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PGSuper Tutorials

Title PGSuper Tutorial Whats new in PGSuper Version 2.7 Publication No. BS090052012-1
Abstract
This document provides an overview of the new features in PGSuper Version 2.7.

Notes

Author Staff BridgeSight Software Sponsor BridgeSight Inc
P.O. Box 19172
Specification AASHTO LRFD Bridge Design Specifications
PGSuper Version 2.7
Original Publication Date 09/05/2012 Date of Latest Revision Version
1.0
Notice of
Copyright
Copyright 2012 BridgeSight Inc. All Rights Reserved. No part of this publication may be
reproduced, stored in a retrieval system, or transmitted in any form or by any means
(electronic, mechanical, photocopied, recorded, or otherwise), without prior written
permission from BridgeSight Inc.
Copyright 2012, BridgeSight Inc. All Rights Reserved
Disclaimer
This BridgeSight PGSuper Tutorial is provided complements of BridgeSight Inc.. BridgeSight Inc.
asserts a copyright in this work. BridgeSight Inc. retains the exclusive ownership of this copy of the
PGSuper Tutorial.
This document is provided AS IS without any warranty, express or implied by anyone using,
distributing, copying or otherwise possessing this document. The entire risk as to the use, results and
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under United States copyright laws or any other Federal or State law.
1
Introduction
The Washington, Texas and Kansas Departments of Transportation released PGSuper Version 2.7 in
September 2012. This software has several new features and enhancements including:
Direct Selection Strand Input
Bridge View Span Selector
Improved Girder Design
New Prestress Loss Options
Improved modeling of sidewalks and barriers
Accounting for crack spacing in shear capacity calculations
Improved Reporting of Reactions
The most significant change to the PGSuper project is the addition of the Kansas Department of
Transportation (KDOT) as a development partner. After evaluation of other offerings, KDOT decided
the most economical and feasible approach was to join the PGSuper collaboration with WSDOT and
TxDOT. BridgeSight Inc. entered into a software development contract with KDOT in November 2011.
The result will be new capabilities that benefit all PGSuper users and KDOT will have a precast-
prestressed girder design solution that will seamlessly integrated into their design process at a fraction of
the cost of developing software from scratch.
Direct Selection Strand Input
Contractor-submitted design alternatives are common with precast-prestressed girders. KDOT needed a
method to directly specifying the strand grid positions containing strands to evaluate alternative design
submittals. Under contract with BridgeSight, KDOT funded a new Direct Selection Strand Input feature.
With this new feature, engineers are presented with a graphical representation of the girder cross section
showing all the possible locations for prestressing strands as defined in the girder library.

This removes the requirements that strands must be added or
removed using the strand sequence defined in the Girder
Library.

Now you can fill strand locations in any order you want!
2

Figure 1 Strand Selection Window
Strands are added or removed by clicking on the strand positions in the Strand Selection window. A grid
is also provided for selecting individual strands and defining debonded and extended strands.
To enable Direct Selection Strand Input:
1) Select a girder to edit and open the Girder Details window. (This is most easily done by double
clicking on the girder in the Bridge View).
3
2) On the Strands tab, select the Direct Selection of Strand Locations option

3) Press the Select Strands button to open the Strand Selection window

4) In the Strand Selection window, select the strand positions that will contain strands. This can be
done by clicking on the graphic with your mouse or editing data in the grid.
Bridge View Span Selector
PGSuper has a highly interactive user interface. But in previous versions, when long bridges are
modeled, the bridge plan view became difficult to read and interact with. Developers at WSDOT
addressed this issue by adding a span selector to the Bridge View. This selector is used to select a range
of spans to display.
4

Figure 2 Span Selector
The new span selector allows you to view and interact with a portion of your bridge. Spans 12-15 of a
15 span bridge are displayed for the bridge shown in Figure 2.
Improved Girder Design
PGSupers Girder Designer has always had an automated shear design feature, but previous versions
lacked in capability. TxDOT contracted with BridgeSight to make improvements to the shear design
capabilities. Now, when designing for shear, the Girder Designer will determine the reinforcing
requirements for:
Primary transverse reinforcement (stirrups)
Longitudinal reinforcement for shear
Bursting and confinement reinforcement and,
Horizontal interface shear.
The Girder Designer supports two approaches to shear design. The Girder Designer can start with a pre-
defined reinforcement layout and adjust the zone lengths, bar sizes, and bar spacing or it can start with a
clean slate. There are trade-offs to both approaches.
Several transportation agencies have standard stirrup configuration. There is an economy of scale and
repetition by using the same stirrup configuration every time. The stirrups are detailed on standard plans
and rarely need to be modified. When the Girder Designer is instructed to start with the current stirrup
layout it first checks to see if the current shear reinforcement is adequate. If the Girder Designer finds
that the stirrups do not satisfy the requirements defined in the Project Criteria they are adjusted,
otherwise no changes are made.
5
When starting with a clean slate, the Girder Designer determines the reinforcement necessary to satisfy
the requirements of the Project Criteria. The consequence is that the shear reinforcement is unique for
each bridge and it must be detailed in the bridge plans. Non-symmetrical stirrup layouts are also
supported.
To design your girders for flexure and shear:
1) Select Project | Design Girder to begin the automated design process. Select the flexure and shear
design options in the Girder Designer window.

2) At the successful completion of the design process you will be presented with a proposed design.
For the example shown, the standard stirrup configuration was adequate so nothing was changed.
.
6
3) Press the Accept the Design button to replace the current input with the parameters determined
by the Girder Designer.
Stirrup design and detailing is very complex. Different agencies typically have their own stirrup layout
and detailing rules. The new stirrup design algorithm solves this problem by putting the decision-making
power into your hands. Associated with each girder are shear design preferences which control the
outcome of the design process. These preferences guide the Girder Designer which stirrup size and
spacing to use and how often to create new stirrup zones. These preferences are defined on the Shear
Design tab of a Girder Library entry as shown below.

Figure 3 Shear Design Preferences
New Prestress Loss Options
The PGSuper development team strives to make our software as complete and thorough as possible.
Feedback from the PGSuper user community told us that small modifications could be made to the
prestress loss calculations. The engineers at WSDOT took the lead and added new options for
computing prestress losses due to strand relaxation as well as
gains and losses.
Loss due to Strand Relaxation
LRFD 5.9.5.4.2c provides three methods of computing prestress loss due to strand relaxation.
these methods have been incorporated into PGSuper. The relaxat
Losses tab of the Project Criteria library entry
Figure 4 Relaxation Loss Methods
Elastic Gain
When the LRFD Bridge Design Specifications updated the method of computing prestress losses in
2005, the concept of elastic gain was introduced. The
prestress losses due to concrete creep and shrinkage
section properties. In an attempt to keep the
specifications easy to understand, the
AASHTO T-10 committee modified the
equations to use gross section properties.
Elastic gains and losses were added to
compensate for the difference between
transformed and gross section property
analysis.
Many transportation agencies have policies
that limit the magnitude of the elastic gains
and losses that can be used in design. Th
policies can now be modeled in PGSuper.
A new section titled Elastic Gains can be
found on the Losses tab of the Project
Criteria library entry. For the various
loading components you can define the
amount of load to be considered when
computing elastic gains and losses. The
values range between 0% (no elastic
gain/loss due to this load) and 100%.
7
computing prestress losses due to strand relaxation as well as controlling the computation of elastic
Strand Relaxation
5.9.5.4.2c provides three methods of computing prestress loss due to strand relaxation.
have been incorporated into PGSuper. The relaxation loss method is selected on the
Losses tab of the Project Criteria library entry as shown below.

the concept of elastic gain was introduced. The original equations for predicting time dependent
creep and shrinkage were based on a stress analysis using transformed
section properties. In an attempt to keep the
specifications easy to understand, the
10 committee modified the
equations to use gross section properties.
Elastic gains and losses were added to
he difference between
med and gross section property
Many transportation agencies have policies
that limit the magnitude of the elastic gains
design. These
in PGSuper.
A new section titled Elastic Gains can be
found on the Losses tab of the Project
Criteria library entry. For the various
loading components you can define the
amount of load to be considered when
ing elastic gains and losses. The
values range between 0% (no elastic
gain/loss due to this load) and 100%.
Figure 5 Elastic Gain/Loss data

controlling the computation of elastic
5.9.5.4.2c provides three methods of computing prestress loss due to strand relaxation. All of
ion loss method is selected on the
equations for predicting time dependent
n a stress analysis using transformed
Elastic Gain/Loss data
8
Elastic gains and losses are the change in stress in the prestressing strands due to an externally applied
load and are computed as:

= k
E
ps
E
c
Hy
ps
I

Where,
= The change in stress in the prestressing strand (the elastic gain/loss)
k = A coefficient between 0.0 and 1.0 that controls the amount of elastic gain/loss
that should be taken into account
E
ps
= Modulus of elasticity of prestressing strand
E
c
= Modulus of elasticity of concrete
H = Moment due to externally applied load
y
ps
= Location of the prestressing strand relative to the centroid of the girder section
I = Moment of inertia
The coefficient k is derived from the data in the Project Criteria library as mentioned above. The
application of elastic gains to the effective prestress is fairly straight forward for all the loads except for
slab shrinkage.
The elastic gain due to slab shrinkage must be accompanied by a corresponding change in girder stresses
(there is no free lunch). The elastic gain due to slab shrinkage is computed as defined in LRFD
5.9.5.4.3d with a modification to LRFD Equation 5.9.5.4.3d-2. The modified equation is
cd]
=
ke
dd]
A
d
E
cd
|1 + u.7
d
(t
]
, t
d
)]
_
1
A
c

c
pc
c
d
I
c
]
The stress at the top and bottom of the girder due to slab shrinkage is computed using this modified
equation with S
t
and S
b
substituted for
c
pc
I
c
. The stress due to slab shrinkage is included in the Service I,
Service III, and Fatigue I limit state stresses. The PCI Bridge Design Manual provides an excellent
discussion on this topic if you would like more information.

Improved Modeling of Sidewalks and Barriers
Previous versions of PGSuper had
to girders that works well for narrow sidewalks and tightly spaced girders. TxDOT recognized this
deficiency and funded a complete re
and sidewalks is now more rational and applicable to
Distribution of Barrier and Sidewalk Dead Loads
In previous versions of PGSuper, the dead load of barriers and sidewalks were distributed to
girders, mating surfaces, or webs. This doesnt make sense in situations where an interior barrier is used
to separate a wide sidewalk from the travelling lanes
more than N girders, mating surfaces
The dead load of exterior and interior barriers is distributed as follows:
Distribute the weight of the barrier evenly to the N nearest girders, mating surfaces, or webs
(GMSWs). Nearest distance is measured from the C.G. of the barrier in a bridge cross sect
taken at mid-span. For cases when the weight of a barrier can be distributed to either of two
GMSWs that are equal distance left and right of the barrier C.G., and these GMSWs are
furthest from the barrier, the load will be distributed to the exterio
contains 2N or fewer GMSWs, the railing load will be distributed evenly to all GMSWs.
Sidewalk and pedestrian loads are distributed using a similar method and
barriers. However, if the sidewalk is wider th
lying directly beneath the sidewalk. Hence, the definition is a follows:
Distribute the sidewalk weight and pedestrian live load evenly to the greater of: all girders,
mating surfaces, or webs (GMSWs
measured from centerline sidewalk using a bridge cross section taken at mid
when the sidewalk weight can be distributed to either of two GMSWs that are equal distance left
and right of C.L. sidewalk, and these GMSWs are furthest from the C.L. sidewalk, the load will
be distributed to the exterior
will be distributed evenly to all GMSWs.
A new section has been added to the Loading Details chapter of the Details Report that lists the fraction
of the total barrier and sidewalk dead load that is applied to
Figure 6 Load Distribution Data
9
Improved Modeling of Sidewalks and Barriers
d a very simple model for distributing barrier and sidewalk dead loads
well for narrow sidewalks and tightly spaced girders. TxDOT recognized this
funded a complete re-working of the load distribution model. The distribution of barriers
rational and applicable to a wide variety of bridge configuration.
Distribution of Barrier and Sidewalk Dead Loads
In previous versions of PGSuper, the dead load of barriers and sidewalks were distributed to
. This doesnt make sense in situations where an interior barrier is used
to separate a wide sidewalk from the travelling lanes, or when the sidewalk is directly supported by
girders, mating surfaces or webs.
ead load of exterior and interior barriers is distributed as follows:
(GMSWs). Nearest distance is measured from the C.G. of the barrier in a bridge cross sect
span. For cases when the weight of a barrier can be distributed to either of two
furthest from the barrier, the load will be distributed to the exterior-most GMSW. If the span
edestrian loads are distributed using a similar method and use the same
barriers. However, if the sidewalk is wider than N GMSWs; the load will be distributed to all GMSWs
lying directly beneath the sidewalk. Hence, the definition is a follows:
mating surfaces, or webs (GMSWs) lying directly under the sidewalk; or the N nearest GMSWs
measured from centerline sidewalk using a bridge cross section taken at mid
ght of C.L. sidewalk, and these GMSWs are furthest from the C.L. sidewalk, the load will
be distributed to the exterior-most GMSW. If the span contains 2N or fewer GMSWs, the load
will be distributed evenly to all GMSWs.
the Loading Details chapter of the Details Report that lists the fraction
of the total barrier and sidewalk dead load that is applied to a girder.


distributing barrier and sidewalk dead loads
well for narrow sidewalks and tightly spaced girders. TxDOT recognized this
The distribution of barriers
bridge configuration.
In previous versions of PGSuper, the dead load of barriers and sidewalks were distributed to N exterior
. This doesnt make sense in situations where an interior barrier is used
, or when the sidewalk is directly supported by
(GMSWs). Nearest distance is measured from the C.G. of the barrier in a bridge cross section
span. For cases when the weight of a barrier can be distributed to either of two
most GMSW. If the span
the same N value as
GMSWs; the load will be distributed to all GMSWs
) lying directly under the sidewalk; or the N nearest GMSWs
measured from centerline sidewalk using a bridge cross section taken at mid-span. For cases
ght of C.L. sidewalk, and these GMSWs are furthest from the C.L. sidewalk, the load will
most GMSW. If the span contains 2N or fewer GMSWs, the load
the Loading Details chapter of the Details Report that lists the fraction
10
Pedestrian Live Load
Version 2.7 of PGSuper gives you more control of how the pedestrian live load is modeled. The
pedestrian live load can now be independently controlled for the limit states relating to Design, Fatigue,
and Permit loading situations. The pedestrian live load can be omitted, applied concurrently with the
vehicular live load, or enveloped with the vehicular live load. The pedestrian live load is distributed to
the same girders, webs, or mating surfaces as the sidewalk dead load.
To specify how pedestrian live load is to be modeled:
1) Select Loads | Live Loads to open the Design Live Loads window.

2) When sidewalks are modeled in the structure, pedestrian live loads are activated using these
options. For the Design, Fatigue, and Permit limit states, select the method of applying
pedestrian live load.
Accounting for Crack Spacing in Shear Capacity Calculations
Previous versions of PGSuper assumed that the minimum amount transverse reinforcement requirement
specified in LRFD 5.8.2.5 was always satisfied. It was recognized that this assumption was not always
valid, so PGSuper now determines if the minimum amount of transverse reinforcement is provided and
performs the shear capacity calculations accordingly.
When shear reinforcement is not required, but it is provided, and the amount provided is less than the
minimum amount specified in LRFD 5.8.2.5, the factor is computed with LRFD Equation 5.8.3.4.2-2
when the general method is used and with LRFD Equation B5.2-2 when the Appendix B General
Procedure with Tables method is used. These equations take crack spacing into account.
Improved Reporting of Reactions
Previous versions of PGSuper report
pier/foundation design, but inadequate
simple span girders framing into both sides of an i
girder reactions on each side of the pier are needed to design the bearing pads.
BridgeSight, working under contract with TxDOT, improved the reporting of reactions. PGSuper now
reports girder bearing reactions and total girder line reactions
for loads applied directly to a simply supported girder. For structures that are made continuous for
superimposed dead and live loads, girder bearing reactions include load
time of continuity. A total girder line reaction is simply the sum of the girder bearing reactions on both
sides of a pier.
Figure 7 Total Girder Line Reaction
Figure 8 Girder Bearing Reaction

11
Reporting of Reactions
ous versions of PGSuper reported only the total reaction at piers and abutments. This
inadequate for designing bearings at intermediate piers. When a bridge has
simple span girders framing into both sides of an intermediate pier, as is typically done in Texas, the
and total girder line reactions. A girder bearing reaction is the reaction
superimposed dead and live loads, girder bearing reactions include loads applied to the girder up to the
A total girder line reaction is simply the sum of the girder bearing reactions on both


the total reaction at piers and abutments. This was fine for
designing bearings at intermediate piers. When a bridge has
ntermediate pier, as is typically done in Texas, the
A girder bearing reaction is the reaction
s applied to the girder up to the
A total girder line reaction is simply the sum of the girder bearing reactions on both
12
Customizing PGSuper
PGSuper has an advanced software architecture that allows third parties to extend and enhance its
capabilities. At BridgeSight Software, we can add new analysis capabilities to meet your needs. For
details, contact us at
BridgeSight Inc
P.O. Box 19172
877-441-0346
mkting@bridgesight.com
PGSuper Professional
BridgeSight Software is offering an enhanced version of PGSuper called PGSuper Professional. In
addition to all the great features in the free version of PGSuper you get:
BridgeSights one-of-a-kind Girder Design Dashboard
PGSuper to AASHTOWare Bridge Exporter
3D Visualization
Export Analysis Results to Excel
Enhanced Library Management
LandXML Data Exchange
Enhanced Reporting
Toll-free telephone support
Direct Email support
High priority treatment in the PGSuper.com Support Forums
Exceptional customer service from a reputable and proven company

If you like PGSuper, step up to PGSuper Professional!
Visit our web site at www.bridgesight.com for more information and a free trial offer.
13

References
1. American Association of State Highway and Transportation Officials (AASHTO), 2010, AASHTO
LRFD Bridge Design Specifications. 5
th
Edition, Washington DC.
2. American Association of State Highway and Transportation Officials (AASHTO), 2012, AASHTO
LRFD Bridge Design Specifications. 6
th
Edition, Washington DC.
3. AASHTO T-10 Concrete Design Committee, Agenda Book for PCI Committee Days, Chicago, IL,
March 29, 2012
4. PCI Bridge Design Manual, 3rd Edition, First Release, Precast/Prestressed Concrete Institute,
Chicago, IL, November 2011
5. Washington State Department of Transportation, Bridge Design Manual, Olympia, WA
6. Washington State Department of Transportation (WSDOT), PGSuper User Guide Olympia, WA

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