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4The accuracy of bridge system safety evaluations and reliability assessments obtained through refined structural 5 analysis procedures depends on the proper modeling of traffic load effects. While the live load models specified in the 6 AASHTO procedures were calibrated for use in combination with the approximate analysis methods and load distribution 7 factors commonly used in the U.S., these existing models may not produce accurate results when used in association with 8 advanced finite element analyses of bridge structures. 9This paper proposes a procedure for calibrating appropriate live load models that can be used for advanced analyses 10 of multi-girder bridges. The calibration procedure is demonstrated using actual truck data collected at a representative 11 set of weigh-in-motion (WIM) stations in New York State. Extreme value theory is used to project traffic load effects to 12 different service periods. The results are presented as live load models developed for a 5-year typical rating interval and 13 for a 75-year design life. The outcome of the calibration indicates that maximum traffic load effects can be calculated 14 using finite element models with the help of a single truck for short to medium one-lane multi-girder bridges and two 15 side-by-side truck configurations for multi-lane bridges. The proposed analysis trucks have the axle configurations of the 16 standard AASHTO 3-S2 and Type 3 Legal Rating trucks with appropriate factors to amplify their nominal weights. The 17 amplification factors reflect the presence of overweight trucks in the traffic stream and the probability of multiple-18 2 presence. The proposed live load models are readily implementable for deterministic refined analyses of highway bridges 19 and for evaluating the reliability of bridges at ultimate limit states considering the system's behavior. 20

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