Workshop Agenda

I. Introductions
II. Load Rating Basics
III. General Equations
IV. Load Rating Procedure
V. Incorporating Member Distress
VI. Posting, SHV’s and Permitting
VII. Load Rating Example #1
ƒ Simple Span Non-composite Steel
 What is a Bridge?
• Minnesota (Minnesota Rules 8810.8)
Definition:

ƒ Erected over a depression or obstruction

such as water, a highway or railway, etc.

ƒ Has a track or passageway for carrying

traffic or other moving loads
 What is a Bridge?
• Minnesota (Minnesota Rules 8810.8)
Definition:

ƒ Has an opening measured horizontally

along center of roadway of 10 feet or more

ƒ The opening is measured between

undercopings of abutments, spring line of
arches, or between extreme ends of
openings for multiple boxes
 What is Load Rating?
• The process of determining the safe
live load carrying capacity of a new or
an existing vehicular bridge is called its
load rating.

• Note: load rating should not be

confused with bridge condition rating
which is entered into PONTIS.
 What is Load Rating?

• The final load rating will be the rating of

the weakest point of the weakest
member within the bridge.
 What is Load Rating?
• Live Loads are transient loads that remain in
place for a relatively short time.
ƒ Cars
ƒ Busses
ƒ Trucks
ƒ Wind
ƒ Stream flow pressure
ƒ Etc
• Trucks usually used as Live Load for load
rating of bridges
 What is Load Rating?
• Live load carrying capacity is based on:
ƒ Bridge inspections
• Description of any structural modifications
• Identify any condition changes
• Measurements of any losses
ƒ Decay
ƒ Corrosion
• Field measurements
 What is Load Rating?
• Live load carrying capacity is based on:
ƒ Engineering analysis
• Applied engineering principles
• Recognized formulae
• Computer programs
 What is Load Rating?
• Live load carrying capacity is based on:
ƒ Engineering judgment
• May be used to establish if substructure
controls rating
• May be used to establish if certain
superstructure components will not control the
rating
 What is Load Rating?
• Live load carrying capacity is based on:
ƒ Nondestructive Load tests
• Maybe used when bridge cannot be accurately
modeled by analysis
• Owner believes a load test will provide a more
realistic load capacity
 What is Load Rating?
• Load ratings may be subdivided into
specific types depending on live load
ƒ Design load rating: The live load model is
the AASHTO design HS loading. The
rating is expressed relative to a HS20
truck.
ƒ Legal load rating: Sometimes called
posting rating. The live load model is one
or more of the “legal trucks”.
 What is Load Rating?
• Load ratings may be subdivided into
specific types depending on live load
ƒ Annual Permit load rating: The live load
model represents a truck or class of trucks
that may operate under an annual
overweight permit
ƒ Single Trip Permit load rating: The live
load model is the specific overweight
permit truck
 What is Load Rating?
• Load rating is expressed as a rating factor
(RF) or weight in tonnage for a particular live
load.
ƒ Generally a RF ≥ 1.0 indicates that the bridge has
adequate live load carrying capacity

ƒ Generally a RF < 1.0 indicates that the bridge has

inadequate live load carrying capacity

ƒ A RF is always associated with a particular live

load
 Why do Ratings?
• Minnesota Administrative Rule 8810.95
Subp.2 Ratings.
ƒ Bridges must be rated to determine safe load
carrying capacity and reported on a structure
inventory sheet.

• FHWA National Bridge Inspection

Standards (NBIS)
ƒ The MCE requires as part of every inspection
cycle, bridge load ratings to be reviewed and
updated
 Why do Ratings?
• Bridge load ratings reported to the
NBI weigh heavily in the determination
of the Sufficiency Rating
• Used in preparing highway needs
• Used in prioritizing projects
• Used in distributing bridge funds to
local governments
 Why do Ratings?
• To have a consistent summary of load
carrying capacities of all state bridges
• Bridge load ratings are used to post
bridges and for issuing load permits
• To monitor safety of bridges over time
• To help determine when rehabilitation or
replacement is needed
 When to do Ratings?
• According to FHWA National Bridge
Inspection Standards (NBIS):
ƒ Ratings should be done when there is any
relevant changes in condition from:
• Maintenance or improvement work
• Strength of members
• Dead load
ƒ Ratings should be reviewed and updated
following bridge inspections
 When to do Ratings?
• Minnesota Administrative Rule 8810.95
Subp.2 Ratings.
ƒ Bridge must be rerated when it is determined that
a significant change has occurred in the condition
of the bridge.
ƒ Bridge must be rerated when the allowable legal
load using the bridge is increased.
ƒ Changes in the rating of a bridge must be
indicated on the structure inventory sheet.
 When to do Ratings?
• Increase in Dead Load
ƒ Bituminous Overlay
ƒ Gravel
ƒ Increase weight of railing
ƒ New deck
ƒ New beam or girder
• Significant changes in AASHTO
specifications, state policies or federal
directives.
• A change in law regulating truck weights
 When to do Ratings?
• Loss of capacity
ƒ Corrosion or damage to steel structural
elements resulting in section loss
ƒ Decay or damage to timber structural
elements resulting in section loss
ƒ Spalling or salt related damages in concrete
ƒ Bridge hit by an oversize load
 When to do Ratings?
• Settlement or movement of a pier or
abutment
• Repairs or remodeling
• New bridges are rated before opened
to traffic
 What Code to Use?
• FHWA National Bridge
Inspection Standards
(NBIS)
ƒ Adopted the AASHTO
Manual for Condition
Evaluation of Bridges
(MCE) as a NBIS
regulation
 What Code to Use?
• The AASHTO Manual for Condition
Evaluation of Bridges (MCE)
ƒ MCE 2nd Edition with 2003 Interims
ƒ 2005 Guide Specifications for MCE and
Load and Resistance Factor Rating
(LRFR)
ƒ New MCE soon to be released, 2008?
• Part A - LRFR
• Part B - Allowable Stress Rating (ASR) & Load
Factor Rating (LFR)
 What Code to Use?
• Use AASHTO Bridge Design
Specifications for all matters not
covered in the MCE
ƒ 2002 AASHTO Standard Specifications
• ASR
• LFR
ƒ AASHTO Load Resistance Factor Design
(LRFD) Specifications
• LRFR
 What Code to Use?
• Four rating methods are available:
ƒ Allowable Stress Rating (ASR)
ƒ Load Factor Rating (LFR)
ƒ Load and Resistance Factor Rating (LRFR)
ƒ Load Testing
 Allowable Stress Rating (ASR)
• Uses actual (service) loads to produce
maximum stress in member
• Maximum stress in member not to exceed the
allowable stress
• Allowable stress is the limiting stress of the
material with an appropriate factor of safety
applied
 Allowable Stress Rating (ASR)
• Per 2003 MCE 2nd Edition, timber and
masonry bridges should be evaluated using
ASR.

Yield Stress
Maximum stress Allowable
under service load ≤ Stress =
Factor of Safety
 Load Factor Rating (LFR)
• Uses separate load factors (or safety factors)
applied to the actual loads
• The magnitude of load factors reflect the
uncertainty in the load calculation
• The effect of the factored loads are not to
exceed the strength of the member
 Load Factor Rating (LFR)
• Per 2003 MCE 2nd Edition, steel, reinforced
concrete, and prestressed concrete bridges
should be evaluated using LFR.

(Strength Provided) × SF ≥ (Actual Loads) × SF

Note: Safety Factors (SF) are called strength reduction

factors and load factors. The SF for load are typically
1.3 for dead load and 2.17 for live load. The SF for
strength are typically .90 for flexural strength and .85
for shear strength
 Load Factor Rating (LFR)
• LFR is the current standard for MnDOT
ƒ New bridges are designed using LRFD and
are rated using LFR
ƒ Old rating forms not valid for steel and
concrete (ASR)
 Load & Resistance Factor
Rating (LRFR)
• Similar to LFR, but uses statistically based
load and resistance factors eliminating
judgment and past experience to determine
factors
• Load and resistance factors have been
calibrated by trial designs to provide a uniform
level of safety
 Load & Resistance Factor
Rating (LRFR)
• LRF method ensures that only 2 out of 10,000
bridges will have factored loads greater than
the factored resistance of the bridge
(Strength Provided) × SF ≥ (Actual Loads) × SF

Note: LRFR Safety Factors (SF) for load and strength

are statistically based to provide a uniform level of
safety
 Load Testing
• Is an effective means of evaluating the load
rating of a bridge
• Bridge load testing generally consists of:
ƒ Load evaluation
• Tests on load and load effects from traffic
ƒ Diagnostic load testing
• Test on effects of a known load on bridge
ƒ Proof load testing (should not be used)
• Test to determine maximum live load bridge can support
 Load Testing
• National Cooperative Highway Research
Program (NCHRP) Project 12-28(13)
developed a Manual for Bridge Rating
Through Load Testing
• Manual covers:
ƒ General Load Testing Procedures
ƒ Load Test Equipment and Measurements
ƒ Diagnostic Load Tests
ƒ Proof Load Tests
 Diagnostic Load Testing
• Some general
procedures:
ƒ Obtain strain responses
from known load.
ƒ Structural behavior
determined from strain
data
ƒ Develop computer model
ƒ Simulate load test on
computer model
ƒ Perform load rating on
calibrated model
 Proof Load Testing
• Using military tanks for
proof load
ƒ Analytical methods can
under estimate the
actual strength
ƒ Carrying capacity can
be larger due to
unintended composite
action, contribution
from sidewalks, rail and
etc..
FHWA Policy on Rating Methods
• Before October 1, 2010
ƒ New LRFD bridges and replacement
bridges use LFR or LRFR

• After October 1, 2010

ƒ New LRFD bridges and replacement
bridges use LRFR

• Bridges that warrant a rerating

ƒ Existing rating is LRFR, rerate using LRFR
FHWA Policy on Rating Methods
• Bridges that warrant a rerating (cont.)
ƒ No existing rating, use LRFR, LFR or ASR (for
timber or masonry bridges)
ƒ Existing rating is LFR or ASR, rerate using LRFR,
LFR or ASR (for timber or masonry bridges)
• Non NHS bridges load rated prior to January 1, 1994, use
LRFR, LFR or ASR
• Non NHS bridges load rated after January 1, 1994, use
LRFR, or LFR

ƒ Posting analysis can use ASR, LFR or LRFR

(beyond 2010)
 Mn/DOT Policy on Rating
Methods
• Currently
ƒ Design new bridges and replacement bridges
using LRFD and rate LFR, but allow ASR for
masonry and timber bridges

• 2008 - Mn/DOT to complete studies of LRFR

 Mn/DOT Policy on Rating
Methods

• 2009 - Mn/DOT and NHI provide LRFR training

• 2010 - Mn/DOT to meet FHWA policy on LRFR

• 2011 + - Rerate all bridges using LRFR

 Who is Qualified?
• The person charged with overall
responsibility for load-rating bridges
shall have:
ƒ Professional Engineer License
ƒ 5-years bridge design and inspection
experience
ƒ Knowledge and skills for proper evaluation
 Who is Qualified?

• The PE’s signature of approval on the

rating form holds the same level of
responsibility as the Engineer’s
signature of approval on the bridge
plans and specifications
Some Ratings Are Not Current
More bridges are vulnerable
• Of 14,921 Local Bridges
and Culverts:
ƒ 2,301 have not been rated for 30
years
• Average operating rating of HS
26 or lower
ƒ Median age = 65 years
• Many may need to be re-rated
ƒ Of 765 that are posted
• 190 (25%) Have Not Been
Rated in 30 Years and
Postings May Need to be
lowered
 Ideal Load Rating History
• Bridge Built
ƒ Rated at Design level
• Gradual Corrosion
ƒ Rating gradually lowered as section
reduces
• Severe Deterioration
ƒ Posting at appropriate level
• Replacement
ƒ Cycle starts over again
 Statewide Bridge Rating
Program Needs
• Office of Inspector General requires FHWA
to better monitor load ratings
• Consultant inspection findings often are
recommending new bridge ratings
• Likely to have less posted load limits based
only on engineering judgment
 Statewide Bridge Rating
Program Needs
• New ratings are required for significant
changes in condition or loading since last
inspection
• Continued pressures from truckers may
require statewide permitting, a one stop shop
for all load permits in the future
• AASHTO introduced the new Special Hauling
Vehicle (SHV) posting vehicle
 Statewide Rating Funding
Concept
• Use federal HBRRP funds to pay for
bridge ratings on the local level
• Possible Priorities:
ƒ First, bridges with changed conditions
ƒ Second, bridges with possible SHV
limitations
 Statewide Rating Funding
Concept
• Possible Priorities:
ƒ Third, new bridge plans (by 2011, all new
bridges must be rated under LRFR)
ƒ Fourth, rerate the remaining bridges,
county roads followed by township roads
• If County Engineers support it, the Bridge
Office and State Aid could pursue.
 Truck Trends
• Trucks are getting heavier and increased
allowable limits have created greater:
ƒ Agency costs for inspecting
ƒ Agency costs for rating
ƒ Agency costs for posting
 Truck Trends
• Timber Haulers:
ƒ Allowed a weight exception to 90,000 GVW
for combination vehicles with 6 axles
ƒ For hauling forest products
ƒ Annual permit of $300
ƒ Winter weight increase to 98,000 GVW
 Truck Trends
• Truck Size and Weight Committee
ƒ Review of truck weight laws was needed:
• Truck traffic increasing
ƒ Recommendations:
• A request for truck weight increases
ƒ 7 axle 97,000 GVW combination vehicle
 Truck Trends
• Truck Size and Weight Committee
ƒ Recommendations:
• Allow 4 new vehicle configurations with
special permit
ƒ 6 axle 90,000 GVW combination vehicle
ƒ 7 axle 97,000 GVW combination vehicle
ƒ 8 axle 108,000 GVW twin trailer vehicle
ƒ 7 axle 80,000 GVW single-unit truck
 Truck Trends
• Truck Size and Weight Committee
ƒ Recommendations:
• Eliminate liability exemptions for farm
implements that damage roads and
bridges
• Eliminate requirements for seasonal
harvest permits (permit allows 10%
load increase)
• Expand seasonal harvest allowance to
include all farm crops
 Truck Trends
• Implements of Husbandry:
ƒ Agricultural equipment
exempt from weight
restrictions
• Grain carts (used in the fall)
• Manure wagons (used in the
spring)
• They have no axle restrictions,
can carry same load as 6 axle
truck on only 2 axles
 Truck Trends
• Increased overweight permits (truck
load exceeds legal weight)
ƒ A practice that is putting additional wear
and tear on our infrastructure
ƒ According to a government study, one 40-
ton truck does as much damage to the
road as 9,600 cars
 Truck Trends
• Increase high stress cycles
ƒ Higher loads create larger fatigue stresses
which can result in fatigue cracking of
materials
ƒ High stress cycles can lead to
requirements of posting, maintenance,
and/or expensive repairs
 Bridge Rating & Related
Resources
• Mn/DOT Bridge Office Rating Section:
ƒ Gary Peterson, 651-366-4507
ƒ Lowell Johnson, 651-366-4552

• Mn/DOT Bridge Office Website:

ƒ http://www.dot.state.mn.us/bridge/
 Bridge Rating & Related
Resources

• Overdimension/Overweight Permit Section

ƒ http://www.dot.state.mn.us/motorcarrier

• Seasonal Load Limits

ƒ http://www.mrr.dot.state.mn.us