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Structural load

A structural load is a force, deformation, or acceleration applied to a structure or its components during its intended use, causing stress, deformation, or displacement within the material.^[1] In structural engineering, these loads are fundamental to the design and analysis of buildings, bridges, and other infrastructure, ensuring they remain safe, stable, and functional under various conditions. Structural loads are broadly classified into four main categories: dead loads, which are permanent and include the self-weight of the structure and fixed components; live loads, which are temporary and variable, arising from occupancy, furniture, vehicles, or equipment; impact loads, which involve sudden dynamic forces such as those from moving machinery or falling objects; and environmental loads, which encompass natural forces like wind, snow, rain, earthquakes, and floods.^[1] Engineers must account for these loads' magnitudes, directions, and durations, often using probabilistic methods to predict maximum probable values over the structure's lifespan.^[1] The American Society of Civil Engineers (ASCE) standard ASCE/SEI 7-22, titled Minimum Design Loads and Associated Criteria for Buildings and Other Structures, establishes the current minimum requirements for determining and combining these loads in the United States, covering dead, live, soil, flood, tsunami, snow, rain, atmospheric ice, seismic, wind, and fire loads.^[2] This standard coordinates with material-specific codes (e.g., from ACI and AISC) and incorporates load factors—such as 1.2 for dead loads and 1.6 for live loads—to address uncertainties and ensure structural integrity against ultimate limit states like collapse or excessive deformation.^[2]^[1] Proper consideration of structural loads prevents failures, underscoring their role in public safety and economic resilience.^[2]

Fundamentals

Definition

A structural load refers to any external force, deformation-inducing action, or acceleration applied to a structure, which generates internal forces and stresses within its components. These loads encompass mechanical actions such as tension, compression, shear, bending, and torsion, arising from external influences like gravity or motion, and are fundamental to analyzing how structures respond to their environment.^[3]^[4] The concept of structural loads evolved in 18th-century engineering, with foundational contributions from Leonhard Euler and Daniel Bernoulli, who developed the Euler-Bernoulli beam theory around 1750 to model beam deflections under applied forces. This theory provided the initial mathematical framework for understanding load effects on elastic beams, assuming small deflections and plane sections remaining plane. Euler's work in his 1744 publication Methodus Inveniendi Lineas Curvas and subsequent collaborations with Bernoulli established principles still central to modern structural analysis.^[5]^[6] In the International System of Units (SI), structural loads are quantified using newtons (N) for point or distributed forces, pascals (Pa) for pressure or stress (1 Pa = 1 N/m²), and newton-meters (Nm) for moments or torques. These units derive from base SI measures of mass (kilogram), length (meter), and time (second).^[7]^[8] At its core, a structural load as a force P follows Newton's second law of motion, expressed as
P = m \times a,
where m is the mass of the affected body and a is the acceleration, providing the basis for both static (where a = 0, so P balances other forces) and dynamic load calculations in engineering.^[9]^[10]

Importance in Design

Structural loads play a pivotal role in preventing catastrophic failures by ensuring that engineering designs account for all anticipated forces acting on a structure. A notable historical example is the collapse of the Tacoma Narrows Bridge in 1940, which occurred due to underestimated dynamic wind loads causing aeroelastic flutter and excessive torsional oscillations.^[11]^[12] This incident, which resulted in the bridge's complete destruction just four months after opening, underscored the necessity of accurately predicting and mitigating dynamic effects to avoid resonance and instability in long-span structures.^[13] In modern engineering practice, the consideration of structural loads is deeply integrated into standardized design codes that provide systematic methods for load determination and application. The ASCE 7 standard, titled Minimum Design Loads and Associated Criteria for Buildings and Other Structures, outlines requirements for various loads including dead, live, wind, snow, and seismic forces, ensuring compliance with safety and performance criteria across the United States.^[14] Similarly, the Eurocode 1 (EN 1991) series establishes a harmonized framework for actions on structures in Europe, covering permanent, variable, and accidental loads to facilitate consistent design practices across member states.^[15] These codes mandate the use of safety factors to amplify design loads or reduce material strengths, introducing a margin against uncertainties such as material variability, construction tolerances, and load exceedances. The factor of safety (FS), defined as the ratio of a material's ultimate strength to the allowable stress under design conditions (FS = ultimate strength / allowable stress), typically ranges from 1.5 to 3 for building structures, depending on the load type and material.^[16] This range balances reliability with economic feasibility; for instance, a FS of 2.0 is common for steel buildings to account for potential overloads while avoiding overdesign.^[17] By incorporating such factors, engineers enhance structural resilience, minimizing the risk of progressive collapse or disproportionate damage. Neglecting proper load assessment carries profound economic and societal consequences, with global direct economic losses from disasters—many involving structural failures due to inadequate load consideration—exceeding $202 billion annually as of 2025.^[18] These impacts extend beyond immediate repair expenses to include disruptions in transportation, utilities, and commerce, amplifying indirect losses through reduced productivity and heightened insurance premiums. For example, events like bridge failures or building collapses not only endanger lives but also strain public resources, highlighting the imperative for rigorous load-inclusive design to safeguard societal infrastructure.

Classification

Static and Dynamic Loads

Static loads are forces applied to a structure that remain constant or vary very slowly over time, such that the structure's response reaches equilibrium without significant inertial effects. These loads do not cause appreciable vibrations or accelerations, allowing the structure to deform gradually under the applied force. A representative example is the self-weight of the structural members themselves, which acts continuously and predictably.^[19] In contrast, dynamic loads are time-varying forces that induce accelerations, vibrations, or oscillations in the structure due to their rapid changes in magnitude, direction, or point of application. Such loads generate inertial forces proportional to the mass of the structure, amplifying the overall response beyond what a static analysis would predict. Representative examples include sudden wind gusts on tall buildings or the cyclic operation of rotating machinery, both of which can lead to resonant conditions if not properly accounted for in design.^[19] The key distinction between static and dynamic loads hinges on the duration of load application relative to the structure's natural period of vibration, which is the time for one complete cycle of free oscillation. A load is classified as static if its application duration exceeds approximately 10 times the natural period, ensuring that dynamic (inertial) effects remain negligible and a quasi-static analysis suffices. This criterion helps engineers determine when full dynamic analysis is unnecessary, avoiding computational complexity while maintaining safety.^[20] For certain impact scenarios, such as those involving sudden deceleration in hoisting systems or vertical drops, the effects of dynamic loading can be quantified using the dynamic load factor (DLF), which scales the equivalent static load to account for amplification. In cases of sudden deceleration, the DLF can be approximated as:

\text{DLF} = 1 + \frac{a}{g}

where a is the deceleration, and g is the acceleration due to gravity (approximately 9.81 m/s²). This arises from the superimposed inertial force ma on the gravitational force mg. For general impact loads like drops, standard formulas such as \text{DLF} = 1 + \sqrt{1 + \frac{2h}{\delta_\text{st}}} are used, where h is drop height and \delta_\text{st} is static deflection. Probabilistic considerations, such as variability in load timing or magnitude, may further influence DLF application but are addressed separately in uncertainty-based analyses.^[21]

Deterministic and Probabilistic Loads

In structural engineering, loads are classified as deterministic or probabilistic based on their predictability and the degree of uncertainty involved in their magnitude and occurrence. Deterministic loads are those with precisely known or calculable values, typically derived from fixed parameters without inherent variability, such as the self-weight of structural elements known as dead loads.^[22] This approach assumes a single, exact outcome for analysis, allowing engineers to compute responses like deflections using straightforward equations, for instance, the tip displacement of a cantilever beam under a fixed load P.^[22] Probabilistic, or stochastic, loads incorporate randomness and uncertainty, modeled using probability distributions to represent possible variations in intensity or frequency. These loads arise from natural phenomena or human activities that cannot be predicted exactly, such as wind speeds, which are often characterized by the Gumbel distribution for extreme value analysis due to its suitability for modeling maximum wind events over time.^[23] The cumulative distribution function (CDF) F(l) describes the probability that the load L does not exceed a value l, enabling the calculation of the probability of exceedance as P(L > l) = 1 - F(l).^[22] Reliability analysis addresses the variability in probabilistic loads by quantifying the likelihood of structural failure under uncertain conditions, often employing Monte Carlo simulations to generate thousands of scenarios and estimate failure probabilities. This method involves sampling from the defined distributions to simulate load effects, providing a robust assessment of risk without assuming simplified linear behaviors.^[24] Such techniques ensure designs achieve target reliability levels, balancing safety against economic factors in the face of load uncertainties.^[22]

Civil and Architectural Loads

Dead Loads

Dead loads represent the permanent, unchanging gravitational forces exerted by the inherent components of a structure, including its self-weight and fixed elements that remain in place throughout the building's lifespan. According to ASCE/SEI 7-16, these loads encompass the weight of all construction materials incorporated into the building, such as walls, floors, roofs, ceilings, stairways, built-in partitions, finishes, cladding, and other architectural and structural items, as well as the weight of fixed service equipment like plumbing stacks, electrical feeders, heating, ventilating, and air-conditioning (HVAC) systems, and automatic sprinkler systems.^[25] This definition aligns with Eurocode EN 1991-1-1, which similarly classifies dead loads as the weights of the structure, fixtures, and permanent equipment that do not vary over time. To calculate dead loads, engineers determine the mass of each structural and fixed non-structural element by multiplying its volume by the material's mass density, then convert this to force by applying gravitational acceleration. Common material densities include 2400 kg/m³ for normal-strength reinforced concrete and 7850 kg/m³ for structural steel.^[26] Volumes are derived from architectural plans and member dimensions, often requiring iterative refinement as preliminary designs evolve. For distributed loads, such as on floors or roofs, the result is typically expressed per unit area (e.g., kN/m²), while linear elements like beams use per unit length (kN/m), and columns use point loads (kN).^[27] The total dead load D for a structure or component is given by:

D = \sum (\rho \times V \times g)

where \rho is the mass density (kg/m³), V is the volume (m³), and g is the acceleration due to gravity (9.81 m/s²), with the sum taken over all relevant elements; the result is in newtons (N), convertible to kilonewtons (kN) by dividing by 1000.^[3] In practice, dead loads vary by building type and materials; for example, a light-frame roof structure might impose 0.5-1.5 kN/m², accounting for elements like asphalt shingles (0.10 kN/m²), plywood sheathing (0.15 kN/m²), and lightweight rafters.^[28] Floor dead loads in residential settings often range from 1.5-3.0 kN/m², including concrete slabs and finishes.^[29] These values establish baseline forces that, when combined with other loads in design standards like ASCE 7, ensure structural integrity.^[25]

Live Loads

Live loads refer to the transient, movable, or moving forces imposed on a structure due to its intended use and occupancy, including contributions from people, furniture, vehicles, movable equipment, and associated activities.^[30] These loads are variable in magnitude and location over time, distinguishing them from permanent loads, and are critical for ensuring structural safety under expected occupancy conditions.^[30] Design codes, such as ASCE/SEI 7-22, specify minimum uniformly distributed live loads based on occupancy type to account for these variable forces. For instance, office buildings require a minimum of 50 psf (2.4 kN/m²), while assembly areas without fixed seating, such as lobbies or theaters, demand 100 psf (4.8 kN/m²) to accommodate higher crowd densities.^[30] These values represent the maximum expected loads from typical usage and are applied uniformly across floor areas unless concentrated loads or impact factors are specified separately.^[30] To reflect the low probability of simultaneous full occupancy across large areas, live load reductions are permitted in design for members supporting expansive influence areas. Reductions typically range from 20% to 50%, depending on the structural element and supported area, ensuring economical design without compromising safety.^[30] The reduced live load L is calculated using the formula:

L = L_0 \left( 0.25 + \frac{15}{\sqrt{K_{LL} A_I}} \right)

where L_0 is the unreduced live load from code tables, K_{LL} is the live load element factor (e.g., 4 for interior columns or 2 for beams), and A_I is the influence area supported by the member, often taken as four times the tributary area for typical floor systems.^[30] This approach limits the minimum design load to 50% of L_0 for most cases, with further restrictions for heavy-load areas or multiple floors.^[30]

Environmental Loads

Environmental loads in structural engineering refer to forces imposed on buildings and civil structures by natural phenomena such as wind, snow accumulation, and earthquakes, which must be accounted for to ensure safety and stability. These loads are typically uncontrollable and variable, requiring probabilistic modeling based on regional climatic and geological data to determine design values. Standards like ASCE 7 provide methodologies for calculating these loads, emphasizing exposure, topography, and site-specific factors to mitigate risks of failure. Wind loads arise from air movement exerting pressure on structures, potentially causing uplift, drag, or suction effects that challenge lateral and vertical stability. The velocity pressure q, a key component in wind load determination, is calculated using the formula q = 0.613 K_z K_{zt} K_d V^2 (in N/m²), where V is the basic wind speed in m/s, K_z is the velocity pressure exposure coefficient accounting for terrain roughness, K_{zt} is the topographic factor for speed-up effects due to hills or escarpments, and K_d is the directionality factor reducing pressure for non-tornado winds. This pressure is then multiplied by external and internal pressure coefficients to obtain net forces on walls, roofs, and other elements, with design wind speeds varying by region (e.g., 25-50 m/s in hurricane-prone areas).^[31] Snow loads result from the weight of accumulated snow on roofs, influenced by local snowfall patterns, temperature, and structural geometry, posing risks of collapse if not properly estimated. The ground snow load p_g serves as the starting point, which is adjusted for exposure (e.g., reduced in open terrains due to drifting), thermal conditions, importance of the structure, and roof slope to yield the flat-roof snow load p_f. In temperate zones, such as much of the central and eastern United States or parts of Europe, design snow loads typically range from 1.0 to 3.0 kN/m² after adjustments, reflecting a 50-year recurrence interval to balance safety and economy. Sloped roofs further reduce loads via a slope factor, preventing sliding in warmer climates.^[32] Seismic loads stem from ground accelerations during earthquakes, inducing inertial forces that demand ductile behavior and lateral resistance in structures. The equivalent lateral force method simplifies design by distributing a base shear V = C_s W, where C_s is the seismic response coefficient derived from spectral acceleration, soil type, and building period, and W is the effective seismic weight including dead loads and portions of other permanent components. This approach ensures the structure can withstand shaking without collapse, with C_s capped to avoid overdesign in low-seismicity areas. The 1906 San Francisco earthquake, with a magnitude of 7.8, exemplified the consequences of underestimating seismic loads, as pre-event building codes ignored earthquake effects, leading to widespread structural failures despite some masonry reinforcements; this event spurred the first seismic provisions in U.S. codes, mandating lateral force considerations.^[33]^[34] These environmental loads are often combined with dead and live loads using factored combinations to simulate worst-case scenarios in ultimate strength design.

Construction and Other Loads

Construction loads refer to the temporary forces imposed on a structure during its assembly, including the weights associated with formwork, materials handling equipment, and temporary support systems such as bracing. These loads are distinct from permanent or operational loads, as they arise solely from construction activities and must be accounted for to prevent instability or collapse during erection. The ASCE/SEI 37-14 standard establishes minimum requirements for these loads, emphasizing the need for load combinations that incorporate factors for uncertainty in construction processes.^[35] Formwork, used to mold concrete, must withstand the weight of wet concrete, embedded reinforcement, and live loads from workers, buggies, or motorized equipment. A minimum live load of 2.4 kN/m² (50 psf) on the horizontal projected area is recommended for design to cover personnel movement and material placement during pouring. Temporary bracing systems are critical for lateral stability, particularly in tall or slender elements, where they resist wind or accidental impacts until the permanent lateral force-resisting system is complete; ASCE/SEI 37-14 specifies load factors up to 1.6 for such bracing under combined vertical and horizontal effects.^[35] Other loads in this category encompass miscellaneous effects not classified as dead, live, or primary environmental forces. Thermal expansion induces internal stresses in restrained members due to temperature variations, with the change in length calculated as \Delta L = \alpha L \Delta T, where \alpha is the material's coefficient of thermal expansion (typically $12 \times 10^{-6}/^\circC for steel), L is the original length, and \Delta T is the temperature differential; this effect is particularly relevant during phased construction where partial restraint occurs.^[2] Soil pressures from excavations or backfills act laterally on temporary retaining walls, modeled using active earth pressure coefficients (e.g., K_a = (1 - \sin \phi)/(1 + \sin \phi) for cohesionless soils, where \phi is the friction angle) as per ASCE/SEI 7-22 Chapter 3.^[2] Flood loads during construction involve hydrostatic pressures on submerged temporary elements, equivalent to \gamma_w h (where \gamma_w is water density and h is depth), plus hydrodynamic drag if flowing water is present, with design still water depths based on site-specific flood elevations from ASCE/SEI 7-22 Chapter 5.^[2] Blast and impact loads are infrequent, extreme events treated as transient impulsive forces that can cause localized or global damage. Blast loads from explosions are represented by pressure-time histories, featuring an initial positive overpressure phase followed by negative suction, with the impulse I = \int P(t) \, dt quantifying the momentum transfer; peak pressures scale with standoff distance and explosive yield, as standardized in UFC 3-340-02 for accidental or intentional scenarios. Impact loads, such as from falling objects or colliding equipment, are similarly impulsive, often amplified by dynamic factors (e.g., 1.5–2.0 for vehicle collisions on barriers) to model energy absorption.^[2] In bridge construction, erection loads exemplify these considerations, where partial superstructures support construction equipment and materials, often requiring design for up to 1.5 times the component dead load to cover dynamic placement effects and temporary configurations, as guided by AASHTO LRFD Bridge Design Specifications for construction limit states.^[36] These loads may exhibit dynamic characteristics, briefly referencing broader classifications of static versus dynamic forces.

Load Combinations and Factors

In structural engineering, load combinations are essential for determining the most critical loading scenarios that a structure must withstand during design, ensuring safety against failure under simultaneous actions of multiple loads. These combinations integrate various load types—such as dead, live, snow, wind, and seismic—using specified factors to account for uncertainties in load magnitudes, material properties, and analysis methods. The primary objective is to evaluate the structure at ultimate limit states, where the factored loads produce the maximum effects on strength and stability.^[37] The Load and Resistance Factor Design (LRFD) method, widely adopted in modern codes, applies load factors greater than unity to nominal loads to amplify their effects for strength design, contrasting with the traditional Allowable Stress Design (ASD) that uses unfactored loads combined with a global safety factor on resistance. In LRFD, the ultimate load effect U is calculated as U = \sum \gamma_i Q_i, where \gamma_i are the load factors for each load effect Q_i, ensuring the design resistance exceeds the factored demand with a calibrated margin of safety. This approach targets strength limit states, such as yielding or buckling, while serviceability checks under unfactored loads address deflections and cracking.^[38]^[37] Load factors in standards like ASCE/SEI 7 are derived from probability-based reliability theory, which calibrates them to achieve a target annual probability of failure, typically on the order of $10^{-4} for ordinary buildings, based on statistical models of load variability and resistance distributions. For instance, ASCE/SEI 7 specifies LRFD combinations such as $1.2D + 1.6L + 0.5S, where D is the dead load effect, L is the live load effect, and S is the snow load effect; these factors reflect the higher variability and lower predictability of live and environmental loads compared to dead loads. This probabilistic calibration, originating from foundational studies in the 1970s and 1980s, ensures uniform reliability across structural components by adjusting factors to maintain a target reliability index, often around 3.0 for a 50-year reference period.^[37]

Specialized Loads

Aircraft Loads

Aircraft structures must withstand a variety of loads arising from aerodynamic forces, operational maneuvers, environmental disturbances, and ground operations, which are governed by stringent certification standards to ensure safety and structural integrity. These loads are primarily addressed in regulatory frameworks such as the Federal Aviation Regulations (FAR) Part 25 for transport category airplanes, which specify design requirements to prevent failure under expected conditions. Maneuver loads represent the inertial forces experienced during intentional pilot actions, such as turns, climbs, or dives, and are characterized by limit load factors that define the maximum accelerations the structure must endure without permanent deformation. For transport aircraft, the positive limit maneuvering load factor is set at 2.5g, meaning the structure is designed to support 2.5 times the aircraft's weight in the vertical direction during maneuvers, while the negative limit is -1.0g; these values ensure a safety margin against ultimate loads, which are 1.5 times the limit loads. This requirement applies to the wing, fuselage, and empennage, with variations for smaller aircraft under FAR Part 23. Gust loads arise from sudden atmospheric disturbances and are modeled using a discrete sharp-edged gust approach to simulate conservative peak effects on the aircraft's lift and moments. The incremental lift due to a gust, ΔL, is calculated as ΔL = (ρ V² S / 2) × C_{Lα} × h, where ρ is air density, V is true airspeed, S is wing area, C_{Lα} is the lift curve slope, and h is the gust velocity magnitude in equivalent feet per second; gust intensities are specified by the FAA as up to 50 feet per second near the ground, decreasing with altitude to account for turbulence profiles. This model helps engineers design for dynamic responses, including alleviation factors that reduce effective gust severity based on aircraft flexibility. Ground loads during taxi, takeoff, and landing impose impact and drag forces on the landing gear and airframe, with certification requiring the structure to absorb energies from these events without collapse. For landing conditions, FAR Part 25 mandates a vertical load factor of at least 3g at the maximum design landing weight, combined with a horizontal drag load of 1g applied through the gear axes, simulating sink rates up to 12 feet per second and nose-wheel loads during turns. These loads are critical for fuselage and wing attachments, often verified through drop tests or finite element analysis to confirm energy absorption capabilities. Fatigue considerations in aircraft design account for the cumulative damage from millions of repeated load cycles over the service life, necessitating methods to predict crack initiation and growth in metallic and composite components. The rainflow cycle counting method is widely adopted for processing irregular load histories from flight maneuvers and gusts, extracting equivalent constant-amplitude cycles whose ranges and means correspond to the original spectrum for use in Miner's linear damage accumulation rule. This technique, originally developed for automotive applications but standardized in aerospace via MIL-HDBK-5, enables the derivation of scatter factors and inspection intervals to mitigate risks from high-cycle fatigue in critical areas like wing spars.

Bridge and Infrastructure Loads

Bridges and large infrastructure such as roads and viaducts are subjected to vehicular loads that represent the primary live loading for design purposes. The American Association of State Highway and Transportation Officials (AASHTO) specifies the HL-93 load model, which consists of a design truck with a total weight of 325 kN distributed across three axles—35 kN on the front axle and 145 kN on each of the two rear axles spaced 4.3 to 9.1 m apart—or a design tandem of two 110 kN axles spaced 1.2 m apart, combined with a uniform lane load of 9.3 kN/m.^[36] This model accounts for the critical effects of heavy trucks on spans by positioning the loads to maximize moments, shears, and deflections, ensuring structural integrity under strength and service limit states.^[36] The loads are applied to a notional 3.6 m design lane, with dynamic effects incorporated via a load allowance factor of 33% for most components.^[36] Pedestrian loads on bridge walkways are typically designed for a uniform distributed load of 3.6 kN/m² (75 psf) to accommodate crowd densities without dynamic amplification, as specified for sidewalks wider than 0.6 m on vehicular bridges.^[36] For rail infrastructure, loads from trains require consideration of dynamic augmentation due to speed and track irregularities, with factors ranging from 1.5 to 2.0 applied to static wheel loads to capture impact effects, as recommended in owner-specified guidelines aligned with AASHTO practices.^[36] These rail loads, often in the range of 200-300 kN per axle for heavy freight, are distributed across multiple wheels and must be combined with highway traffic where bridges serve dual purposes.^[36] Temperature variations induce significant expansion and contraction in bridge superstructures, necessitating expansion joints to accommodate movements up to ΔT of 50°C, corresponding to thermal strains calculated as α × ΔT where α is the coefficient of thermal expansion (approximately 12 × 10^{-6}/°C for steel). Settlement loads arise from foundation adjustments or soil consolidation, typically limited to 25-50 mm over the structure's life, and are addressed through flexible bearings and monitoring to prevent differential movements that could stress joints or girders.^[36] Environmental loads, such as wind on long spans, may also interact with these effects but are evaluated separately under broader civil load categories.^[36] A notable case illustrating the consequences of design load oversights is the 2007 collapse of the I-35W bridge in Minneapolis, Minnesota, where undersized gusset plates failed under combined dead, vehicular, and construction loads, leading to 13 fatalities and 145 injuries; the National Transportation Safety Board attributed the incident primarily to flawed original design calculations that underestimated load capacities by using half the required thickness for the plates.^[39] This event prompted widespread reviews of bridge inspection protocols and reinforced the importance of accurate load modeling in preventing catastrophic failures.^[39]

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ASCE 7-16 Seismic Load Calculation Example Using Equivalent ...
Apr 22, 2024 · ... ASCE 7-16: V=CSW (Eq. 12.8-1). Where: V is the seismic design base shear. Cs is the seismic response coefficient based on Section 12.8.1.1. W is ...Missing: C_s | Show results with:C_s
[34]
U.S. earthquake history: The 1906 San Francisco earthquake
Apr 18, 2020 · At the time of the 1906 San Francisco earthquake, many California municipalities had building codes, but none considered seismic effects…
[35]
Design Loads on Structures during Construction | Books
ASCE/SEI 37-14, describes the minimum design requirements for construction loads, load combinations, and load factors affecting buildings and other structures ...
[36]
[PDF] Load and Resistance Factor Design (LRFD) for Highway Bridge ...
Chapter 3 presents loads and load factors, including design criteria for common bridge loads, as well as load factors used for various LRFD load combinations.
[37]
[PDF] Development of a probability based load criterion for American ...
This document discusses the development of a probability-based load criterion for American National Standard A58, which covers building code requirements for ...
[38]
[PDF] Load and Resistance Factor Design
LRFD is a steel structure design method using a resistance factor and load factors, unlike the traditional allowable stress method which uses only one factor.
[39]
[PDF] Collapse of I-35W Highway Bridge Minneapolis, Minnesota August 1 ...
Aug 1, 2007 · Major safety issues identified in this investigation include insufficient bridge design firm quality control procedures for designing bridges, ...