Wheel Load Distribution in Simply Supported Concrete Slab Bridges

Abstract

This paper presents results of a parametric study related to the wheel load distribution in 1-span, simply supported, multilane, reinforced concrete slab bridges. The finite-element method was used to investigate the effect of span length, slab width with and without shoulders, and wheel load conditions on typical bridges. 112 highway bridge case studies were analyzed. It was assumed that the bridges were stand-alone structures carrying 1-way traffic. The finite-element analysis (FEA) results of 1-, 2-, 3-, and 4-lane bridges are presented in combination with 4 typical span lengths. Bridges were loaded with highway design truck HS20 placed at critical locations in the longitudinal direction of each lane. Two possible transverse truck positions were considered: 1) centered loading condition where design trucks are assumed to be traveling in the center of each lane; and 2) edge loading condition where the design trucks are placed close to one edge of the slab with the absolute minimum spacing between adjacent trucks. FEA results for bridges subjected to edge loading showed that the AASHTO standard specifications procedure overestimates the bending moment by 30% for 1 lane and a span length less than 7.5 m (25 ft) but agrees with FEA bending moments for longer spans. The AASHTO bending moment gave results similar to those of the FEA when considering 2 or more lanes and a span length less than 10.5 m (35 ft). However, as the span length increases, AASHTO underestimates the FEA bending moment by 15-30%. It was shown that the presence of shoulders on both sides of the bridge increases the load-carrying capacity of the bridge due to the increase in slab width. An extreme loading scenario was created by introducing a disabled truck near the edge in addition to design trucks in other lanes placed as close as possible to the disabled truck. For this extreme loading condition, AASHTO procedure gave similar results to the FEA longitudinal bending moments for spans up to 7.5 m (25 ft) and underestimated the FEA (20-40%) for spans between 9 and 16.5 m (30 and 55 ft), regardless of the number of lanes. The new AASHTO load and resistance factor design (LRFD) bridge design specifications overestimate the bending moments for normal traffic on bridges. However, LRFD procedure gives results similar to those of the FEA edge+truck loading condition. Furthermore, the FEA results showed that edge beams must be considered in multilane slab bridges with a span length ranging between 6 and 16.5 m (20 and 55 ft). This paper will assist bridge engineers in performing realistic designs of simply supported, multilane, reinforced concrete slab bridges as well as evaluating the load-carrying capacity of existing highway bridges.