11/78
Research Program
Task 2: Finite element modeling
• Objectives of this task are:

• to propose a bridge-model matrix for conducting technical analysis

• to develop a reliable predictive method for examining bridge

responses associated with various light rail train loads
 12/78
Research Program
Task 2: Finite element modeling
• Benchmark bridges (representative live loads/ FE models)

Steel Plate (L = 80 ft to 160 ft)

Steel Box (L = 80 ft to 14o ft)

PC I (L = 80 ft to 140 ft)

Representative light rail loads

PC Box (L = 80 ft to 140 ft)

RC (L = 30 ft to 70 ft)
Curved
Skewed (0⁰ to 60⁰)
(R = 500 ft to 1500 ft)
 13/78
Research Program
Task 3: Development of a standard live load model for light rail
transit
• Objectives of this task are:

• to propose a standard live load model for design of bridges

carrying light rail transit gravity loadings

• to establish a foundation for developing reliability-based load

factors dedicated to bridges carrying light rail trains or carrying
light rail trains and highway gravity loadings
 14/78
Research Program
Task 3: Development of a standard live load model
• Reference load models (European standard train loading)

Cooper E80 (AREMA)

LM71 (existing) LM2000 (new)

P P P P P P
w w

Uniformly distributed load Concentrated loads Proposed live load model

(Magnitude to be determined) (Magnitude, spacing, and
number of concentrated loads
to be determined)

Proposed format
(convenience and familiarity:
AASHTO-oriented model)
Candidate models
 15/78
Research Program
Task 3: Development of a standard live load model
• Procedure

Deterministic Probabilistic Integration

analysis analysis

• Selection and modeling of • Simulation of bridge • Integration of

representative load models responses with various live deterministic and
• Numerical parametric study load effects at multiple risk probabilistic analysis
• Determination of equivalent levels results
live load models (lane and • Identifying possible • Proposal of standard
concentrated loads) response ranges in live load for light rail
bending and shear transit
• Comparative
assessment with
existing load models
(load-enveloping)
 16/78
Research Program
Task 3: Development of a standard live load model
• Probability-based load inference to better address uncertainty

• 75-year anticipated load: AASHTO LRFD BDS requires a 75 year

design life; HL93 was developed based on this probability level

• 99.9% anticipated load: potential occurrences of 99.9%, 95%, and

90% are conventionally used in probability-based design

• Upper 20% anticipated load: a typical bias of 20% exists between

design load and corresponding responses. This calibration
category can address potential risk induced by overloading

• Average anticipated load: this load level characterizes average

load effects of the representative light rail trains
 17/78
Research Program
Task 3: Development of a standard live load model
• Decomposition of HL93 (concentrated load and lane load)

1,856 load cases with representative light rail trains

464 load cases with HL93

 18/78
Research Program
Task 3: Development of a standard live load model
• Probability-based inference (equivalent lane load)
 19/78
Research Program
Task 3: Development of a standard live load model
• Probability-based inference (equiv. concentrated load, single axle P)

46,400 load cases

 20/78
Research Program
Task 3: Development of a standard live load model
• Probability-based inference (equiv. concentrated load, single axle P)

Effect of probably level

Effect of bridge type Not overly conservative

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Research Program
Task 3: Development of a standard live load model
• Assessment based on i) load-enveloping and ii) site-based inference

Service/ultimate
= 0.75

FE-based load-enveloping Site-based

(deterministic) (probabilistic)
 22/78
Research Program
Task 3: Development of a standard live load model
• Proposed live load model

• 0.96 k/ft + three axles of 34 kips at a spacing of 14 ft (Standard live load model)

• Alternative site-specific load models are allowed based on the discretion of

individual transit agencies

LRT-16
 23/78
Research Program
Task 3: Development of a standard live load model
• Load-enveloping with 33 trains operated in nation (4 Canadian trains)
Train 1 Train 2 Train 1 Train 2
P1 P2 P3 P4 P1 P2 P3 P4 P1 P2 P3 P4 P5 P6 P1 P2 P3 P4 P5 P6

a b c d a b c a b c b a d a b c b a

Four-axle trains Six-axle trains

Train 1 Train 2
P1 P2 P3 P4 P5 P6 P7 P8 P1 P2 P3 P4 P5 P6 P7 P8

a b c d c b a e a b c d c b a

Eight-axle trains
Train 1 Train 2
P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P1 P2 P3 P4 P5 P6 P7 P8 P9 P10

a b c d c e c f a g a b c d c e c f a

Ten-axle trains

Empty train weight: 51 k to 156 k/train

Number of axles: 4-10 axles/train
Number of seats: 29 to 120/train

HL-93 load-enveloping
(AASHTO LRFD BDS Art. 3.6.1.2)
 24/78
Research Program
Task 4: Characterization of live load effects

• Objectives of this task are:

• To examine the behavior of bridge superstructures with an

emphasis on deflection, live load distribution, dynamic load
allowance, and multiple presence

• To evaluate the existing design provisions of AASHTO LRFD BDS

and the AREMA manual for light rail train load

• To propose design information about live load effects for bridges

carrying light rail trains or carrying light rail trains and highway
vehicles
 25/78
Research Program
Task 4: Characterization of live load effects
• Deflection
Constructed light rail bridges
Test Model
Monitored Service load Empty train Fully-loaded train
Bridge Type
span δmax-
δcontrol δmax δcontrol δmax δcontrol
average
Steel plate
Broadway 119 ft 0.365 in L/3910 0.252 in L/5670 0.412 in L/3470
girder
Indiana PC box
95 ft 0.040 in L/28500 0.038 in L/30000 0.062 in L/18390
Bridge girder
Santa Fe PC box
155 ft 0.224 in L/8300 0.194 in L/9590 0.311 in L/5980
Bridge girder
County
Line PC I girder 160 ft 0.250 in L/7680 0.156 in L/12310 0.274 in L/7010
Bridge
6th Avenue
PC I girder 80 ft 0.066 in L/14550 0.054 in L/17780 0.089 in L/10790
Bridge

Art. 2.5.2.6.1 of AASHTO LRFD BDS (deflection

limitations are optional for bridges) is valid for light rail
bridges and the subsequent user comfort criteria
described next can be added
Benchmark bridge models
 26/78
Research Program
Task 4: Characterization of live load effects
• User comfort (Canadian Highway Bridge Design Code)

Function of mass, stiffness (flexural rigidity), and span length

User comfort may not be a critical issue for light rail bridges when primarily
subjected to train loading, whereas care should be exercised to check user comfort
requirements if a light rail bridge is intended for frequent pedestrian use, as part of
serviceability limit states

Passenger comfort is satisfactory according to UIC Code 776-2 (International Union

of Railways)
 27/78
Research Program
Task 4: Characterization of live load effects
• Live load distribution (assessment of existing methods)
 28/78
Research Program
Task 4: Characterization of live load effects
• Live load distribution (calibration and proposal)

Comparison b/w proposed eqs and FE results

Evaluation using site data

 29/78
Research Program
Task 4: Characterization of live load effects
• Light rail transit combined with highway loadings

2+2+2 loading 3+2+3 loading

LRT-1 LRT-2 Load-1 Load-2 Load-3

LRT-4 LRT-5 Load-6 Load-7 Load-8

13 cases
Load-9 Load-10 Load-11

LRT-1 LRT-2 Load-1 Load-2

Load-3 Load-4 Load-5 Load-6

Load-7 Load-8 Load-9 Load-10 16 cases

Load-11 Load-12 Load-13 Load-14
 30/78
Research Program
Task 4: Characterization of live load effects
• Light rail transit and highway loadings combined

PC I girder bridge

• Distribution factors for interior girders were reduced with an increase in span length
• Distribution factors for exterior girders were influenced by location of loaded lanes
 31/78
Research Program
Task 4: Characterization of live load effects
• Dynamic load allowance (IM): 2,960 load cases

δ dynamic − δ static
DLA = × 100(%)
δ static

Proposed DLA = 30%

(25% plus 5% margin)
 32/78
Research Program
Task 4: Characterization of live load effects
• Dynamic load allowance (IM): assessment
Light rail bridges (PC Box)
Heavy-haul trains

Less than 6%

Feestra and
NCHRP 12-92
Isenberg (2012)

Yoon et al. (2013) ACI 358/343

Nassif et al. (2013)
 33/78
Research Program
Task 4: Characterization of live load effects
• Multiple presence factor

EN 1
MPF =
E1 N

Proposed MPF = 1.0 (same as AREMA) Frequency of multiple presence

observed on site (2014 and 2015)
 34/78
Research Program
Task 4: Characterization of live load effects
• Skew correction factor (assessment and proposal)
 35/78
Research Program
Task 5: Rail-train-structure interaction and associated forces

• Objectives of this task are:

• To better understand and to provide clearer insights into wheel-rail

interaction and associated forces with light rail trains

• To establish reasonable yet conservative design criteria for light

rail bridges
 36/78
Research Program
Task 5: Rail-train-structure interaction and associated forces
• Centrifugal force (CE)

Proposed CE multiplier
4 v2
C= (− 0.2n + 1.4)
3 gR
 37/78
Research Program
Task 5: Rail-train-structure interaction and associated forces
• Longitudinal force (BR)

1 
s =  V 2 + g∆h  / a
2 
Braking distance (s)

1  V 2 
Fb = W = αW

2  gs  

Longitudinal force multiplier

 38/78
Research Program
Task 5: Rail-train-structure interaction and associated forces
• Longitudinal force (BR) Ratio =
Fb − lane
× 100(%)
Fb − concentrated

Proposed BR
• 28 percent of the axle weights of light rail train or
• 5 percent of the axle weights plus lane load

Note: AASHTO LRFD BDS, α = 25%

 39/78
Research Program
Task 5: Rail-train-structure interaction and associated forces
• Thermal force

Art. 3.12.3 Temperature gradient

Thermal gradient loading

Thermal response
 40/78
Research Program
Task 5: Rail-train-structure interaction and associated forces
• Rail break

EA(α∆T )2
Gapmax =2 S
N clip µPTL

Rail break at expansion joints

Based on Art. 3.12.2.1 of

AASHTO LRFD BDS
Proposed 30% DLA is sufficient in the event of rail
break at expansion joints up to 3 in.
 41/78
Research Program
Task 5: Rail-train-structure interaction and associated forces
• Effect of bearing arrangement
Train Train Train
Case a Case b Case c
F E E E F E E E F

Two-span continuous
Train Train
Case a Case b
F E E E F E E
Train Train
Case c Case d
E E F E E E E F

Three-span continuous
 42/78
Research Program
Task 5: Rail-train-structure interaction and associated forces
• DLA based on wheel-rail interaction

115RE AAR-1B
Explicit FE: LS-Dyna
wheel
 43/78
Research Program
Task 5: Rail-train-structure interaction and associated forces
• DLA based on wheel-rail interaction
Assessment of DLA at
local level (without 5%
margin)

Validation against literature

Comparison
between local and
global level
responses
 44/78
Research Program
Task 6: A unified approach for designing bridges carrying light
rail and highway traffic loads

• Objectives of this task are:

• To statistically examine the behavior of bridges subjected to light

rail train and highway loadings

• To propose a unified design approach for bridges carrying light rail

train and highway vehicle loadings
 45/78
Research Program
Task 6: A unified approach for designing bridges carrying light
rail and highway traffic loads

• Statistical approaches

• Analysis of Variance (ANOVA): to ms −2

characterize the behavior of light rail F= x
 k 2
bridges when specific design parameters 
∑ si  / k

are considered (95% confidence interval)  i =1 

• t-test: to check whether the behavior is in −

compliance with AASHTO LRFD BDS or x− µ
t=
the proposed design information (95% s/ n
confidence interval)
 46/78
Research Program
Task 6: A unified approach for designing bridges carrying light
rail and highway traffic loads

• Effects of design parameters on behavior of light rail bridges

• Bearing arrangement did not affect, regardless of span numbers

• Curvature-radius affected centrifugal force that was not influenced
by other geometric parameters (girder spacing and span length)
• Dynamic load allowance was not affected by single- and multiple-
spans, justifying use of a single DLA
• Multiple presence factors were independent of bridge types
• Rail break influenced DLA, still lower than the proposed 30% DLA
• Skewed bridges were affected by span length, but not by girder
spacing
 47/78
Research Program
Task 6: A unified approach for designing bridges carrying light
rail and highway traffic loads

• Assessment of design expression (No = not usable; Yes = usable)

• Braking force (BR): AASHTO LRFD (No); Proposed (Yes)

• Centrifugal force (CE): AASHTO LRFD (Yes); Proposed (Yes)
• Dynamic load allowance (IM): both conservative
• Multiple presence factor: AASHTO LRFD (No); Proposed (Yes)
• Skew correction factor: AASHTO LRFD (No); Proposed (Yes)
• Live load distribution: Lever rule (No); Proposed (Yes)
For design of bridges:
• carrying highway traffic: recommend AASHTO LRFD BDS
• carrying light rail loading: recommend Proposed
• potentially carrying both highway traffic and light rail loadings: recommend
conservative provisions to be taken between AASHTO LRFD and Proposed
 48/78
Research Program
Task 7: Proposal of load factors

• Objectives of this subtask are:

• To calibrate load factors for light rail bridges against a safety index
of β = 3.5
• To propose load factors for bridges carrying light rail train /and
highway vehicle loadings
 49/78
Research Program
Task 7: Proposal of load factors

• Calibration methodologies

• Strength I: i) refined iterative and ii) approximate direct calculation

• Service I: direct load effect
• Fatigue I (infinite fatigue): occurrence probability of 1/10,000
(NCHRP 12-83)
• Fatigue II: (finite fatigue) ratio between service live load and
design load (AASHTO LRFD BDS)

Note:
• Strength I and II limit states can be combined for light rail bridges
 50/78
Research Program
Task 7: Proposal of load factors

• Probability distribution and simulation of light rail loading

In-situ loading: Gaussian distribution In-situ loading: 0.161

(in agreement with general bridge
literature: load response- normal and
structural resistance- lognormal)
 51/78
Research Program
Task 7: Proposal of load factors

• Calibration of load factor for Strength I

Bias factor = maximum 75-year load Similar to the bias of highway bridges
effect / nominal design load effect ranging from 1.05 to 1.14 (Barker and
(NCHRP 12-33) Puckett 1997)
 52/78
Research Program
Task 7: Proposal of load factors

• Calibration of load factor for Strength I

Refined iterative method

Proposed = 1.65
(uncertainty of
light rail loading
less than that of Independent calibration
highway traffic) and evaluation of Direct
calibration method
 53/78
Research Program
Task 7: Proposal of load factors

• Calibration of load factor for Fatigue I and II

Fatigue I = load effect of 1/10,000 Fatigue II = service live load effect/

occurrence probability / load effect of design load effect (AASHTO LRFD
average design load (NCHRP 12-83) BDS)
 54/78
Research Program
Task 7: Proposal of load factors

• Comprehensive comparison of load factors

For design of bridges:

• carrying highway traffic:
recommend AASHTO LRFD BDS
• carrying light rail loading
recommend Proposed
• potentially carrying both highway traffic
and light rail loadings: below

Strength I Service I Fatigue I Fatigue II

Load factor 1.75 1.00 1.50 0.85

AASHTO Guide Specifications

I II III IV V VI
 56/78
Guide Specifications
AASHTO LRFD design specifications and commentary

• Contents

1. General
2. Design Philosophy
3. Loads
4. Structural Analysis
5. References
 57/78
Guide Specifications
AASHTO LRFD design specifications and commentary

1. General
• Scope
These guide specifications (LRT Guide Specifications) are a
supplement to AASHTO LRFD BDS, which address the design of
bridges subjected to light rail transit (LRT) loadings or LRT and
conventional highway traffic loadings.

• Notations: AASHTO LRFD BDS

• Definitions: AASHTO LRFD BDS

 58/78
Guide Specifications
AASHTO LRFD design specifications and commentary

2. Design Philosophy
• General (in conformance with Art. 2.5 of BDS)

• Limit States
• Service I, II, III, and IV (2016 interim used)
• Strength I, III, IV, and V (2016 interim used)
• Extreme Event I (earthquake), II (derailment), and III (rail
break)
• Fatigue I (infinite) and II (finite)
 59/78
Guide Specifications
AASHTO LRFD design specifications and commentary

2. Design Philosophy
• Load factors and combinations (light rail only; light rail/highway)
 60/78
Guide Specifications
AASHTO LRFD design specifications and commentary

2. Design Philosophy
• User comfort criteria
• General: deflection vs frequency (CHBDC)
• Passengers: equivalent def. = L/600 (UIC- Int. Union of Railways)
CHBDC (Art. 3.4.4)

UIC Code 776-2 (Art. 5.2)

 61/78
Guide Specifications
AASHTO LRFD design specifications and commentary

3. Loads
• Permanent loads (DC, DW, and EV based on BDS)
• Earth loads (EH, ES, and DD based on BDS)
• Live loads (LL and PL)
• Number of design tracks • 48,256 models
• Multiple presence of live load • 4 probability levels
• Design light rail transit load (LRT-16): • 660 load enveloping
cases with 33 trains
LRT-16 operated in the nation

30 ft to 160 ft (initial)
HL-93 up to 150 ft
LRT-16 30 ft to 300 ft (T-5)
 62/78
Guide Specifications
AASHTO LRFD design specifications and commentary

3. Loads
• Dynamic load allowance (IM): 30% (25% plus a 5% margin)
• Derailment load (DE): 100% vertical and 40% horizontal
• Centrifugal force (CE):
4 v2
C= (− 0.2n + 1.4)
3 gR

• Braking force (BR)

28 percent of the axle weights of light rail design train or
5 percent of the axle weights plus lane load
• Wind loads: WS (on structure) and WL (on trains)
• Earthquake effects (EQ): Art. 3.10 of BDS
 63/78
Guide Specifications
AASHTO LRFD design specifications and commentary

4. Structural Analysis
• Acceptable method of structural analysis (Arts. 4.4/4.5 of BDS)
• Structural material behavior (Arts. 4.5.2.2/4.5.2.3 of BDS)
• Modeling geometry and boundary conditions (Art. 4.5.3 of BDS)
• Influence of plan geometry (Art. 4.6.1 of BDS)
• Distribution factor methods for moment and shear
• PC box, PC I, Steel box, Steel plate, and RC

• Skewed bridges
 Design Examples

I II III IV V VI
 65/78
Design Example
Example No. 1: Simple Span Composite Steel Plate Girder –
Strength I Moment (LRT-16 and HL-93)

L = 125 ft
 66/78
Design Example
Example No. 1: Simple Span Composite Steel Plate Girder –
Strength I Moment (LRT-16 and HL-93)

Live load distribution factors from the

LRFD BDS (HWY) and LRT specs
7000 9000

6000 LRT 8000 LRT

HW 7000 HW
Moment (k-ft)

Moment (k-ft)
5000
6000
4000 5000
3000 4000
3000
2000
2000
1000 1000
0 0
0 25 50 75 100 125 0 25 50 75 100 125
Distance Along Span (ft) Distance Along Span (ft)

Unfactored undistributed live load Strength I factored design moment

moment (1.25 DL and 1.75 HWY / 1.65 LRT)
 67/78
Design Example
Example No. 2: Continuous Span Composite Steel Plate Girder
– Strength I Moment (LRT-16 and HL-93)
Simplified Plan

42 ft.
Parapets Bearings
Or Deck
Bridge 9 ft
Rails Bent or Pier
4 ft Cap Beam
12 ft

Parapet 100 ft 100 ft 15 ft

2 ft – 6 in φ Column
Or Span Lengths Shown are Centerline
Bridge of Bearing to Centerline of
2 ft – 3 in
Rail Bearing at Abutments and Pier Steel Girder
Pile
Cap
9 ft
E or Expansion 4 ft E or Expansion
F or Piles
Bearing Bearing
Fixed
Abutment
Bearing
Piles
Pier or
Bent
Simplified Elevation
 68/78
Design Example
Example No. 2: Continuous Span Composite Steel Plate Girder
– Strength I Moment (LRT-16 and HL-93)
-ve moment near pier
w = 0.96 kip/ft

33% L
Min.
14 ft 14 ft 14 ft 14 ft

LRT: 90% of 2 LRT

trains + 90% of UDL
One or Both Directions of Travel
w = 0.64 kip/ft
Uniform patch loads
for +ve moment 50 ft
Min.
14 ft 14 ft 14 ft 14 ft

HWY: 90% of 2 HS-20

trucks + 90% of UDL
 69/78
Design Example
Example No. 2: Continuous Span Composite Steel Plate Girder
– Strength I Moment (LRT-16 and HL-93)

4000 4000
3000 3000
2000 2000
1000
Moment (k-ft)

Moment (k-ft)
1000
0
0 20 40 60 80 100 120 140 160 180 200 0
-1000 0 20 40 60 80 100 120 140 160 180 200
-1000
-2000
-2000
-3000
Positive -3000 Positive
-4000
-5000 Negative -4000 Negative

-6000 -5000
Distance Along Span (ft) Distance Along Span (ft)

Strength I factored design moment Strength I factored design moment

(LRT) (HWY)
 70/78
Design Example
Example No. 3: Simple Span Composite Precast Prestressed
Girder – Service Stress Checks (LRT-16 and HL-93)

L = 80 ft
 71/78
Design Example
Example No. 3: Simple Span Composite Precast Prestressed
Girder – Service Stress Checks (LRT-16 and HL-93)

Stress Check w/o Live Loads (Check LRT Case): BDS Art. 5.9.4.2.1
(compression service stresses)
ftop = 1.15 ksi < 0.45 f’c (2.7 ksi): OK
Stress Check w/ Live Loads (Check LRT Case): BDS Art. 5.9.4.2.1
(compression service stresses)
ftop = 1.46 ksi < 0.6φw f’c (3.6 ksi): OK

Stress Check w/ Live Loads (Check LRT Case): BDS Art. 5.9.4.2.2
(tensile service stresses)
fbot= 0.047 ksi < 0.19 SQRT (f’c) (0.465 ksi): OK
 72/78
Design Example
Example No. 4: Simple Span Composite Steel Plate Girder –
Strength I Moment (LRT-16 and HL-93)
Simplified Plan

Highway Lanes Simplified Superstructure Cross Section

Parapets
Or Deck 39 ft 42 ft 39 ft
Bridge Light Rail Tracks
Rails 35 ft - 10 in 38 ft - 10 in 35 ft - 10 in
3

10 in 50 PSF FWS 1

Highway Lanes
2

1 ft - 5 in 1 ft - 5 in
19 spaces @ 6 ft = 114 ft
125 ft
Span Length Shown is Centerline
of Bearing to Centerline of If the bridge is expected to carry both light
Parapet
Bearing at Abutments
Or rail and highway traffic loadings, the
Bridge
Rail Steel Girder
foregoing train loadings and HL-93 design
9 ft truck or tandem and lane load specified in
Abutment
E or Expansion
Bearing
F or Fixed
Bearing Piles
Article 3.6.1.2 of AASHTO LRFD BDS
shall both be considered independently.
Simplified Elevation The maximum load effects from these two
cases should be used for design.
 73/78
Design Example
Example No. 4: Simple Span Composite Steel Plate Girder –
Strength I Moment (LRT-16 and HL-93)

9000
8000 LRT
7000 HW
BDS Article 6.10.6.2.2 – Composite
Moment (k-ft)

6000
5000 Sections in Positive Flexure
4000
3000
2000 BDS Article 6.10.7.3 Ductility Requirement
1000
0
0 25 50 75 100 125
Distance Along Span (ft)

Strength I factored design moment

 74/78
Design Example
Example No. 5: Simple Span Composite Steel Plate Girder –
Other Considerations (LRT-16)
Simplified Plan

Parapets
Or Deck 42 ft
Bridge
Rails 3
38 ft - 10 in 3

1 1
2 2

100 ft
Parapet Span Length Shown is Centerline 10 in
1 ft - 5 in
Or of Bearing to Centerline of
Bridge Bearing at Abutments
Rail Steel Girder
6 spaces @ 6 ft = 36 ft

9 ft
Full LRT-16 loading
E or Expansion F or Fixed
Abutment Bearing Bearing Piles

Simplified Elevation
 75/78
Design Example
Example No. 5: Simple Span Composite Steel Plate Girder –
Other Considerations (LRT-16)

Deflection and Pedestrian Comfort Rail break

(passenger comfort = L/600)
 Summary

I II III IV V VI
 77/78
Summary

• In-situ bridge monitoring and statistical data acquisition

• Benchmark bridges designed and FE models calibrated
• Standard live load model proposed (deterministic + probabilistic)
• Load effects characterized (deflection, user comfort, load
distribution, dynamic load allowance, multiple presence, and skew
correction)
• Associated forces/effects proposed (centrifugal, longitudinal,
thermal and rail break, and bearing arrangement)
• Unified design approaches proposed (light rail only and light
rail/highway traffic loadings)
• Load factors proposed (Strength I, Service I, and Fatigue I and II)
• Design examples presented
 78/78
Acknowledgements
- Thank-you to: I II III IV V VI

• Research team
• NCHRP staff and panel members
• AASHTO
• Regional Transportation District (RTD) in Denver
• Transportation Research Board
• National Academy of Sciences
 Today’s Participants
• Bill DuVall, Georgia Department
of Transportation,
[email protected]
• Yail Jimmy Kim, University of
Colorado at Denver,
[email protected]
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