SRS 383

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UILU-ENG-72-2003
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ENGINEERING STUDIES
STRUCTURAL RESEARCH SERIES NO. 383
Illinois Cooperative Highway Research Program

Series No. 128
EFFECTS OF DIAPHRAGMS IN BRIDGES

WITH PRESTRESSED CONCRETE I-SECTION GIRDERS
Metz Reference Room
Civil E~{lg:I.neering Dep',~::'2tment
BI06C. E. Building
-Uni versi ty of Illinois
Urbana, Illinois
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By
S. SITHICHAIKASEM
W. l. GAMBLE
Issued as a Documentation Report on

The Field Investigation of Prestressed
Reinforced Concrete Highway Bridges
Project IHR-93
Phase I
Conducted by
THE STRUCTURAL RESEARCH LABORATORY

DEPARTMENT OF CIVIL ENGINEERING
ENGINEERING EXPERIMENT STATION
UNIVERSITY OF ILLINOIS
in cooperation with
THE STATE OF ILLINOIS
DIVISION OF HIGHWAYS
and
THE U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL HIGHWAY ADMINISTRATION
URBANA, ILLINOIS
FEBRUARY 1972
1
UILU-ENG-72-2003
--,
EFFECTS OF DIAPHRAGMS IN BRIDGES WITH PRESTRESSED

CONCRETE I-SECTION GIRDERS
by
S. Sithichaikasem
w. L. Gamble
Issued as a Documentation Report on

The Field Investigation of Prestressed
Reinforced Concrete Highway Bridges
Proj ect I HR-9 3
Phase I
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Condu~ted
by
THE STRUCTURAL RESEARCH LABORATORY

DEPARTMENT OF CIVIL ENGINEERING
ENGINEERING EXPERIMENT STATION
J.
in cooperation with
THE STATE OF ILLINOIS

DIVISION OF HIGHWAYS
and
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THE U. S. DEPARTMENT OF TRANSPORTATION

FEDERAL HIGHWAY ADMINISTRATION
URBANA, ILLINOIS
Feb ruary 1972
ABSTRACT
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Sithichaikasem, S. and W. L. Gamble, "Effects of Diaphragms in Bridges with

Prestressed Concrete I-Section Girders," Civil Engineering Studies,
Structural Research Series No. 383, Department of Civil Engineering,
University of Illinois, Urbana, 1971.
Key Words: Highway bridges, Analysis, Influence lines, Beams, Moments,
Diaphragms, Truck loadings
The results of a study of the effects of the number, stiffness, and
locations of diaphragms in multi-beam, simply supported, right highway
bridges is presented.
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The parameters studied also included the relative
girder stiffness, H, the ratio of girder spacing to span, bfa, the girder
torsional stiffness, the girder spacing, and the location of the loads relative
to the edge girders of the structure.
The behavior of the bridges is evaluated
for several types of loadings, including single loads and groups of loads.
The bridges studied were divided into three general categories according to the uniformity of load distribution to the girders, and design recommendations regarding diaphragm arrangements and stiffnesses made.
In most
struc~
tures in which the outer line of wheels can fall directly over the edge girders,
diaphragms should not be used, as they will increase the controlling moment
in the bridge.
In other cases, diaphragms may be either helpful or harmful,
and criteria are developed for design purposes.

The influence of the number of diaphragms was studied, and the effects of
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a single midspan diaphragm and two diaphragms located near midspan were about
the same, structurally, though the cost effectiveness of the single diaphragm
is better.
The current arbitrary practice of determining location and spacing of
diaphragms as a function of span length alone should be changed, as many short
span bridges which do not include diaphragms could benefit from them, and
many longer span structures which normally contain diaphragms either receive
no benefit or are harmed by them.
ii
ACKNOWLEDGMENTS
j
This study was carried out as a part of the research under the
Illinois Cooperative Highway Research Program, Project IHR-93, "Field Investigation of Prestressed Reinforced Concrete Highway Bridges."
The work on the
project was conducted by the Department of Civil Engineering, University of

Illinois, in cooperation with Division of Highways, State of Illinois, and
the U. S. Department of Transportation, Federal Highway Administration.
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At
the University, the work covered by this report was carried out under the
general administrative supervision of D. C. Drucker, Dean of the College of
Engineering, Ross J. Martin, Director of the Engineering Experiment Station,
N. M. Newmark, Head of the Department of Civil Engineering, and Ellis Danner,
Director of the Illinois Cooperative Highway Research Program and Professor
of Highway Engineering.
At the Division of Highways of the State of Illinois, the work was
under the administrative direction of Richard H. Golterman, Chief Highway
Engineer, R. D. Brown, Jr., Deputy Chief Highway Engineer, and J. E. Burke,
Engineer of Research and Development.
The program of investigation has been guided by a Project Advisory

Committee consisting of the following members:
Representing the Illinois Division of Highways:
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J. E. Burke, Engineer of Research and Development
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F. K. Jacobsen, Engineer of Bridge Research
C. E. Thunman, Jr., Engineer of Bridge and Traffic Structures,
Bureau of Des i gn
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Representing the Federal Highway Administration:

Robert J. Deatrick, Assistant Bridge Engineer
Edward L. Tyk, Assistant Bridge Engineer
Representing the University of Illinois:
Narbey Khachaturian, Professor of Civil Engineering
C. P. Siess, Professor of Civil Engineering
Acknowledgment is due to Mr. R. C. Mulvey and Mr. R. Bradford,
Illinois Division of Highways, who contributed materially to the guidance
and progress of the program.
This investigation is directed by Dr. M. A. Sozen, Professor of

Civil Engineering, as Project Supervisor.
Immediate supervision of the in-
vestigation is provided by Dr. W. L. Gamble, Associate Professor of Civil

Engineering, as Project Investigator.
This report has been prepared in cooperation with the U. S. Department of Transportation, Federal Highway Administration.
The opinions, findings, and conclusions expressed in this publica1
tion are those of the authors and not necessarily those of the State of
Illinois, Division of Highways, or of the Department of Transportation.
iv
TABLE OF CONTENTS
Chapter
1
Page
INTRODUCTION .
1 1
0
102
1.3
1.4
2
2.2
203
204
Idealization of the Brldge and Its Components

Study of Parameters Dimensloned Parameters
Dimensionless Parameters
c
METHOD Of ANALYSIS
3 1
Q
3,2
303
304
3.5
3.6
3.7
3,8
4
STUDY OF THE PARAMETERS AND IDEALIZATION

OF THE BRIDGE.
2" 1
Genera 1
Previous Studies
Object and Scope of Investigation
Notati on.
Gener'a 1;
Basic Assumptlonsc
Basis of Method of Analysis
The Ordinary Theory of Flexure of the Slab
Plane Stress Theory of Elasticity of the Slab
Formulat1on of Matrices for a Slab Element
Blaxial Bending~ AXlal Force, and Tarslon
in a Girder.
SOlution for D'isplacements and Internal
Forces in a Bridge Structure.
5
8
16
16
16
17
20
27
27
28
28
30
36
42
43
47
METHOD OF ANALYSIS OF DiAPHRAGMS
50
Gener'a 1 ,
Idealization of D1aphragm
4.3 General Descriptlon of Princ~ple of Analysis.
4.4 Matrix Formulatl0ns and Solution of Bridge
Problem with Diaphragms
50
5]
DISCUSSION OF RESULTS .
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4. 1
4,2
1
2
5,4
General Dlscussjon
Load Distrlbution Behavior for a Concentrated
Load on Brldges WIthout Dlaphragms ,
(
Load Dlstributlon Behavlor for a Concentrated
Load on Bridge wlth Diaphragms
Load D15t(lb~tion Behavior for 4-Wheel Loads
Moving on Bridge without Diaphragms.
52
55
C::7
57
59
68
74
Page
Chapter
5.5 Box Section Girder Bridge

Subjected to 4-Whee1 Loading.
5.6 Effects of Diaphragms on Load Distribution
Behavior of Bridge Due to 4-Wheel Loadings
5.7 Bridges Subjected to Truck Loads.
103
RECOMMENDATION FOR DESIGN.
108
. SUMMARY.
LIST OF REFERENCES
83
84
117
119
FIGURES .
126
APPENDIX
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114
TABLES
SUMMARY OF FUNDAMENTAL RELATIONS OF ORDINARY

THEORY OF FLEXURE FOR SLABS AND DERIVATION
OF FORMULAS .
225
SUMMARY OF FUNDAMENTAL RELATIONS OF PLANE

STRESS THEORY OF ELASTICITY FOR SLABS AND
DERIVATION OF FORMULAS.
238
SUMMARY OF FUNDAMENTAL THEORIES OF AXIAL,

BIAXIAL AND TORSIONAL BENDING OF BEAMS AND
DERIVATION OF FORMULAS.
251
SUMMARY OF FORMULAS AND MATRIX FORMULATIONS

FOR THE DETERMINATION OF THE EFFECTS OF
DIAPHRAGMS.
269
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LIST OF TABLES
Page
Table
2.3
204
Strength of Concrete "
119
Parameters for Studies of Bridges

Without Diaphragms
120
Parameters for Stud~es of the

Effects of Torsion and Warping"
121
Parameters for Studies of Effects

of Diaphragm,
122
Locations of Diaphragms
123
Listlng of Girders Subjected to

the Maximum Moment in Bridges
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124
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ACTUAL AND IDEALIZED DIAPHRAGMS
4,2
REPLACEMENT OF DIAPHRAGMS BY EQUIVALENT FORCES
143
4.3
DISPLACEMENTS OF CROSS SECTION OF BRIDGE
143
404
LOADS AND MOMENTS ON DIAPHRAGM
4 5
ARRANGEMENTS OF DIAPHRAGMSo
501
AASHO SPECIFICATION FOR STANDARD TRUCK LOADINGSo
502
CROSS SECTIONS OF BRIDGE SHOWING

4-WHEEL LOADINGS
5 6
0
144
145
146
f . . .:~.
COMPARISON OF INFLUENCE LINES FOR MOMENT AT

MIDSPAN OF GIRDERS, LOAD P MOVING TRANSVERSELY
ACROSS MIDSPAN WITHOUT DIAPHRAGMS
148
INFLUENCE LINES FOR MOMENT AT MIDSPAN OF

GIRDERS DUE TO LOAD P MOVING TRANSVERSELY
ACROSS BRIDGE: b/a = 0005, WITHOUT DIAPHRAGMS
149

GIRDERS DUE TO P MOVING TRANSVERSELY ACROSS
BRIDGE: b/a = 0020, WITHOUT DIAPHRAGMS .
150
RELATIONSHIP BETWEEN MOMENT AT MIDSPAN OF

LOADED GIRDER AND RELATIVE BRIDGE GEOMETRY,
bla, WITHOUT DIAPHRAGMS.
151

THE LOADED GIRDER AND RELATIVE WARPING STIFFNESS, Q
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LOADED GIRDER AND RELATIVE GIRDER STIFFNESS,
H, WITHOUT DIAPHRAGMS
5.8
,.--
147
;.
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0
5 4
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142
401
503
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Page
Figure
f :.,
....
153
0
155
\
509
5. 10
RELATIONSHIP BE1~EEN MOMENT AT MIDSPAN OF

GIRDERS DUE TO LOAD P AND RELATIVE
TORSIONAL STIFFNESS, T "
INFLUENCE LINES FOR MOMENT AT MIDSPAN FOR
DIFFERENT VALUES OF T DUE TO LOAD P MOVING
ACROSS BRIDGE; bla = 0010, H = 20,
WITHOUT DIAPHRAGMS .
L ..
156
f .,
158
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LIST OF FIGURES
Figure
Page
1 1
CROSS SECTION OF BRIDGES,
126
1 .2
TRANSVERSE SECTION OF BRIDGES

SHOWING NOTATION USED.
127
1 .3
DIAGRAM SHOWING NOTATION FOR

SLAB-AND-GIRDER BRIDGES
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1 .4
1 .5
1 .6
2. 1
DIAGRAM SHOWING POSITIVE DIRECTIONS

OF FORCES ACTING ON A SLAB ELEMENT
129
DIAGRAM SHOWING POSITIVE DIRECTIONS OF

THE IN-PLANE STRESSES ACTING ON SLAB ELEMENT .
130
NORMAL AND ITS COMPONENTS IN x AND Y DIRECTIONS

ACTING ON BOUNDARIES OF A BODY.
130
IDEALIZATiON OF CROSS SECTION OF PRESTRESSED

CONCRETE GIRDERS .
131
BRIDGE DISPLACEMENT FOR H
132
0 and H =
~,
CROSS SECTION FOR TORSIONAL CONSTANT COMPUTATION.
133
GIRDER AND SLAB ELEMENTS AND THEIR

CONNECTION JOINTS FORCES ALONG THE CONNECTION JOINTS
3.5
135
RECTANGULAR PANEL OF SLAB CONSIDERED IN THE ANALYSIS
136
SLAB WlTH TWO OPPOSITE EDGES SIMPLY SUPPORTED~

SHOWING POSiTIVE DIRECTIONS OF FORCES AND
DISPLACEMENTS OF THE FREE EDGES
137
DISPLACE:1ENTS Of SECTIONS ON LINES PARALLEL

TO y-AXIS OF SLAB DUE TO EDGE REACTION AND MOMENT
138
SLAB wITH TWO OPPOSITE EDGES SIMPLY SUPPORTED,

POSITIVE DIRECTIONS OF IN-PLANE
FORCES AND DISPLACEMENTS OF THE FREE EDGES.
;39
DISPLACEMENTS OF A PANEL OF SLAB DUE TO INPLANE EDGE NORMAL AND SHEARING FORCES .
140
SHO~lNG
3.7
3.8
EQUILIBRlUM OF A SMALL ELEMENT OF GIRDER
.....
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~
Page
Figure
5 22
0
5.23
5024
5025
5.26
5.27
INFLUENCE LINES FOR MAXIMUM MOMENT AT

MIDSPAN AND MOMENT ENVELOPES OF GIRDERS
DUE TO 4-WHEEL LOADING MOVING ALONG SPAN
OF BRIDGE; b/a = 0.15, WITHOUT DIAPHRAGMS 0
179

OF BRIDGE: b/a = 0010, WITHOUT DIAPHRAGMS.
181
: ...;'
p.
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I

OF BRIDGE; b/a = 0~05, WITHOUT DIAPHRAGMS.
r:
~.
,.
183
l;: :~

MIDSPAN AND MOMENT ENVELOPES OF GIRDER
OF BRIDGE; b/a = 0010, WITHOUT DIAPHRAGMS.
185

OF BRIDGE; b/a = 0.05, WITHOUT DIAPHRAGMS 0
186
RELATIONSHIPS BETWEEN MAXIMUM MOMENT AT

MIDSPAN DUE TO 4-WHEEL LOADING AT MIDSPAN
AND RELATIVE GIRDER STIFFNESS, H
187
I"
: .:.
I:
[
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5029
5 30
0
5.31
RELATIONSHIPS BETWEEN MAXIMUM MOMENT AT

MIDSPAN DUE TO 4-WHEEL LOADING AT MIDSPAN
AND RELATIVE BRIDGE DIMENSION, b/a .
190

MIDSPAN AND MOMENT ENVELOPES OF GIRDER DUE
TO 4-WHEEL LOADING MOVING ALONG SPAN OF BRIDGE;
b/a = 0~10, H = 20, T = 1.0, WITHOUT DIAPHRAGMS.
193
EFFECTS OF DIAPHRAGMS ON INFLUENCE LINES

FOR MAXIMUM MOMENT AT MIDSPAN AND MOMENT
ENVELOPES OF STANDARD BRIDGE DUE TO 4-WHEEL
LOADING MOVING ALONG SPAN; 1 DIAPHRAGM AT MIDSPAN
LOADING MOVING ALONG SPAN; 2 DIAPHRAGMS.
AT 5/12 POINTS
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5.28
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194
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197
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Page
Fi gur'e
5, 11
INFLUENCE LINES FOR MOMENT AT MIDSPAN

OF FIVE-GIRDER AND SIX-GIRDER BRIDGES
DUE TO LOAD P MOVING TRANSVERSELY ACROSS
BR IDGE: bj a :.
10, H :; 20 T :. 0- 0 i '! -
159
INFLUENCE LINES FOR MOMENT AT MIDSPAN

AND MOMENT ENVELOPES OF GIRDERS DUE TO
LOAD P MOVING ALONG BRIDGE: bja ~ 0.10
160
INFLUENCE LINE FOR MOMENT AT MIDSPAN

AND MOMENT ENVELOPE OF BRIDGE DUE TO
LOAD P MOVING ALONG THE BRIDGE .
163
COMPARlSON OF EFFECTS OF DIAPHRAGMS ON

GIRDERS; LOAD P MOVING TRANSVERSELY ACROSS MIDSPAN.
164
5 12
e
5,13
5.14
5015

FOR MOMENT AT MIDSPAN OF GIRDERS DUE TO
LOAD P MOV[NG TRANSVERSELY ACROSS MIDSPAN;
b/a
165
GrOSs H : 20, T :; 0.010

FOR MOMENT AT' MiDSPAN OF GIRDERS DUE TO
LOAD P MOVING TRANSVERSELY ACROSS MIDSPAN;
bja
5,17
0 10, H ~ 5, T
167
0,012 .
EFFECTS OF DIAPHRAGMS ON INFLUENCE LiNES FOR

MOMENT AT MIDSPAN OF GIRDERS DUE TO LOAD P
MOVING TRANSVERSELY ACROSS MIDSPAN; b/a ~ O.lO~
H ':;, 20, T
,~
0 0 1I
EFfECTS OF DIAPHRAGMS ON lNFLUENCE LINES FOR

MOMENT AT MIDSPAN OF GIRDERS DUE TO LOAD P
MOVING TRANSVERSELY ACROSS aj3; bja ~ 0.10,
H
5. 19
20! T - CJ. 0 1 ~-
RELATIONSHIPS BETWEEN MOMENT AT MIDSPAN OF

LOADED GIRDER AND RELATIVE GIRDER STIFFNESS,
H; b/a ~ O.~O~ 1 D!APHRAGM AT r~IDSPAN RELATIONSHIPS BETWEEN MOMENT AT MIDSPAN OF
LOADED GiRDER AND RELAllVE BRfOGE GEOMETRY
H = 20, 1 DIAPHRAGM AT MlDSPAN
5 21
0
169
111
174
b/a;
INFLUENCE LINES FOR MAXIMUM MOMENT AT MIDSPAN

AND MOMENT ENVELOPES OF GJRDER DUE TO 4-WHEEL
LOADING MOViNG ALONG SPAN Of BRIDGE; b/a ~ 0,20,
WITHOUT DIAPHRAGMS
178
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Figure
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5.32
1[

FOR MAXiMUM MOMENT AT MIDSPAN AND MOMENT
ENVELOPES OF S1ANDARD BRIDGE DUE TO 4-WHEEL
LOADING MOVING ALONG SPAN; 2 DIAPHRAGMS
. .
AT THIRD-POINTS. ., "
c-
5.33
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Page
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MAXIMUM MOMENTS IN GIRDERS DUE TO 4-WHEEL

LOADING VERSUS DIAPHRAGM STIFFNESS AND
LOCATION; b/a ~ OG10, H = 20, T ~ OrOll
0
5.36
MAXIMUM MOMENT IN GIRDERS DUE TO 4-WHEEL

LOCATION; b/a ~ 0010
n
5,37
5.39
5.40
....a
6 1
e
c.
r.
MAXIMUM MOMENTS IN BRIDGES DUE TO 4-WHEEL

~OADING VERSUS DIAPHRAGM STIFFNESS AND
,
LOCATION; b/a ~ 0.'0
~
\'
MAXIMUM MOMENTS IN BRIDGES DUE TO 4-WHEEL

LOADING VERSUS DIAPHRAGMS STIFFNESS AND
.
e
LOCATION; H ~ 20.
~
EFFECTS OF DIAPHRAGMS ON MOMENTS IN 'BRIDGES

SUBJECTED TO THREE-AXLE TRUCK LOADINGS
DIAGRAM SHOWING APPROXIMATE CLASSIFICATIONS
OF BRIDGES WITH PRESTRESSED CONCRETE
,
. "
I-SEC110N GIRDERS
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'1
200
203
206
209
'.
211
213
215
"',:J
MAXIMUM ~OMENl IN GIRDERS DUE TO 4-WHEEL

LOCATION; H ~ 200 -'
~
5.38
c.

LOADING MOVING ALONG SPAN; 3 DIAPHRAGMS AT
QUARTER-POINTS AND MIDSPAN
r.
5035

LOADING MOViNG ALONG SPAN; 2 DIAPHRAGMS
AT QUARTER-POINTS
n
5034
r,
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221
c,
224
218
Chapter 1
INTRODUCTION
101
General
A slab and girder highway bridge is a very common type of struc-
ture.
It consists of concrete roadway slab continuous over a number of
flexible girders spanning in the direction of the traffic.
The support-
ing girders may be steel I-beams, precast prestressed concrete or reinforced

concrete cast monolithically with the slab.
In the current design of precast
prestressed concrete girder bridges, I-sections or box sections may be usedn

Most of the highway bridges in this country have been built with the intermediate diaphragms at different locations.
The primary purpose of adding
the diaphragms is to improve the distribution of the loads to the supporting

girderso
Bridges are classified as noncomposite bridges and composite
bridges.
In noncomposite bridges, the slab is simply placed on the support-
ing girders without any connection.
There are no mechanical devices to
resist slip at the junction of the slab and the girders.
On the other hand,
in composite bridges, shear connectors, shear stirrups or shear keys are

provided at the junction
be~een
the slab and the girders to prevent
slip~
The design problem which is one of determining how a concentrated

load or system of concentrated loads equivalent to the truck loading is
distributed among the longitudinal girders of a bridge structure for various
bridge geometries, properties of the girders, slab and diaphragms, as well
as the locations of loads.
r-
1.2
Previous Studies
The problem of wheel load distribution in slab and girder highway
bridges has been studied for decades.
Many investigators have tried in
the past, with different approaches, to obtain satisfactory solutions to

the problem.
Various analytical methods have been used both in this country
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and abroad.
Because of the complexity of the solutions, most of the previous
studies have simplified the problem by making different assumptions.
The
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advent of the electronic computer has reduced the number of simplifying
L .'
assumptions which must be made.

There are two schools of thought in dealing with this type of
structure.
Those theories mentioned above may be classified into these two
schools of thought as follows:

1.
The first school of thought consists of methods that ignore

the presence of the slab and consider the remaining structure to be of the grillage type.
Pippard and Waele 1 have
used this method by assuming that the transverse members are

replaced by a continuous connecting system throughout the
span and can resist bending transversely to the bridge without rotation of the longitudinal girders.
According to this
assumption, the girders have to -be very stiff in torsion.

Leonhardt 2 has simplified the transverse members by replacing
one central beam of equivalent stiffness.
The effects of
torsion are neglected in this method of analysis.
Hendry and
Jaeger3 replaced the transverse members by a uniformly spread

medium, which mayor may not cover the full length of the span.
"
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2.
The second school of thought consists of methods by which

plate theory has been applied to the solution of this interconnected structure,
Two distinct categories of plate theory
have been applied to the slab and girder bridge,

The first category is orthotropic plate theory.
In this cate-
gory the actual system of discrete interconnected beams is replaced by an

elastically equivalent system in which the stiffness is uniformly distributed in both directions. That is, the system is replaced by a plate having
different flexural rigidities in two orthogonal directions.
has been described by Timoshenko. 4
Guyon 5 has applied this theory to the
study of slab and girder bridge structure.

cluded in Guyon1s analysis.
This theory
Torsional stiffness is not in-
Massonet 6 has generalized Guyon1s analysis by
adding the torsional stiffness of the membersc
Morice and Little 7 have
presented the numerical results of Guyon and Massonet in the form of chartso
The second category treats the structure in a more realistic
manner by cons i deri ng the sl ab to be simp 1y supported on two oppos i te edges,
and continuous over any number and spacing of rigid or flexible simple beams
transverse to the simply supported edges,
Newmark 8 first developed this
method, using a moment distribution procedureo
The torsional stiffness of
the girders mayor may not be taken into account.
To simplify the complexity
of the in-plane forces, the T-beam action has to be taken into account by
modifying the actual stiffness of the supporting beam.
Newmark and
Siess~
By this method,
made an extensive study of the moments and deflections
in steel I-beam bridges.
Because of the small torsional stiffness of the
steel I-beams and since the electronic computer was not avai lable, the torsional restraint offered by the beams was not lncluded
Newmark, Sless and
Penman 10 conducted laboratory tests on fifteen I-beam bridgeso
All struc-
tures tested were quarter-scale models of simple span right bridges.

results of tests agreed very well with the analysis.
The
The effects of adding
the diaphragms, or transverse members, on the moments in the girders have

been studied by Bo C. Fe Weill and by Siess and Veletsos.1 2 Their studies
have also neglected the torsion and used the distribution procedure deve-
f':;
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loped by Newmark.
With the aid of the electronic computer to solve the complex
structures, the investigators in the past decade and currently have been
rI --
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f::~
..
trying to analyze the slab and girder structure by including the in-plane
forces as well as the bending forceso
Goldberg and Leve 13
theory of prismatic folded plate structures"
:~;
have developed a
Their method of analysis has
combined plate theory and two-dimensional theory of elasticity.
It can be
applied to the problem of bridge structureseVanHorn and Oaryoush 14 also

have considered plate theory and two-dimensional theory of elasticity in
analyzing the problem of load distribution in prestressed concrete box beam

bridges.
But, the effects of warping and of adding the diaphragms were not
included in their analysis.

If the in-plane forces are ignored in the Goldberg and VanHorn
methods, and the T-beam action is taken into account by modifying the actual
stiffnesses of the supporting girders as in the Newmark method, the Goldberg
and Leve, and VanHorn and Oaryoush methods will yield the same results as
Newmark1s method.
There are other techniques to analyze the p~oblem of slab continuous over a number of flexible girders, such as a finite element developed
by Gustafson,15 an energy method by Badaruddin,16 and others.
i.. _~'
1.3 Object and Scope of Investigation

It was mentioned in the preceding section that the analyses of
the slab and girder bridge, taking into account the effects of the intermediate diaphragms as well as the torsional stiffness of the girder, are
very limited.
Many analyses have been applied to particular problems and
were not general enough for design purposes.
In some analyses, the bridge
structures have been simplified so much that the accuracy of the results
may be questionable_
Because of its simplicity and economy of construction, the slab
and girder bridge with precast prestressed concrete girders, either Isection or box section, has found widespread application in most highways.
It has also been found that most of the bridges have been built with intermediate diaphragms.
Shear stirrups were provided as shear connectors at
the junctions between the slab and the girders for the purpose of insuring
composite action.
In most cases, the diaphragms were cast monolitically
with the slab<

As mentioned previously, Wei
IS
analysis of the effects of dia-
phragms in steel I-beam bridges has neglected the torsional stiffness of

the beam.
Neglecting the torsional stiffness of steel I-beam is quite
reasonable since the torsional stiffness is very low.

ness of a typical prestressed concrete I-beam
1S
The torsional stiff-
much greater than that of
a steel beam of the same moment capacity, and the increased stiffness may
have some influence on the load distribution in the beam.
Increased
torsional stiffness should improve the load distrlbution, and should be

taken into account if further study shows a significant influence of the
torsional stlffness.
6
l
i ::
It might be questioned whether the warping stiffness of the current

standard precast prestressed concrete I-sections may also affect the load
distribution.
The warping stiffness is more or less dependent upon the
width of the flange of the girder.

Because of the questions about the influence of the torsional
stiffness parameters, an investigation of the action of this type of bridge,
with the goal of the development of a better design method which is both
simple and convenient appeared
desirable~
Instead of solving any particular
problem, the main purpose of this study is to analyze a large number of

bridges with the aid of the electronic computero
All essential parameters
concerning the load distribution behavior are included.
The span of the
..
bridges may be varied from 25 ft to about 150 ft which are the practical
I"
range of span for this type of structureo
The behavior of the structure when the diaphragms are added is

also investigated to determine whether the distribution of the loads among
the supporting girders is improvedo
If the diaphragms do improve the load
distribution, the required properties, the best location of diaphragms, the

state of stress in the diaphragms must be determined.
The results of
this study will provide either the basis for a rational design procedure
for diaphragms or for their omission.
According to the objectives mentioned above, the scope of the
studies may be drawn as follows:
t...:
For a concentrated load moving on the bridges:

10
To compare the results of the present analysis to that of
~..
.~,
Newmark's moment distribution method;
!"'
i
t:~:
2.
To compute the influence coefficients for moments and defl ect ions of the gi rders at vari ous 1oca ti ons along the
span;
3.
To study the effects of varying the parameters introduced

in Chapter 2 on the moments produced in the girders;
4"
To compare the load distributions of a five-girder bridge

and a slx-girder bridge;
50
To compare the load distribution among a composite steel

I-beam bridge and composite prestressed concrete bridges for
both I-sections and box sections;
6,
To study the effects of adding the diaphragms by varying

the number as well as their locations on the girder moments.
For 4-wheel loads moving on the bridges

1.
To compute the influence coefficients for maximum moments

at midspan and coefficients for moment envelopes 1n the
various girders for five-girder bridges with and without
diaphragms.
by AASHO;
2.
The spaclngs among the wheels are specified
17
To compare the influence coefficients for maximum moments

at midspan and moment envelopes of the composite prestressed
concrete girders with I-section and box section;
3.
To determine the effects of varying the parameters introduced in Chapter 2 on the influence coefficients for maximum
moments at m1dspan and moment envelopes,
,.....I
This study considers only the simple span right bridges.
Typical
cross-sections of the bridges are shown ln Fig. 1.1.

I
I
I
l.
1.4 Notat; on
The following notation is used throughout this study.
The longi-
tudina1 direction is always taken as the direction of the girders.

cross-sectional area of the modified girder, the crosssection of the girder plus the slab which has a width
equal to the width of the top flange
r;:
A, B, C, etc.
symbols to be used to indicate the girders or points

on the slab directly over the girders as shown in
Fi gs 1.2 and 1" 3
;
r
..
AB, BC, etco
symbols to be used to indicate the longitudinal centerline of a panel of the slab as shown in Figs. 1.2 and
I:
[
1" 3
submatrix in the flexibility matrix of diaphragms, FD

B1 , l' B1 ,2' etc.
submatrices in the flexibility matrix of the bridge,

FB, relative to line 0-0, Fig. 4.3
B1 , l' B1 ,2' etc.
1.
submatrices in the flexibility matrix of the bridge,

FB, relative to line a -0 , Fig. 4.3
1
t _
warping constant of the girder

"::'""-ih~'';'''',,
I 1t:"'IUI 111".1
'I"r'I""'\+\I"I~'.1
11101,,1
I'"
,+"V't
lUI
,,;"""~,,~
~IIUt:1
rill"
uut:
to moment
coefficient for bending moment in girder with a composite slab
,-
C1 ' C2 , etc.
flexibility coefficients of the girder due to moments
--2 :
l-j..
Ed
modulus of elasticity of the material in the diaphragm
Eg
modulus of elasticity of the material in the girder
Es
modulus of elasticity of the material in the slab
F , F ' F , FS
B
O G
flexibility matrices for bridge, diaphragm, girder, and

slab, respectively
EsIs
sti ffness of an element of the slab
number of Joint forces

internal forces of the modified girders in the directions x, y, and z, respectively
F
cz
vertical shear of girders with a composite slab

flexibility coefficients for a slab element
flexibility coefficients for a girder element
G
H
shear modulus of the material in the glrder

E1
~ = a dimensionless parameter which is a measure
of the stlffness of the glrder with a composlte slab
relative to that of the slab
moment of inertia of the cross section of the diaphragm

moment of inertia of the cross section of the girder
with a composlte slab
10
moment of inertia per unit of width of the cross

sectlon of the slab
(-.
I
\,..
l'
moments of inertia and product of inertia of the modified girder cross section about y, z, and y-z axes
modified moments of inertia and product of inertia of
the modified girder cross sectlon about y, Z, and
y-z axes
r--'
!
1
torsional constant of the modified cross section of

the girder
[J
order of matrices FB, FB, etc.
2NG
order of submatrices BO, Bl1 , B12 , etc,
r..~:m~.:
.....
.;;;
fleXlbillty matrices of bridge, girder, and slab,

respectively, due to external load
fleXlbility coefficients for girder due to external
load
transverse bending moment per unlt of length at the
connection joints between slabs and girders, and at
the left and right edge of slab and girder, respectlvely
L.~
L~
" . t s 0 f Sln
.
coe ff lcien
sions for M, M1 , N,
as the ordinates to
mnx or 0 f cos --a-mnx.ln th e expres--a-etc., when M, M" N, etc., vary

a sine or cosine curve
r-"
t:
:,~
concentrated moment acting on the girder due to the

diaphragms
Li
11
bending and twisting moments of an element of slab,

positive directions shown in Fig. 1.4
twisting, bending, and lateral bending, moments of the
modified girder as shown in Fig. 3.8
twisting and bending moments of the girder with a composite slab
in-plane forces per unit of length in the y-direction
acting in a manner si~i1ar to M, M1 , and Mr
number of diaphragms, girders, joints, and slabs
force matrices
normal of the boundary force, positive as shown in
Fi g 10 6
0
p
Q
concentrated load applied vertically to the bridge

2
7T E C
--:::-.....
9- = a dimensi on1 ess parameter whi ch is a measure
a 2GJ
of the warping stiffness to the torsional stiffness
of the modified girder
vertical reactions per unit of length act1ng in a
manner similar to M, Ml , and Mr
in-plane shearing forces per unit of lengt~ in the xdlrect10n, acting in a manner similar to M, Ml , and Mr
GJ
--.:;
a dimensionless parameter which 1S a measure of
Eglg
the torsional stiffness to the flexural stiffness of
the modified girder
;-r
,I
12
V.
19
reaction forces caused by diaphragms

r---
displacement matrices of bridge, diaphragms, girder,

and slab, respectively
it ..::
boundary force per unit area in the x-direction,

positive as shown in Fig. 1.6
boundary force per unit area in the y-direction,
positive as shown in Fig. 1.6
,r
I
span length of bridge, center to center of supports
transverse spacing of girders; distance center to

center of girders
width of the top flange of the girder
width of the bottom flange of the girder
clear spacing of girders; distances between the edges

of the top flanges of girders
depth of the girder
distance between mid-depths of the top and the bottom

flanges of the cross section of the modified girder
thickness of the slab

distances from the mid-depth of the slab to the centroid
and shear center of the modified girder, respectively
left edge of the typical slab and girder, and the direction cosine of the normal Nwith respect to x-axis
.,.,
"
;::
I:
:
13
an integer designating the Fourier series term and

the direction cosine of the normal Nwith respect to
y-axis
distributed moment equivalent to the moment Md
equivalent line load per unit of length

coefficients of sin m~x or of cos m;x in the expressions for p, u, ul ' etco, when p, u, ul ' etco, vary as
the ordinates to a sine or cosine curve
right edge of the typical slab and the top flange of

the girder
thicknesses of the bottom flange, top flange, and web
of the idealized corss section of the girder
in-plane displacements in the x-direction which correspond to forces S, Sl' and Sr' respectively
in-plane displacements in the y-direction which correspond to forces N, N1 , and Nr , respectively
deflections which correspond to reactions R, R1 , and
Rr , respectively
x, y, z
coordinate axeso The origin is always at a simply

supported edge of the slab and girder, The x-axis
is always parallel to the span length, and the y-axis
is parallel to the pair of simply supported edges.
The positive direction of the z-axis is downward
coordinate along the x-aX1S of the diaphragm and also
the moment caused by the diaphragm
14
coordinates x and y of the concentrated load, P

value of y for the left and right edges of the top
flange of girder, respectively
values of y and z for the shear center of the cross
section of the modified girder
!::. '.
1,
e. ,g
1
deflections and rotations at the points of intersection

of diaphragms and girders, measured from line 0-0 shown
in Fig. 4.3
, e1 ,g
deflections and rotations at the pOints of intersection

of diaphragms and girders, measured from line 0 -0
shown in Fig. 4.3
:
"
!::.'i ,g
rotations which correspond to the transverse moments,

M, M1 , and Mr , respectively
coefficients of sin m;x or of cos m;x in the expressions for e, e1 , etco, when e, el , etc., vary as the
ordinates to a sine or cosine curve
angle of twist
Airy stress function
EdId
= a dimensionless parameter which is a measure
EgIg
of the stiffness of the diaphragm relative to that
of the girder
Poisson's ratio of lateral contraction for the material
in the slab and girder (for concrete ~ is taken equal
to 00 15)
15
curvatures in the y and z directions, respectively

0'
x'
0'
y'
xy
unit stresses in the x and y directions, and unit

shearing stress of an element of slab, respectively,
positive directions as shown in Fig. 1.5
unit strains and shearing strain which correspond to
unit stresses ax, O'y and shearing stress T xy ' respectively
m71'
a
m1Tc
a
m71'Yp
a
m71'(c-y )
p
a
'
16
Chapter 2
,i
STUDY OF THE PARAMETERS AND IDEALIZATION OF THE BRIDGE

2.1
Idealization of the Bridge and Its Components
[
In the analysis, the actual structures with their cross sections
shown in Fig. 1.1 are replaced by an idealized section as shown in Fig. 1.2.
The spacing of the girders and the span length are not changed.
The series of standard cross sections for prestressed concrete
girders developed by the Bureau of Public Roads has been used for the analysis.
This series is composed of eleven sections which are described in
lIConcrete Information,lI Portland Cement Association.
IS
It would possibly
r:,~
L
(~;
satisfy a wide range of load conditions for spans varying from 30 ft to

150 fto
For obtaining the torsional constants of the girders of the com-
posite prestressed concrete bridges, the actual cross section of the girders
are idealized as shown in Fig. 2.70
The width of top and bottom flange, the
[
[
thickness of web, the depth, the moment of inertia, and position of centroid of the idealized cross sections are identical to the actual cross
sections.
202
"-,..:i
Study of Parameters
The parameters to be considered in the analysis are listed in
,.
this section and typical ranges of their values are discussed in Seco 2.3.
These parameters, which describe the bridge structure, may be classified
r'"
as dimensioned parameters and dimensionless parameters.
.~
17
Dimensi"oned parameters are:

1.
Materi~l
2.
Thickness of the slab, h, and stiffness of the slab, D;
3.
Spacing of girders, b;
4.
Span length of the bridge, a.
pr~pe~ty,
modulus of elasticity, E;
Dimensionless parameters are:

1.
Relative dimension of the bridge, ratio of the girder spacing

to span length, b/a;
2.
Relative flexural stiffness of the girder to that of the

slab, H;
3.
Relative torsional stiffness to flexural stiffness of the

girder, T;
4.
Relative warping stiffness to torsional stiffness of the

girder, Q;
5.
Relative flexural stiffness of the diaphragm to that of the

girder, K;
2.3
6.
Number of diaphragms and their relative locations;
7.
Poisson's ratio,
~.
Dimensioned Parameters
Each of the dimension parameters is studied and discussed as
follows:
2.3.1
Material Property
In the slab and prestressed concrete girder bridges, the dimen-
sioned material property used in the analysis is the modulus of elasticity
18
''11
i
1::.
of concrete.
The specified strength of the concrete in the slab given in
many specifications is less than that of the girder.
Consequently, the
modulus of elasticity of the slab concrete, Es ' is taken from 0.6 to 0.8 of
that of the girder concrete, Eg .
The test bridge at Tuscola, Illinois,19 has been designed with
the strength of the slab concrete of 3500 psi and strength of the girder
concrete of 5000 psi
The modulus of elasticity of slab concrete, Es ' is

But the actual values of the modulus of elasticity from
~
taken as 0.8 Eg .
test cylinders given in Table 2.1 show that the modulus of elasticity of
slab concrete, Es ' is higher than that for girder concrete. Because of
the uncertainty of the property of concrete and in order to simplify the
problem, the modulus of elasticity of slab concrete is assumed to be equal

to that of the girder and equal to 4,000,000 psi.
r
r
:
!
i
L.
.I
r
ri
L. .' ..
I:~.:
li
I;. .:
I:
~
j:
2.3.2 Thickness of the Slab, h, and Stiffness of the Slab, 0
In the slab and girder bridge structure, the major factor in
:"
I
..
determining the distribution of the loads to the supporting girders is the

flexural stiffness of the slab, 0, which will be discussed in Sec. 2.4.2
and may be stated as follows:
ro,
3
E h
s
2
l2(1-f.1 )
( 2. 1 )
In! order to obtai n the stiffness, 0, the thickness of the slab, h, has to
be determined.
e~
From practical and economical considerations in designing
the slab, the variations of the thickness of the slab from 5 in. to 8 in.
have been used by most highway engineers.
r:
But some degree of uncertainty
always exists regarding the reinforced concrete slab, such as cracks which
19
may reduce its actual thickness or the flexural stiffness while the reinforcement in the slab may increase its stiffness, depending upon the percentage of the reinforcement.
However, Newmark and Siess 10 have carried out
extensive tests of scale-model bridges.
The results of the tests show that
the gross section of the slab may be used for computing the stiffness of
the slab.
It provides simplicity and convenience in computing the stiffness,
D.
2e3.3
Spacing of the Girders, b

The spacing of the girders affects the load distribution to the
supporting girders.
Also, from the economical and practical standpoints,
the girder spacings in this type of bridge structure are varied from about
5 ft to 8 ft .. However, in prestressed concrete girder bridges, the span
lengths may be quite large and the corresponding widths of the top flanges
oftne girders may be as large as 3 ft to 4 ft.
In this analysis, the
spacing of girders is taken from 5 ft to 9 ft.
It is also suited to the
box section bridges.

2.3.4
Span Length of the Bridge, a

In any structures subjected to bending, the moment is a direct
function of the span length.
The girders in the bridge structure are sub-
jected to not only the bending but also the combination of the torsion and
warping as well.
a.
The influence of warping is a function of the span length,
However, the results of the analysis which will be discussed in Chapter
5 show that the effect of warping for the standard prestressed concrete
I-section is negligible.
In the analysis within the practical range of bfa,
20
il
l .:
the span length may be varied from 25 ft to 180 ft which is the reasonable
range for this type of bridge having prismatic girderso
2.4
...
"~
It has been mentioned previously that Newmark and Siess,9 Wei,11
studi~s
r---
and others at the University of Illinois have carried on extensive

of the slab and girder bridgeso
The influence of the following dimension-
less parameters on the load distribution have also been investigated, but
their investigations are limited to the steel I-beam bridges and torsional
restraint has been neglected.
In this analysis, these parameters are con-
sidered 'and cover the range of prestressed concrete girders.

2.4.1
[
[.
'
..
The Relative Dimension of the Bridge, b/a
The relative dimension of the bridge, bfa, is the ratio of the

girder spacing to the span length of the bridge.
From considerations of
economy and s tres ses in the slab, the spaci ng of the gi rders ranges. from
5 ft to 9 ft.
Consequently, the smaller value of this parameter corresponds
to the longer span of the bridge.
The range of the ratio to be considered
in the analysis is varied from 0020 to 0.05, as shown in Table 202.
The
corresponding span of the bridge may vary from 25 ft to 180 ft which is

adequate for the purpose of this type of bridge,
However, the most common
ratio being used in the interstate highway is equal to approximately 0010.

For example, two precast prestressed concrete girder bridges in the state
of Illinois are under field investigations"
The first bridge is in
Jefferson County 20 which has the girder spacing

and the ratio, b/a = 0,090
6~5
ft and span length 72 ft,
The second bridge is in Douglas County,19 which
[:
21
has the girder spacing 7.2 ft and the span length 72.5 ft, and the ratio,
b/a
0.10.
A detailed discussion of the effects of the b/a ratio will be
presented in Chapter 5.
However, a basic understanding of the effects of
this parameter can be obtained from the following explanation.
Assume a
slab and girder bridge in which except for the spacing of the girders, all
properties are kept constant.
If a concentrated load is applied to this
brdige, one would expect that a better load distribution would correspond
to a smaller girder spacing or ratio, bfa, or reduction of the total width
of the bridge.
zero width.
2.4.2
The extreme case is reached when the slab is diminished to
In the case the whole bridge will act like a single beam.
The Relative Flexural Stiffness Parameter, H

The relative flexural stiffness parameter, H, is the ratio of the
flexural stiffness of the girder to the flexural stiffness of the slab having
a width equal to the span length of the bridge.
EI
= ...JLJl
aD
So, large value of H corresponds to a stiffer girder.
(2.2)
On the other hand,
a smaller value of H corresponds to a stiffer slab.

For simplicity in 'computing the flexural stiffness of the girder,
a width of the slab equal to the spacing of the girders measured center
to center of the girders is considered to be effective in composite action,
and the composite section stiffness is used in computing H.
The reasonable
range of H values has been studied using the series of eleven sections of
precas,t prestressed concrete I-section developed by the Bureau of Public
22
Roads.
With the range of the parameter bja varied from 0.20 to 0005,
the corresponding values of H may be varied from 5 to 40 as shown in

Table 2.2.
150 ft.
This range of H can cover the span length from 25 ft to about
t:
The smaller values of H correspond to the larger values of b/a or
shorter spanso
The reverse is true for the larger values of H which cor-
respond to the longer spans or the smaller values of bja.
The details of the discussion about the effects of this parameter

will be given in Chapter 5.
';
...
r--
However, a brief explanation concerning the
load distribution behavior is presented for the basic understanding.
1i. .. ~
Sup-
.,."1!
il:.':
pose two five-girder bridges have the same properties, except that the
t3
slab of the first bridge is infinitely stiff, or H equal to 0, while the
second bridge has rigid girders, or H equal to
00.
If a concentrated load,
..14;'
P, is applied at mldspan of the center girder of these two bridges, the

former will undergo uniform displacement across the section of the bridge,
while the latter will not be subject to any displacement.
Consequently,
the load, P, is uniformly distributed among the supporting girders for the
first bridge, but it is supported entirely by the center girder for the
second bridge.
2.403
The Relative Torsional Stiffness Parameter, T
!' _ ....
The relative torsional stiffness parameter, T, is the ratio of

i
the torsional stiffness of the girder with the modified cross section to
.~
the flexural stiffness of the girder with a composite slab.

T
GJ
EgIg
(203)
In order to obtain the torsional stiffness of the girder of the composite
,-\
.'
-"'
r"::
i:t. .
~.
.;
23
prestressed concrete I-section bridge, the actual cross section of the girder
is idealized as shown in Figs. 2.1 and 2.3.
The torsional constant, J, is
computed from two rectangular flanges and a rectangular web, then summing
up:
(2.4)
where k l , k2' and k3 are St. Venant torsional coefficients. 21

The various values of T in Table 2.2 are actual values which correspond to those bridges.
The values of T in Table 2.3 were changed, while
keeping other properties constant, in order to study the effects of torsional

stoffness on the load distribution.
It is observed that the values of the
torsional stiffness, T, in Table 2.2 vary from 0.029, which corresponds to

girder No.1 of the standard I-sections developed by BPR,18 to 0.008, which
corresponds to girder No. 11.
Physically, it would be expected that the effect of introducing
the torsional restraints to the girders is the same as the effect produced
by increasing the flexural stiffness of the slab.
If a concentrated load is
applied on the bridge, the structure tends to rotate under the load.
But
girders possessing t6rsional stiffness will try to resist rotation which

leads to increased load transfer to other girders.
A large degree of tor-
sional restraint will give a better load distribution.

2.4.4
The Relative Warping Stiffness Parameter, Q

The parameter, Q, defined by the ratio of the warping rigidity of
the girder to the product of the square of the span of the bridge and the
torsional rigidity of the girder:
24
+
2
(2.5)
a GJ
where C is the warping constant of the girder and computed 22 as follows:

2
(d ) ItI b
I
(2.6)
It + Ib
t ""
.~
f"
where
c.
distance between mid-depths of top and bottom

i
flanges (see Fig. 2.3)

It' Ib
t ..
moment of inertia of top flange and bottom flange,

respectively, about axis z-z (see Fig. 2.3)
The warping stiffness parameters of the standard prestressed

concrete I-section are given in Table 1.2.
of approximately 0.01 to 0.04.
The variation is in the range
In order to study the effect of the warping
stiffness of this type of girder on the load distribution, the series of

warping stiffnesses shown in Table 2.3 has been studied.
2.4.5 The Relative Flexural Stiffness of Diaphragm,
A major objective of this study is to investigate the load distribution behavior of the slab and girder bridge with composite prestressed
concrete I-section girder when diaphragms are added at different locations
along the span.
The degree of change in load distribution behavior also
depends on the flexural stiffness of diaphragms and this should be taken

into consideration.
The relative flexural stiffness of diaphragm,
flexural stiffness of diaphragm to that of the girder.
K,
is the ratio of
25
(2.7)
In the analyses, the effects of adding the diaphragms to the seven structures shown in Table 2.4 are studied.
These may be divided into two groups.
The first group consists of four bridges having the same ratio of b/a but
with the ratio H ranging from 5 to 40.
The second group also consists of
four bridges with constant ratio, H, while varying the parameter b/a from
0.05 to 0".20.
Except for the bridge with b/a
0.10 and H = 20, all bridges
have been studied with four variations of the properties of diaphragms.

Most of the highway bridges have been built with the parameters b/a close
to 0.10 and the parameter H about 20.
Thus, this particular bridge was
analyzed with seven variations of the diaphragm properties.

2.4.6
Number of Diaphragms and Their Relative Locations

It has been mentioned in Sec. 2.4.5 that four diaphragm 'stiffness
parameters have been studied for each bridge except the one with b/a
H = 20, which included seven diaphragm stiffness parameters.
= 0.10,
The number
of diaphragms and their locations may also affect the load distribution
of the bridge structure.
The relative location of diaphragm is the ratio
of coordinate of diaphragms to the span length, xd/a.
So, for each property
of diaphragm, there are five combinations of number and locations of diaphragms, as shown in Table 2.5.
For example, the first case is one dia-
phragm at midspan, and the last is three diaphragms, two at quarter-points

plus one at midspan.
r
26
..... "ft
it: .::.:
2.4.7
Poisson1s Ratio,
Poisson1s ratio,
"
,;
= 0.15 has been used for both girder concrete
and slab concrete throughout the analysis.
[
(.
~::
r-
~-;
27
Chapter 3
METHOD OF ANALYSIS
3.1
General
It has been mentioned in the previous studies that the second
category of the plate theory treated the structures in a more realistic

manner.
In this category, the rectangular slab is assumed to be simply
supported on two opposite edges and continuous over a number of flexible

girders transverse to the simply supported edges.
Several methods have
been used to obtain solutions of this type of bridge structure, such as

Fourier series, finite-element, finite-difference and energy methods.
The
Fourier series type method- was first applied to this type of structure by
Newmark 8 who developed the distribution procedure.
Newmark and Siess,9
Wei ,11 and others at the University of Illinois used the moment distribution procedure to analyze a large number of bridges so that the conventional
design method for truck load distribution was developed.
Goldberg and Leve 13
also used the Fourier series solution to introduce the in-plane forces, from
plane stress theory of elasticity to the plate theory as used in prismatic
folded plate structures.
Recently, the idea of introducing the in-plane
forces to the plate theory has been used in the spaced box girder bridges by
VanHorn and
Daryoush1~
so that the approximate modified girder stiffness,
used in Newmark's method, does not have to be made.
However, the effects due
to warping and of adding the diaphragms were not taken into account in
VanHorn's analysiso
The present method of analysis is derived from the existing Fourier
28
......
t .:
series methods developed by previous tnvestigat6rs.
The effects of warping
and of diaphragms have been added to the analysis method.
!,
i
I
3.2
Basic Assumptions
The assumptions being made in this analysis are those for the
ordinary theory of flexure and theory of elasticity for slabs plus:

1.
The end diaphragms are rigid so that no displacements are

permitted in their own planes, but the diaphragms are free
to rotate in the direction normal to these planes;
2.
Adequate shear connectors are provided to insure the full
r,T;
L
composite action between the slab and the girders;

3.
The spacings of the girders are equal; and
4.
Shear deformations of the girders and diaphragms are negligible.
[
3.3
Basis of Method of Analysis

The Fourier series solution is based on a resolution of the load-
ing applied to the slab into components, each of which can be handled
separately in the flexibility method of analysis.
The effects of the total
load are found by superposition of the effects of the component loadings,

which are computed from the equations derived by means of the ordinary
theory of flexure and theory of elasticity for slabs.
Consider the bridge structure shown in Fig. 3.1, with span lIall in
the x-direction and with the two simply supported edges parallel to the
y-axiso
The direction of the z-axis is downward.
The bridge structure con-
sists of slab and girder elements which are connected along the joint lines.
29
When the bridge is loaded, joint forces are produced along the joint lines.
Each joint force can be resolved into four components as shown in Fig. 3.2,
namely, vertical reaction, R; transverse moment, M; force acting normal to
the plane of the edge, N; and force acting along the plane of the edge of
the elements, S.
Let
NG
= number of girder elements
Ns = number of slab elements

NJ
= number of connection joints of the bridge
FJ
= number of joint forces
Ns
= NG-l
NJ
= 2(N G-l)
FJ
= 8(N G-l)
So
(3.1)
Since there are two free joints on the outer edges of the exterior
girders, the number of connection joints is 2(N G-l) instead of 2N G.
and joints are numbered as shown in Fig. 3.1
Elements
The analysis of the slab and girder elements is described in the

next four sections.
Sections 3.4, 3.5, and 3.6 describe the ordinary theory
of flexure and plane stress theory of elasticity of slabs.
The analysis of
the girder is presented in Sec.' 3.7 ... The ana lysi s of the bri dge, by
connecting the slab and girder elements together so that the compatibility
exists along the joint lines, is described in Sec. 3.8.
30
,... -:"\
t
1,
3.4 The Ordinary Theory of Flexure of the Slab

Two of the four components of the joint forces along the connected
edges of the slabs, the vertical reaction, R, and the edge moment, M, and the
transverse external load are treated in the ordinary theory of flexure of slab.
In the Fourier series method, the load is resolved into an infinite
number of terms of the sine series.
separately.
Each term of the series can be handled
The effect of the total load is found by superposition of the
effects of the sine components of loading.
The number of terms of the series
r--I
evaluated is limited to a finite number, depending on the accuracy required

for each particular
case~
A typical slab element of the bridge shown in Fig. 3.3 has the
span lIa
ll
in the x-direction and the two edges parallel to the y-axis are simply
The other two edges, which are connected to the girders, are sup-
supported~
ported or restrained in some manner depending on the properties of the slab

and the girders.
w
I,'
[
[
The deflection of this slab may be given by the equation:
= Ym sin mrrx
a
(3.2)
in which Ym is a function of m~y, and consequently is a function of y only.

With the notation am = m;, Eq. 3.2 may be written as
(3.3)
r' '.
,
i
The moments, shears, reactions, and the loading found from the ordinary theory of flexure of the slab, which are in terms of the derivatives
of the deflection, w, are stated in Sec. A.l of Appendix A.
By applying
Eq. 3.3, these fundamental relationships may be stated in terms of Ym and
31
the derivatives of Ym, which are functions of amY' multiplied by sin amx
or cos amx, and are presented in Sec. A.2 of Appendix A.
y ' the bending
moments per unit of length, Mx and My' the shears and reactions per unit of
It is noted that the slope in the y-direction,
length acting on the edges perpendicular to the y-axis, Vy and Ry ' and the
load p, are all the same form as wand involve a function of y only, multiplied by a sine curve- in .the x-dfrection; and the twisting moment, Mxy ' and
the shears and reactions, Vx and Rx ' involve a function of y only, multiplied
by a cosine curve in the x-direction.
Thus, a transverse load on the slab may be replaced by the same
form as Eqo 3.3
p
(3.4)
P
sin CLX
.m
/II
where Pm is a function of y only or a trigonometric function itself.
The
total load P may be expressed in the form of the trigonometric series

00
Pm sin m;x
(3.5)
m=l
For the truck load problem, each wheel load may be considered a
concentrated load of magnitude P.
y~axis
are xp and yp' respectively.
The coordinates of P in the x-axis and

The value of Pm for the concentrated
load is given by the equation

p
2P
a
. m'1fxp
a
Sln
(3.6)
When the transverse load is applied on the bridge, reactions and

moments as well as deflections and rotations are developed along the two
edges 1 and r, which are connected to the girders.
As mentioned above,
these reactions, moments, deflections and rotations can be given in the form
32
r- . :;:
j
..
~,
of a function of y only multiplied by a sine curve with a half wavelength in

the x-direction as shown in Fig. 3.4.
00
m=l
Rm sin a.mx
(3.7)
00
m=l
3.4.1
M sin a. x
(3.8)
Flexibility Constants for a Rectangular Slab

_ Consider the slab shown in Fig. 3.4(a) with two opposite edges
simply supported,
The other two edges, 1 and r, are subjected to the edge
reactions, R, and edge moment, M.
Their magnitudes are given by the re1a-
tionships:
At edge r
(3.9)
At edge 1
[
r
f
&; .,'
(3.10)
The positive directions of the edge reactions, R, and the edge

moments, M, are shown in Fig. 3.4(b).
deflections, w, and the edge rotations,
The positive directions of the edge

8,
are shown in Fig. 3.4(c).
The edge deflections and the edge rotations caused by each component
of the edge forces are determined separately as follows:
33
Let the edge r be subjected to a reaction whose magnitude is given

by Eq. 3.9. The edge displacements of a cross section of the slab parallel
to the simply supported edges are shown in Fig. 3.5(a).
The deflections of
the edges, rand 1, are distributed as sine curves and may be written as:
(3.11)
wl
= Frf Rr
where Frn and Frf are the shear flexibility coefficients for the slab at the
near edge and the far edge, respectively. The slopes of the edges rand 1
are also distributed as sine curves and may be written as:
e
Fcn Rr
(3. 12)
e1
= Fcf Rr
where Fcn and Fcf are flexure-shear flexibility coefficients for the slab
at the near edge and the far edge, respectively. The shear and flexure-shear
flexibility coefficients are given by Eq. A.25, Appendix A.
Now let the edge r be subjected to a moment whose magnitude is
given by Eq. 3.9.
The edge displacements of a cross section of the slab
parallel to the simply supported edges are shown in Fig. 3.5(b).
The rota-
tions of the edges rand 1 are distributed as sine curves and may be written
as:
er
= -F mn Mr
(3.13)
34
where Fmn and Fmf are the flexure flexibility coefficients for the slab at
the near edge and the far edge, respectively. The deflections of these two
edges are also distributed as sine curves as stated below:
(3.14)
.'
r~
III
r--
where the terms Fcn and Fcf are the same as in Eq. 3.12, as should be evident
from Maxwell IS theorem of reciprocal deflection.
The flexibility coefficients
are given by Eq. A.3l, Appendix A.

It is obvious that the flexibility coefficients for the edge dis-
II ..
L1
I;,
placements due to the reaction, Rl , acting at the edge 1 are the same quantities found from the reaction, Rr , acting at the edge r, taking into account
r:
the sign conventions.
The displacements may be written as follows:
Deflections:
[~
(3.15)
,.., '.
Rota ti ons:
i
=
I
(3.16)
8r
Fcf Rl
The terms Frn and Fr f in Eq. 3.15 are the same as Eq. 3.11, and
the terms Fcn and Fcf in Eq. 3.16 are the same as Eq. 3.12. The minus signs
are from the sign conventions.
,,- -
35
Similarly, the edge displacements due to the edge moment, M ,

l
acting on the edge 1 can be written as follows:
Deflections:
wl
-F cn Ml
(3.17)
wr
Fcf Ml
81
Fmn :M l
Rotations:
1
(3.18)
8r
3.4.2
Fmf Ml
Flexibility Constants for a Rectangular Slab Subjected to a Concentrated Load

The edge displacements of the slab, shown in Fig. 3.3, due to
wheel load which is considered as a concentrated load, can be obtained

directly from the fundamental differential equation of the slab.
sion is presented in Sec. A.2 of Appendix A.
However~
A discus-
the indirect method
of obtaining these displacements by using the reciprocal relations, or

Betti's Law, is very simple.
Since the loadings, reactions, moments, deflections, and rotations
are distributed as a series of sine curves, the deflection along the edge
y =
c, produced by a sine wave loading along the line y
yp' is a sine wave,
and the deflection along the line y = yp , due to a sine wave reaction along
the edge y = c, is also a sine wave.
For a sine wave loading given by Eq. 3.4 with the quantity Pm
given in Eq. 3.6, the deflections at the edges are:
36
~I
'-'
.
Lj
At Y =
Wr
Fdr p
(3.19)
At Y =
Wl
Fdl P
where Fdr and Fdl are flexibility coefficients which are presented in Eqs.
A.35 and A.37 of Appendix A.
I
.~
In a similar manner, the rotation at the edges may be stated as

follows:
At Y
= c
8r
("
-F rr p
(3.20)
At Y = a
[
[
when Frr and Frl are flexibility coefficients which are presented in Eqs.
A.40 and A.42 of Appendix A.
3.5
Plane Stress Theory of Elasticity of the Slab

It has been pointed out in Sec. 3.3 that there are four components
of the joint
forces~
Two of these four components, namely the reaction, R,
..I
L.
and the moment, M, were treated by the ordinary theory of flexure of slabs
in Sec. 3.4.
The other two components are the in-plane normal force, N,
and the in-plane shearing force, S, which are treated in this section by
using the plane stress theory of elasticity.
Con side r the s 1a b shown i n Fig. 3. 6"i n wh i c h the two ed gespa ra 11 e 1
37
to the y-axis are simply supparted.

are subjected to. farces Nand S.
The two edges parallel to the x-axis
The stress function which was intraduced
by G. B. Airy21 may be given by the relatian
q)
when
q)
q)
m7TX
Sln -
( 3. 21 )
is the Airy stress function and
notation am
~m
is a function af y only.
With the
m;, Eqo 3.21 may be written as

(3.22)
The relatio.nships between stresses and strains, strains and displacements, the equatians af equilibrium, the compatibility equatian 'in terms
of strains, and the boundary'canditians, which are derived from plane stress
theary of elasticity, are stated in Sec. B.l af Appendix B.
The stresses,
strains, displacements, and campatibility equation, in the terms af the derivatives of the Airy stress functian are also. stated in Sec. B.l af Appendix
B.
By intraducing the stress functian,
~,
Eq. 3.22, into. these fundamental
relationships, the stresses, strains, and displacements, may be stated in

terms of
~m
and its derivatives, multiplied by sin amx ar cas amx, as are
presented in Sec. B.2 af Appendix B.

It is nated that the stresses, per unit af area, in the directians
af x and y axes,
x and ay , the strains in the directians af x and y,
EX
and
y ' and the displacement in the direction af y, v, are all the same farm as
~ and invalve a functian af y anly, multiplied by a sine curve in the xE
direction; and the shearing stress,
xy ' the shearing strain, YXY' and displacement in the x-direction, u, invalve a functian of y anly, multiplied by
a casine curve in the x-directian.
.j
38
#' .
'.~
iI ,.
1..: ;
The in-plane forces per unit of length are equal to the in-plane
stresses multiplied by the thickness of the slab.
Thus, the in-plane normal

:
J
force per unit of length, N, and in-plane shearing force for a unit of length,
S, can be written as follows:
t .~
t'~
L
=
r~
L ....
xy
where h is the thickness of the slab, which is assumed constant in this
I.'
analysis.
The in-plane stresses, given in Sec. B.2 of Appendix B, can be
written as:
a
0"
where
0"
xm'
xm
sin a.mx
0"
ym
sin a.mx
'T
am cos a.mX
[.....
0"
xy =
",
"
'"
ym' and T am' are functions of y only.

Consequently, the in-plane forces may be stated as:
a
sin a.mx
x = Nxm
sin a. mx
Ny
= Sm cos a.mX
Nym
where Nxm ' Nym ' and Sm' are independent of x.
(3.23)
r -,
39
3.5. 1
I n-Pl ane Fl exi bi 1i ty Cons tants for a Rectangul ar Sl ab

Consider the slab shown in Fig. 3.6(a) with two opposite edges
simply supported.
normal
The other two edges, 1 anr r, are subjected to in-plane

and in-plane shearing forces, S.
forces~ N~
Their magnitudes may be
stated by the following relations:
(3024)
Sr
Srm cos
a X
(3.25)
The positive directions of the in-plane edge forces are shown in

Fig. 3.6(b).
The positive directions of the in-plane displacements are
shown in Fig. 36(c).

The in-plane displacements, ul and v l ' at'the edge 1, and ur and
v at the edge r, produced by each component of edge forces, are determined
r
separately as follows:
Let the edge, r, subjected to an in-plane normal force of magnitude
given by Eq. 3.24.
The edge displacements of the slab in the x-y plane
are shown in Fig. 3.7{a).
The displacements at the edges 1 and r in the y-
direction, vl and vr are distributed as sine curves and may be written as

\/
v
I='
I
nn N'r
40
where the functions Fnn and Fnf are the axial flexibility coefficients for
the slab at the near edge and the far edge, respectively and are presented
in Eq. 8.22 of Appendix B.
The edge displacements in the x-direction, ul

and ur ' are distributed as cosine curves and may be written as:
ur = -F kn Nrm cos amx
(3.27)
Fkf Nrm cos amX
where Fkn and Fkf are the axial shear flexibility coefficients for the slab
at the near edge and the far edge, respectively, and are presented in Eq.
B.22 of Appendix B.
Now apply the in-plane shearing force of magnitude given by Eq.
3.24.
The edge displacements of the slab in the x-y plane are shown in
Fig. 3.7(b).
The displacements in the x-direction of the edges 1 ano r,
ul and ur ' are distributed as cosine curves and may be written as:
ur
Fsn Sr
(3.28)
where the functions Fsn and Fsf are in-plane shear flexibility coefficients
of the slab at the near edge and the far edge, respectively and are presented
in Eq. B.28 of Appendix B.
The edge displacements in the y-direction vl and

v are distributed as sine curves and may be written as:
r
(3.29)
41
The functions Fkn and Fkf are the same as in Eq. 3.27, as should be evident
from the reciprocal theorem. The minus signs are used because of the sign
conven ti ons .
It is evident that the flexibility coefficients for the edge displacements with the edge 1 subject to the in-plane normal force, Nl , of
magnitude given by Eq. 3.25, are the same quantities found by applying Nr
at the edge r.
By taking into account the sign conventions, the displacements
may be written as follows:

Displacements in the y-d i rec ti on
vl
= -F nn Nl
(3.30)
vr
= -F nf Nl
Displacements in the x-direction

ul
= -F kn Nlm cos amx

(3031)
ur
= Fkf Nlm cos
a~x
where the functions Fnn and Fnf are the same as in Eq. 3.26, and the functions Fkn and Fkf are the same as in Eq. 3.27.
into consideration for the sign conventions.
The minus signs are taken
Similarly, the edge displacements due to the edge in-plane shearing

force, Sl' of magnitude given in Eq. 3.25, acting on edge 1, can be written
as follows:
42
Displacements in the x-direction
r '
(3.32)
ur
-F sf Sl
Displacements in the y-direction

i
\i
(3.33)
F::;
L:
where the functions Fsn and Fsf are the same as in Eq. 3.28, and the functions Fkn and Fkf are the same as in Eq. 3.27.
3~6
I'
[
Formulation of Matrices for a Slab Element

A typical rectangular slab, with two opposite edges simply sup-
ported, has been analyzed in Secs. 3.4 and 3.5, and Appendixes A and B.
The four components of displacement for the other two edges parallel to the
lOo'
axis of the span length, the left edge 1 and the right edge r, due to each
r,
cycle of each of the edge forces and the applied loading were determined in
F '
~.-:~
terms of the fl ex i bi 1 i ty cons tants mu 1ti p1i ed by those forces and '1 oadi ngs.
The total displacement for each component is equal to the summation of the
!Ll
effects of all cases, namely, eight edge forces plus the applied load.
~
The total edge displacement functions are stated in a column

The edge force functions are stated in a column matrix, NE, and
FS is the flexibility matrix. Those matrices are presented in Eqs. B.31
matrix~
WS'
and B032 of Appendix B.
The flexibility constants due to the transverse
43
load are stated in the matrix LS and presented in Eq. B.34 of Appendix B,
and
Pm
is the applied load.
Thus, the total edge displacement functions
may be stated in the form of matrices as follows:
WS
3.7
(3.34)
Biaxial Bending, Axial Force, and Torsion in a Girder

It has been mentioned previously that the structure of a bridge
consists of the slab elements and the girder elements connected along the
joint lines as shown in Fig. 3.10
There are four components of the unknown
joint forces acting along each joint line.
These components of joint forces,
as shown in Fig. 3.2, were treated as the edge forces acting at the edge
y
= 0 and y = c of a panel of slab in Sees. 3.4 and 3.5. The girder element
is also subjected to these forces along the edges of the top flange of the
girder at the level of the mid-depth of the slab as shown in Fig. 3.2.
In this section, a girder subjected to the reaction Rl and the
moment Ml , with magnitudes given by Eq. 3.10, the in-plane normal force Nl
and the in-plane shearing force Sl' with magnitudes given by Eq. 3.25,
acting on the left edge 1 of the cross section, the reaction Rr and the moment Mr , with magnitudes given by Eq. 3.9, the in-plane normal force Nr
and the in-plane shearing force Sr , with magnitudes given by Eqo 3.24, acting on the right edge r, the transverse load p given by Eq. 3.6, and a torsional moment mt is analyzed.
The moment mt is given by
:-i
44
;-.,.'lO
i.:
rr. . ..;
"
in which
=
2Md
a
.
S1
(3.36)
n a mxd
,,
"
where
Md
concentrated moment about the axis passing through the

shear center and parallel to the x-axis (only for the
purpose of the analysis of the effects of diaphragms)
xd
the x-coordinate of the moment Md , or of the diaphragm.

In the prestressed concrete I-section bridge, the cross section
=
of the interior girders is symmetrical about the z-axis.
!...
However, if the
sidewalk is taken into account, the exterior girders are not symmetrical.
For the general case, the unsymmetrical cross section is considered in this
analysis.
Consider a small element of the girder as shown in Fig. 3.8.
This
element is in equilibrium under the external edge forces, the loadings, and
internal forces.
The internal forces are three forces, Fx ' Fy ' and Fz in

the directions of the axes, and three moments, Mx ' My' and Mz about the axes.
[
[
The x-axis passes through the centroid 0 of the cross section and
is parallel to the span.
The y-axis is parallel to the supports of the
girder, and the z-axis is pointing downward.
The right-hand rule is used in
this analysis, for relating directions of moments and moment vectors.

In the girder analysis, each component of the edge force, and the
loading, may be treated one at a time as in the case of the slab.
But, it
is more convenient to analyze all forces and the loading at the same time.
the combination of biaxial bending, axial force, and the twisting moment is
considered in the analysis,
For the internal forces, the axial force, Fx '
L.
45
and the bending moments, My and Mz ' are considered to be acting at the centroid, 0, of the cross section, and the shearing forces, Fy and Fz ' the
twisting moment, Mx ' are considered to be acting at the shear center, S,
of the cross section.
The distances from the mid-depth of the slab to the
centroid and shear center are ho and
hs' respectively; Ys and zs are the
coordinates of the shear center, and Y1 and Yr are the coordinates of the
left edge and the right edge of the top flange of the girder.
3.7.1
Internal and External Force Relationships

Six fundamental differential equations were derived from consider-
ation of the equilibrium of a small element of the girder as shown in Fig.

3.8, and are stated in Eqso C.3 and C.4 of Appendix C.
The three internal
forces, Fx ' Fy ' and Fz ' caused by the external forces and loadings were derived by the integration of Eq. C.3, and are presented by Eqso C.15 and C.17.
The three'resisting moments, Mx , My , and Mz ' caused by the external forces
and loadings were derived by integration of Eq. C.4, and are presented in
Eqso C.16 and C.18.
For the girder with a composite slab, the resisting force and
the resisting moments of the composite girder are as follows:
Fcz
1
(-R lm + Rrm + Pm) cos a X
m
m
-;-
(3.37)
46
[" ....
l.:.
307.2
Flexibility Constants for a Girder

At any point in a corss section of the girder, there are four com-
j
1
L..'
ponents of displacements, namely, w, 8, v and u, produced by the edge forces

and the loadings.
The general formulas for the displacements were derived
tions for the displacements and the functions MT from Eq. C.6, Fxm for Eq.
C.17, and Mym and Mzm from Eq. C.18, the displacements at the edges 1 and r
and presented in Eqso C.27, C.29 and C.30, of Appendix C.
With these equa-
t. .
can be obtained by the appropriate substitutions of the coordinates y and z.

Consequently, the flexibility constants for each edge due to each
of the edge forces and the loadings are obtained and stated in the matrix
forms in Sec. C.4 of Appendix C.
3.7.3
I':,
Formulation of Matrices for a Girder Element

The discussion and analysis of a simply supported girder subjected
to the combination of biaxial bending, axial force and torsion, were presented in Secs. 3.7, 3.71, 3.72, and Appendix Co
f}.:.,:l:.
The results were stated
1.
in terms of matrices.
The column matrix, WG, for the total displacement

functions at edges 1 and r, and the column matrix, NE, for the edge force
functions are presented in Eq. C.33 of Appendix C.
The flexibility matrix
for the edge forces, FG, and the flexibility matrices for the loadings, LG
and CG' are presented in Eqs. Co34 and C.35 of Appendix C.
Thus, the total edge displacement functions of the girder may be
stated in the form of matrices as follows:
W
=
G
(3.38)
t .:
47
3.8
Solution for Displacements and Internal Forces in a Bridge Structure

It was mentioned in Sec. 3.3 that a bridge structure consists of
the slab elements and girder elements connected along the joint lines as
shown in Fig. 3.1.
When the bridge is subjected to transverse loads, each
joint line will undergo deformations and be subjected to internal forces.

The deformation along each joint line may be resolved into four components:
the displacement, w, in the direction of z-axis; the rotation,
6,
about the
x-axis; the displacement, v, in the direction y; and the displacement, u, in

the direction x.
The accompanying forces along each joint line may be re-
solved into four components corresponding to the displacements:
the reac-
tion, R, in the direction of z-axis; the moment, M, about the x-axis; the
in-plane force, N, in the direction y; and the in-plane force, S, in the
direction x.
The displacements are distributed in a series of sine curves
and cosine curves as follows:

w
00
=
00
'\
,~
m=l
vm sin amx
00
m=l
m cos amx
The forces are also distributed in a series of sine curves and cosine curves
as follows:
48
j'" "
l~
... 00
I
m=l
r'":
Rm sin amx
00
m=l
Mm sin amx
00
I
m=l
Nm sin amx
co
m=l
Sm cos amX
,..-
--
\. .
The solution of the bridge problem requires solution for either the
....._ ..1
-:-;1
four displacement functions, Wm' 8m, Vm' and um' at each joint for each cycle
of the loading by the stiffness method, or for the four force functions, Rm,
Mm, Nm, and Sm' at each joint for each cycle of the loading by the flexibility method. The flexibility method has been chosen for this analysis.
In the flexibility method, the adjacent slab and girder elements
have to be connected so that the deformations along the joint lines are compatible.
The force functions at each joint can be obtained by equating the
displacement functions of the slab and girder elements at the connected

joints to form a number of simultaneous equations in terms of, and equal to,
':
L
{;
..
[
[
. I.
r
".::...:1
the unknown force functions.

Consider a bridge structure (Fig. 3.1) consisting of a series of
f '.
girders and slabs alternately connected so that the left edges, 1, of the
slabs connect to the right edges, r, of the girders, and the right edges
of the slabs connect to the left edges of the girders.
By equating Eq. 3.34
to Eq. 3.38, a series of simultaneous equations of number equal to 8(N G-l)

will be formed. The unknown force functions at the joints, of number also
equal to 8(N G-l), can be obtained by solving the simultaneous equationso
I;
.t .._."':"
49
The vertical shear, Fcz' the bending moment, Mcy ' and the twisting
moment, Mcx' along the span of each girder taking into account the composite
action of the slab can be obtained by substituting the computed edge forces
(unknown joint forces) into Eq. 3.37, multiplied by sin amx for Mcy ' and
cos arnx for Fcz and Mcx'
The displacements along the edges of the top flanges of girders
can be obtained by substituting the computed edge forces into Eq. 3.38,
multiplied by sin amx for w,
8,
and v, and by cos amx for u.
50
I'"
t
Chapter 4
~'-::'
i ..
i
METHOD OF ANALYSIS OF DIAPHRAGMS
4.1
General
The slab in the slab and girder bridge serves two major functions,
first as the roadway, and second as the transverse framing device.
As has
been discussed in Sec. 2.4.2 of Chapter 2, a major factor in the transverse
r--
! .
load distribution in this type of structure ;s the stiffness of the slab,

which is spread uniformly throughout the length of the bridge.
When the
i ..
f'.r~
load is applied over a girder, the slab tends to spread the load to the
adjacent girders, thus reducing the burden of the loaded girder.
The better
load distribution is accompanied by a stiffer, or thicker, slab.
However,
a relatively thick slab causes a heavier dead load on the structure and,
furthermore, involves excessive cost of concreteo
(,.
[
[
The diaphragms, discussed in Sec. 2.4.5 of Chapter 2, are transverse framing devices introduced into the structure to assist in the distribution of load.
I.:.
To understand the action of the diaphragms, one may con-
sider a structure consisting of the girders and the diaphragms, without the
slab.
The diaphragms unite with the girders to form a space structure,
enabling the structure to act more efficiently as an integral unit under load,
particularly when the capacity is approached.
The major difference between these two devices as a means of distributing the load lies in the nature of the loading transferred to the
girders.
~,
r-
c :;
For the slab, the loads transferred take the form approximately of
a sine curve of distributed load.
On the other hand, the loads from dia-
phragms are transferred in the form of concentrated loads and moments applied
L..-:
51
at the points where the diaphragms intersect the girders.
These concentrated
loads and moments, instead of the approximate sine curve of distributed

loads from the slab, reduce the burden on the loaded girder.
The torsional stiffness parameter, discussed in Sec. 2.4.3 of
Chapter 2, is not a framing device, but its function also tends to reduce the
burden of the loaded girder.
For a prismatic girder, the torsional stiff-
ness is uniformly distributed throughout the span.
The load transferred thus
also takes the form approximately of a sine curve of distributed load similar
to the slab.
In this study, all the bridges treated have both a roadway slab
and girders with torsional stiffness.
The addition of diaphragms to these
structures will cause a combination of the action of the approximate sine

curves of distributed loads and the concentrated loads and moments.
Whether
the diaphragms actually help (reduce maximum moments in loaded beams) or not
when they are added to a bridge with adequate slab thickness and SUbstantial
torsional stiffnesses of the girders for each particular structure and
loading.
For example, it would be conceivable that if all other conditions
remain the same, the diaphragms will prove to be more effective in a structure with a high H and low T, having a relatively flexible slab and small
torsional restraints from the girders, than in one with a low H and high T,
having a relatively stiff slab and large torsional restraints from the
girders.
4.2
Idealization of Diaphragm
The diaphragms in most prestressed and reinforced concrete bridges
are cast monolithically with the slab as shown in Fig. 4.l(a).
However, to
52
simplify the problem, the diaphragm is assumed to be separated from the slab
as shown in Fig. 4.1(b).
Thus, the stiffness of the diaphragm has to be
modified to include the composite action of the slab as a T-beam.
..
r-:71,
,f
The
width of the slab taken for the T-beam action may be taken from the AASHO
Bridge Specifications or the ACI Building Code.
If the diaphragm is not
cast monolithically to the slab, its actual stiffness should be used.
rc .,
If
4.3
General Description of Principle of Analysis

The basic principle of the solution of the problem is developed
i.)
,~
from the concept that the nature of the loading transferred to the girders
by means of the diaphragms is in the form of concentrated loads and moments
at the points where the diaphragms intersect the girders.
Thus, the dia-
...
".:
phragms in the structure as shown in Fig. 4.2(a) may be replaced by a set of

equivalent forces and concentrated moments, with positive directions as
shown in Fig. 4.2(b), acting at the points of intersection of the diaphragms
and the girders.
about it.
The forces act through the shear center, S, and the moments
The problem of finding the effects of adding diaphragms is then
reduced to one of finding moments in the girders of a bridge without diaphragms, but subjected to additional forces and concentrated moments.
The displacements of a cross section of the bridge, subjected to
the combination of loads and forces shown in Fig. 4.2(b), are shown in Fig.
4.3.
Downward deflections and clockwise rotations are positive.

Consider a bridge consisting of a slab supported by NG identical
girders.
The diaphragms may be framed transversely to the girders at various
locations along the span of the bridge as given in Table 205.
It is assumed
that the connections between the individual diaphragms and the girders are
53
fully effective so that all separate pieces of diaphragm can be replaced by

one continuous cross beam, as shown in Fig. 4.4, with transverse forces and
concentrated moments applied on ito
The solution of the problem is tremendously simplified by considering the diaphragm as a single continuous beam, and may be summarized as
follows:
1.
Remove the diaphragms and replace them by unknown reactions

and concentrated moments at the points of intersection of the
diaphragms and the girders as shown in Fig. 402(b).
2.
Compute the total deflections and rotations at the points of

intersection of the diaphragms and the girders due to the
unknown reactions, concentrated moments, and the external
load on the bridge, by,the method developed in Chapter 3 and
Appendixes A, Band C.
For the symmetrical cross sections,
the deflection at each point of intersection of the diaphragm

and the girder is the average of the deflections at both
edges of the top flange of the girder.
Find the net deflec-
tion at the interior points and the net rotation at all points;
the net deflection and the net rotation are measured from a
line passing through the points of intersection of the diaphragms and the deflected edge girders.
3.
Consider the diaphragm as a simply supported cross beam subjected to the reaction forces at the points of intersection
of the diaphragms and the girders as shown in Fig. 4.4(a), and
the couples at the same points as shown in Fig. 4.4(b).
pute the total deflection at the interior points and the
Com-
54
..
l.,~'
rotation at all points, due to the reaction forces and the

couples, relative to the ends of the diaphragmso
4&
There should be no separation between the girders and the

diaphragmo
The summation of deflections and rotations com-
puted in 2 and 3 at each point of intersection of the diaphragm and the girders must be zeroo
In a bridge having NG
:n,
girders, the 2NG unknowns have to be found for each diaphragmo

But, the number of equations formed by equating the displacements in Step 3 is equal to
2(NG-l)~
Thus, for each diaphragm,
two more equations are needed to solve the problem.
These
two equations can be obtained from statics as follows:

ao
The summation of ali forces acting on the diaphragm

is equal to zero;
bo
The summation of moments caused by forces and couples

about either support is equal to zeroo
Thus, each of the diaphragms of the bridge will cause 2NG

unknowns, reactions and couples, that have to be solved from
2NG simultaneous equationso
(
"
'.'"
If the bridge has ND diaphragms
(cross beams), the number of unknowns and simultaneous equa,.~
50
tions have to be multiplied by ND"

The reactions and couples found in Step 4 represent the equivalent forces and concentrated moments applied to the structure by the diaphragmso
Moments in the girders of the bridge
with diaphragms can be obtained by summing up the moments

caused by the diaphragm reactions and couples, and the external loadso
r---
55
The arrangement of the diaphragms in the bridges may be classified

into three cases as follows:
Case 1. Bridge with one diaphragm at midspan only, as shown in
Fig. 4.5(a);
Case 2. Bridge with two diaphragms at symmetrical positions with
respect to midspan, as shown in Fig. 405{b); and
Case 3. Bridge with three diaphragms, one at midspan and two at
symmetrical positions with respect to midspan, as shown
in Fig. 4.5{c).
4.4 Matrix Formulations and Solution of Bridge Problem with Diaphragms
The general formulas for computing deflections and slopes of a
simply supported diaphragm due to reaction forces and couples were derived
from the conjugate beam method, and presented in Sec. 0.1 of Appendix D.
The static equilibrium equations of the diaphragm are also presented in Sec.
0.1.
The general formulas for computing deflections and rotations of
the girders of the bridge at the points of intersection with the diaphragms,
relative to the line
0.2 of Appendix D.
0-0
of Fig. 4Q3, are developed and presented in Sec.
These deflections and rotations are produced by the un-
known forces due to the diaphragms
and the loadings.
The displacements of diaphragms and girders of the bridge are

given in the forms of matrices WD and WB, respectively, and stated in Eq.
0.20 of Appendix O. The force-displacement relationships are derived and
presented in Eq. 0.22 of Appendix 0 and may be stated as follows:
56
wo
( 4. 1 )
wB
(4.2)
l.
where Nu is the column matrix of the unknown forces and is stated in Eq. 0.10
of Appendix o.
FO and FB are flexibility matrices of diaphragms and girders
of the bridge, respectively, and are stated in Eqso 0.23 and 0.24 of Appendix O.
The column matrix, LB, is the flexibility matrix due to external

load, and is presented in Eq. 0.25 of Appendix O. P is the concentrated
('
t.
load on the bridge.

The solution of the problem of the bridge with diaphragms lies
on the determination of the unknown reaction forces and moments at the
points
at
intersection of diaphragms and girders.
These unknown forces can
I;,
[
be obtained by equating the displacements of diaphragms Wo in Eq. 4.1 to

the displacements of the girders of the bridge WB in Eq. 4.2 to form a
group of simultaneous equations, in number equal to the number of unknowns,
Koo
The internal forces and the displacements of the girders can be deter-
[
(:
mined from the summation of all effects, reaction forces, moments, and
loadings.
However, for three cases of diaphragm arrangements mentioned in
Sece 4.3, the matrix FB is simplified because of symmetry and is presented
in Eqs. 0.29, 0.30, and 0.31 of Appendix O.
lc' .
~
..
~:"".
57
Chapter 5
DISCUSSION OF RESULTS
5.1
General Discussion
The method of analysis for the slab and girder bridge structure
without intermediate diaphragms was described in Chapter 3.
The analysis
of the effects of adding diaphragms to the structure was described in

Chapter 4.
The results of the analyses were summarized in the forms of
matrices, and a computer program for an IBM 360/75 was written to develop
and solve the matrices.
The program can be used for structures with and
without diaphragmso
For the bridge without diaphragms, the program consists of one
main program and fifteen subroutines.
By adding seven more subroutines
to it, the program can be used to solve problems of structures with various
properties, number and locations of diaphragms.
With the aid of the computer program mentioned above, a large
number of bridges, with different properties of the various parameters
described in Chapter 2 and presented in Tables 2.2, 2.3, 2.4 and 2.5, were
analyzed.
with b/a
All bridges studied have five girders.
Tha particular bridge
= 0.10 and H = 20 has also been studied for the case of a six-
girder structure, and the results compared to those for a five-girder

bridge with the same properties.
The output from the computer program gave
the internal forces and displacements of the girders of the bridges.
The
results will be presented and discussed in Secse 5.2 to.5.70.

It was mentioned previously that the purpose of this study was
to obtain a better understanding of the behavior of this type of structure
"
:!
58
so that a more rational design procedure could be developedo
In order to
r. '
develop this design procedure, the influence coefficients for moments in

girders due to loads at various locations have to be determined.
Thus,
r-:
I
.r
each bridge has to be solved for the effects of a unit concentrated load
placed at different locations transversely and longitudinally in the span.
In this study, the influence coefficients were obtained for a concentrated
[
f~
load, P, located at each of the points of intersection of the girders

with seven transverse lines at different locations along the span, as shown
in Figo 1 3, and at the center of each slab.
0
ri
I
! ..
However, the number of
loading locations can be greatly reduced by taking into account the symmetry of the structure about its midspan and about girder C.
Consequently,
the number of load locations to be considered for each bridge ;s fourteen.
f":1
i',.:
"
..
Twelve locations of the load are at the points of intersection of the

girders A, Band C, with the lines 3a/12, 4a/12, 5a/12, and 6a/12, or
midspano
Two locations are at the centers of slabs AB and BC.
For the
bridges in which the diaphragms are to be added, the effects of a concentrated or a unit moment acting at each of the twelve locations on the
girders also have to be determinedo
I..
r
i-;:.!
The internal forces and the displacements of each girder at the

supports and the other sevel locations along the span, as shown in Fig. 1.3,
were computedo
The results were obtained from the summation of twenty-one
terms of the serieso
All computations were made using double-precision
arithmetic, although only eight significant figures were printed outo

h:
..J
1I
1I
Standard Truck Loadings

The standard truck loadings for computing the maximum moments in
59
the girder are those specified in the AASHO Standard Specification for
Highway Bridges.
17
The Specification provides two systems of
namely, the H loadings and HS loadings.

truck as shown in Fig. 5.1(a).
loa~ings,
The H loadings represent a two-axle
The HS loadings represent a two-axle trac-
tor plus a single-axle semitrailer as shown in Fig. 5.1(b).

The total weight of the truck in tons is designated by a numeral
following H, as H20-44.
The designation HS20-44 indicates a 20 ton truck with
a 16 ton trailer, with the distance to the trailer axle adjusted to produce
the maximum forces in the structure.
The relative wheel loads are as shown in
Fig. 5.1, where the wheel load P is equal toO.4W, where Wis the weight of
the truck portion of the design vehicle.
Each truck is considered to occupy the central part of a 10-ft traffic lane; thus, the distance between the center of a wheel and the face of a
curb is taken at 2 ft, and the minimum distance between the centers of wheels
of trucks in adjacent lanes is taken as 4 ft.
The transverse position of the loads is of considerable importance,
and two limiting cases are considered, as shown in Fig. 5.2.
In some struc-
tures, the outer wheels can be directly over the outer girder as shown in Fig.
5.2(a), and in other structures the curb is constructed directly over the girder and the load cannot be closer than 2 ft from the axis of the outer girder,
as. shown in Fig. 5.2(b).
5.2
Load Distribution Behavior for a Concentrated Load on Bridges Without

Di aphragms
The load distribution behavior of steel I-beam bridges without
intermediate diaphragms was studied by Newmark and Siess. 9
In their study,
60
F
i;',
the parameters b/a and H were limited to the ranges encountered in steel
I-beam bridges, and the torsional parameters, T and Q, were not taken into
account.
For the present study, the parameters b/a and H are extended to
cover the range possible with prestressed concrete I-section girders, and
the torsional stiffness, T, and the warping stiffness, Q, of the girders
are also taken into consideration"
The in-plane forces are considered in
this study so that assumptions about the modified bending stiffnesses of
r-,
:'
,~
~
the girders to take into account the T-beam behavior do not have to be
made"
r:,-",
L
Influence coefficients for moments along the span of the girders
due to various locations of a concentrated load were obtained and plotted
;,
t.....JJ
The comparison of the results with the previous study and the discussion
of the effects of each parameter will be made below.
5"2 1 Comparison with Previous Study
0
I!
The results of the present analysis of the load distribution in

five-girder bridges are compared with the previous study carried out by
Newmark and Siesse 9 The influence coefficients for moments in the girders
of the bridge found by both methods are in good agreement.
Since the dis-
It,'",
~:.
r,"
L
tributlon procedure developed by Newmark 8 and the present method of analysis

are derived
fro~
the same principle in which the equivalent Fourier series
distribution of loads, forces and displacements have been used, the good
agreement would be expected.
Typical influence curves for moments at
midspan of girders A, B, and C due to a concentrated load, P, moving transversely across the midspan of the bridge are shown in Figo 5 30
0
The bridges,
r"-~
for which the influence curves are shown in Fig. 5 3, have the parameters
0
'
bja
0.10 and H ; 20, and b/a : 0.20 and H = 5.
'
t.......:;;
f, :'
"
i.t. ;
61 .
In the present analysis, the bridge with b/a

analyzed for T
= 0.10 and H = 20 was
= 0.00001) and T = 0.011, which is the actual' value
0 (T
of the torsional stiffness of the prestressed concrete I-section.
The
bridge with b/a = 0.20 and H = 5 was analyzed only for T = 0.028, which is
its actual value.
The influence curves for moment at midspan of the girders
are represented by the solid lines for T equal to the actual values, the
broken lines for T
0, and the dotted lines for T
by Newmark and Siess.
0, from the analysis
It is evident, from the influence curves for T = 0
in Fig. 503, that the present method of analysis and the distribution
method developed by Newmark are in good agreement, since the ordinates of
the curves are nearly identical.
The effect of the torsional restraint,
as represented by the solid lines, is to cause appreciable reductions of

the moments in the loaded girders.
5.2.2
Effects of Varying the Parameter, b/a

It was mentioned in Sec. 204.1 that the dimensionless parameter
concern1ng the geometry of the bridge, bfa, is one of the essential parameters controlling the load distribution and was studied by Newmark and
Siess.
Small values of the parameter b/a correspond to the long-span
bridges.
On the other hand, large values of the parameter b/a correspond
to short-span bridges.
A basic understanding of the effects of this parameter on the
load distribution has also been described.
A long-span bridge, accompanied
by the small value of bfa, will behave more like a single beam than like a
slab.
Consequently, one would expect a better load distribution for the
bridge with the small value of the ratio b/a than the one with the large
62
.;
.. ":'\1
~
.,.
value of bfa.
This phenomenon may be shown by the influence lines for moment
at midspan of the girders, as are presented in Figs. 5.4 and 5.5.
The curves
shown in Fig. 5.4 are the influence lines for moment at midspan of girders
A, B, and C due to a concentrated load, P, moving transversely across the
bridge at midspan and at the quarter-point, for the ratios b/a
H = 10, 20 and 40.
0.05 and
The curves shown in Fig. 5.5 are the influence lines
for moment at midspan of the girders of the bridges, the ratios bja = 0.20
l' ..
and H = 5, 10 and 20, and are similar to the curves shown in Fig. 5.4. By
comparing the curves in Fig. 5.4 to those in Fig. 5.5, it is evident that
the bridges with b/a
= 0.05
have better load transfer from the loaded gir-
der to other girders than the ones with b/a
0.20.
For example, the in-
fluence lines for moment at midspan of girderC i'n Fig. 5.4, show that the
moments at midspan of all girders due to the load, P, applied at the quarterpoint of girder C are only slightly different.
But the similar curves
given in Fig. 5.5 show that the moment at midspan of girder C is much larger
than the moments in the other girders.
The relationships between the moment at midspan of the loaded
girders A, B, and C, and the relative bridge geometry bfa, for the various
values of H, are given in Fig. 5.6.
For each value of H as shown in the
figures, the moments in the loaded girders increase as the ratio b/a increases.
5.2.3
Effects of Varying the Parameter H

The relative girder stiffness, H, which is the ratio of the stiff-
ness of the girder to that of the slab, is another essential parameter controlling the load distribution, and was also studied by Newmark and Siess. 9
I
[
[
....
63
As mentioned in Sec, 204.2, a large value of the ratio H corresponds to a

bridge with stiff girders.
On the other hand, the bridge having a small
value of the ratio H will have a stiffer slab.
It was also shown that
the load distribution in the bridge with a stiffer slab is more uniform
than in one with stiffer girdersc
This behavior may be shown by the in-
fluence lines for moment in the girders shown in Figs. 5.4 and 5.5.
For
a certain value of the ratio bfa, a more uniform load distribution among
the girders of the bridge always corresponds to the smaller value of the
ratio Ho
Consider the bridges, with b/a ratios of 0.05 and 0.20, for which
the influence lines are shownin.Figs. 5.4 and 5.5, respectively.
It can
be seen that the effect of the parameter H on the load distribution in

the bridges with the large value of b/a is considerably greater than in
the bridge with the smaller value of bfa.
The load distributions are much
more uniform for all values of H in the bridges with bfa

ones with b/a
= 0.20,
= 0.05
than in
and one result is that the effects of the parameter
H are much smaller in long-span than in short-span bridges.

The relationships between the moments at midspan in girders A, B,
and C and the relative girder stiffness, H, for various values of the
ratio bfa, are given in Fig. 507.
For any value of the ratio bfa, the
moment increases as the value of H increases.

5.2.4
Effects of Varying Parameters T and Q

The relative torsional stiffness parameter, T, and the relative
warping stiffness, Q, were not studied by Newmark and Siess.
Since the
prestressed concrete I-section girder possesses appreciable torsional and
.)
64
warping stiffnesses, these two parameters are introduced in this study.
brief discussion of the ranges and the effects of these two parameters is
r-
gi ven in Secs. 2.-4.3 and 2.4.4.
t""
First, the effect due to" the warping sttffness is discussed.

presented in Table 2.2, the values of the warping stiffness parameter,-
As
Q, of
the standard prestressed concrete I-sections vary from 0.008 to 0.037.

A series of four variations of the warping stiffnesses for each of four
r
-I
values of T, as shown in Table 2.3, were studied.
The bridge studied has
1
L. "'
the parameters b/a = 0.10 and H = 20 and has been adopted as the "Standard
" Bridge" in this report. "The results of the study show that the effects of
varying the warping stiffness of the currently used standard prestressed
concrete I-section girders" are negligible.
Typical curves" showing the re-
"1 ati onshi ps between moments at mi dspan of the loaded gi rders and' the rel ati ve
warping stiffness, Q, for T
= 0.010
and
0~040,"
are presented in Fig.
5~8.
The curves show that the moments' in the loaded gi rders are" al mas t, cons tant
as the parameter Q varies from 0 to
0~040.
The relative torsional' stiffness, T, is a very important' pararreter to be considered in this study.
Since the torsional stiffness of the
prestressed concrete I-section girder is considerably larger' than that" of a

steel I-beam, use of concrete girders may" improve' the "load distribution' among
"the gi rders of the bri dge.
I n order to study the effect due to thi S" para-
meter, the standard bri dge wi th the rati os' b/a

studied.
= 0.10
and H
= 20
has been
i ,._.
The torsional parameter, T, was varied from 0.0001 to 1.00, as
shown in Tab le 2.3.
In general," the rel ati ve torsi ona 1 sti ffness, T, of
the steel I-beam bridge is negligible; the prestressed concrete I-section

girder varies from 0.009 to 0;030 7 and the prestressed concrete box section
girder varies from about 0.50 to 1.00.
Thus, the range of the torsional
..,
~
-'
65
parameter given in Table 2.3 should cover these three types of. girders of
. bri dges.
The res ul ts of the study are presented in the curves shown in
Fig. 5.9.
The curves show the relationships between the moments at midspan
of the girders and the relative torsional stiffness, T, for cases of loads
on the girders and slabs.
It is noted from the curves shown in Fi g. 5.9 that the- moments of
the loaded girder and girders adjacent- to the loaded slab decrease as the
torsional stiffness increases.
The rate of decrease in this moment is large
when the parameter Tis in the range between 0 to about 0.20.
It may be
concluded that the better load distribution in this type of bridge corre. sponds to the larger torsional stiffness of the girders.
The reducti on of the moment- in the- loaded gi rder of the bri dge
with- prestressed concrete I-sections, taking into account the torsional
-stiffness, is considerable.
However, this reduction is not as large as some
i nves ti gators -may have expected.
Si nce the I -sect; on is an open secti on,
the torsional stiffness is small in comparison to that of a box section,

which is a closed section. -In order to compare the load distribution of the
steel I-beam, prestressed concrete I-section,- and prestressed concrete box
section bridges, the standard
has been analyzed for T
bridgewith~parameters
= 0.0001,0.011
types of bridges mentioned above.
b/a
0.10 and H = 20
and 1.0, which correspond to three
Other properties are kept the same.
The
influence lines for moments at midspan of Girders A, B, and C of these bridges

are. plotted as shown in Fig. 5.10.
The curves presented in Fig. 10 are the influence lines for moment
at midspan of the girders due to a concentrated load, P, moving transversely
66
across the bridge at midspan and at the
quarter~point.
It is obvious that
the load distribUtion of the prestressed concrete I-section is slightly

. better than in the steel I-beam bridge.
On the other hand, the load distri-
buti on of the box secti on is greatly improved .. Especi ally, the curves show
that the load distribution at the midspan of. the prestressed concrete box
section bridge, due to a load P moving transversely across the bridge at
a distance
5.2~5
a/4.from the support, is almost uniform.
Comparison of Five-Girder and
Six~Girder
Bridges
Since. many bridges have more than. five girders, an important question is that of whether the load
.girders is increased.
. blem, the
changed if the number of
I~
In order to obtain a better understanding in the pro-
standard~bridge,
solved for six girders.

. A, B, and C,.for both
distribution~is
b/a = 0~10, H = 20, and T = 0~011, also has been
The influence lines for moment at midspan of Girders
five~girder andsix~girder
bridges, due to a load, P,
moving transversely across the bridges at various locations along the span
are shown in Fig. 5.11.
[
[
From the curves of the influence lines of Girder A
shown, the load transfer of. Girder A is very slightly better for the fivegi rder than for the si x-gi rder bri dge.
The curves show that the load trans-
fer for Girders Band C is slightly better for the

five-girder bridge.
six~girder
than for the
However, the differences in the load distribution be-
tween these two bri dges are very small and can be neglected.
5.2.6
Behavior of Bridge Due to a Concentrated Load, P, Moving Along the

. Bri dge
A bridge structure is a complicated structure, since it is three-
dimensional and is highlY" indeterminate .. To obtain a better understanding
67
- about thi s type of probl em, the behavi or of the bri dge" under a" concentrated
- load, "p,- moving in" both directions, along- and: transverse" to- the- span,' has
" to" be determi ned.
I nfl uencel i nes for moments" in the gi rders - due to a load,
P, moving in both directions (or an" influence surface), and moment envelopes
-for the girders have" to be obtained.
The curves shown" in Fi g. 5. 12 are the i nfl uence 1i nes for- moment
- at midspan and moment envelopes of the girders of two bridges, b/a-= 0.10
and H = 5 and 20, due to a 10ad,P, moving along the span of the" bridge over
Girder A, along the centerline
of:Sl~b-
AB,- and- so on.
Since- both the" influ-
ence 1i nes for moment at mi ds pan and moment enve lopes are symmetri ca 1 about
"the" midspan, all curves presented" in Fig.
midspano
All the curves" on the"
left~hand
5~12
are" half-curves from the
side of the center
are" influence- lines for moment" at- midspan of the girders.

the"
rl~ght~hand
o~
the: figure
Those curves on
si de are" moment- enve-lopes for the same gi rders.
It is noted that the curves of the influence lines for" momentat

midspan of loaded girders and interior girders adjacent to loaded slabs are
- concave upward.
On the- other hand,: the curves of the unloaded girders" are
- always convexo
The curves in Fig.
5~13
are the" influence" line
for moment at
midspan and the moment envelope for a simply supported bridge or a simple
isolated beam.
The influence line for moment at midspan of the bridge is
a straight line with the maximum- ordinate at the midspan equal
to-0~25
Pa.
If there is no error- due to the evaluation of a limited number of terms of

the seri es and if no moment is taken by the slab, the curve whi ch" represents
the summation of the coefficients for moment at midspan of all girders is
"identical to the influence" line for moment at midspan of the bridge shown
r--
I
I
68
in Fi g. 5. 13, and the curve whi ch represents the s ummati on of the coeffi ci ents
for the moment envelopes of all. gi rders is i dent; ca 1 to the moment envelope
of the bridge. on the
right~hand
side of. Fig. 5.13.
It is also noted in Fig. 5.12 that the influence lines for moment
at midspan of the loaded interior girders are more concave. than those for the
exterior girders.
5.3
Load Distribution Behavior for a Concentrated Load on Bridge with

Di aph ragms
r---
Seven bridges with various values of the dimensionless parameters

b/a and H as shown in Table 2.4 were. studied to determine the effects of
diaphragms on load distribution.
The stiffnesses of diaphragms to be studied
are a1so g; ven in the same tab 1e.
Fi ve comb; nati ons of 1ocati ons of di a-
phragms are considered and given in Table 2.5.
The diaphragms and their
locations in the bridges were discussed in Sees. 2.4.5 and 2.4.6.
The inter-
[
f:7."
nal forces, deflections, and rotations of the girders at various locations

. along the span for each combination of stiffness and location of diaphragms
were obtained.
The influence lines. for moments in the girders due. to a
concentrated load, P, moving transversely across the bridge at different

. locations of the span were plotted.
The results are compared with the pre-
vious study and will be discussed in the following sections.

5.3.1
Comparison with Previous Study

The effects of diaphragms on load distribution were studied exten-
s i ve ly by Wei. 11 The tors i ona 1 res trai nt of the gi rders was negl ected in
his analysis.
To compare the results with Wei's study, the standard bridge,
69
b/a.
0.10 and H= 20,' has' been analyzed: for T = 0.0001, which is approxi-
mate]yequivalent to the' bridge without torsional' restraint: of the' girders.

The res ul ts are in good agreement wi tho Wei sana lys is.
I
Typi ca 1 i nfl uence
lines for moment at midspan of the girders of two bridges, one with a dia. phragm at mi dspan and another wi tho two di aphragms at the thi rd~poi nts, due
to a' load,.P, moving transversely across midspan' are shown in Fig. 5.14.
The' relative diaphragm: stiffness' is
The curves: for the bridge taking
0~40.
into' account the actua 1 tors i ona 1 s ti ffnesses of the pres tressed concrete
I~section
girders are also presented.

It is noted that the bridge taking' into' account the' torsional
stiffness of the girders' has' a slightly better load distribution' than' the
one without considering the torsional restraint.
5~3.2
Relative Stiffness, Number' and Locations of Diaphragms

Seven bridges with various:stiffnesses and' locations of diaphragms
as. g; ven in Sec. 5.3 have' been analyzed.
In order to study the effects of
vary; ng the s ti ffness, number' and' 1ocati ons' of di aphragms, i nfl uence 1i nes
for moment in girders at various locations' along the span due: to a concentrated load moving transversely' across the' bridge were. plotted.
The curves,
shown in Fi gs. 5. 15 to 5. 18~ are'. the i nf'l uence 1i nes for moment in Gi rders
. A, B, and C of three' bridges with the following properties:

1.
b/a = 0.05, H- 20, T.= 0.010
2.
b/a= 0010, H = 5, T = 0.012
3.
b/a= 0.10, H = 20, T = 0.011
The relationship between the moment at midspan of the loaded girder

and the relative girder stiffness for the bridges which the ratio b/a.= 0.10
70
!"',.
i .
1: ...
j;, .:,.,.
and one diaphragm at midspan are shown in Fig. 5.19.
The relationship be-
., .
i. .;;
tween the moment at midspan of the loaded girder and the relative bridge
geometry for the bridges with the ratio H = 20 and one diaphragm at midspan
are gi ven in Fi go 5 20.
.. _
..
"I
In general, the influence lines for moment in the girders, given

in Fi gs
5,,15 to 5. 18, show that the moment in the loaded gi rder decreases
as the relative diaphragm stiffness increases.
Consequently, it may be
stated that, under a concentrated load on the bridge, a better load distri. bution is a'lways produced by a stiffer diaphragm.
Thus, the diaphragms do
improve the load distribution in the case of a single load.

Consider the influence lines for moment at midspan of the girders
of the first bridge, b/a
= 0005,
H = 20 and T
= 0.010,
due to P moving trans-
versely across the midspan of the bridge, as shown in Fig. 5.15.
It is ob-
[ ..
:
vious that the largest reduction of moment of the loaded girder, or the best
load di s tri buti on, occurs when the di aphragm is at mi dspan. '. Thi s moment reduction decreases as the diaphtagm is moved away. from midspan.
The curves
shown in Figo 5.15, which represent the influence lines for moment in
Girders A, B, and C for
;'
..
Ii.
0, on the bridge without diaphragms, and the
curves for moments in the same girders in bridges with two diaphragms at
the quarter-point, are almost identical.
Similarly, the influence lines for
the bridge with one diaphragm at midspan, as shown in Fig. 5.15, and the
corresponding curves for the bridge with three diaphragms, one at each
quarter-point and one at midspan, are almost identical.
Thus, the effects
of the diaphragms located at the quarter points of the bridge on the moment
"!r .....
at midspan of the girders is insignificant for this bridge and loading

condi ti on.
71
The curves given in Fig.' 5.16, for the bridge with b/a = 0.10,
H= 5 andT.= 0.012, also show that the diaphragms at. the
quarter~points
do
not improve the' moment distributions at midspan of the girders .

It was pointed out in Sees. 5.2.2 and 5.2.3
that the bridges cor-
responding to' a small ratio of b/a' and H, i.e., bridges with relatively
long spans and. stiff slabs, will have a favorable transfer of' load from the
loaded. girder to. the others even' though the bridges do not have the diaphragms.
Thus, the effect of. diaphragms is small, unless the diaphragms are
located close to the sect; on where the moment is to be determi ned.

On the. other hand, the curves for the bridge with intermediate
span and slab stiffness, b/a =
0~10,
H = 20 and T= 0.011, which are. pre-
sented. in Fig .. 5.17,.show. that diaphragms at each.quarter;..point. do improve

the load distribution somewhat .. However, the curves given' in the same
figure show that the diaphragms' at. the.quarter;"points, for the bridge having
three diaphragms, do not significantly improve the load distribution from
that in bridges having only one. diaphragm at midspan.
The curves. shown in Fi g. 5'. 18 are the i nfl uence 1i nes for moment
at midspan of the. girders of the same bridge due to P moving transversely
across the bridge at a/3. from the support.
This set of curves. also shows
that the most effective location of the diaphragm, for moment at midspan of
the girders, is the midspan .. The reason lies in the nature of the loading
trans ferred to the gi rders, si nce the' loads. from di aphragms are trans ferred
in the form of concentrated loads and' moments applied at the point of inter section of the diaphragms and the. girders .
For the particular bridges having b/a = 0.10, the relationships
between the moment at mi ds pan of the loaded. gi rders, A, B, and C, and the
72
relative girder stiffness are given in, Fig. 5.19. 'There is a curve- cor'responding to
K=
0, for each, girder.
These' curves' represent the: loaded
-girders, for the' bridges without diaphragms, and will reach the: peak ordinate
of 0.25' when H reaches i nfi ni ty.
I t represents the case of a ri gi d gi rder, '
in which the load P is entirely taken by the'loaded girder without distri'bution
,--
I
l
_,_
:;1
to other girders. : In the curves, for Girder' C, the straight line
,with constant ordinates equal to 0.05, represents the bridges having' a rigid
diaphragm,
K,=
00
In this case, the load P is equally taken by all five
L ... :
gi rders .
It is noted that if the' relative diaphragm stiffness increases
, to O. 10 or 1arger, the curves for Gi rders Band C- are' almos t hori zonta 1
lines; i.e., the moments' in Girders, Band C'will remain the same, when H
increases, from', 5 to 40, if
:;
will increase as H increases.

value of
K,
O. 10.
For the exteri or gi rder, the' moment
It should also be noted that for a constant
the actual diaphragm stiffness will increase as H: increases.
For example, if two bridges have the same. girder spacing and'
bfa.
I,
[
ratio,
the- actual diaphragm stiffness of the bridge with H = 40 is eight times as

large as the bridge with H= 5.
Since the bridges: have the same
bfa,
tion will correspond to the small value of H.
the better load distribuThe relative differential
deflections among the. girders are small, for bridges with small values of H.
l.
t.,
On the other hand, bridges with large values of H will have larger relative
differential deflections among the girders.
Thus, the stiffness of the
r.t
diaphragm required to improve the load distribution has to be increased as

the relative girder stiffness increases.
As H reaches zero, the diaphragms
-do not have any effect on the load distribution.
., .
73
The relationships between the moment at midspan of the loaded

girder and the relative bridge geometry, for various relative diaphragm
stiffness, are shown in Fig. 5.20.
girder stiffness, H = 20.
All bridges have the same relative
As has been discussed previously, the bridge ,cor-
responding to the small value of b/a has a more favorable load distribution
than in a bridge with a large value of bfa, if H remains the same.
The
reason for this is that the relative differential deflections between the
girders are larger for the bridge having a large value of b/a than the one
having a small value of b/a.
Consequently, the stiffness of diaphragm to
improve the load has to be increased as b/a increases.
Since
H
where a is the span length, the actual girder stiffness of a bridge with a
small value of b/a is larger than in one with a large value of bfa, provided that both bridges have the same H and girder spacing.
Thus, for a
constant relative diaphragm stiffness, the actual stiffness of the diaphragm

is larger in a bridge with a small b/a ratio than in one with a large value
of b/a.
This is the reason that the moment in the loaded girder, shown in
Fig. 5.20, is much larger for the bridge with a large value of b/a than in
one with a small b/a ratio, even though
is the same.
For example, the
curves for Girder C, as given in Fig. 5.20, show that the moment in the girder in a bridge with b/a = 0.05 and
corresponding to
a bridge with b/a
=
= 0.20
00.
responding to the line
= 0.40 is very close to the moment
On the other hand, the moment in the same girder for

and
00
= 0.40 is much higher than the moment cor-
.j
74
504
ra
Load Distribution Behavior for 4-Wheel Loads Moving on Bridge without

Diaphragms
lt
The behavior of the structures discussed so far have been concerned

with only a single load on the
tion.
bridge~
..
which is not realistic loading condi-
The actual loads which are of interest to bridge engineers are truck
loadings~
The standard truck loadings to be considered for computing the
maximum moments in the girders are specified by AASHO Standard Specification

for Highway Bridges 17 as shown in Figsn Sol and 5.20
Each truck consists of
two or three axle loads, spaced as shown, and the front axle is loaded to
one-quarter of the load on the other axlesn
i::i:
L
Most arterial highways are
currently being designed for either H20 or HS20 loadings, in which the
I::.
heavy axles are loaded to 32 kipso
The effects of entire three-axle trucks are discussed in Seco 5070

In this section, the effects of four isolated wheel loads, each designated
as P and spaced as shown in Figo 5 2, are discussed.
0
This loading is repre-
sentative of the effects of two heavy axles located side by side at the same
position in the span of a bridge,
I:.
Influence lines and moment envelopes due
to this loading condition have been developed and are presented belowo
of the front wheels carries one-fourth of the rear wheel weight.
Each
Thus, the
moments due to the front wheels may be determined from the results of the
rear wheels by simply substituting Pj4 for P.
Since the wheel spacings are specified as a certain number of feet,
the girder spacing must also be specific rather than a general dimension as
was the case in the previous sections of this chapter.
girders to be considered in this study are 5,
6~
The spacings of the
7, 8 and 9 ft, and the bridges
are considered as having two traffic lanes.

;
Influence lines and moment envelopes for the maximum moments in
L...;
75
each girder were determined as described below.
In each case, the lateral
position of loads to give the maximum midspan moment was determined by tria]
and error, and all other moments in the same girder were determined with the
wheel loads the same distance from the curb.
The maximum value of moment in each girder was obtained by placing
the 4-wheel loads at the highest ordinates of the respective influence lines
for moment due to a single load, P, moving transversely across the bridge.
The loads are placed at various locations along the span, namely, midspan,
5a/12, 4a/12, and 3a/12 from the support.
At each location of the loads,
the maximum moments at midspan and at the locations of the loads are obtained.
Thus, the influence lines for moment at midspan and moment envelopes for the
girder, due to the 4-whee1 loading moving along the span of the bridge, can
be plotted.
In the prestressed concrete girder bridge, the prestressing
strands may be curved, and the maximum moment at various locations along the
span due to the truck loads moving on the bridge are of special importance.
To serve as practical purposes for designing slab and prestressed
concrete grider bridges, the influence lines for maximum moment at midspan
and moment envelopes of the fourteen bridges listed in Table 2.2 were obtained
and are presented in Figs. 5.21 to 5.26.
Since these curves are symmetrical
about the midspan of the bridge, only half of the curves are plotted.
The
curves plotted on the left-hand side of the midspan are the influence lines
for moments at midspan of the girders.
The curves plotted on the right side
of the midspan are the moment envelopes of the same girder.
The girder
spacings vary from 5 to 9 ft.

The curves, shown in Figs. 5.21 to 5.24, were obtained for the
loading condition where the outer wheel is located at least 2 ft from the
edge girder.
The curves, shown in Figs. 5.25 to 5.26, were obtained for
76
the condition where the outer wheel can be over the edge girder.
The first
condition is applied to bridges in which the cross sections are as shown in

i
(
Fig. 5.2(b).
The second condition i.s applied to the bridge in which the
curbs are located two ft away from the edge girders, as shown in Fig. 5.2(a),.
and the moments are larger than those obtained from the first case.
t" ,
Five-girder bridges with the girder spacings equal to 8 or 9 ft

may be considered as three-lane bridges.
Thus, the maximum moments due to
6-wheel loads were determined for several cases.
In all cases, the moments
due to the 6-wheel loading are larger than caused by the 4-wheel loading.
However, the AASHO Standard Specification for Highway Bridges 17 states that
the following percentages of the resultant live-load stresses shall be used,
'",:
"
in view of improbable coincident", maximum loadings:
[...
,
Numer of Lanes
Percent
1 or 2
100
90
4 or more
75
:;
:
I.
Multiplying the moments caused by 6-wheel loading by the factor 0.9 always
results in moments which are less than those caused by 4-wheel loadings.
Then, it is reasonable to obtain the maximum moments for two-lane loadings
for the type of structure considered in this study.
It should be pointed out that the tangents of the curves corresponding to the moment envelopes have to be horizontal at midspan.
As
mentioned previously, the influence lines for moments in the girders due to
a load, P, moving across the bridge at various locations, except the midspan,
f":~
7
"I.. '
i :
77
do not have the points on the slabs.
Thus, these curves are not quite as
accurate as the ones due to the load applied at the midspan.
Because of
the accumulation of small systematic plotting errors, the moment envelopes

for the interior girders due to the 4-wheel loading obtained from those.
curves are usually slightly too low for points away from midspan.
Conse-
quently, the tangents at midspan of the moment envelopes are not quite
horizontal.
However, these errors are small and may be neglected.
This
problem does not exist for the influence lines.

With this set of curves, the maximum moments in the girders due
to the truck loads can be obtained by simply summing up the coefficients
for moment at midspan due to a 4-wheel loading at each location corresponding
to the axles of the trucks.
504.1
Outer Wheel at Least 2 Ft from Edge Girder

This loading condition may happen in the case of either of the
bridge cross sections shown in Fig. 5.2.
The curves shown in Figs. 5.21 to
5.24 are the influence lines for moment at midspan and moment envelopes of
the girder carrying the maximum load, for values of b/a
and 0.05, respectively.
0.20, 0.15, 0.10,
The outer wheel is at least 2 ft from the edge
girder.
For any combination of b/a and H, the maximum moment coefficients
increase as the girder spacing increases.
Thus, the lowest curves in each
figure are the influence line for moment at midspan and the moment envelope
for b
=5
ft.
On the other hand, the highest curves in each figure are the
influence line for moment at midspan and the moment envelope for b = 9 ft.
The curves representing the moment envelopes for any girder are
always convex.
The curves representing the influence lines for moment at
r.
78
,~
.~
L ::
midspan of the interior girders are either nearly straight or slightly concave, while the influence lines for moment at midspan of the exterior girders are always convex curves.
This phenomenon is evident in the set of
curves of the influence lines for moment at midspan and moment envelopes
of the girders due to a single load, P, moving along the span of the bridge
r-
as shown in Fig. 5.12, and as discussed in Sec. 5.2.6.

Which girder is subjected to the maximum moment in a particular
bridge depends on the values of H, bfa, b, and the position of the load
relative to the edge of the structure.
iL._.,
Table 5.1 contains a tabulation
listing the controlling girder in each of the bridges studied.
Fourteen
combinations of Hand bfa, with five beam spacings and two load positions for
each combination, are included in the table, for a total of 140 bridges.
For any value of H between 5 and 40, and with b/a =.0.20 and 0.15,
Girder C, or the center girder, always carries the maximum load.
For the
bridges with b/a = 0.10 and H = 5 and 10, either Girder B or C may carry
the maximum load, depending on the girder spacings.
[
[
Girder B controlling
always corresponds to the larger spacings, and Girder C to the smaller spacings.
However, for H = 20 and 40, Girder C always carries the maximum load.
For the bridges with b/a = 0.05 and H = 10 and 20, the maximum moment may
occur in any girder.
It may be concluded that in short-span bridges, b/a = 0.20 and
0.15, and in medium span bridges with stiff girders, b/a = 0.10 and H = 20
and 40, the controlling girder for maximum moment is always the center girder, C, since the load distributions of these bridges are not as uniform as
the ones with b/a = 0.05 or 0.10 and H = 5 and 10, as shown in Figs. 5.4
and 5.5.
It is evident from Fig. 5.5 that placing the 4-wheel loading
79 .
symmetrically about Girder C, the position that gives the maximum moment in
Girder C, all four wheels have a large effect on the moment in that girder,
and especially the two loads close to the girder.
On the other hand, placing
this set of loads on the influence lines for Girder A, shows that only two
loads close to the girder have a strong effect on the moment in that girder.
The other two loads that are farther away from Girder A have much smaller
contributions to the moment in that girder.
For Girder B, the moments due
to 4-wheel loading are between the values for Girders A and C, but closer to
that latter.
Consider the influence lines for moment in the girders for bridges
with b/a
= 0.05,
as shown in Fig. 5.4.
One may recognize that the moment in
each girder due to 4-wheel loading should not be greatly different.
Thus,
it is possible that either Girders B or C may have the maximum moment; and,
for small values of H, the edge girder may have the maximum moment.
It should be noted that for the 4-wheel loading located at midspan,
the moments at midspan of the interior girders are always greater than the
edge girder.
If the loads are located away from the midspan, the moment in
the edge girder may be greater than the interior girders.
It may be seen
from the influence lines for moments at midspan of Girder A, as shown in

Fig. 5.24, that the curves are convex, while the curves 'ofthe interior
girders are concave.
Thus, when 4-wheel loads are considered, the maximum
moment is always in the interior Girders B or C; but, when three-axle truck

loads are considered, the maximum moment may be in the edge girder.
5.4.2
Outer Wheel on Edge Girder

This condition of loadings may happen in the bridges in which the
80
cross section is shown in Fig.
5.2(a)~
The curbs of the bridges are located
at least 2 ft from the edge girder, so that the outer wheel of the truck
may come over the girdero
From the influence lines for moment in the girders
shown in Figs. 504 and 505, it is obvious that the outer wheel is the most
effective load producing moment in the edge girder.
Since the ordinates
r
l
of the moment coefficients for Girder A are very high when the load is placed
directly on it, the maximum moments in the edge girders due to 4-wheel
load~
ings have to be obtained by placing one wheel load directly on the edge
girder and keeping the spacing between adjacent pairs of loads as small as
II
L._~
r~
possible.
The case in which the outer wheel can move outside of the edge
girder has not been considered.
The set of curves of the influence lines for moment at midspan
..:::,
[.
~
L
and moment envelopes, shown in Figs. 5.25 and 5026, are similar to the
first set as presented in Figs. 5.21 to 5024
However, the curves in the
second set were obtained by placing the outer load, P, on the edge girder.
'
I.
..
When this loading controls, Girder A always carries the maximum momento
The results for the bridges with b/a
= 0.20 and 0015, and b/a = 0.10 and
H = 40 have not been presented, since the moments in the edge girders
for these cases are still less than the moments in the interior girders of
the first caseo
b/a
But the moments in the edge girders of the bridges with
= 0 10 and H = 5,10 and 20, and b/a = 0005 and H = 10, 20 and 40, are
i
t.j
always greater than the moments in the interior girders of the first loading condition, and have to be used for design of the girders for bridges
having the cross sections as shown in FigG 502(a)c
,. f'::
i,.J
81
It is noted that, since the maximum moments of the second loading

condition are in the edge girder, the influence lines for moment at midspan
are convex curves and are almost identical to the moment envelopes.
5.4.3
Relationships Between Maximum Moment Due to 4-Wheel Loading and

Relative Girder Stiffness
The relationships between the maximum moments in the girders due
to 4-whee1 loadings and the relative girder stiffness, for various values
of bfa, are given in Fig. 5a27.
9 fto
The girder spacings are 5, 6, 7, 8, and
Since the influence lines for moment at midspan and moment envelopes,
given in Figs" 5 21 to 5 26 and discussed in Seese 5c4rl and 504"2, corres0
pond specifically to values of H ~ 5, 10, 20, and 40, the moments fot other
values of H cannot obtain dlrectly from those eurveso
obtained from the curves shown in Figc 5027r
However, they can be
The solid lines represent the
moments corresponding to the first loading condition, or the outer load, P,

at least 2 ft from the edge glrderc
The dotted lines represent the moments
corresponding to the second loading condition, or the outer load 3 P, on

the edge g1 rder
It may be concluded, in general, that the maximum moment 1n the

girders of bridges wlth bla
loading condition.
0,20 and
will correspond to the fl(st
0~15
For the bridges wlth b/a = Oe10 and b
6 ft, the maximum
moment will be produced by the first loading condition if H ~ 10, and by the
second loading condition, if H ! 10,
from 10 to 15.
If b
For the bridges with b/a
ft~
= 0005,
the limlt of H wl11 change
the maximum moment is in
the edge girder and produced by the loads corresponding to the second loading condition for any values of H between 10 to 40 3 and b between 5 to 9 ft.
82
It should be remembered that the curves represented by the dotted

lines, or the second loading condition, apply to bridges with the cross sections shown in Figo 5,2(a), where the outer wheel can be directly over the
I
I
outer girder.
5.4.4
Relationship between Maximum Moment Due to 4-Wheel Loading and

Relative Bridge Dimension
The relationships between the maximum moment of the girder due to
-1
j
4-wheel loading and the relative bridge dimension, for various values of H
and b, are presented in
Fig~
5.28.
From this set of curves, the maximum
moments in girders for bridges with values of bla other than those given in
Figs. 5.21 to 5026 may be obtainedo
The solid lines represent the moments
corresponding to the 4-wheel loading with the outer wheel located at least
2 ft from the edge girder.
The broken lines represent the moments corres-
ponding to the 4-whee1 loading with the outer wheel located on the edge
gi rder.
r
I.
It may be observed that the transition paints of the maximum

. moments from the second 1oadi ng condi ti on to the fi ts t 1oadi ng condi ti on are
1. ;
as fo 11 ows:
10
For H - 5, the transition point is between bla
20
For H
= 0.14
and
10, the t-ransltion point is between bla ::: 0.10 and
o 14~
L ..
3.
For H ~ 20, the transition point is between bla
0.07 and
0.,09, and
4.
0~16,
For H = 40, the transition point is b/a
0.06.
The ra nges i n the ra ti a b/ a depen d on the spa ci ngs of the gi rde rs .,
83
As noted previously, the second loading condition applies to bridges

with the cross section shown in Fig. 5.2(aJ.
5.5
Box Section Girder Bridge Subjected to 4-Wheel Loading

It was noted in Sec. 5.2.4 that the single load distribution of the
standard bridge, with the torsional stiffnesses of the girders increased to

the range of the box section, is greatly improved,
In this section, the load
distribution of this bridge subjected to 4-wheel loading is studied.

The influence lines for moment at midspan and moment envelopes of
Girders A, B, and C due to 4-wheel loading were obtained and are presented
in Fig. 5.29.
The curves for both Girders A and B were obtained from the
loading condition where the outer wheel is on the edge
girder~
The maximum
moments for this loading condltion are in Girder B instead of Girder A for
the I-section girder bridges,
It is evident from the influence lines for
moments in the girders, as shown in Fig, 5.10, that the effect of the outer
wheelan the moment in Girder A of the box sect 1 0n is less than 1n the 1section girders.
The summatlon of the effects of 4-wheel loads for Girder B
is greater than for G1 rder A.
I f the oute'(' wheel is at least 2 ft from the
edge girder, the maximum moments are 1n Girder C.
However, the maximum
moments in both cases, Girders Band C, are only very shghtly different, and
either case may be used for designConsider' the curves shown in Fig 5,29 and the correspond1ng curves
for a btidge with the same values of Hand bfa, as shown 1n Figs. 5.23 and
5~25.
It is obvious that the load distributlon for the standard bridge with
box section glrders
1S
much better than for the I-sections
The effects of
increasing moment 1n any girder due to increasing the glrder spacings in the
" , ' '111
84
box-section are less than the I-section.
t~
r_ ,.'
For example, increasing the girder
..
spacings from 5 to 9 ft increases the moment in Girder A of the box section
girder bridge from 0=212 Pa to 0.257 Pa, and Girder C increases from 0.227 Pa
to 0.267 Pa.
But the moment in Girder A of the I-section bridge increases
l ...
..;;.:
_.
from 0.233 Pa to 0.347 Pa, and Girder C increases from 0.257 Pa to 0.362 Pan
5.6
Effects of Diaphragms on Load Distribution Behavior of Bridge Due to

4-Wheel Loadings
!!
i.. ...
oJ
I t was shown in Sec 5. 3.2 that the di aph ragms do reduce the moc
ments in the loaded girders of bridges subjected to single loads.
The re-
ductions of moments in the loaded girders are related to the relative diaphragm
stiffness.
The loaded girders may be either edge or interior girders.
I]
~
":.'.'~i
Adding diaphragms to bridges that carry 4-wheel loadings does not

a lways reduce the moments in the gi rde'rs :'
I t depends on whi ch gi rder is the
significant girder, or which girder controls the moment.
For instance, adding
a diaphragm to a bridge increases the moment in the edge girder, but decreases
1'.,
those in the interior girders
If the edge girder is the girder which con-
trols the moment, the addition of diaphragms would increase the maximum mo-
"
r
&.:.:'
ment and thus be harmful.
On the other hand, if the interior girder is the
significant girder, the addition of diaphragms would reduce the maximum

moment and thus cause desirable effects.
In order to obtain a better understandlng of the effects of diaphragms on the load distnbution in the bridges, the series of bridges listed
in Table 2.4 have been studied.
this study.
Several kinds of curves are obtalned for
The first set consists of the Influence lines for moment at
midspan and moment enve'lopes for the standard bridge with five locations of
85
diaphragms, as shown in Figso 5,30 to 5.34,
For each location of diaphragms,
the curves are plotted for the girder spacings equal to 5, 7 and 9 ft, and
~ri
the outer wheel may come over the edge
rder or be at least 2 ft from ito
The second set of curves consists of the relationships between the

maximum moments in each girder due to 4-wheel loading and the relative diaphragm stiffness for various bridges, as shown in Figs. 5.35 to 5.37.
These
curves are also plotted for the case whe('e the outer wheel can come directly
over the edge girder and where the outer wheel is at least 2 ft from it.
The third set of curves are the relationships between the maximum
moment in the controlling girder and the relative diaphragm stiffness, and
are presented in Figo 5.38 and 5.39,
ratios bla
0.10 and H
The curves for bridges which have the
= 5, 10, 20, and 40 are shown in Fig. 5038. The
curves for bridges which have values of H = 20 and bla

and 0020 are shown in Fig. 5.39.
= 0.05, 0.10, 0.15,
The curves for both the second and third
sets are plotted for b = 5, 1, and 9 ft,

5.,601
Etfects of Varying R.elative Dlaphragm Stiffness

The effects of varying the relative diaphtagm stiffness on the load
distrlbut~ol')
The
curve~
of the bridges may be studied from these three sets of curves"
1n the first set show the influence lines for moment at midspan
and moment envelopes for the values of

~
correspond1ng to
O.
over the edge girder.
;.:
0, 0,05,0.20 and 1000,.
The curves
0 and 1000 represent the bridges without diaphragms and
wi th ri gi d dl aphragms"
responding to
!(
Fo'( each gl (der spaci ng, there are two curves corOne represents the case where the outer wheel may come
The other curve represents the case where the outer
wheells located at least 2 ft from the edge girder.
When 4-wheel loadlngs d.re
86
:--~.
;-..
i .;
concerned, the significant girder of this particular bridge without dia-
phragms is always Girder C.

When adding diaphragms with various stiffnesses to the bridge, the
moment in Girder A always increases as the relative diaphragm stiffness in-,
creases, whereas the moments in Girders Band C decrease.
may be seen from the curves shown in Figsu 5.35 to 5.37.
in
Fig~
These variations
The curves shown
5.35 are the relationships between maximum moments in the girders
and the relative diaphragm stiffness for the standard bridge with various
:.._,"
locations of diaphragms.
I f the outer whee 1 can come over the edge gi rder, the curves, for
this parti cular bri dge, show that except when there are two di aphragms at
F,i,',:'
E~'
the quarter-points, Girder A always become the controlling girder for any
location of diaphragms for
tween 5 and 9 ftc'
less than 0.05, and for any girder spacing be-
For two dl aphragms at the quarter-points, Girder A becomes
the significant girder at the va-lues of
0005 to 0.08"
< :::;
However~if
three-
[:
axle truck loadings are considered, the addition of the diaphragms to this
particular bridge wi '11 cause harmful effects if the outer wheel can come over
the edge girder.
A discussion of the load distribution 1n structures sub-
jected to three-axle tr'uck 'loadings is presented 1n Sec. 5.70
dS
'"
the girder spacing and the relatlve diaphragm
stiffness vary, different girders become slgnificant,.

spacing, b -= 5 ft, the curves show that Gi rder C
girder.
For the larger girder spacings, b
1S
For the small girder
a'~ways
the controlling
7 and 9 ft, the glrder that
controls the maximum moment can be any girder, A, B, or C, depending on the

re 1ati ve di aphragm s tl ffness, and the 1ocat j on of di aph ragms
The curves
:;,
&'. ;.:
If the outer wheel is located at least 2 ft from the edge girder,

the curves reveal that
r
'"
87
for the bridge with one diaphragm at midspan show that the maximum moment
is resisted by Girder C for the bridge without diaphragm or with a very
flexible diaphragm)
less than 0.04, and Girder B for the bridge with a
= 0.04 to 0.15.
flexible or medium stiff diaphragm,
diaphragm stiffness is greater than
0.15~
If the relative
Girder A becomes most significant.
However, these transition pOints of the various significant girders may be varied by changing the location of diaphragms.
The curves in
the same figure, but for the bridge with two dlaphragms at the quarterpoints, show that if b = 7 ft, the maximum moment is in Girder C, Bi and A
for
from 0 to 0.05,0.05 to 0.21 and greater than 0.21, respectively.
b ::: 9 ft, the moment is taken by G1 rder B for any va 1ue of

to 0 _40
:<
If
between 0.01
The effects of the di fferent 1ocati ons of di aphragms wi 11 be di s-
cussed in Sec. 5.6,2.

It should be noted
that~
in
general~
either Girder A or B may be
the controlling girder in the standard bridge, depending on the relative

stiffness and location of fiaphragmss and the girder spacing.
It
may be
observed) -from the curves for this bridge and those shown In FlgS. 5 . 36 and
5,37 for the bridges with bla
= 0.10 and H = 5 and 40, and H ~ 20 and bla =
0.05 and 0.20, respectively, that for a certain girder spacing, the transi-
ti on poi nts of transferri ng the maximum moment from Gl rder B to Gl rder
11,
move away from the vertical axis if the diaphragms are moved from the midspan
to the supports.
On the other hand) the transition pOlnts move closer to
the axis if the girder spacing

same locations.
K
lS
increased with the dlaphragms held
It means that) for a certaln girder
spacing~
1n
the
the value of
at which Girder A becomes significant is small if the diaphragms are located
88
at the midspan or close to it, and lncreases as they move from the midspano
If the bridges have the same location of diaphragms, the value of
at WhlCh
Girder A becomes significant, is smaller for a bridge with a large girder

spacing than for one with small girder spacing.
.-'--'\
The effects of varying the relative diaphragm stiffness in bridges
having the same relative geometry but differ'ent relative girder stiffness
may be seen in the curves shown 1n Fig. 5.36.
b/a
The bridges have the same
OelO, but H = 5 for one bridge and 40 for the other.
The bridge with
1 ,;
H = 5 has a relatively stiff slab, whereas the one with H ~ 40 has relatively
stiff girders.
The curves show that the variations of moments in the gir-
ders due to the dlaphragms are small for the former, but large for the
I. ;'
..
j.'
latter, since the bridge with a stlff slab has a better load distribution,
even wi thout d; a phra.gms, than the one
Wl
th
st~i
ff gl (def's
~
~J
r.
the outer wheel c.a,n come over the edge 9i rder, the curves
1f
show that the dlaphragms should not be added to the brldge w1th H = 5, since
the maximum moment is contro ~ 1ed by the edge gi rde( s regardl ess of the '10cation of dlaphragms and g1rder spaclngo
However, the
ma~lmum
:
1:.
moment 1n
the girders for the bridge With H :; 40 may be rE'duced conslderably by

adding relat1vely flexible dlaphra.gms at the most effective locatJooc
If the
oute~
the maximum moment

5 ft.
If b
In
wheel
the
1S
located at least 2 ft from the edge girder,
girders of both b(ldges
15
In
Glr"der C for b
7 or 9 ft, either Glrder A or B for the brldge wlth H ~ 5,
or any girder for the brldge with H ~ 40, may be the slgniflcant girder,
dependlng on the relative stiffness and 10catlon of dlaph r agms and the
girder spacing"
The glrder moments are very lnsens1t1Ve to changes in
relative diaphragm stlffness jf H ~ 5.
However, the maXlmum moments in the
..
,.
.'
89
girders of the bridge with H = 40, are greatly reduced by adding the diaphragms having the same relative stiffness as in the bridge with H = 50
example, adding the diaphragms with
these two bridges wi th b
j(
;::
For
0015, at 5/12 points of the spans of
9 ft, reduces the maximum moment in the stlff
slab bridge from 00317 Pa to 00300 Pa, whereas that in the stiff girder
bridge is reduced from 0,395 Pa to 00313 Pan
The reduction of moment for
the former is 504 percent, whereas the latter is 20.4 percento

phragms with
b
= 0.40
If the dia-
are added at the third-points of the bridges with
7 ft, the maximum moment in the stiff slab bridge is reduced from
0.276 Pa to 00266 Pa, whereas that in the stiff girder bridge is reduced
from 0,,344 Pa to 0,275 Pac
In this case, the reduction of moment for the
former is 3 6 percent, whereas the latter is 2001 percentc

0
Thus, it may be concluded that the addition of diaphragms to a

bridge with b/a
~.
0010 and H :; 5, may not improve the load d"lstribution,
and may cause harmful
effects~
bution in a bridge with b/a =
The diaphragms do improve the load distriO~10
and H : 40, whether the outer wheel can
come over the edge girder or rema1.n at least 2 ft fr'om it",

The effects of varying the relative diaphragm sti'ffness in br'ldges
having the same relative girder stlffness, but differing in relative bridge
geometry, may be stud1ed from the curves shown ln Fig, 5037,
b/a
The one with
0005 1S a relatively long span br ldge, but the other wlth b/a ; 0.20
is a relatively short span bridge.
The curves show that the variations of
moments in the girders of the brldge with bja .: ; 0,05 due to the effects
of diaphragms are small and similar to those for the bridge wlth b/a
and H = 5~ Since both bridges have good load dlstrlbutions"
for the bridge wlth b/a
0.10
But the curves
0<20 show that the moments 1n the girders are
-:--... :!'8
90
il .. .;:~,
greatly changed if the diaphragms are added.
r .,
The variations of moments of
.---.
this bridge are similar to the one with bla : 0"10 and H = 40.
As was the case for the bridge with b/a : 0.10 and H = 5, if the
outer wheel may come over the edge glrder,
to the bridge with b/a
= 0"05.
should not be added
d~aph(agms
But, adding the relatively flexible to
medium stiff diaphragms to the bridge wlth b/a

moment in the girders substantially_
=9
For b
= 0019
ft, the maximum moment can
at the third-points.
maximum moment can be reduced from 0"362 Pa to

phragms with
= Or17
at the 5,12 pOlnts, or
0~300
< ~
For b
1<
7 ft, the
Pa by adding the dia-
0,29 at the third-points.
7 ft, respectively.
15
located at least 2 ft from the edge girder,
the maximum moment in the g'Jrders of the bridge with bja
0 . 05 may be re-
duced slightly by adding relatively flexlble diaphragms at the most effective location, mldspan ot close to
it,
But the curves of the bridge with
0 20 show that the maximum moments in the girders ar'e greatly reduced
0
by adding the diaphragms"
For b
and 7
ft, Girder C
Either Girder B or C becomes slgn 1f'cant for b = 9 ft.
o to
secto
1S
[f
Ii':'
E':
[
I,"
!
.'.
slgnificant.
With
ranges from
0.40, the curves of the edge 91Yders and interior glrders never lnte(-
.
1
L.:i
Thus, the maximum moments are
contro11ed by
any girder' spaci ng between 5 to 9 ft, and ".

5.6 2 Effects of VarY 1 ng
0
t. ... 4
).'
If the outer wheel
0" 11
The reductions of moments are 18,8 percent and 1703 percent for b : 9 and
b/a
0:20, reduces the maXlmum
be r'educed from Or 431 Pa to 0,350 Pa by add 1ng di aphtagms, wi th

at the 5/12 points, or
Locat1on~
the lnterior girders for
0 to 0 40.
of Diaphragms
The diaphragms, as dlscussed in Sec.
5~3.2
for a single load on
91
the bridge, have the most effect on the moments in the glrder-s at the pOlnts
of intersection of
points~
d~aphragms
and girders, and are less effective for other
It is also true for the 4-wheel loadings,
The effects of varying
the location of diaphragms may be studied from the three sets of curves
mentioned below.
Consider the influence lines for moment at midspan and moment envelopes for the bridges wlth one diaphragm at midspan and two diaphragms at
the quarter-points, as shown in
Figs~
5,30 and
5~33,
respectively,
It may
be observed that the -variations of the moments,with changes in diaphragm

stiffness, at mldspan in both the edge and interior girders for the bridge
with one diaphragm at mldspan are greater than those for the brldge with two
diaphragms of the same stiffness at quarter-polnts.
On the other hand, the
curves in the same figures show that the variations of the moments at
quarter-points In both the edge and interior girders for the bridge with
two diaphragms at quarter-polnt5 are greater than in the bridge with one
diaphragm at midspan.
Another example
15
1n the bridges with one d1aphragm
and three diaphragms, as shown In Figs" 5,30 and 5.34, respectlvely-
The
influence "Ilnes for moment at midspan of the edge and interior gir'ders
of both bt'ldges show t.hat the dlffer'ences of the varlatlons of moments at
midspan due to 4-wheel loadlng moving along the span of the brldge wlth
one
d~aphragm
and the corresponding values of the bridge wlth three dla-
phragms are small.
But, the moment envelopes of the girders 1n both brldges
show that the varlatlons of the moments at other locatlons along the span
for the br 1dge wi th three d i aphr'agms ar"e grea tet than in the
one d1a ph ra gm "
b('i
dge
W~
th
92
~ .. :;.
It may be concluded that the contribution of the diaphragms located

at the
quarter~points
to the moments of the midspan is small, and the effect
of the diaphragm located at midspan upon the moments at the quarter-points

is also small,
,--:
.~
However, the combined effects of the diaphragms located both
at midspan and quarter-points are greater than either one diaphragm at

midspan or two diaphragms at quarter-paints.
Consequently, If several dia-
phragms are closely spaced along the span of the bridge as the load transfer-
r-I
t!
ring device, one may expect that the load distribution of this bridge is
t .. :.
similar to the bridge without diaphragms, but with increased slab stiffness
or torsional stiffness of the glrders,
The effects of varylng the locations of diaphragms on the maximum
moment in the girder of the bridge can be studied from the second set of
curves, as shown in Figsa 5,35 to 5.37"
K
= Oc20
at the 5/12 pOints,
shown in Figo
5n35~
For
third-po~nts
example~
and quarter-points of the bridge
the maximum moment in Girder
from 0.345 Pa to 00375 Pa,
0~365
adding diaphragms with
A~
for b
9 ft, changes
Pa and 0.355 Pa, respectively; that in
I:
I
Girder B changes from 0,354 Pa to 00310 Pa, 00329 Pa and 0.345 Pa; and that
of Girder C from 0.361 Pa to 00259
For a constant relative diaphragm
moment in Girder
A~
Pa~
0,287 Pa and 0,302 Pa, respectively,;
stiffness~
the
~nc(ease
of the maximum
~- "'~
and the decreases of the maximum moments 1n Girders B
and C, are largest when the diaphragms are located near the midspan, and
become smaller as the dlaphragms move away from the midspanc
This is also
true for other girder spac1ngs.

Consider a bridge w1th a dlaphragm at mldspan and one with two
diaphragms at the 5/12 pOlnts with a11 diaphragms hav1ng the same stlffness,
The curves show that the va.flations of moments ;n the glrde(s, both interior
93
and edge girders) are slightly dlfferentc
ThlS means that the effects of
adding one diaphragm at midspan or two diaphragms at the 5/12 points to the
bridge are almost the same.
For the bridges wi th bla
with
b/a =
0,10 with H = 5 and 40, and H ~ 20
0.05 and 0.20, the curves show that the effects of varying the
locations of diaphragms are slmllar to those in the standard bridge.
That
is, for constant stiffnesses of diaphragms, the changes in the maximum

moments in" the girders are larger for the diaphragms located at the 5/12
points than for those located at the third-points.
With the
K
rel~tive
diaphragm stiffness in the practical range,
0 to 0,40, the effects of varYlng the locations of diaphragms may be
summarized as follows:
1:
The dlaphragms are effective in reducing the moments In the

girders at the points of intersectlon of girders and diaphragms;
20
For a certaln value of
~,
the varlations of the maximum mo-
ments at midspan are large if the diaphragms are located

midspan or close to
mo~e
It,
from midspan toward the support5"
ce(ta~n
g~rder,
~f
the diaphragms
One may say that for
lncrease of the moment at midspan of the edge
or a certain reductlon ot the moment at midspan of
the inteflQr g1("der,
WhlCh
d1aphragms 1f they are

by
and become small
is prOduced
by relative"ly
flex,ble
located at or c}ose to midspan, but
stlffer dlaphr"agms if they are "\ocatea a.way: fr"om the
ml dspa n;
at
94
P
l
With a certain value of
30
~,
the variations of the maximum mo-
ments in both the edge and interior girders are almost the
same for bridges with a diaphragm at midspan, two diaphragms
at the 5/12 points, and three diaphragms at the quarterpoints and midspan; and
40
For a certain b, the transition points at which the maximum
r:
moments change from the i nteri or' gi rders to the edge g'j rder
correspond to more flexible diaphragms if they are located at
or close to midspan, and to stiffer diaphragms if they are
f;:
L
located close to the supports.
(.::
.'
506.3
Effective Stlffness and Location of Diaphragms for Various Bridges

In the slab and girder
br~dge
structures, the maximum moments in
the girders due to wheel loads are always at the mldspan,
The purpose of
[
[
this study is to find the reductions in the maximum moments caused by

adding the most effective diaphragms to each particular bridge.
A series
of bridges has been studied with various stiffnesses and locations of diaphragms'o
The effects of vary'ing the relative dlaphragm stiffness and their
locations were studied in Sec,
5~6,1
"I.:
[
and 5 6,2.
0
The studi-es of the effects of varYl ng the st;iffness and locati on

of diaphragms show that load distr1bution are not always improved
the diaphragmsc
by
adding
Diaphragms do 'educe the maximum moments in some girders
of some bridges, but they may increase the maXlmum moments in others"
One
should keep in mind that the dlaphragms always reduce tne moments in the
interior girders, but increase the moments in the edge 91rders.
--
,:J
95
It may be stated, in general, that diaphragms should not be added

to those bridges in which the load distribution without diaphragms is quite
uniform, or fairly uniform when the outer wheel can be located on the edge
girder.
Diaphragms may be added to those bridges in which the load dlS-
tribution is nonuniform and needs to be improved, since ln the bridges with

nonuniform load distribution, the maximum moment is always controlled by
the interior girder, Co
One should recall the discussion ln
Sec~
504 concerning the load
distribution in the fourteen bridges due to 4-wheel loadings.
The influ-
ence lines for moment at midspan and moment envelopes of those bridges are
given in Figsr 5.21 to 5.260
It has been mentioned that the bridges wlth
small values of bja and H have better load distributions than the other
bridgeso
The
classificat~ons
of the load distribution of the fourteen
bridges may be summarized as follows:

,.
The bridges wlth uniform load distribution include those wlth

bja : 0005 and H ~ 10 3 20 and 40, and b/a
= Oel0
and H ~ 5
and 10;
2-
The bridges wlth falrly uniform load distribution include

those with b/a - 0010 and H ~ 20, b/a
bla
30
0015 and H ~ 53 and
0.20 and H : 5; and
The bridges with nonun 1form load distributlon lnclude those

with b/a
= 0.10
40 3 with b/a
and H ~ 40, bja
= Oe15 and H ~ 10 20 and

9
0"20 and H ~ 10 and 20.
"fhe studles of the relative stiffness and location of diaphragms

show that for a constant value of
<,
the load dlstrlbution of the brldge
with a dlaphragm at. the midspan, two dlaphr'agms at the 5/12 pOlnts, and
r- .' .
96
diaphragms at the quarter-points and midspan are almost the same.

economic cost and time savings in construction are
phragm at midspan need be considered"
concerned~
If the
only a dia-
Thus, the five locations of diaphragms
are reduced to three, namely, a diaphragm at mldspan, two diaphragms at
the third-points, and two diaphragms at the quarte('-pointso

The most effective combination of stiffness andlocatton of diaphragms for the various bridges may be studied from the curves given in
Figso 5 38 and 5.39.
0
The curves in Fig. 5,38 are the relationships between
the maximum moment in the significant girder and the relative diaphragm
= 0010
stiffness for the bridges with b/a
and H = 5, 10, 20, and 400
curves, for the bridges with H : 20 and bja = On05

are given in Fig. 5 39.
0
0.10,
0~15,
Similar
and 0020,
Two locations of diaphragms are presented,
rI-
na~ely,
a diaphragm at the midspan and two diaphragms at the third-points"
The
curves in Fig" 5038 represent the bridges with medium length span.
The
bridges with H = 5 and 10 are classifled as having uniform load distributionry

The bridges with H : 20 and 40 are classified as having fairly uniform or
nonuniform load distribution.
If the outer wheel may come over the edge gi order, the curves for
the bridges with b/a = 0010 and with H ~ 5, 10, and 20 show that the diaphragms shoul d not be added for any g j rder spacol (19 between 5 to 9 ft, 51 nce
they increase the maximum moment in the glrderc
It should be noted that
the moment in the br1dge with H - 20 and b : 7 ft can be reduced slightly

by adding a flex1b'}e diaphragm,
be harmful for the truck loadsc
1<.:
:=
0,05, at the m1dspan,.
However, it may
The curves fOr" the b r ldge wlth H
5 ft show that by adding a diaphragm wlth
= 0.05
a~
40 and
midspan, or two
diaphragms each having ,(" : :; 0,05 a.t the third-points, the ma.ximum moment can
L""":
97
be reduced from 00265 Pa to 0,242 Pao
For b
ft,
the maximum moment can
be reduced from 00344 Pa to 0,302 Pa by adding a diaphragm with

midspan, or to 0.309 Pa with dlaphragms with
If b
=9
= 0 06 at
0
: 0"06 at the thlrd-points.
ft, the maximum moment can be reduced from 0.396 Pa to 00353 Pa
or 00358 Pa, by adding a diaphragm with

diaphragms with
K ~
= 0002
at the midspan, or two
0.05 at the third-points, respectively.
It may be concluded that if the outer wheel may come over the
edge girder, bridges with H = 5, 10 and 20 should not have the diaphragms,
With a flexible diaphragm,
= 0.02 to 0.06 depending on the girder spacing
at midspan of the bridge with H = 40, the maximum moment can be reduced
signif1cant 1y.
A diaphragm at the midspan is most effective.

the maXlmum moment in all brldges can be reduced by adding the dlaphragms.
The reduct 1 0ns of moments are greater for the bridges with a diaphragm at
the mldspan than those wlth two diaphragms at the third-polnts,
5 ft,
~he
maxlmum moments
glrders for
increase-
< ~
Howe~e(,
than 0 20
1n
all brldges are controlled by the
the rates of decreasing become small if
maximum moment for the bY'ldge with H

O~E
wlth H
reductlon of mOffient
latter,
For b
~ 7
b~-
inter~or
to 0.40, Slnce the moments decrease as the values of
Wlth a medium stiff dlaphragm,
Pa, and the
For
1S
40
~s
.:0
K ~
1S
0.20~
<
is greater
at the mldspan, the
'(-educed from 00225 Pa to 0,210
reduced from 0,266 Pa to 00224 Pa.
The
6"5 percent for the former and 15.8 percent for the
ft, the maXlmum moments for all br1dges are conttolled
by the interior 91rders lf a dlaphragm for WhlCh

to 0.25, depending on the
v~1ue
<
1S
not greater
of H, is located at midspan.
diaphragm, Girder A becomes slgnif1cantc
With this value of
t~an
0.20
With a stlffer
<,
the maxlmum
98
moment of the bridge with H : 5
lS
reduced from 0.275 Pa to 0.258 Pa, and
the one with H = 40 is reduced from 00344 Pa to 0.268 Pa, the reductl0ns of
moments are 6.2 percent for the former and 22.1 percent for the latter"
It is noted that the maximum moments of the bridges with a dlaphragm,
= 0.10, at the midspan and two diaphragms, each having
are almost identical
= 0040,
=9
ft, the values of
r-
where the transition paints occur,
are 0006, 0008, 0013 and 0.17 for the bridges with H = 5, 10, 20 and 40,
respectivelyo
1 .:
A flexible diaphr'agm at the midspan is as effectlve
as two stiff diaphragms at the thlrd-points.

For b
,--
With these values of
K,
the moment is reduced from 00317 Pa
to On300 Pa for the bridge with H ~ 5, and from 0-396 Pa to 0.320 Pa for
the bridge with H = 40,
The percentages of the reductions of moments are
504 percent for the former, and 19.2 percent for the lattera
It may be concluded that, lf the outer wheel is located at least
L... ~
f~
:.:'
,.'
E
[
2 ft from the edge girder, the dlaphragms need not be added to the bridges
with H = 5 and 10, since the reductions of moments are small.
flexible or medium stiff diaphragm, (
~ 0~05
With a fairly
to 0-25, at the midspan of the
bridges with H : 20 to 40, the maximum moments car. be ('educed substantJallyo

A diaphragm at the midspan is the most effective.
If the outer wheel can come over the edge glrder of the bridges
with H = 20 and bja
Oe05, 0.10, 0- 15 and 0020, the curves In Flg, 5.39
show that the diaphragms should not be added to the brldges wlth b/a :
0 05 and 0.10, since Gi-rder A controlS, and the ma.xlmum moments,
0
are increased for all values of b.
con~equently,
But the curves for the bridges with b/a -
0 15 and 0,20 show that t.he maximum moments are reduced by adding the dla0
phragms with varlOUS stiffnesses at the mldspan or the thlrd-points.
It was
(;
L,
99
mentioned earlier that the brldges with b/a
0,05 and 0.10 are classlfled
as having the uniform, and fairly uniform load distributions, 'respectively.

But the bridges with b/a
0.15 and 0020 have nonuniform load distributions,
For b : 5 ft, the maximum moment of the bridge wlth bja - 0.15 can
be reduced from 0.275 Pa to 0,250 Pa by adding a diaphragm with
the midspan, or two diaphragms,
The reduction of moment is 9. I
= 0.05
at
= 0.10 for each, at the third-points.

For the same girder spacing, the
percent~
maximum moment for the bridge with b/a : 0020 is controlled by the lnterior
girder for
ranging from 0 to Or40, even though the outer wheel may come
over the edge girder.
By addlng the diaphragm with
= 0020
at the midspan,
or the third-points, the moment is reduced from 0.280 Pa to 0.250 Pa, at by

1007 percent.
Howevet s the rate of decreasing of the moment wlth lncreases
of the diaphragm stiffness is small for both bridges.

For b
7 ft, the curves for the bridge with b/a
with a medium stiff diaphra.gm,

K
:::;
0.20 Of
greater, at the
~,Oo
0.15 show that
15 at the mldspan, or two dlaphragms,
thlrd~polnts,
0.351 Pa to 0.308 Pa, or by 12.3 percent.
the moment can be reduced feom

An increase in the stiffness of
the midspan dlaphragm causes Glrder A to become Significant, thus lncreaslng

the moment.
lhe maXlmum moment of the brldge with b/a
control-led by the lnterior girder fat,' .; 0 to 0,,40,
0.20 is stl11
With a mldspan dla-
phragm, or third-points dlaphragms, the maximum moment may be reduced from

0.361 Pa to 0.312 Pa and 0"307 Pa for
<
= 0~20
and
O:40~ (espectively~
The
reductions of moments are 13,6 percent for the fonner and 15 percent for the
latterc
It is noted that the maximum moments wlth a dlaphragm at the mldspan,
or with two diaphragms having the same stlffnesses as the mldspan diaphragm,
are almost identlcal.
100
.. , ''l
i:
=9
For b
the bridge with b/a
ft, the most effective relative diaphragm stiffnesses, for
= 0,15,
are 0005 if there is one diaphragm at midspan,
or 0010 if there are two located at the third-points.
With these values of
~,
the maxi mum momen tis reduced fr'om 0041 Pa to 0,355 Pa for both 1oca t ions
of diaphragms, a reduction of 13 6 percent.
0
For the stiffer diaphragms,
Girder A becomes significant, thus the moment will increase.

tive values of
for the brldge wlth b/a
= 0020
The most effec-
are 0.16 for a diaphragm at

r-
the midspan, or 0025 for two diaphragms at the third-points"
The maximum
moments for both cases are reduced from 00430 Pa to 0.357 Pa, which is a
17 percent reductiono
If the outer wheel 1s located at least 2 ft
the edge girder,
f~om
the interior girder controls the maximum moment for all bridges with b
5 ft.
K
A diaphragm at the midspan is the most effectiveD
between 0 to 0.40, the moments decrease as
rate of decrease is slow, especially if
bridge with
b/a :
ft~
Oc05a
two diaphragms at the
However, the
is greater than Oc20o
tion of moment is small for the brldge with b/a

For b :;; 7
With the values of
1ncreases "
The reduc-
0005"
A diaphragm at the m1dspan is more effective than

for the bridge with b/a
0,10,
[
[
the diaphragms do not improve the moment of the
thir'd~points
,"
'r' '.
The most
Co ...
7" .....
effective d1aphfagm stlffness for thls bridge
1S ~ ~
0"20) with which the
maximum moment can be reduced from 0,320 Pa to 0.278 Pa, a reduction of

1301 percent.
with bja
= 0.15
If
<
is greater than 0,20, Girde( A control"
For bridges
and 0.20, the effects of a diaphragm located at the midspan
is slightly better than two dlaphragms located at the tnird=polnts.
The
interior girders control the maximum moments for these two brldges.
The
curves for' the bridge with b/a .: Oe15 show that
If
<
,s greater than 0.35
{-
.::i
101
the reduction of moment is small.
With this value of
the moment can be
reduced from 0.350 Pa to 0 275 Pa which is 21"4 percent reduction.

0
But the
curve of the bridge with bja::; 0 20, show that the reduction of moment may
still be considerable if :( -is greater than 0,40,
However, with
the moment is reduced from 00360 Pa to 0.290 Pae
The reduction
1S
= 0040,
1905 per-
cent, and may reach 25 percent for the stiffer diaphragme

For b = 9 ft, diaphragms should not be added to bridges with b/a
0.05.
A diaphragm with
< ~
0,13 at the midspan of the bridge with bja : 0.10
is very effective, but a stiffer diaphragm is harmful.
For b/a
0.15 and
0020, a diaphragm at the mldspan is slightly better than two diaphragms at
the third-points.
becomes small.
If
With
<
K
is greater than 0"40, the rate of decrease of moment
= 0.13
and 0.40, the moments are reduced from 0.360 Pa
to 0.312 Pa, Oc41l Pa to 0.325 Pa, and 0(430 Pa to 0.341 Pa, for the bridges
with b/a
0.10, 0.15 and 0.20, respectively.
The
corresponding percentages
of reduction are 13,3 percent, 20 9 percent and 20,7 percent,

It is
with b/a
= Dc 10,
edge girder.
noted that, for b = 7 ft, there are two curves for the brldge
and where the outer wheel
located at least 2 ft from the
~s
The solid 11ne represents the br 1 dge with T
the actual value of the prestressed concrete I-section.

represents the brldge wlth T ; 0,
1S
dlstrlb~tion
s11ghtly better than the one with T
the forme r
a~
0.01 I, WhlCh is
The broken line
As discussed in Sec. 5,2.4 for a s1ngle
load movlng across the br1dge, the load

00011
soh as a s 1 1 gh t I y be t tel'
1oa d
O.
of the
br~dge
wlth T
for the 4-whee"i loadings,
dis t ( 1 bLAt i on t ha. n the 1d t t ere
However, the percentages of reductlon of moments due to addlng diaphragms

slightly greater for the bridge wlth T
0 than the one with T
~ O,Oll~
15
102
It is also noted that the curves for moments in bridges with large
values of H, for example, H = 40, in Fig. 5038, descend very fast with increasing values of
between 0 to 0,100
of bfa, for example, b/a
= 0<15
slowly for that range of
K,
But the curves for the large values
and 0.20 in Fig. 5.39, descend much more
in comparlson to those fot large values of H.
All of these bridges are classlfied as havlng nonuniform load distributions.

The reasons for the differences in behavior lie in the fact that even for the
same value of
and H.
K,
is four times as stiff as the one in the bridge with b/a

K
the actual dlaphragms in the bridges vary with b, bfa,
For example, the diaphragm in the bridge with b/a
provided that
= 0.10 and H = 40
= 0020 and H ~ 20,
&.~
1:'.:;
and b remain the same"
From the study of the var1ations of moments for various stiffness
I:
and locations of diaphragms of several bridges, it may be concluded, in

general, that:
10
The most effect;ve and economical 'location of the diaphragm
If
L
is at the mldspan;
2,
The diaphragms should not be added to those bridges WhlCh

are classlfied as having uniform load distr1butl0n, for any
loading conditions;
3.
For those bridges classlfled as hav1ng fairly unlform load

distrlbutlons, dlaphragms should not be added if the outer
.--. .....
,
wheel can come over the edge glrder-
If the outer wheel
~s
located at least 2 ft from the edge girder, the maxlmum mo-
r--i "
...
ment may be reduced by 10 percent to 'i5 percent by adding

a diaphragm ranglng from falyly fleXible to medium stiff,
K
= 0010
to 0.20, at midspan.
The stiffer d1aphragms
:f
103
correspond to smaller girder spaclng.

of moment for the bridge with b/a
The maximum reduction
= 0,10
and H = 20 is 13
percent;
4.
For those bridges classifjed as having nonuniform load
dlS~
tribution, the diaphragms do reduce the maximum moments.
If
the outer wheel can come over the edge girder, the moment
may be reduced by 8 percent to 12 percent for the bridges
with b/a
= OelO and 0< 15, and 12 percent to 17 percent for
the bridges with b/a : 0020,
o to
The most effective
0.05 for the bridges with b/a
those with bja

bja : 0"20,
= 0010,
is from
0005 to 0010 for
0"15,and 0.15 to 0.40 for the bridges with
The larger percentages of reduction of moments
correspond to the larger girder spacings<

If the outer wheel
~s
located at least 2 ft from the
edge girder, the maXlmum moment can be reduced by 19 pefcent

to 22 percent by add 1 ng a d1aphragm ranging from medium to
very sttff, :(
tive values of
0,15 to 0,40, at m1dspan.
~
:<
The most effec-
are from Oc 15 to 0020 for the bridge with
b/a ; Dc 10, and 0.20 to 0-40 for those with b/a
= 0 15 and
Or.200
5.7
Bridges Subjected to Truck loads

The
dlSc~sslons
presented
10
Sees,
5,4~
wi th the 4-whee 1 ] oa d1 ngs mov 1 09 on the br" i dges -
presents two rear ax 1es of two adjacent t(ucks,
5"5 and 5ft6, are concerned

Th 1 S type' of load 1 ng reThe mcudmum moments in the
girders of most bridges occur at the m1dspan due to 4-whee1 loadlngs located
104
at the midspan, except that in bridges with a stiff diaphragm at the midspan
the maximum moments occur' at a section between the midspan and the thirdpointso
However, most of the dlaphragms used in practice have relative
stiffnesses less than 0040, and the dlfferences between the maximum moment
..
-'
-.
t
.,
and the moment at the midspan are smallc

In the following discussion, in order to simpllfY the problem, the
moment at the midspan is taken as the maximum momento
Thus, the curves re-
presenting the influence lines for moment at midspan and the moment envelopes, given in Figse 5,21 to 5.26 and 5.29 to 5.34, can be used to obtain
rI
1. .... ,
r_:~::_
L:
the maximum moments in the girders at midspan due to mUlti-axle truck loadings on various bridges.
Since the maximum moments in the girders are con-
sidered to be midspan, the trucks have to be arranged so that the center axle
of each three-axle truck is located at midspann
This loading cond1tlon lS
possible when one truck passes another in the adjacent lane, as shown in
It has been mentioned previously that the influence lines for mo-
[':.
'!
:
f.
ment at midspan of the edge girder are convex curves, but those for the
interior girders are S11ghtly concave.
Thus, the moment at midspan in an
edge girder due to the truck loads may be greater than that in the lnterlor
girder even though the moment due to
4~wheel
loading at midspan was
~ess,
With the lnfluence 11nes for moment at mldspan, the maXlmum moments in the
slgn~ficant
91rder of the standard bridge subjected to two
trucks we-re obtained for VatloUS glcder spacings,
Two trucks with HS20
loadings as shown in Fig: 5" !{bJ wer-e considered.
The relatl0nships between
t.:
r-,
the maximum moment in the significant girder and the girder: spacing for' the
bridges without diaphragms, with
varROUS
locations of dlaphragms, and with
105
the torsional stiffnesses of the girders equivalent to the box section, are
given in Figc 5040n
Loadlng condition with the outer line of wheels over the
edge girder or 2 ft from the glrder were
cons~defedc
The relative diaphragm
stiffnesses were Oe05, 0020, and 10000

The curves show that the maximum moments in the girders are greatly
reduced for the bridge with box section girders, for both loading conditions"
But the curves of the bridges wlth diaphragms show that the maximum moments
may either increase or decrease depending on the 10ad1ng condition, the
stiffness of diaphragm, and the girder spacing.
If the outer wheel can come over the edge girder, the maximum mo-
ments in the girder of the brldges wlth I-section are 0.390 Pa and 00665 Pa
for b = 5 and 9 ft, respectively.
But, the maximum moments for the corres-
ponding b of the bridges with box sections, are 00330 Pa and 00.490 Pa, which
are 84 7 percent and 7307 percent of moment in the I-section bridges.
0
It
is noted that the coefficients for the box section girders and for the 1secti on for sma 11 g1 rder s iJa,c~ ngs a.re taken from the cuy'ves in whi ch the
outer wheel is located at least 2 ft from the edge girder, since this gives
the maximum values,
In adding the diaphragms at varlOUS locations, the curves show that
the maximum moments are lncreased for any girde( spacing and relative dlaphragm stiffness, except that the moment for
slightly reduced.
b ~
5 ft and
K ~
0.05, is
The increase of moment corresponds to the lncrease of the
diaphragm stiffness.
Thus, dlaphragms should not be added to this stdndard
bridge jf the outer wheel may come over the edge girder.
It is noted that, for
< ~
0.05 and 0,20, the curves for a diaphragm
at midspan, two dlaphragms at 5/12 points, and three dlaphragms, are almost
i dent;' ca 1"
106

the maximum moments in the girder of the bridges with I-section girders are
00390 Pa and Or660 Pa and b : : 5 and 9 ft, respectively.
For the same gir-
der spacings, the maximum moments in the girder of the bridges with box
section girders, are 0 330 Pa and Oc461 Pa, which are 8407 percent and 70
0
percent of the I-section
bridges~
The max1mum moments are also reduced by addlng diaphragms at various locations, except a stiff diaphragm should not be placed at or close
to midspan for the larger values of bn
For these three values of
the
<,
.....-~:
.....
~
curves show that the most effective diaphragm stiffness are 0,05 for b
7, 8, and 9 ft, and 0.20 for b
5 and 6 ftc
F.',
1:'
The three most effective
locations of diaphragms are midspan, 5/12 points, and midspan and quarterpoints"
However, the differences of moments among these three locations of
diaphragms are small.
Thus, a dlaphragm at mldspan
1S
':,
preferable, since
it is more economical.
For
;:;
0,05$ the maXlmum moments are controlled by the interior
girder for any girder spaclng and location of diaphragms.
If
= 0.20
or
greater, the edge glrder becomes signlficant for the three effectlve locations of diaphragms and b = 7, 8 and 9 ft, thus the maximum moments ate
increased
However, for b
:-- ......
5 and 6 ft, the maXlmum moments are stlll con-
trolled by the interl0r glrder, so the values are smaller tnan those wlth
K
::::
0.05.
If><~
1000, the maxlmurn moments are controlled by the edge
der, except the bridge with two d1aphragms at quarter-polnts, and b
91(-
5 ft
for other locations of diaphragms,

It has been discussed in Sec. 506.3 that the transition points
where the maXlmum moments change from the interior glrder to the edge girder
r-.
1.~
!07
of this
standa~d
bridge subjected to 4-wheel loadings are at the values of
0015 and 0020 for b
K :;
9 and 7 ft, respectivelyo
However, since the
influence lines for moment at mldspan of the edge girders are convex curves
and for the interior girders are concave curves, the moment in the edge
girder due to the truck loads is greater than that in the interior girder,
with the same diaphragm stiffnesses.
Thus, the most effective values of
determined from the 4-wheel
loadings as discussed in Sec. 5-6.3 have to be reduced for turck loadings.

The values of
for this standard bridge should be less than 0.20 for a
diaphragm located at mldspan 1f b is equal to or greater than 7 ft.
It has
been found that the maximum moment due to the truck loads is still taken by
the edge girder for
if
:;
0.10 and b = 9 ft, while an interior girder controls
00
It may be concluded that a d.laphragm, with
varYlng from 0.05 to
0.20 depending on the value of b, located at midspan is effettlve for this
standard bridge, if the outer wheel

girderr
The value of
responds to b
5 ft.
~ ~
15
located at least 2 ft from the edge
0-05 corresponds to b
For b
5 ft, the
max1~um
00390 Pa to 00330 Pa by adding a d.laphragm with
of the brldge.
9 ft, and
; 0020 cor-
moment can be reduced from

< ;.
0.20 at the mldspan
The latter moment -is 85 percent of the former.
For b
9 ft,
the maximum moment can be reduced from 0.660 Pa to 0.570 Pa by addlng a

diaphragm with, - 0.05 at the mldspan.
The percentage for thlS case
lS
86 percent.
If the outer wheel can come over the edge glrder, the dlaphragms
should not be added to the br ldge.
108
Chapter 6
j:
RECOMMENDATION FOR DESIGN
'
The slab and girder brldge is a very complicated structure.
A very
large amount of computation is needed to obtain, accurately, the forces in
-r' "
.,
the girders, and this is usually not possible in practice.
Consequently, 1n
present design practice, assumptions have been made which neglect the effects of some important parameters controlling the load distribution in this
type of structure.
In the present analysis of the slab and girder bridges with prestressed concrete I-section girders, the most important parameters affecting
the load distribution, as discussed in Chapter 2 , have been taken into accounto
With the ald of an electronic computer, a large number of bridges
have been analyzed, taking ]nto account the ranges of the varlOUS parameters,
The results obtained from this study and discussed in Chapter 5
have provided information for' the bridge englneers to deslgn this complicated structure with a more realistic and accurate method.
"
.'",
'.
:
(.
'
'.
A set of curves
of the influence lines for moment at midspan and moment envelopes due to
4-wheel loadings moving along the span of the bridges with
p~estressed
concrete I-section girders is presented in Figs. 5.21 to 5.26.

This set of cUr'ves can be used to determine design moments for any
bridges with the ratio of the relative bridge geometry, b/a
0,20 to 0.05,
the ratio of the relative glrde r stiffness, H - 5 to 40, and the glrder
spacing, b = 5 to 9 ft.
W,th thlS range of b/a and the present standard
-;'#'."
prestressed concrete I-section girders, the curves may be used for the bridges
with spans vary'jng from 30 to 150 ft
The curves presented
1n
Figs" 5027 and
109
5.28 give a general method of obtaining the moment coefficients if the values
of b/a and H are not exactly the same as those given in Figsn 5.21 to 5,26.
The curves are provlded for two loading conditlons, namely, when
the outer load, P, can come over the edge girder, and when It is located at
least 2 ft from the edge girder.
of H from 5 to 40 and for b/a
However, in the bridges with any values
= 0.15
and 0,20, and for H = 40 and bja
= Or10,
the maximum moments are always in Girder C, and the controlllng loading is
always with the outer P located at
~east
2 ft from the edge girderc
For the bridges with b/a = 0 05 and H = 10 and 20 and wlth the
0
outer load, P, located at least 2 ft from the edge girder, the moment at
midspan of the
inter~or
girder is greater than the edge girder if the 4-wheel
loads are located at midspan, but
it
may be less than that of the edge girder
if the loads are located away from the mldspan.
Thus, the curves of both
the interior and edge girders are glven, Slnce the moments due to the truck
loads may be greater for the edge glrder.
The maximum moment in the
g~rders
due to the truck loads can be
obtained by placing the trucks as shown In Fig. 5.1.
The axles of these
two adjacent trucks form a number of 4-wheel loadings, and the des1gn moment coefficients are obtained by adding the approprlate ordinates of the
influence lines for moment at midspan, uSlng the curves for the proper values
of bfa, H, and b,
these
If
bridge belng deslgned
values
do not correspond exactly to those of the
lnterpolations snould be made.
The total moment
15
determi ned by summHlg up the moment coeffl c 1 en"ts ana mu 1tl P1yl ng by the
load, P, and span, a.
The study of the effects of d1aphragms on the load dlstribution
of this type of structure s.hows that the addltion of diaphragms 1n the
110
prestressed concrete I-section girder bridge does not always reduce the
maximum moments 0 In certain cases, they increase the maximum moments and
thus cause harmful effects<
It was found that a flexible diaphragm pro-
perly located may have more advantageous effects than two stiffer diaphragms
at some other locationso
At the same location in the bridge, a flexible
diaphragm may reduce the maximum moment, but a stiffer diaphragm may inThus, a stiff diaphragm 1S not necessarily better than a flexible
crease itn
r--:-
t .. ,..J
r
r
one in accomplishing its purpose of lowering the controlling moment in a

certain girdero
From the extensive study of the effects of diaphragms on various
bridges, it was found that the addition of diaphragms to a bridge already
havi ng a un; form load di stri buti on may ei ther reduce or i ncr'ease the maximum moment, depending on the loading conditions and girder spacing,
For
bridges having a less uniform load distribution, the addition of diaphragms

may reduce the maximum moments significantly.
[
[
For the purpose of helping determine whether a diaphragm may be

effective for particular cases, the bridges, with the restriction that the
value of H should not be less than 5, may be classified into three groups
as follows:
10
Bridges with uniform load distribution:
~!.
Values of b/a not
greater than OajO, with the upper limlts of H ~ 40 for bja :

Or05 and 10 for b/a
0.10.,
For- bja between 0005 to Or 10,
the upper limit of H may be obtained from the interpo1atlon
.. ,
:.:.j
between H ~ 10 and 40,.

20
Bridges with fairly uniform load dlstrlbution:
Values of
b/a not greater than Oft15 with the lower limlts of H = 40

for b/a
0.05 and 10 for b/a
= 0,10,
and the upper limits

~:
::
,J
Z...
of H ~ 60 for b/a
0.05 and 10 for oja
For bla
Oe15.
between 0 n05 a.nd 0 -.15, the upper 1im1 t of H may be obta 1ned
by interpolation between H ~ 10 and 60,
3.
Bridges with nonuniform load distribution:
Values of bla
not less than 0.05, and the lower limits of Hare 60 and
10 for bla
0.05 and 0.15, respectively.
For bla between
0,05 and Oc'15, the lower limit of H may be obtained from the
interpolation between 10 and 60.
These relationships are shown graph 1 cally in Flg. 6 10
0
Since the purpose of a good deslgn
1S
to utilize the material to
its best advantage, it is lmportant in the design of the diaphragms fot this
type of bri dge to choose the appropr i ate s t i ffnes s of di aphr'agm to be
placed at the most effective locatlon for a certain bridgen
A study of the
results of the analys1s, however, leads to certain conclusions of the behavior of bridges wlth dlaphragms,
~les
These conclusions may serve as useful
in actual practice in obtalnlng the most oeneflt from diaphragms in
the slab and girder brldges wlth prestressed concrete I-sectlon girders"
The rules that follow are derlved entirely from this analytical study and
apply dlrectly to simple-span rlght bridges cons1sting of a continuous slab
supported by at least flve ldentlcal glrders wlth the girder spaclng between
th eli m, t S
0f
1,
5 to 9 f t:
For btldges classifled as havjng unltorm load dlstrlbutlon,
diaphragms should not be added if the outer P may come over
the edge gJrder,
from the edge
If the oLiter P is loc.ated ar..: least 2 ft
g1rder~
unless bla
15
less than O. lO and
9 ft, a flexible or tairly flexlble diaphragm,
0.05 for
112
7 to 9 ft and
K ;
0.10 for b
to the bridge at the midspan"
20
=5
and 6 ft, may be added
The maximum moment in the
bridge may be taken as 95 percent of that in the same bridge
L ",
without the diaphragm.
",;,
For bridges classified as having fairly uniform load distribution, diaphragms should not be added if the outer P may
come over the edge girder.
stiff diaphragm,
= 0010
r-
If the outer P is located at
least 2 ft from the edge girder, a fairly flexible or medium

for b
=7
to 9 ft and 0.20 for b =
5 and 6 ft, may be added to the bridge at the midspan.
The
maximum moment in the bridge may be taken as 85 to 90 percent of the moment in the same bridge without the diaphragmc
30
r-
L ,
r~
(,
For bridges classified as having nonuniform load distribution,
a midspan diaphragm may be added to certain bridges as follows:
f.
If the outer P may come over the edge girder:

an
= 0005,
and b/a
b.
for bridge with b/a t
= 0,10
= On05
to 0015 with b
0~10
=8
=5
to 7 ft,
L
(:
..
0010 to 0.15 and
corresponding to the larger
[
.......
.,. ,
b/a;
Co
= 0.10
to 0.15 for bridge with b/a
8 or 9 ft, the larger
= On15 to 0.20 and
corresponding to the larger
b/a;
d.
r,.
1 .J
0~15
and b
to 0,40 for bridge with b/a
5 to 7 ft, the larger
larger b/ao
'!
or 9 ft;
to 0.10 for bridge with b/a
b : 5 to 7 fts the larger
and b
pO
0.15 to 0.20
corresponding to the
113
The maximum moment in the bridge may be taken as 90 percent of

the moment in the same bridge without diaphragms for cases a,
b, and d, and 85 percent for case c
If the outer P is at least 2 ft from the edge girder:

a~
- 0.15 for a b-ridge with bla not greater than 0" 10;
::
0" 15 to 0040 for a bridge with bla : :
co
\(
0.40 for a bridge with bla :; O. 15 to 0020
o~ 10
to
O~
15;
The maximum moment in the bridge may be taken as 85 percent

of that in the same bridge without diaphragms, for b
=5
and 6 ft, and 80 percent for b = 7 to 9 ft.
r n the study of the standard b"rl dge wi th the tors i ona 1 s ti ff ne sses
of the girders equivalent to those of the prestressed concrete box section,
the results show that the maXlmum moment of the bY'idge is reduced
tiallYn
substan~
For example, the maximum moment in the bridge with box section
girders is 85 percent of that of the I-section girders if b = 5 ft, and 70

percent if b : 9 ft"
The results of this study lead
to a suggestion that a thorough
study of bridges with prestressed concrete box section girders should be

made.
The influence lines for moment at midspan and moment envelopes should
be obtained for practical use,
The study of bridges with prestressed
concrete box section girders may show that it

des i gn concepts for th 15 type of bri dge
~s
possible to use limit
1-'
.,. ....
.
tl-... ..:
~
114
Chapter 7
r:
SUMMARY
:.
l. .. ,;
r
;:<:
oo.
The method of analysis for solving the problems of slab and girder
bridges is presented in Chapter 3 and in Appendixes A, B, and C.
bility method using Fourier series type solution was usedc
The flexi-
The in-plane
forces and the torsional and warping stiffnesses of the girders are taken
into consideration.
The method of analysis of the effects of diaphragms
is also developed, and is presented in Chapter 4 and Appendix D.
A computer
program has been written for the IBM-360/75.
F.~5.~
Il
I'
.: .
With the aid of the electronic computer, a large number of bridges

has been analyzed.
The structures considered in the analyses are simple-
span right bridges, consisting of a continuous slab supported by five uniformly spaced parallel girders of equal stiffness, with the girders running
..
[;: .
,.
r.t'"
L
in the direction of trafficc

A bridge with six girders was analyzed, and the results compared
with those for five girder bridges.
f.
Ii
In order to study the effects of the
torsional and warping stiffnesses of the girders, a standard bridge has

also been analyzed, varying these parameterse
The torsional stiffness is
increased up to that of the box section girder.
The diaphragms, which are usually cast monolithically with the

slab, were modified for purposes of analysis as discussed in Chapter 4.
L
In
this study, a number of these structures with different proportions with

diaphragms of various stiffnesses and at different locations in the bridge
are considered.
Several variable parameters were studied, including:
115
Relative dlmensions of the bridge,
2.
Relative stiffness of girders to that of the slab,
3c
Rela.tive torslonal to flexural stiffness of girder,
4.
Re la ti ve warping to torsional stlffness of glrder,
50
Relatlve stiffness of diaphragm to that of glrder,
6(,
Number and location of diaphragms 1n the structure,
7c
Type and 1oca ti on of loadingsr
Studies of the practical ranges of these parameters are presented 1n

Chapter 2,
The results of the analyses were discussed in Chapter 5.
kinds of curves are presented in F1gS. 503 to 5040_
Several
The influence lines
for maximum moment in the girder at midspan and moment envelopes due to
4-wheel loadings moving along the span for a series of bridges suitable for
spans ranging from 25 to 150 ft and with relative girder stiffnesses corresponding to standard prestressed concrete I-sections are presented In
Figs. 5021 to 5026
The purpose of providing these curves is to enable the
designer to obtain the maximum moments due to the truck loadings, and to
aid in location of the prof11e of the prestressing strandso
In the study of the effects of diaphragms on this type of sttUCture, comparisons were made to obtaln the most effective stiffnesses and
locations of diaphragms for varlOUS brldges.
The criterion of comparison
is, in genera 1, the max ,mum moment 1n the g 1 rders produced by a concentra ted
load, the 4-wheel
load~ng,
sented in Cahpter 5
~nd
and the truck loadlng.
These studies are pre-
certaln (ules that should lead to favorable use
of diaphragms in slab and glrde r brldges with prestressed concrete I-sections

are formulated in Chapter 6
116
,.....'"
j
L__
The output from the computer has a1so provided information, for
future
study~
r-.
on the forces in the diaphragms, and the shearing forces be-
tween the slab and the top flange of the girders of the bridges.
This infor[ .
mation is necessary if the diaphragms and shear connectors are to be properly

desi gned.
A number of important conclusions concerning the effects of diaphragms
on the distribution of moments within the bridge structure may be drawn, as
was shown in Chapter 6.
L ....
Fi rs t, the addi ti on of di aph ragms .to a structure may not reduce the
maximum moments and may in some cases cause moderate increases.
The addition
of diaphragms to a bridge with a span in excess of 60 or 70 ft produces either

no reduction or an increase in maximum girder moments.
Properly designed dia-
phragms may be capable of reducing the maximum moments in some structures,

usually in tile cases of short span structures with relatively wide beam spacings.
In no case can diaphragms result in major reductions in controlling moments.
"I ,
'
..
:,
[
[
Second, only diaphragms at or very near the section of maximum moment

can cause measurable changes in the controlling girder moments.
A single dia-
I:
phragm at midspan or two diaphragms located one sixth of the span each side of
midspan were found to have the same effects, though not the same costs.
Dia-
phragms located at the third or quarter points of the span were not effective
in reducing the maximum moments in the girders.
Third, the diaphragm must be of the correct flexural stiffness to be
effective.
Increasing the stiffness of a diaphragm beyond some particular
value may lead to maximum
mo~ent
values in excess of those existing before the
L."
".
:i
:t
diaphragm was added, even if the structure being considered is one which diaphragms can help.
;
.
L-.;
LIST OF REFERENCES
1.
Pippard, A. J. S. and J. P. A. Dewaele, "The Loading of Interconnected

Bridge Girders," Journal, Institution of Civ;l Engineers, Vol. 10,
No.1, November, 1938, pp. 97-114.
2.
Leonhardt, F. and W. And'ra, 110; e veremfachte Tragerrost-berechnung (The

Calculation of Grillage Beams) ,II Julius Hoffman Press, Stuttgart, 1950.
3.
Hendry, A. W. and LeG. Jaeger, The Ana 1ys is of Gr; d Frameworks and
Related Structures, Chatto and Windus, London, 1958.
4.
Timoshenko, S. and S. Woinowsky-Krieger, Theory of Plate and Shells,

McGraw-Hill Book Company, 1959.
5.
Guyon, Y., IICa1cu1 des Ponts Larges a Poutres Multiples Solidarises par
des Entretoises,1i Anna1es des Ponts et Chausees, Paris, 1946, SeptemberOctober, pp. 553-612.
6.
Massonnet, C., 1I~1ethod de Ca1cu1 des Ponts a Poutres t',1u1tip1es tenant

Compte de Leur Resistance a la Torsion,11 Publications Inter'nationa1
Association for Bridge and Structural Engineering, Zurich, 1950, Vol.
10, pp. 147-1820
7.
Morice, P. B. and G. Little, "Load Distribution in Prestressed Concrete

Br'idge Systems," The Structural Engineer, Vol. 32, No.3, March, 1954,
pp. 83-111.
8.
Newma rk, N. M., "A Di stri buti on Procedure for the Anal ys i s of 51 abs
Continuous over Flexible Beams," University of Illinois Engineering
Experiment Station, Bulletin 336, 19420
9.
Newmark, fL M. and C. P. Siess, "Moments in I-Beam Bridges,1I University

of Illinois, Engineering Experiment Station, Bulletin 336, 1942.
100
Newmark, N. M" C. P. Siess and R, R. Penman, "Studies of Slab and

Beam Highway Bridges: Part I, Test of Simple-Span Right I-Beam Bridges,"
University of Illinois, Engineering Experiment Station, Bulletin 363,
1946.
11.
Wei, Bo Co F., "Effects of Diaphragms in I-Beam Bridges," Ph.D. Thesis,

University of Illinois, Urbana, Illinois, 1951.
12 .
Si e s s, C, P. and A S. Ve 1e t s 0 s, "Dis t rib uti 0 n 0 fLo ads to Gi rd e (' sin

51ab-and-Girder Bridges:' Theoretical Analyses and Their Relation to
Fie 1d Test s ,I'
v i 1 Eng i nee r i nq Stu d ; e s, St r' u(; t U r a 1 Re sea r c h Se (- i e s No.
5-13, Department of Civil Engineering, University of Illinois, Urbana,
1953.
<
C,
118
13.
Goldberg, J. E. and H. L. Leve, "Theory of Prismatic Folded Plate

Structures," Memoirs, International Association for Bridge and Structural Engineering, Vol. 17,1957, p. 59.
14.
VanHorn, D. A. and D. Motarjemi, "Theoretical Analysis of Load Distribution in Prestressed Concrete Box-Beam Bridges,"11 Lehigh University,
Fritz Engineering Laboratory, Report No. 315-9, 1969.
15.
Gusta fson, W. C., IIAnalysi s of Eccentri cally St; ffened Skewed Pl ate
St ru c t ure s ," Ph. D. Th e sis , Un i ve r s i ty 0 f III i no; s, Ur ban a, III i no is,
1966.
16.
Badaruddin, S., "Analyses of Slab-and-Girder Highway Bridge,1I Ph.D.

Thesis, University of Illinois, Urbana, Illinois, 1965.
17.
"Standard Speci fi cati ons for Hi ghway Bri dges, II Ameri can Associ at; on of
State Highway Offici.als, 1969.
18.
19.
r
[
r
[.
"Design of Highway Bridges in Prestressed Concrete," Portland Cement

Association, Structural and Railways Bureau, Concrete Information, 1969.
Gamble, W. L., D. M. Houdeshell and T. C. Anderson, "Field Investigation
of a Prestressed Concrete Highway Bridge Located in Douglas County,
Illinois," Civil Engineering Studies, Structural Research Series No. 375,
Dept. of Civil Engineering, University of Illinois, Urbana, May 1971.
20.
Gamble, W. L., IIFi e 1d Investi gati on of a Conti nuous Compos i te Prestressed I-Beam Highway Bridge Located in Jefferson County, Illinois,"
Civil Engineering Studies, Structural Research Series No. 360, Department of Civil Engineering, University of Illinois, Urbana, June 1970.
21.
Timoshenko, S. and J. N. Goodier, Theory of Elasticity,

Book Company, 1957, p. 26 and p. 277.
22.
Bleich, F., Buckling Strength of Metal Structures,

Company, 1 952, p. 122.
23.
Timoshenko, S. and J. M. Gere, Theory of Elastic Stability, McGraw-Hill

Book Company, 1961, p. 224.
.-.
.~..
..
~:
"'."'.
[
';
[
.
'
r~cGraw-Hill
McGraw-Hil~
Book
'119
Table
2~1
Strength of Concrete *
Stored in the Lab
fa
E**
Age
c
days
psi
in 106 psi
Type
of
Concrete
Stored in the Field

E**
Age
fc
days
psi
in 10 6 psi
;
16
5512
3.37
16
4930
3.45
28
6128
3.63
28
5142
3037
90
7053
3062
90
5906
3024
219
6840
4r.19
219
7856
4073
420
5630
3087
420
6920
4.57
29
6200
4083
29
6560
5050
202
5400
4<55
202
5820
4 66
367
6310
4053
364
7050
4,90
Girder
Slab
* Values based on the average of three cylinders~

** Values measured from stress-strain curves.
Table 202
Parameters for Studies of Bridges Without Diaphragms
b/a
0<028
0,026
000')8
Oc 0'14
Oe015
00037
Dimension Parameters
Bridge
Girder
Slab
spaci ng, thickness,
span "
a, ft
b, ft
h, ino
Range
Beam
Depth
of Span
Noc
inc
ft
28
28
36
."~.
0,.20
10
20
0. 15
Oc 10
~L05
00029
'10
20
40
0<013
00012
Oc010
5
'10
00028
0.012
2.0
40
0"011
Oc009
10
20
40
0,,0'12
0.010
0 009
0
~'Wlhll'
,.
r"M'>'
~
I
:c:
f'I."v_"
:.
42 c50
42050
35 000
8<50
8~00
8~50
6 eOO
6<00
1
3
7050
8.00
7000
6 00
1
5
7
8
44
48
54
7eOO
0<012
00020
00023
00037
55.00
8.50
8025
Oe008
060'12
00015
00028
55.00
80000
80000
80 00
5050
8000
8eOO
8000
7075
8,,00
6 75
6.50
2
7
8
10
32
48
54
68
0.008
00012
0<014
120eOO
120000
130000
6000
8000
6~00
7eOO
6.50
6.00
9
10
11
60
68
78
46075
56 50
0
56~50
7,,00
8~50
45
I
28
35 - 60
---'
50 - 90
90 -180
I""'-~'
25
!"'iMiIIt
,......
C: : f : .,.
...
f"~
~
~:::'J
,""
~
l .::.1\;
;------'
1
~
~
~
1,;J
-":. ...,J,
-.. ,. . . .
._--_.)
121
Parameters for Studies of the

Effects of Torsion and Warping
Dimensi onless Parameters
b/a
0010
20
000001
0,
0001 ,
0002,
0004
. 0001
0,
0001 ,
0002,
0004
0~02
0,
0001 ,
0002,
0004
0~04
0,
0001 ,
0002,
0,04
0006
Oc 10
0.20
0040
0~60
1 ,00
,
Ii
I
Table 2.4
Parameters for Studies of Effects of Diaphragm
b/a
0020
Dimension Parameters
Bridge Girder
Slab
Span, Spaci ng , Thi ckness ,
a, ft
b, ft
h, i no
20
00012
00055
0005,
00 10,
0.20,
0040
35 000
7.00
6000
oc15
20
OQ012
00023
0,,05,
0.10,
0020,
0.40
56.50
8 050
7.00
On 10
00012
Oc018
0005,
00 10,
0020,
0.40
55.00
5050
7.75
10
00012
0(012
0005,
O. 10,
0,,20,
0040
80.00
8.00
8,,00
20
0001'1
00015
0005, ,00 10
80nOO
8000
6075
Or05
r'-'~i'~
r ''''''.,i.
0060,
1 000,
1000
40
OrOD9
00028
Oe05,
0010,
0,20,
0.40
80.00
8.00
6050
20
0.010
0.012
Oe05,
On') 0,
0,,20,
0040
120.00
6 00
7,,00
____" _________
~,".w~
0,,20, 0.40
!j
_ _ _ _ _ _ _ _ _ _ _ L - - - - _ _ _ _ _ .. _ _ _ _ _ _ _ _ _ .. __
~
~
,,'
~"'~
I,
"-:~
__
__
__
____________
".,
N
N
"IMI
~~
t-'--+-'
l
.
~
r,
:'~'~']
~
.;;1
!"""~~
'---'1
123
Locations of Diaphragms
Noo
Number of
Diaphragms
Ratio of Diaphragm Coordinate to Span Length

xd1/a
xd2 /a
6/12
5/12
7/12
4/12
8/12
3/12
9/12
6/12
3/12
xd3 /a
9/12
I
...
124
t :.
Table 5.1
Listing of Girders Subjected to the
Maximum Moment in Bridges
Ratio,
b/a
0.20
Girder
Spaci ng,
b
ft
5
6
7
8
9
10
20
0015
10
6
7
8
9
Girder
Girder
C
C
C
C
A&C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
6
7
8
9
A
A
5
6
'7
8
9
40
Outer P at least 2 ft
from Girder A
6
7
8
9
6
7
8
9
20
Outer P on
Girder A
5
6
7
8
9
B
A
C
C
C
C
C
C
C
C
B
B
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
"'"
.,
~
:1' . :::..
L.
Ii
[
[
I,
r
.,:.:
125
Table
Ra ti 0,
bja
Girder
Spacing,
H
5
7
8
9
5
6
7
40
10
20
Girder
C
B
B
B
B
C
C
B
B
B
C
6
7
8
9
C
C
A&C
A&C
C
C
C
C
8
9
A
A
A
A
A
A
A
A
A
A
6
7
8
9
40
Girder
A
C
7
8
0005
fr'om Gi rder A
8
9
20
Outer P on
Girder A
A
A
A
A
A
A
A
A
10
(Cant.)
ft
On 10
5~1
5
6
7
8
9
\
C
C
C
C
B&C
A&B
A&B
A&B
A&B
C
A&B
A&B
A&B
A&B
C
B
B
A&B
A&B
(a)
Five-Girder Bridge
N
0')
(b)
FIG. 1.1
~"'~I"",
[.,---"
" "' __R'"

I
~)
r'IU"'.
':' .. -
i.
.'~
Six-Girder Bridge
CROSS SECTION OF BRIDGES
..l:: :
':
,.., ,.,
.2~
rrm
f' .. ~l
:--'''1
~-~"
-----1
-~-1-1--T-I-----T
AB
BC
ABC
(a)
CD
I
DE
I
E
Five-Girder Bridge
N
'-.I
I -1-- -r
}c
}o
~I--I-T
ABC
(b)
FIG. 1.2
Six-Girder Bridge
TRANSVERSE SECTION OF BRIDGES SHOWING NOTATION USED
JF
I
F
,.,
~,.,
...0
/
/
,.,
V
V
~
/
v
~
~
~,.,
~.
~
:.-,.,
l/
.;
~
:,.-
~
~
~
/
/
~.~
I~
, '17
1/12
2/12
3/12
4/12
5/12
6/12
7/12
8/12
/
pIe
FIG. 1.3
,...,,,,.M"
\' '''1
'
~
,c,
I
r
.:
BC
lIW "
N
(X)
AB
r'
I
"."'!
9/12 10/12 11/12
~f\
~.~~
CD
/
...0
~/
...0
DE
...0
..
~upp
DIAGRAM SHOWING NOTATION FOR SLAB-AND-GIRDER BRIDGES
~A
:.,"
...
......
, ~~
..
~-.'":1
. . . .~
~~
~:!;:rl
r-l
11
r~:.
,. . . , ----,
.J
... ::.1
'-'-"~
'.:>.~
.-'-1
..... '
t"1
aH
x
+
-dx
x dX
aV
V + ---x.dx
dt~
ax
t~ xy + ~
ax . dx
y
t~
aM
+ ~.dy
xy
3y
aV
V + ~.dy
Y ay
FIG. 1.4
DIAGRAM SHOWING POSITIVE DIRECTIONS OF FORCES ACTING ON A

SLAB ELEMENT
N
I.D
130
j
x
o
y
.... ;
,-
"
~---..... 0
dO X
+ - . dx
X dX
r'"
31
aO
aT X
+~.dx
xy ax
r- .....
+~.dy
xy ay
o +-L.dy
, y ay
.'
.-
[I
[:
FIG. 1.5
'f
DIAGRAM SHOWING POSITIVE DIRECTIONS OF THE

IN-PLANE STRESSES ACTING ON SLAB ELEMENT
[;
x
I;'
&,,::
~,,,,,
v
y
FIG. 1.6
NORMAL AND ITS COMPONENTS IN x AND y DIRECTIONS

ACTING ON BOUNDARIES OF A BODY
r""
-.>
'
bt
~l
'~t
tt
I I
tt
tw
d
w
,,
tb
I.
I
(a)
Actual Cross-Section
FIG. 2.1
IDEALIZATION OF CROSS SECTION OF PRESTRESSED
(b)
Cor~CRETE
bb
.1
Idealized Cross-Section
GIRDERS
132
...
,,~
i:
1._,
;It
,---,
L~
['
,
(a)
Unloaded Bridges, H = 0 and H =
00
f
-P
+J1
jJ:
(b)
iI...-...
fA
8.
jbT
It
r2
Ir
.
Displacement of the Loaded Bridge, H = 0
:,"
I:
[..
1
(c)
FIG. 2.2
Displacement of the Loaded Bridge, H =
BRIDGE DISPLACEMENT FOR H = 0 AND H =
00
00
I:;
~.
1Il:i':1
-;
......
133
t
h
tt
tw
I
I
tb
I
z
FIG. 2.3
CROSS SECTION FOR TORSIONAL CONSTANT COMPUTATION
Gi rder element
Joi nt 1
Slab element 1
Joint 2
Girder element 2
Connection Joints
..p,.
Slab element N
Joi nt N
Girder element NG
FIG. 3.1
.'+!II"1~
f"""'''?
r . ."
~~~
~.; ..-< .;.
I' "'t
I
GIRDER AND SLAB ELEMENTS AND THEIR CONNECTION JOINTS
e',lj'i.t4
~~
r-1
"
r- ..".... ,
.~
r--~
!.
~-'--J
--.......,
: : :;:1
~(,..~'.'"
i.:.
:------ '}
135
><
(/)
(/)
I-
~
I
:z::
..-....
0
'"":)
:::!:
:z::
cr:::
..-....
l-
:z:::
w
:z:
:z::
:z::
0
u
0::::
:a:: I
t
(/)
:r:
I<..!J
:z::
0
-I
c:::(
(/)
cr:::
l..L...
N
M
<..!J
..........
l..L...
CI
Sine wave of loading,

deflection, moment, etc.,
with m half-waves
Joint edge r
Simply Supported Edges
RECTANGULAR PANEL OF SLAB CONSIDERED IN THE ANALYSIS
FIG. 3.3
<"'4\4~
r'~:"'~
...... '1
:,~~i
~,,:w..I.""
t ...
r~'~"~~~
~~:~.,
,',,<
~.~
,., "
,...'f . . . . ~'
it.
...~ M
"
rl
"...~"'!
,:. . ;;
.. _... _-')
137
:',1
. 'r
= ~~ rPl sin
a X
"r
= Rrm sin
a X
(a)
Ml
y
R
z
(b)
8
r
y
z
( c)
FIG. 3.4
SLAB WITH TWO OPPOSITE EDGES SIMPLY SUPPORTED,

SHOWING POSITIVE DIRECTIONS OF FORCES AND
DISPLACEMENTS OF THE FREE EDGES
138
r~
=-__ __ __ __==_--__ __ r______
FrfRr 1
_______ ~r-_-__
W1 =
~
~ ~~=- ~_--
~_-- -'~
~~
:-
I
l.o
= Fe fR r
(a)
f.-.~~
[0.
r = Mrm sin
a X
r =-R mn Mr
'yJ
en ~1 r
=-F
(:.~
6
=- F
r~
mf r
iL::;.
..
..
z
(b)
FIG. 3.5
DISPLACEMENTS OF SECTIONS ON LINES PARALLEL TO y-AXIS

OF SLAB DUE TO EDGE REACTION AND MOMENT
fO 0:
~
oS
~oo:;
139
Nl = N1m sin C:t.mx
51
Slm cos
I),
.... x
I
I
/
S
rm
cos a
Nr = Nrm sin a mX
(a)
S
N ____--.&.I
:.
(b)
x
I
I t-----II~.....
_..
y
(c)
FIG. 3.6
SLAB WITH TWO OPPOSITE EDGES SIMPLY SUPPORTED,

SHOWING POSITIVE DIRECTIONS OF IN-PLANE FORCES
AND DISPLACEMENTS OF THE FREE EDGES
140
u1 = FkfN rm cos amX

~ ..
.. x
f
i
...;
..
"
l.
vr = Fnn Nr
r, .
!
l.. "
Nr = Nrm sin a mX
y
ur =~FknNrm cos amX

u1
E~
(a)
= Fs fSr
'. ....
v1 = -FkfS rm sin amX

lIP
[
x
I
r
~
r = -F knSrm sin amX
= Fsn Sr
Sr = Srm cos
a X
t ..:
(b)
FIG. 3.7
C-.:.:i
DISPLACEMENTS OF A PANEL OF SLAB DUE TO IN-PLANE

EDGE NORMAL AND SHEARING FORCES
F
Y
..p.
--I
hs
o
t~
Fx
Y1
Yr
FIG. 3.8
EQUILIBRIUM OF A SMALL ELEMENT OF GIRDER
142
,--..
iI
l _.
I -.
L
Connected
r'(a)
Actual Diaphragm
'~-.~-'_
L
f.
I;
[
:
I-
[
[
Connected
(b)
Idealized Diaphragm
L
FIG. 4.1
ACTUAL AND IDEALIZED DIAPHRAGMS
143
(aY
E '
Cross Section of Bridge with Diaphragm
t'\ 1
b
vi1
vi2
(b)
FIG. 4.2
~\ 3
Mi2
Mi4
vi 3
v'1 4
Forces and Moments Replacing Diaphragm
REPLACEMENT OF DIAPHRAGMS BY EQUIVALENT FORCES
~2
FIG. 4.3
MiS
DISPLACEMENTS OF CROSS SECTION OF BRIDGE
viS
144
...
L
'
<t-
1E:"
r
l
,n
.u
.,
Nsb
r-
L ..
z
(a)
Vertical Forces Acting on Diaphragm
I:
z
(b)
Moments Acting on Diaphragm
FIG. 4.4
LOADS AND MOMENTS ON DIAPHRAGM
145
I
x
,
(a)
Diaphragm
Si ngle Di aphragm
II
Di aphragms
+J
~
+J
s-
0
0..
0..
0..
0..
:::s
:::s
(/)
(/)
ClJ
ClJ
r-
r-
0..
0..
(/)
(/)
.
(b)
Two Di aph ragms

I
II
~phragms
~I - - - -
V
1
(c)
FIG. 4.5
Three Diaphragms
ARRANGEMENTS OF DIAPHRAGMS
III
-.
146
------------t-
P/4
~:
~4
Ip
___________
I.
l .
61
t
141
--A
----61
21
../
a
( a)
41 min
_____
..r ~
------------~------ - - - - -
I.
r-
-----------
'-
f
.'
rj
f
\..
..
t.~
',
...
H Loadi ngs
[
[
I'
,
L
FIG. 5.1
:AA5HO SPECIFICATION FOR STANDARD TRUCK LOADINGS
147
.. I..
(a)
--1
-I
Outer P on Girder A
'
I.
(b)
FIG. 5.2
.1.
P
2
I~
.. I
Outer P at least 2 ft from Girder A
CROSS SECTIONS OF BRIDGE SHOWIr'IG 4-WHEEL
LOADIr~GS
0.30ri-----------r-----------r-----------r----------~
0.30r'------------,-------______~----------~~----------_,
---*--
Newmark and Siess (T = 0)
--A--
Present Analysis
Present Analysis
--0--
(T
(T
_ _ -. ___ lIewmark and Siess (T = 0)

~
= 0)
= 0.011)
0.25~t----------_+----------~------------~--------~
Present Analysis (T
= 0.028)
0. 25 - - - - - + - - - - - - - t - - - - - - - t - - - - - - - - t
t-1
0.2~r------------~---------~-----------~----------~
J~
u
:r:
j~
0.1'.
Af'I.
I..
O. OW'
'lQ:
'1Q:
-O.05~'------------~------
______~__________~~__________~
b / a '" O. 10. II
b/a = 0.20, H
20
~.
II
A B C
J1
8--~
--8--
.~
A B C
.-~
FIG. 5.3 . COMPARISON OF INFLUENCE LINES FOR MOMENT AT 'MIDSPAN OF GIRDERS, LOAD.P MOVING
TRANSVERSELY ACROSS MIDSPAN WITHOUT DIAPHRAGMS
,.,~~
c-',...,.,
: .... ,.,
i
i"'
/"" ."."~
\
.W~
H
,.,
"'l!~
~~,
:'. i:':1/.l
r.,..,
i
..,
c-_]
"~j
rr';"""~
--'1
0.30
0.05
0.25
10
e:,
II = 40
= 20 T = 0.01O----l
T = 0.009
I~
0.012
o
Gi rder C
0.20 I
-----i
0.05
Gi rder A
""'IIIIIIIIIr ~
0.15
JI~
'PN{~k-------+--'-----+-------+--------;
Gi rder B
JI~
0.10
~ ~-k::
11
.Girde~
11
A
FIG. 5.4
X . -:u:---;u:
G
0g
= 0.009
.f::::>
P at Hi dspan
T = 0.01
= 20
ill
0.0
-0.05~1--------------~--------------~--------------~------------~
= 10 T~O.Ol~
e:, H = 40
:::E:
:::E:
II
o 11
0.10
{I
u
-0.0
P at a/4
lr
A
X
[3
;u:
;u:
INFLUENCE LINES FOR MOMENT AT MIDSPAN OF GIRDERS DUE TO LOAD P MOVING TRANSVERSELY
ACROSS BRIDGE: b/a = 0.05, WITHOUT DIAPHRAGMS
~l
0.30i~------------r-------------r-------------r------------'
0.20 ~\/ /
T = 0.028
" = 5
f-- .. " = 10
0.251
0.30,~------------~------------~------------r------------'
T = O.Ou26L-_--.I
T = 0.012
H= 5
0.028
.. H = lOT = O. 0 2~6- - - I
o H = 20 T = 0.012
O. 25\
O. 20J-1_ _ _ _-+_ _ _ _- - j_ _ _ _ _+-_ _ _ _.,
J7f
0.15
j~
" ,,,
::s
~
~f
Rl
'-
,\\
0.10
I
u
::
!A
1111
Girder C
!gj
0.05
-0.05~1
______________L __ _ _ _ _ _ _ _ _ _ _ _
-0.05
_ _ _ _ _ _ _ _ _ _ _ _ _ _~_ _ _ _ _ _ _ _ _ _ _ _~
P at a/4
Pat r1i dspan
li
,A
FIG. 5.5
!i",.,I't9
i:~,
. '/:\
[_.-.
' B C D
8----- . . . . JS- lS
INFLUENCE LINES FOR MOMENT AT MIDSPAN OF GIRDERS DUE TO P MOVING TRANSVERSELY

ACROSS BRIDGE: b/a = 0.20, WITHOUT DIAPHRAGMS
r"l
r"'" ...-
.. , ..
~,
..
\
:~l
MJ
,....
~f1l
I. ::". I'~;
#"-'' ' 1
~
.1
r--"
l:
~;
-,--,~j
. . . . . . JO ..
t ...
'-"
_.._.....")
0.35
0.30
0.35
--------+-----
1-1
Ir---------------r---------------r---------------
TO. 026
II = 5
lOT
0.072
II
II
20 T
0.011
40 T
0.009
o II
n H
1\
II
o
n
0.30
-------+-----
rl
Loat P at Midspan of Girder A
~ ~~ ~
0.20
jl~
jl~
0.151':;,...............
0.25
=----=- +----------==
+-'1
\I
II
0.10 1 1 - - - - - - - - - + - - - - - - - - - + - - - - - - - - - - 1
0.05
----.--+--------+----------1
1-1
o
0.05
0.10
0.15
Relative Bridge Geometry, uta
FIG. 5.6
T = 0.012
20
40
T = 0.009
0.011
Load P at Midspan of Girder B
0.25 I t - - - - - - - - t - - - - - - - + - - - - - - - - - - - i
0.20 1
T = 0.026
10
0.20
!t--------+------t--------i
-----t--------+-----~
1-1
0.15!
:..;;;"'"
=-?--=
==4~
:E
0.10~~~
.......
0.05 Ir-----~r_-----I---------J
o
0.05
0.10
0.15
Relative Bridge Geometry, b/a
RELATIONSHIP BETWEEN MOMENT AT MIDSPAN OF LOADED GIRDER AND RELATIVE BRIDGE GEOMETRY,
bfa, WITHOUT DIAPHRAGMS
0.20
0.35
0.30
---------f------
l-I
"0
10
{j.
20
40
T = 0.026
T = 0.012
T = 0.011
T = 0.009
Load P at Midspan of Girder C
0.25
~I--------------~------------~-r--------------I
0.20
l-I
--------------+-------------+---------------,
)I~
--I
U1
JO.15 I
~.",=:
0.10 l7 7'<=:.;;;>'"..r=
0.05
=&-==
:J
=----.......-=:
--------~-------+-------_1
LI
o
0.05
0.10
0.20
0.15
Relative Bridge Geometry, bla
FIG. 5.6
"~'~JfA
'~'!.:
.. ,'
r__.
; .i
.. -..
~~
r .
..-~'"
(Cont.)
r"t'
,..,
rr'"
..t . :.\.l
~ %.' ..J J tJ
~.
:~~""1
~---
..
.J
~l
ft"-.- ... ~
--'1
J.35
0.35
0.30
b/a = 0.05
b/a ='0.05
0.10
0.15
0.20
b/a = 0.10
o bla = 0.15
tl b/ a = 0.20
b/a
bl a
'=
tl
b/a
0.30
Load P at Hidspan of Girder B
Load P at Midspan of Girder A

0.25
0.2
0.20)
jl~
u
0.1
:::=-
......
~
Y:
~
0.20
.---
]f
4~
:::E
--'
0.10
0.0 5
0.05
10
20
Relative Girder Stiffness. H
30
40
::E
0.1
(.J1
0.15
10
20
30
Relative Girder Stiffness, H
FIG. 5.7 RELATIONSHIP BETWEEN MOMENT AT MIDSPAN OF LOADED GIRDER AND RELATIVE GIRDER STIFFNESS, H,
WITHOUT DIAPHRAGMS
4r;
0.35
0.30
b/a = 0.05
b/a=O.lO
o b/a
= 0.15
b/ a
= 0.20
0.
0.25
0.20
~I~
U1
+::>
0.15
/
I /
0.10
II /
'//
l/
/",.,.- - - -
""
0.05
-----~---
40
30
20
10
Relative Girder Stiffness, Ii
FIG. 5.7
.'~\:~Ii~'
;j
(~~.'"
..
[..
L
----~
~,
f"''. . ".
',l.
l ..
-,
t~
...
;~
~,
I'
,i ..... '
(Cont.)
",
PIJI
"'"
r.~
r-'-:~
~
"')
...,.,
.I
r1.
~"'J
~-~.~
..
_---)
155
0.25
0.20
~r
Gi rder A
.
0.15
1~
/
.i
Girder B
//
0.10
f/ Gi rder
0.05
b/a:::O.l0
::; 20
H
0.010
0.020
0.030
Relative Warping Stiffness, Q
T ::: 0.010
T ::; 0.040
0.040
FIG. 5.8 RELATIONSHIP BETWEEN MOMENT AT MIDSPAN OF THE

LOADED GIRDER AND RELATIVE WARPING STIFFNESS, Q
156
0.25
0.20
0.15
Load P at I'll dspan of G1 rder A

b/a-O.l
20
H
..
~,..,
r--
r-------..~
: c.. 0.10
!.
Gi rder A
\ Girder S
0.05 ~
\_ Gi rder C
~
~
LGirder 0
~
LGi rder E
0.25
.-----T------r-------r-----.,-------,
0.20
I-:.....----+-----~----+-----:---t-------,
Load at Center of Slab AS
b/a 0.10
H
0.15
J~
u~
~----+-----+------t------t--------1
~
... ,
,,20
\" Girder A
0.10~~
Gi!"der B
_\
--1-~::::::~::,====~~========~======~
l.i~r C
0.05
\" Girder 0
1-----+-l\I------+-----t--T-\---t-------,
1
I:
Girder E
0.25
...-----r------r-------r------r------,
0.20
I-----+-----~----+------t--------j
Load at Midspan of Gi rder 8
b/a0.10
H 20
+-____+-____+-____+-___---j
0.151-_ _ _ _
]~
~
O. 10
~---===~====----+--=====:;::=========::;:::======::;t
0.05
f .,"'"
L
Girder A
-f
~.;.
Girder C
L
if1.I
0.20
0.40
Girder 0
0.60
0.80
Girder E
1.00
Relative TOl"Slona1 Stiffness. T
FIG.
5.9 RELATIONSHIP BETWEEN MOMENT AT MIDSPAN OF GIRDERS

DUE TO LOAD P AND RELATIVE TORSIONAL STIFFNESS, T
~.
~.
157
0.25
0.20
Load at Center of Slab BC

b/a=O.lO
= 20
0.15
~I'"
~ 0..
0.10
Gi rder B
i/
L Gi rder C
0.05
Girder A
f
7~
~
P'"
J--
LGirder 0
Girder E
0.25
0.20
Load at Mi dspan of Gi rder C
b/a
0.10
20
0.15
11~
~~
0.10
u::E:
0.05 ~
L
0.20
0.40
Gi rder C
Girder B & 0
Girder A & E
0.60
RelatlVe Torslonal Stlffness, T
FIG. 5.9
(Cont.)
0.80
1.00
Q.l0
Girder C
0.
0.30
05
Lzt;-;t,~
- - - , - - - T = 0.011
T
-- 0 --
1.0
0.25,1------t-----+-----+-------1
P at a/4
P at Midspan
0.05
>--
j~
u
x:
UGirder B ~ Girder C
I /\
~f
----==::: ~
"
' - Gi rder 0
:;::
,1\- II
o.l~L
'\
I 1,\\
U1
OJ
:::::: -0.05
lJ
0.10
0.05
T = 0
T=O.Oll
T = 1.0
-I
Gi rder A
a
a
-0.05 I
A B C
~
E
:it
Ie
A B C
FIG. 5.10 INFLUENCE LINES FOR MOMENT AT MIDSPAN FOR DIFFERENT VALUES OF T DUE TO LOAD P MOVING
ACROSS BRIDGE; b/a = 0.10, H = 20, WITHOUT DIAPHRAGMS
......
",~
.. . .
C..."
....
r~""'~
-_ .. _-\
'i~
~:
~~
,.., ,.,
r~~
.. .1
t .... ~ .. "\
~ '.
~"""W]
t:
:-.
/f"\W"'"
I.:
,........
~
.. .
159
Five-Girder Bridge
-----
Six-Girder Bridge
Gi rder A
P at Hi dspan
P at 5a/12
P at a/3
P at a/4
0.05r---~D~..:::::::::~--+-----+-----+------l
-0.05
~--
_ _.l..--_ _ _ _J..-_ _ _ _..I..-_ _ _ _...L-_ _ _-.J
0.20 r------~-----r------..,.------..,.---------.
Fi ve-Gi rder Bri dge
_ _ _ _ _ Si x-Gi rder Bri dge
0.15 t--_ _ _ _+-____+-____-+--_G_ir_de_r_B_---I-_ _ _ _--J

P at Hi dspan
+-_ ____=::~~rL_----+------+----~
0.05.,.....~_ _ _
II
-0.05'--_ _ _ _J..-_ _ _ _J..-_ _ _ _..I..-_ _ _ _..I..-_ _ _- J
O.20,-------r------r------r------r------.
Fi ve-Gi rder Sri dge
_ _ _ _ _ Six-Girder Bridge
G1:..:,.r.::.:de..:...r_C_-I-_ _ _ _-1
0.15 t -_ _ _ _+-_ _ _ _+-_ _ _ _+-...::.
P at Hi dspan
p at 5a/l2
0.10t------t--~~-+_-~~-+-----+----~
11~
II
O.05t----~~c-----+-----==~~-----+----~
-0.05'--_ _ _ _-'--_ _ _ _...L--_ _ _ _..I..-_ _ _ _...L-_ _ _----.J
FIG. 5.11
INFLUENCE LINES FOR t1m1ENT AT MIDSPAN OF FIVEGIRDER AND SIX-GIRDER BRIDGES DUE TO LOAD P
MOVING TRANSVERSELY ACROSS BRIDGE: bja = 0.10,
H = 20, T = 0.011
_:. oJ
-:.J
II!
:025
Jt
1
f f f fj
Gi
~d' rEI
f f 1Gi~der 1 I
j f
1I I
EFfiEr
cl
l:r , r IGird~r I I
1-[T 1 i f I ! t ~ Glr~r I
-g~ml I I t J
025
0.1
I
HID
BmI
0.05
o.o5
0.05
L./'T~""""-
~",,""l'--. . . . I
If
G; rder A
H
If
0.20
en
20,
::E
0.15
::E
0.10
0.10
0.05
0.05
Li nes for
Moment Envelopes
Envelopes
~oment
Moment at 11; dspan
1/12
2/12 3/12
4/12
5/12 6/12
5/12
4/12
3/12
2/12
1/12
1/12
2/12 3/12
4/12 5/12 6/12 5/12

Position Along Span
Position Along Span
FIG. 5.12
ll't'IItI"~
'
..
H
.""
"
"',
,~,,~
4/12
3/12
2/12 1/12
INFLUENCE LINES FOR MOMENT AT MIDSPAN AND MOMENT ENVELOPES OF GIRDERS DUE TO LOAD P
MOVING ALONG BRIDGE: b/a = 0.10
;~'J
.~::
r. .,
"'.,
;,1
'11'' ' '1

t~ ,
,.,
~.-,
-."<,
or
.. ,J
-.~7'
~....
LJ
~~'-
'c'
...
--_ .. ']
..
:O~-0~2j~_
~II~I
'I~!I~II~I~ri~r
II
~
~
:_
02
1I I I i
0_05EE:
o
Gi rder C
0.05
=- ~
-==-t.
)~
j~
.....-=:L:
I ,e
0.05 I
0.10
I ill Gir~r EI I
I ! !I ~
0.10 I
17'
...... "
CJ)
0.10
U
o. 05
u
!rL
I'
"
::E
..
:E
0.05 I
I "
I>'
'"\k"'-
o
Moment Envelopes
a
0.05
.r
Lao
--=
I -........ _J
> , ....
0.05
o
o
1/12 2/12
3/12
4/12
5/12 6/12 5/12
4/12
3/12
2/12
1/12
~T-l-t=tf$fl
o
Position Along Span
1/1a 2/12
3/12
4/)2
5/12
6/12
5/12
Position Along Span
FIG. 5.12
(Cont.)
4/12
3/12
2/12
1/12
0.15
6i rder C
0.1~
0.05
0.10
V
V
V
--.
~,
"" "~\
J V/
~~
7'
.I~ ~n5~i f~rJ~0l2 I
......
H '" 20. T = 0.011
(j)
Gi rder B & 0
If
0.05
:i:
<J
0.05
.-
~
~ nf1 uence Lines for
--.
Moment Envelopes
Moment at Midspan
""'-
1m! 1 rmrl~El
U
1/12
2/12
3/12
4/12
5/12 6/12
5/12
4/12
3/12
2/12
1/12
Position Along Span
FIG. 5.12
~"',It~
",t'
r.. _' ..
r . "'~
~
r;"1
r~"""
........
~~
,.,
".,
,..'~
(Cont.)
li:!'!;I)
~"'
~-"4
:~
....~']
,............
. -"1
h~
0.25
0.2()
0.15
~k
E
fl
0.10
II
Li-
--'
())
[).05 I
t-
l10ment Envelope
~
FIG. 5.13
2/12
4/12
6,'12
4/12
2/1 i
INFLUENCE LINE FOR MOMENT AT MIDSPAN AND MOMENT ENVELOPE OF

BRIDGE DUE TO LOAD P MOVING ALONG THE BRIDGE
0.30r'____________~----------~~------------~------------~
0.30r'------------~------------~------------~-------------,
Wei's Analysis (T = 0 )
---A--- Present Analysis (T = 0)
~ Wei's Analysis (T = 0)
- - - .. - - - Present Analysis (T = 0)
- - 0 - - Present Analysis (T = 0.011)

O.25~1---------~~----------4_----------_t-----------~
bl a 0.10, H ': 20,
I(
--0--
Present Analysis (T = 0.011)
O.25~1---------~~-------__-+----------~--------~
0.40
b/a
1 Diaphragm at midspan
= 0.10,
H = 20,
I(
= 0.40
2 Diaphragms at third-points
O. 20I t - - - - - - - + - - - - - - - + - - - - - - - + - - - - - - - - i
j~ .
J-
OOlrsJ
Girder B
O.20~1------+-------~~--------+--------~
I
I
0.1
j~
0.1
J-
0.1
At.-".v
'"
"
1-1
~~~
0'1
~
-O.O~~I--
__
--------~~------------~
.~
____________
~.
______.______
-O.O!>4!_ _ _ _ _L
_J
. BCD
EO.
_ _ _ _ _L-_ _ _ _--'"_ _ _ _-'""
J1
-;)1
-----rt
JJ:
ABC
FIG. 5.14 COMPARISON OF EFFECTS OF DIAPHRAGMS'ON INFLUENCE LINES FOR MOMENT AT MIDSPAN OF GIRDERS;
LOAD P MOVING TRANSVERSELY ACROSS MIDSPAN
~,;~,!~it
~.
C"""
'1
i
tIf"";4
L':::.
,......... ,
t
."
r~1
I',.
r~~
;'-' '---1
r-:
.j
..,.~
':: ...
~.:
"""""'1'
!;:::,. o:;d
':"'!''']
0.30ri-------------r------------~------------~------------_,
.:
l(
= 0.05
0<=0.10
O.251r- - - - - J - - - - - - - t - - - - - o
0<
= 0.20
= 0.40
Diaphragm at midspan
0. 201
I.
Gi rder A
JI~
u
O.lSf\"CI1,lh'HtQI----+------t------t------i
::L
0'1
U1
-0.051~----
lC-
________
____________
J1
____________
J1
ABC
____________
X
D
FIG. 5.15 EFFECTS OF DIAPHRAGMS ON INFLUENCE LINES FOR MOMENT AT

MIDSPAN OF GIRDERS DUE TO LOAD P MOVING TRANSVERSELY ACROSS
MIDSPAN; b/a = 0.05, H = 20, T = 0.010
0.15
0.16
o.lOl
Girder B
J(
0.05
0.10
O.tO
6.
1<" 0.40
::
0.05
1<=0.10
O K : : 0.20
oj
Gi rder C
..
0.40
~Iderc
o
2 Diaphragms at Quarter-"oi nts
3 Diaphragms at Quarter-Points and Midspan
1~
u
J~
O.151~----------~-----------+------------~----------~
--'
x:
u
0)
0)
x:
-0.05,
_o.o~
'
!it
rc
rc
ABC
it
FIG. 5.15
il
(Cant.)
..
."'I/IJ.~
r""'"''
.,.. .......)
f",j---I"~
I.
~~~
t~ .
,..~.
"::-
~
.
:
r~;~~~
,. .. '"'!
.
I
_r~
,........... 0;...
.:i
(,
:~;/:J
..,.....
-~
'.:: .. : ,,jj
--1
0.30~i
____________
__________
__________
~~
0. 251r - - - - - - - t - - - - - - i - - - - -
________- - '
0
II
I(
0.05
I(
= 0.10
I(
0.20
II
0.40
1 Diaphragm at midspan
0.20
j~
j-,
Girder A
0.1
0.1
en
'-l
Beam C
~..........:_
~Beanl B
Beam A
-0.09____________- 4_ _ _ _ _ _ _ _ _ _ _ _
J1]
A
J1
B
__________
J1
C
____________
J!:
-D
Jl
FIG. 5. 16 EFFECTS OF DIAPHRAGMS ON INFLUENCE LINES FOR MOMENT AT
MIDSPAN OF
GiRD~RS
DUE TO LOAD P MOVING TRANSVERSELY ACROSS
MIDSPAN; b/a = 0.10, H = 5, T = 0.012
0.15
0.15
0.10 I
~.I/I
0(
= 0.05
I(
= 0.10
I(
= 0.10
11
I(
'"
0.10
0.40
Girder C
~ ~
0.05L
0.05
2 Diaphragms at Quarter-Points
0.20
If
u
::
3 Diaphragms at Quatter-Points and Midspan
0.20
l O.15f\..
0.15[\
0.10
D. 10
0.20
I~
:E:
0. 05
7~
xR
X
c
'" ........ 'i

t
~.
r;"
r .'... ~
\
-,.
rr~
ir
-O.Ok
FIG. 5.16
C'":
0.05
tI
0.10
.......
-0.051
.::
K .,
K
&110
;i
,.
~
0.051
't~~
i1
i1
Jl
(Cont.)
.,
~.
r~tj
:-:-'-'~"':
r:
r----..
~
......
:-d
..
~~ ~~:
' .. : . jj
. . . .1
O.15,~------------~------------~------------r-----------~
Girder C
o.lOl
O.05~
J-~"/
~
g~'
=-tIll'I "\I(
~
-Q.051~~----------L---------__-L____________l -__________~
:u:
A
;u:
B
.u_;u:
;u:
FIG. 5.17 EFFECTS OF DIAPHRAGMS ON INFLUENCE LINES FOR MOMENT AT MIDSPAN

OF GIRDERS DUE TO LOAD P MOVING TRANSVERSELY ACROSS MIDSPAN;
b/a = 0.10, H = 20, T = 0.011
0.15
0.30,-----------~-----------r----------Ir----------I
0.05
o.l~LI------------~------------t-----------
I(
0.10
= 0.10
0.20
t:.
0.48
1000
0.05 0
Q ~
T""'lI
2 Diaphragms at quarter-points
O.lU~I
__________
~~
__________+-__________
__________
o
3 DiaphrAgMS at Quarter-Points and Midspan
0.20
)~
U
J~
0.15
J(
II:
O. O~
0.10
9U~(
-.....,J
::I:
x:
u
0.10 I
W'< I
0.05
o
o
-0.05~'--------------~------------~--------------~------------~
. :IT]
lL --lL
c
-0.05
J1
X.
J1-------J1
FIG. 5.17 (Cont.)
M~~"~
ii: :. -~: . E::"
r~"'~'
~ ..
t.
- ....
.~
ii.:
L"""
r..
l.
~i\
:.".;
~~
:~!...
,.,
:~~~.,
rw:
r---l
~
.. ;;.
:.'
~~
;:" :. ~i
F*"'!~
~< .;.~
------ '1
0.10
0.10..-------.-:-,--------,-------,r-------,
Girder C
0.05
0.1'1
'0.10 i
Girder B
Girder B
0.05
=p-ji
~f
5
:E
oJ
,,:;
0.10
0.05
L.
"'~~~
:= 0.05
<
:=
0.10
0.20
il.
:=
0.40
.:
:=
lQ~O
~----~
jf
I '-J
-0.05
:<;::
01O~
, = 0
o .'
Girder A
~c:;;;J;;1
Girder II
0.05
:= 0.05
1<.:=0.10
o ..
:= 0.20
{I.,
= 0.40
c .
:=
1000
o
1 Diaphragm at Midspan
Diaphrag~s
at S/12-Points
-0.05
-0.05
g
f\
X
c
J1
o
J1
X--- 8
FIG. 5.18 EFFECTS OF DIAPHRAGMS ON INFLUENCE LINES FOR MOMENT AT MIDSPAN OF GIRDERS DUE TO LOAD P MOVING
TRANSVERSELY ACROSS a/3; b/a = 0.10, H = 20, T = 0.011
J1
0.10
0.10
j{Girder C
0.05
Cl.051
::::::::--
~~
o
0.10 r---
0.05~"'"
I~
u
0.10
l~
Gi rder B
0.05a
I'
j~
0.10 ~.----t------+----Gi rder A
I(
= 0.05
0.10
= 0.20
'-J
N
-0.05
::;::
0.10
1000
1000
.;
rl
'r~.
,
2 Di aphragms af Quarter-Poi nts
-0.05 ,
Jl
J1
BCD
:-. -"1
,...,..., ... -"0
[ ...
~."!
. i
r.J
: ~: .
0.20
FIG. 5.18
r"""
0.10
"
0.40
Third-Points
0(
0.05
.:
0.40
0.051
-0.05
6"
0.05
2 Diaphragms at
:L .:;. '.~
-0.05
.~I~~
~..
X X
A
(Cont.)
:---l
... "u
r'00'
r.
"
---]
r---'"
'.;;..
'---"1
173
r
~
U"l
--------
a
a
~ a
a
<l
I~
4->
Vl
+J
C
0
U
c:
0
o.
.......,;
"-
CO
..
:J
CT
CIJ
c(
c.:l
"0
"-
tV
'"
g,..,
"-
,'1
CD
t---l
'-
(.?
l.
_w __ _ _
"0
LO
+'
'-
QJ
'-
l.J....
.::
a.
'"
i5
--. tr--_. -I
I
i
1
'.J
~~\
U",
C)
'-:0
a
a
'-'
U"l
If)
a
a
__ ~L
~uawow
W
J
U"l
a
0
r::J
(:>
0.3
. . T .
Load P at Mldspan of Glrder
0.3

i,.
0.31(1
0.3If"
0.2
1f
u:c:.
0.2'n
0.1
o.
~
:::..
l"
= O,H = .
0.2.t
0.2'(1
~
K
K
If
= 0.05
= 0.10
= 0 20
-
f'I
Af'I
u:c:.
'-J
0.1 I;
J(
... .-----" ~
0.1 n
..K
K
Bt-
=0
,.J::::.
-~-
= 0.05
= 0 10
t(
= 0 ?O
= U.llU
II
0.0 5
a>
=0
o.
= 0, II =
21
41
31
31
21
41
FIG. 5.19 RELATIONSHIP BETWEEN MOMENT AT MIDSPAN OF LOADED GIRDER AND RELATIVE GIRDER STIFFNESS, H;
b/a = 0.10, 1 DIAPHRAGM AT MIDSPAN
"'i""Jt)~
r~"""'"
,.""."
rf",, ,
I
.....
~."
~t...l
~~
...........
::~
I
,.....
M"1~.
t!.::::d
~'-'''''I
~
.1
r~
......-
,. . . . . .1'
~.1 .;J~
-_....)
0.3
0.3:(\
.: = O.
0.2 5
~I'
= '"
0.2 "
En.
u-
--'
'-J
U1
0.1 5
K
0.1
/~
/ ~.:::-=====:
//'-: .....
iJJ~
/0.0 5
~
~
~
I(
= 0.05
" = 0.10
= 0 ?O
--- -
.: = 0.40
I(
=0
2!
31
Relative Girder Stiffness, Ii
FIG. 5.19
(Cont.)
= '.(
40
0.35
0.35
load P at
0.30
Mid~pan
of GIrder A
-------+-------~-----___i
0.30
i-I
0.25
0.25
I(
j~
0.20
0.15
t=
0.10
i-I
lJ
0.05
-------+-------+----------t
i-I
=0
Jf
~
-!
--==--====
x:
lJ
0.20
1~~
00151
-------+-------~-----___i
O.lOl:::;:::>'"...............
-------f--------+--------i
0. 05
1-1
0.20
0.15
Relative Bridge Geometry. bla
0.05
0.10
=*--"......-:::
=oJ
.:-0.40
1I-- - - - - - - t - - - - - - - + - - - - - - - i
0.05
0.10
0.20
0.15
Relative Bridge Geometry. bla
FIG. 5.20 RELATIONSHIP BETWEEN MOMENT AT MIDSPAN OF LOADED GIRDER AND RELATIVE BRIDGE GEOMETRY b/a;
H = 20, 1 DIAPHRAGM AT MIDSPAN
!l'".,.;\',~
-,,,
.'
[''''-''''
...
"
.~
r-..........
r .-.
-,~
...!L ~.
~,~
,...,
~
t~:.
",5:"
,_.......,
I
,'";-
~
;.1
r-----l
... ...
~~,.
"
..
-.. '1
0.35. __- - - - - - - . . - - - - - - - - - . . - - - - - - - - - - . . ,
1~
u~
0.30
L,- - - - - - - + - - - - - - - + - - - - - - - 1
0.25
L,
0.20
LI--------------~----------------~------------__1
-------+--------t--------,
-.....J
-.....J
0.15 I * - " " " " " " ' - -
0.10 ,
0.05
:;>
::::>' =<::
<"
kC
= '"
o
0.05
0.10
0.15
Relative Bridge Geometry. b/a
FIG. 5.20
(Cont.)
0.20
r
178
O.50r----,r_--~----~----_r----~----~----~----r_--~r_--~----~----~
0.40
b=5ft
.to
b=6ft
t:,
b = 8 ft
b = 9 ft
= 7 ft
,,;n
Outer Pat 1eas t 2 ft frcxn

Gi rder A
il. ...::~
H " 5, T = 0.028
Gi rder C
0.30~----~---4-----+----~----~~~4---~~~~~~~r----~-----+----~
~.
jl~
L...>
O.20~--~~---+-----+--~~~~~----+-----+-----~~~~~~~---+----~
r'::'.~"'.'
.L
0.10~--~--~~~~-+----~----4-----+-----+-----r---~-----+~~~r-~
Influence Lines for

Moment at Hi dspan
Moment Er.ve lopes
o
0.50
b = 5 ft
.... b = 6 ft
o b = 7 ft
OAO
t:,
b = 8 ft
a b
=9
Outer P at least 2 ft from

Girder A
i. ..
H = la, T '" 0.026

Gi.rder C
ft
O.:Q~--~~~~~--+----~----~----~----+-----r----4-----+--~~~~
I nfl uence Lines for Moment
at Mi dspan
[..
."'~
Moment Envelopes
0.50~--~~--~----~----~----~----~----~--~~---'----~-----r----.
0.40
....
, .
b = 5 ft
....
b = 6 ft
b = 7 ft
b = 8 ft
b =
Outer P it least 2 ft from

Girder A
H = 20, T ""
Girder C
0.012
9ft
0.10~---4~~~~~-+-----r----~----+-----+----'~---1-----T--~~~--1
Influence Lines for Moment

a t Hi dspan
Moment Envelopes
o
1/12
2/12
3/12
4/12
5/12
6/12
5/12
4/12
3/12
2/12
1/12
Position Along Span
FIG. 5.21
INFLUENCE LINES FOR MAXIMUM MOMENT AT MIDSPAN AND MOMENT

ENVELOPES OF GIRDER DUE TO 4-WHEEL LOADING MOVING ALONG
SPAN OF BRIDGE; b/a= 0.20, WITHOUT DIAPHRAG~lS
t'
179
0.50
&
t:.
b
b
0.40
=5
=6
=7
=8
=9
b
b
ft
ft

Girder A
ft
ft
H = 5, T = 0.028
ft
Gi rder C
0.30
]f
0.20
<..:J"E.
0.10
1Wment Envelopes
0
0.50
bb = 65 ftft
=

Girder A
&
0.40
tJ = 7 ft
t:. b = 8 ft
0
H .. 10, T " 0.013

Girder C
b = 9 ft
0.30
If
u"E.
0.20
0.10~---+--~~~~~---+----~----+---~----~----+---~~~~~~
I nfl uence Li nes for Moment

at Mi dspan
1/12
2/12
3/12
4/12
5/12
Moment Envelopes
6/12
5/12
3/12
2/12
1/12
Pas iti on Along Span
FIG. 5.22

ENVELOPES OF GIRDERS DUE TO 4- WHEEL LOADING MOVING ALONG
SPAN OF BRIDGE; bja = 0.15, WITHOUT DIAPHRAGMS
180
#'.~
lt :'. .
0.50
"
0
0.40
1~
u
::E:
b = 5 ft
b = 6 ft

Gi rder A
b = 7 ft
t.
b = 8 tt
b = 9 ft
H=20,T=0.012
Gi rder C
0.30
..i '-..
0.20

Moment Enve lopes
at Midspan
0,50~----~----~----~----~----~-----r-----r-----r----~----~-----'-----'
b = 5 ft
"
b=6ft
Girder A
o b = 7 ft
0.40
jf
u::E:
t.
b=8ft
H = 40, T = 0.010
b = 9 ft
Gi rder C
0.30
(
[
I.
0,20

Moment Enve lopes
at Midspan
o
1/12
2/12
3/12
4/12
5/12
6/12
5/12
4/12
3/12
2/12
1/12
Position Along Span
FIG. 5.22
(Cont. )
[;
181
0.50
0.40
.-----r---.,....--..,......--r----r----r--..,---,...----,----,---..,----,
b = 5 ft
b = 6 ft
b = 7 ft
t;.
b=8ft
b=9ft

Girder A
H " 5, T '" 0.012

Girders B &0 C
Gi rde
jl~
0.30 ~--~----+----4-----+---~--~~~~~~~+---~r_---+----:r----,
0.10
1------+---
~~~t..--_+-----+------+------ir_---+------t-----1----"1I1;"""'(\~-j
Moment Enve lopes
O. 50 .-----r---..;.-.,....---r---r--~--~--..,---r----r---r--"'I----,
b = 6 ft
o b
0.40
t;.
ft
= 7 ft
b = 8 ft
o b
~I
=5
= 9 ft

Gi rder A
H .. 10, T .. 0.012
Girders B
&0
0.30
~~
:E

Morre n t Envt! lopes
.It Midspan
o
1/12
2/12
3/12
4/12
5/12
6/12
5/12
4/12
3/12
2/12
1/12
Positi on Along Span
FIG. 5.23 INFLUENCE LINES FOR MAXIMUM MOMENT AT MIDSPAN AND MOMENT
ENVELOPES OF GIRDERS DUE TO 4-WHEEL LOADING MOVING ALONG
SPAN OF BRIDGE; b/a = 0.10, WITHOUT DIAPHRAGMS
182
r
t.
:,:'
L.
0.50
0.40
1~
0.30
u:::'
0.20
b = 5 ft
b = 6 ft
b = 7 ft
b = 8 ft
b = 9 ft

Gi rder A
H = 20, T = 0.011
Gi rder C
r
,
i
L .. ":
0.10 ~----+---~~~~4-----~----~----~-----+-----+----~----~--~~~--~
Moment Envelopes
at Mi dspan
f.~
for Moment
I.
0.50
0.40
b = 5 ft
b = 6 ft
=7

Gi rder A
II
b = 8 ft
H " 40, T
b = 9 ft
Gi rder C
ft
= 0.009
[..
:~~
0.30
If
u'I.
0.20
t.:!
0.10
Moment Enve 1opes
at Mi dspan
o
1/12
2/12
3/12
4/12
5/12
6/12
5/12
Posi tion Along Span
FIG. 5.23
(Cont. )
4/12
3/12
2/12
1/12
183
0.50 r------r---...,..---r------r---...,..---oor-----,.-----r---,------r---r----,
b = 5 ft
A b=6ft
Girder A
0.40
b=7ft
0.
b = 8 ft
b=9ft
H = 10, T = 0.012
Gi rder A
0.30
j~
0.20
u
0.10
~--+--?~~~~---+--~--+---;---r--T-~~~~~---1
Moment Envelopes
0.50 r------r---,---,...----r---r---r--....,.--,---r---,---.,-----,
b = 5 ft
A b=6ft
Gi rder A
o b = 7 ft
0.40
0. b = 8 ft
H = 10, T '" 0.012
o b = 9 ft
Gi rders B & C
Girder B
11~
0.30~--~----~--~--_4--~~--~~~--~~---+_-_,--_r--__i
.0.10~-_4---4-~~~-_+--~----~-~--~--r--~-~~~__;
Morrent Envelopes
at Midspan
1/12
2/12
3/12
4/12
5/12
6/12
5/12
4/12
3/12
2/12
1/12
Pos i ti on Along Span
FIG. 5.24 INFLUENCE LINES FOR MAXIMUM MOMENT AT MIDSPAN AND MOMENT
184
O.50r-----,_-----,------r-----,_-----,------r-----~----~------r_----._----_,----~
0.40
1f
uL
5 ft
6 ft
o b
7 ft
/:;
8 ft
b = 9 ft
.~
j
t
Outer P at 1eas t 2 ft from
t :-
Girder A
H c 20, T = O. 0 10
Gi rder A
O.30~----~----_+------~----~----_+------~----~-----+------~----~----_+----~
0.20~--_
_+_-
t~
L
0.10~----4_--~~~~~~~---~----_+------~----~----_+------~~~~~~~+----~
Moment Enve lopes
o
O.50~----~----~----~----~__----~----~----_r----_T----_,------~----,_----~
0.40
b = 5 ft
b
b
/:;
=6
=7
=8
ft
ft
ft
o b=9ft
Outer P at leas t 2 ft from

Girder A
H=20,T=0.010
Gi rder B & C
O;30~----4-----~----_+----~~----+---~4===~~~~~~----r_----+_----1_----~
I
[
Gi r er C
0.10~----+-----~~~~~--_4------~----+_----~----_+----~------t_--~~~._~
Influence Li nes for Moment
Momen t Enve lopes
at Mi dspan
0.50~----~-----T------r-----~----~------~----~----_,------~----,_----_,----~
0.40
b=5ft
ft
b = 7 ft
/:;
b = 8 ft
o b
=6
= 9 ft

Gi rder A
H " 40, T = 0.009

Girders B & C
0.30~----~----_+------~----~----_+--~~~--__~~~~~----~----4_----_+----__;
L:
z
der C
0.10~----4_-----4~~~~----4_-----4------+-----~----_+------+_----_r~~~~~~
Moment Envelopes
at Midsplln
o
1/12
2/12
3/12
4/12
5/12
6/12
5/12
Position Along Span
FIG. 5.24
(Cont. )
4/12
3/12
2/12
1/12
185
0.50
0.40
b " 5 ft
Outer P on Gi rder A
b " 6 ft
=7
=8
t;.
b = 9 ft
ft
ft
= 5,
T .. 0.012
Girder A
0.30
jl~
0.20
<..J;;
0.10
Infl uence Li nes for Moment
Moment Envelopes
at Mi dspan
0.50
0.40
b = 5 ft
b
=6
ft
b '= 7 ft
b = 8 ft
b = 9 ft
H .. 10, T 0.012
Girder A
0.30
1~
0.20
<..J::i:.
0.10
Moment Envelolles
0.5C
:; 4C
b = 5 ft
b = 6 ft
b = 7 ft
b = 8 ft
b = 9 ft
H .. 20, T .. 0.011
Girder A
Cl )C
Jf
D.2C
u
0.10
Moment Envelopes
1/12
2/12
3/12
4/12
5/12
6/12
5/12
4/12
3/12
2/12
1/12
Posit; on Along Span
FIG. 5.25 INFLUENCE LINES FOR-MAXIMUM MOMENT AT MIDSPAN AND MOMENT

ENVELOPES OF GIRDER DUE TO 4-WHEEL LOADING MOVING ALONG'
SPAN OF B~IDGE; b/a = 0.10, WITHOUT DIAPHRAGMS
186
0.50
ft
--,---- _._--
b = 6 ft
"
0.40
=5
b = 7 ft
=8
=9
H = 10, T = 0.012
ft
rl .:
Gi rder A
ft
0.30
jl~
0.20
~...:
0.10
Moment Envelopes
at Mi dspan
0
0.50
0.40
jl~
u
"
b = 6 ft
b = 7 ft
b = 8 ft
b = 9 ft
b = 5 ft
H = 20, T = 0.010
G{rder A
0.30
F.':
I;
0.20
::E
0.10
1 nf1
uence Li nes for Moment

Moment Enve lopes
at Midspan
0
0.50
0.40
=5
=6
ft
ft
"
b = 7 ft
b = 8 ft
b = 9 ft
= 40,
T 0.009
Gi rder A
0.30
jl~
.\
0.20
u-
0.10
Moment Enve lopes
1/12
2/12
3/12
4/12
5/12
6/12
5/12
3/12
2/12
Position Along Span
FIG. 5.26

0.45
0.45 r'- - - - - r - - - - - - , - - - - - - - . - - - - - - -
0.40
0.401~----------~------------+_----------_+----------__1
0.35
0.351~----------~------------+_----------_+----------__1
0.30
If
u
0.301
0.25
0...
.~
:::;:
~ -------
~:.;;JII"''''''''''''--
=T
..,.,
---
~-----(
---------~
u
0.20
;:;::
0.20~1------------+------------+------------;------------4
0.15
b/a = 0.20
b/a=0.15
b/a=0.10
0.15
b/a = 0.05
_ _ _ _ Outer P on Girder A
b
t-I---
10
20
30
Relative Girder Stiffness, II
Do
b/a
b/a
b/a
b/a
0.20
0.15
0.10
0.05
- - - - ~uter P on Girder A
Do
0.10
5 ft
6 ft
0.10~'-------------L-------------L------------~-------------J
40
10
20
30
FIG. 5.27 RELATIONSHIP BETWEEN MAXIMUM MOMENT AT MIDSPAN DUE TO 4-WHEEL LOADING AT MIDSPAN AND
RELATIVE GIROER STIFFNESS, H
40
0.45rf-------------r-------------.------------~------------~
0.45Ir-----------r----------Ir----------,---------~
0.40
0.35 I
~I
Eo..
0
, 0.40 I
-----4-----+------+---------1
1-1
0. 35 1
:::::;;000''''''''''''''''::::;;;0000-'''''''''''''--
-j
--r
.
Yb:
0.30
~~
.if
0.25
I~
u"z.
0.20
b/a
0.20
b/ a
o b/ a
0.15
0.10
t::. b/ a
= 0.05
0.15
1-1_ _ _
0.10
0.15
,L-____________L-____________L-____________
o
0.20
b/a

____ Outer P on Gi rder A
10
20
11--_ _
0.10
30
,~--------
____
0.15
0.10
0.05
40
- - - - Outer P at least 2 ft from Gi rder A

- - - - Outer P on Girder A
b " 7 ft
_____________J
b/ a
o b/a
t::. b/a
______________
10
...... _\
...
~ ~
~"..
\, .
.. ~.
...... \1
Ptfl'~l
!I:
______________
=8
ft
________________J
30
40
FIG. 5.27
C' ..
20
"'!~'"
:....;;;;"'"-----=
/,:;lo~ ~
c
~I
::::1
0.20
r. .
=i
~:l::
,.,
(Cont.)
r-J
r~~
~~
.. :;.
:.'
!'''''-l
~,
.J
--~:J
".'400iou",:,
'!.
toII
. -." "')
0.45
r'----I-----~-----,------
,.e
0.40 I
O. 35 I
~
~
!i
c=
~lJ
:JP -4C
__
. . . ,;
c- , _
:
=l
0.30
j~
u
00
lO
0.25
:E
0.20
0.15 11-_ __
b/a
b/a
o b/a
(f.20
b/a
0.05
II
0.10~1
0.15
0.10

____ Outer P on Girder A
b = 9 ft
____________ ____________ ____________ ____________
10
20
30
FIG. 5.27
(Cont.)
40
D.45ri-------------------r------------------~------------------_,
O.45ri----------------~-----------------.----------------~
0.40 \
0.40rl______________-+________________r -____________~
_ _ _ _ _ _-+-______+-_____----J
0.35 l
0. 35
0.30~1-------~------_t_------__I
~Io
!~
u
<11
to
Eel.
t-1
-------~------_+_------__f
')Ir'
l.!.
L~"~
-=:, =--=--=--~
+ ______+-_____---1
0.20\,_ _ _ _ _ _
0.15
10
0.10~'
o.05
~~
________________
0 . 10
l!.
________________
0 . 15
H
b
0 . 20
from Girder A
H = 10
o H
- - - - - Outer P on Girder A
= 40
= 5 ft
b
________________
0.15
from Girder A
o H = 20
l!.
. D.20 rl- - - - - - - - - r - - - - - - - - - + - - - - - - - - - - - - I
0.10.
0.05
20
_____ Outer P on Girder A
= 40
= 6 ft
,
0.10
0.15
0.20
Relative Bridge Dimension, b/a
FIG. 5.28 RELATIONSHIP BETWEEN MAXIMUM MOMENT AT MIDSPAN DUE TO 4-WHEEL LOADING AT MIDSPAN AND
RELATIVE BRIDGE DIMENSION, b/a
f"~
... ~.,.
--
r.
...
~l
r"'iO";'
.,~
"~~
,
,., ,.., ....
~~:j
~--
----.-1
"
M.
~-"~-]
~~I'"
~'1"""'''~
L- . _ .: i;
-'J
O.45~1----------------r_--------------_r--------------~
0.45 r'- - - - - - - r - - - - - - - - . . : - - , - - - - - = - - - - -
0.40~1------------__----_+------------------_+------------------_i
>,s.~
0.35,
>'s~
Loo"So
0.3
~I~
11~
u
Eo..
:::E
0.20
::<:
0.20
H= 5
0.15
0.15
from Girder A
= 5
= 10
H = 20
H = 40
H = 40
~
0.10
6.
0.15
0.20
----~----
b = 7 ft
'O,L______________________
______________________ ______________________J
0.05
,r- - - - - - - + - - - - -__-+-_______J
H
H = 10
o H ;: 20
6.
IU:;
0. 25 1
=B
from Girder A
ft
~ 'O~'~------------~~---0.05
0.10
__------~L----__------~
0.15
0.20
FIG. 5.28
(Cont. )
0.45
0.40
r-I
-------~------__,-------_,
::;ct"""""-
0.35k~
.
.L.
. '",
: 7L:
f _"" ...
~-=..--~
~
~
~-1
~~-
11~
~
::E
1 -----+-------+--------1
0. 25 1
1,-----t------1-------1
0. 2
H
0.15
A H
---------- Outer P at least 2 ft

from Girder A
= 10
o H = 20
6 H = 40
0.10\
0.05
- - - - -
9 ft
\
0.10
I
0.15
0.20
FIG. 5.28
~1.~11o.'"
.:
." ; ~
r--"'"
~I
r~''''''~
,... ""'\
~"~1'
,.,
'.rj~~
(Cont.)
~~
r'--'~l
\.
r~~~
t'.-..,
....
~,
~U"";;fI
I:
193
0.50
b = 5 ft
0\
b = 6 ft
b = 7 ft
b = 8 ft
b ,. 9 ft
0.40
Outer P on G1 rder A
Girder A
0.30
]I~
0.20
u:E.
0.10
Moment Enve lopes
at Mi dspan
0
0.50
'bb == 65 ftft
0\
0.40
b ,. 7 ft
b = 8 ft
b ,. 9 ft
" Gi rder' B .
0.30
jJ~
0.20
u'r.
0.10
Moment Enve lopes
at Mi dspan
0.50
0.40
11~
u
:E.
Sft
0\
6 ft
7 ft
Outer P at Leist
'2 ft from Girder A
8 ft
Gi rder C
9 ft
0.30
0.20
0.10
Influence 1. ines for
Moment at Midspan
2/12
3/12
4/12
5/12
Moment Enve10res
6/12
4/12
3/12
2/12
1/12
Position Along Span
FIG. 5.29 INFLUENCE LINES FOR MAXIMUM MOMENT AT MIDSPAN AND

MOMENT ENVELOPES OF GIRDER DUE TO 4-WHEEL LOADING
MOVING ALONG SPAN OF BRIDGE: b/a = 0.10, H = 20,
T = 1.0, WITHOUT DIAPHRAGMS
194
0.50
Outer P on Girder A
0.40
<
"
"
0
6
JI~
:!:
'-!
'"
0.20
..
e.
"
b/a
H
--+---4---+.----+-----+--_+_
0.05
0.10
20
ri :
T = 0.011
b
5 ft
Gi rder A
1000
0.30
,--
I
i
0.20
.. ,.
r.:
0.10
..
o
0.50----~----~----r_--~----~----~--~----_r----~--~----_r--__,
i ... .,.&
Outer P at LeIS t 2 ft from Gi rder A

=
b/a
0.40~_--+-"
...
0.05'
I(
0:20
"
1000
--.!---+---+--4----f--_t_
0.10
H '"
T '"
20
0.011
5 ft
"
0.~~-_4--~-__+_---4----~----+_--_4----_+----~~G~1r~de~r~A~--~-~
I:
[
O.~----------~----~--------~----~--~----_r----~--~r_--~--__.
Outer P It Leu t 2 ft from G1 rder A
0.40
"
IC
IC
b/a
0.05
IC
0.20
IC
1000
H
---+---~----I----+---__if---_+_ T
0.10
20
0.011
5 ft
Gi rder C
0.~~---4----~----+_--4---~----+_--_4----~----+_---~-_r----~
.\
L.
0.lO'---...4----4-_4~::::::::.-__4---~---+_--_1----_+----_+_--I_~rl--__;
h,t1 uence L1 nes tor
Moment It Midspan
2/12
3/12
4/12
5/12
Moment Enve10res
6/12
2/12
1/12
Pes 1ti on A1on9 Spin
FIG. 5.30 EFFECTS OF DIAPHRAGMS ON INFLUENCE LINES FOR MAXIMUM MOMENT

AT MIDSPAN AND MOMENT ENVELOPES OF STANDARD BRIDGE DUE TO 4WHEEL LOADING MOVING ALONG SPAN; 1 DIAPHRAGM AT MIDSPAN
195
O.5~
Outer P on G1rder A
0.40
1~
u
I(
.:
.:
IC
,.
b/a
0.10
H '"
20
0.05
0.011
0.20
1000
7 ft
"
Girder A
0.30
0.20
0.10~----~~~~----~----~----~--~~--~----~~---4----~--~~-----1
Influence Lines for

Hament It ~1dspan
Hellllent Envelopes
o
0.50~----~----~----~--~----~----~~--~----~-----'-----'-----'-----'
Outer P At Least 2 ft from G1 reler A
b/a
0.40
1~
J
IC
I(
. 0.20
IC
0.10
H ..
20
0.011
0.05
7ft
1000
Gi reler A
0.30
0.20
0.10
Influ.nce L1,... for

~t at Midspan
"--nt En\le10pes
0.50
OUur " at LHst 2 1t 1,. Ii . ." A
0.40
"
IC
j:
0.30
G1rder C
0.05
liirder B
b/a .. 0.10
H ., 20
T '"
b
%
IC
0.20
Girdn B
IC
1000
Girder B
0.011
7 ft
-:
~
0.20
0.10~
-+____
____~__~~~~~__~~__~____~____-4____-4____-+~__
~~
I n11 ucmc:a L1nes for

Maent It Midspan
2/12
2/12
Pos Hi on Along Span
FIG. 5.30
(Cont.)
1/12
__
196
0.50
Outer P on Girder A
..
0.40
1~
ur.
<
0.05
<
"
0.30
= 0.10
b/a
20
0.011
9 ft
0.20
1000
Girder A
0.20
O.10~----~~~~----~----~--~~--~~--~----~----~----~----~~---'
I nfl uence l1 nes for
Moment at Midspan
f'
Moment Envelopes
o
o.~~----~--
__
~--
__
__
~~
__
____
~~
__
____-,____-,____
____
____
Outer P It Leas t 2 ft from Girder A
= 0.10
b/a
0.40
j~
u
::I:
l(
J(
l(
0.30
20
0.05
0.011
0.20
1000
9 ft
Gi rder A
I'J.~.".
0.20
O.10'~----+-~~~----4-----~----~----~-----+----~----~----~~~--t-----;
lnfl ueftce Li!'lel fer
"'-ent at "'141~n
O.SO
Outer P It Least 2 ft f...., Girder A
0.40
j~
J=
0.30
IC
l(
"
J(
b/a
Girder C
0.05 Girder B
0.20 Gi rder B
O.lO
H
~
20
0.011
2. ....
9 ft
1000 GirOv" i
0.20
0.10~----+---~~~~~----~----~----~-----+----~-----4----~~----~----1
I nfl uence Lines for

I"anent It Midspan
2/12
3112
MceIIent Envelopes
2/12
6/12
Posl tion Alon!l Span
FIG. 5.30
(Cont. )
1/12
..
197
0.50
Outer P on Girder A
0.40
to
J=
..
"
If
"
0
0.05
1~
b/a
"
,.
0.20
1000
0.10
20
0.011
5 ft
"
Girder A
0.30
0.20
0.10r----4-----h~~4_----+_--~~--_+----~----~----+_--~--~_+----~

I40Inent at M1dspan
MoInent Envelopes
o
O.50r---~-----r----~----r---~-----T----~----~----r---~----~----~
Outer P at Least 2 ft from G1 rder A

b/a
"
0.10
20
0.40 ~--+-,.
I(
0.05'
0.011
IC
0.20
5 ft
Ie
O.30~--~-----r
1000
Gi rder A
____~____~__~____-+____~____~____~__~____-+____~
o
O.~Cr---~-----r----~----~--~-----T----~----~----~--~-----T----~
Outer P
it
~I
b/a
"
0.05
"
0.20
"
1000
4C ~--+-,.
I
I
Least 2 ft from Girder A
---4----~--4---_4_---_+_---+_ H
T
0.10
20
0.011
5 ft
Gi rder C
C lC
~~
u
O.2C
O. 1O~--~-----+----:?'~~"'----+-----i~--+----r----+---+----t-"""~---f
Influence Lines for
Moment at Midspan
2/l2
M~nt
6/12
Envelopes
2/l2
1/12
Pos1 tion Along Span
FIG. 5.31
EFFECTS OF DIAPHRAGMS ON INFLUENCE LINES FOR MAXIMUM MOMENT

AT MIDSPAN AND MOMENT ENVELOPES OF STANDARD BRIDGE DUE TO 4WHEEL LOADING MOVING ALONG SPAN; 2 DIAPHRAGMS AT 5/12 POINTS
, ."
0.50
i .
Outer P on Girder A
0.40
..
'"
a
'"
6
1~
J-
'"
"
..
b/ a
0.10
20
0.05
0.011
0.20
7 ft
1000
Gi rdet A
0.30
f..
L
0.20
'.-:;.i'
O.10~----~~~~----~----~--~~--~~--~----~----~-----1--~~-----;
I nfl uence L1nes for
Moment It M1dspan
Moment Envelopes
o
0.50r-----~----~----~~--~----~----_r----_r----~----~----~r_----r_--__,
Outer P lit Leist 2 ft from Girder A
0.40
a
6
11~
u-
'"
'"
"
0.,05
0.20
b/a
0.10
20
0.011
7 ft
1000
Gi rder A
0.30
0.20
O.10~----~--~~~----~----~----~------~----~----_4------+_----~~--_4----__1
P10men t Enve 1~s
O.SO
Outer P It Leut 2 ft frolll G1 rCer It.
0.40
'"
'"
1~
..]=
"
b/ a
G1 rder C
0.05 Gi rder B
b
0.20 Gi rder B
0.10
20
0.011
= 7 ft
1000 Gi rder B
0.30
0.20
0.10~----~----~~~~~----~----_4------~----~----_4------+_----~----~----~
Influence Llnes for
Momen t Enve 1o~es
Moment It Midspan
1/12
2/12
2/12
6/12
Position Alon!l Spin
FIG. 5.31
(Cont. )
1/12
f
s
it
199
0.50
Outer P on Girder A
0.40
1~
u::c:.
,..
<
to
0.30
..
b/a
0.10
0.05
20
0.011
0.20
9 ft
1000
Gi rder A
0.20
0.10~----~~L-~----~----~--~~--~~--~-----i-----i-----t----~~---,

Moment It Midspan
'10111f!nt Envelores
o
0.50r-----~----~----~----~----_r----_r----~----_.----_,----_,------r_--__,
Outer P at Least 2 ft from Girder A

b/a
11~
u
20
- 0.05 .
0.40
to
)(
0.30
0.011
,. 0.20
0.10
9ft
1000
Gi rder A
0.20
Influtlflce Lines for

~nt It Mldspln
HoInent Envelo!les
o
0.50r-----~----~------r_----~----~------r_----~----~------r_----~----~----~
b/ a
Gi rder C
)( .
0.05 Girde:- B +----+-,...---+----+----+---_+_ H
0.20 Girder B
to
..
1000 Gi rder B
0.40..-_ _-+.
0.10
20
0.011
9 ft
"
0.20~----+-----~----_+--?'~~~--~----+_----~----_+----_1----~~~--+_----~
0.10~----+---~~~~~----~------~----+_----~----_+----~------~----~r_--~
Influence Lines for
Moment It Midspan
1/12
2/12
Homen t Enve lanes
3112
6/12
Position Alonq Span
FIG. 5.31
(Cont.)
2/12
1/12
200
0.50
Outer P on Girder A
"
0.40
j~
u':E:
Ii:
b/a
0.10
"
0.05
20
0.011
0.20
5 ft
"
1000
r.
i :
I :;,
Gi rder A
0.30
0.20
0.10~---4-----+'~~~----+---~~---+----~----4_----+----4--~~----~
t10ment Enve10fles
o
0.50~--~----~----~----~--~----~----~----~----r---~----~----~
Outer P at Least 2 ft from Gi rder A

b/a
.,. "
0.05'
.,.
0.20
0.40 ~--t-"
"
0.30~---4-----+
--+----~---4---_+_--4_----+
0.10
20
0.011
5 ft
1000
____4-____+-__
____-+___~___+-_ _~~~L-__-+____~
0.20~-~-----+----4-----+---~~---+----~---+-----~--4----+---~
I"
[
-+---'
0.10~---4----_+_-~~~~+-__~_--+---~__- + - -__~~~--__
0.50~--~-----r----~----~--~-----r----~----~----~---T-----r--~
Outer P at LeISt 2 ft from G1rder A
4C
b/a
0(
0.05
"
.,.
" 0.20
t.
.,.
----+----~--~---~----~----+
H "
0.10
20
0.011
r--.
5 ft
1000
0.30~---4----+-
rder
C
__4-___+-_~~_-+_ _ _~_ _ _+-___~Gi__
~____-+___~
0.20~--4---_+_---4-----+---~~~-+____~~~~~~~__- 4 -__-+__~
O. 1O~------t-----+--,.~~~-+-----i~--+---+----+----+-_--+_~-+_ _~
Influence Lines for
Moment at Hidspan
Homen t Enve 1ores
o
1/12
2/12
3/12
4/12
5/12
6/12
5/12
4/12
3/12
2/12
1/12
Pos iti on A1on!! Span
FIG. 5.32 EFFECTS OF DIAPHRAGMS ON INFLUENCE LINES FOR MAXIMUM MOMENT AT

MIDSPAN AND MOMENT ENVELOPES OF STANDARD BRIDGE DUE TO 4-WHEEL
LOADING MOVING ALONG SPAN; 2 DIAPHRAGMS AT THIRD-POINTS
'0.
201
so
Outer P on Girder A
0.40
"
<:
c.
jl~
'''>:.
'"
b/a
,. 0
,.
0.10
0.05
20
0.011
0.20
7 ft
1000
Gi rder A
0.30
0.20
0.10~----+---~~-----+-----4------~----+-----~-----+----~------~--~~----~
I nf1 uence Lines for
Moment at Midspan
r'oment Enve lanes
o
0.50r-----~----~----~----~----~----_r----_r----~----~----~----_,----~
0.40
11~
u-
"
It:
'"
It:
0.30
bl a
0.05, '
7 ft
"
0.20
1000
0.10
20
0.011
Gi rder A
0.20
O.lO~----+---~~'---4-----~----~----~-----+-----t-----1-----i~~-1r----;
""nt Envelop"
0
0.50
Outer P itt Least 2 ft from Girder A
'"
"
<:
"
0.05 Gi rder B
0.10
20
0.011
<:
0.20 Gi rder B
7 ft
0.40
1000
11~
b/a
Girder C
i rder B
0.30
0.20
+-____~____-+____-4______~__~~____~
0.10~----4-----~~~~-----4------~--__
Influence Ltnes for

Moment at Mi dspan
1/12
2/12
Moment Enve lanes

6/12
2/12
Post tion Alonq Span
FIG. 5.32
(Cont.)
202
0.50
Outer P on Girder A
ur.
"
..
0.40
11~
..
.
.
= 0.10
b/a
20
0.05
0.011
0.20
1000
"
"~.
'.
9 ft
Gi rder A
0.30
0.20
O.lO~----+-~~+-----~----~----~----~----~-----4----~~----r---~~--~
Influence Lines for

r10ment Enve 1ones
Moment at Midspan
a
0.50r-----~----~----~----~----~----_r----~----~----_,----~r_----r_--__,

b/ a
..
0.40
11~
u-
O.pS
"
0.20
0.10
20
0.011
9 ft
1000
Gi rder A
(,
0.30
0.20
0.10~
____
+-~~~
____-+____
~~
____ ____+-____ ____-+______r-____

~

McIIIent at -Midspan
+-~~~
____
Homen t Enve 1ol:'es
f:
L'.
0.50
0.40
<
"
..
<
"
0.20 Gi rder B
0.10
b/a
Gi rder C
0.05 Girder 13
20
0.011
H
T
9 ft
1000 Gi rder 8
ll~
0.30
0.20
0.10~--
__4-____
~~~
__
____4-____-4______
Influence Lines for

Moment at Mfdspan
1/12
2/12
____4-____-4______+-____
____
~~
__
Moment Envelor>es
2/12
6/12
1/12
Position Alonq Span
FIG. 5.32
(Cont. )
L ..-
203
0.50
Outer P on Girder A
0_ 40
, "
"
0.05
I~
uI:.
"
"
0.20
,.
1000
b/a
0.10
"
20
0.011
5 ft
Gi rder A
0_30
0.20
0_10r----+----~~~~--_4----~----+_--~----~----+_--~--~_+--~
Influence Lines for

Moment at Midspan
rloment Enve lanes
o
O.S 0
0.4 0
"
"
0
6
"
b/ a
.
.
0.20
,.
1000
0.10
20
T = 0.011
=
H =
0.05
5ft
Gi rder A
0.3 0
0.20
-~
~~ V-
~~
0.10
~~
p;;; ~
-...:::::
Influence Lines for

I'tonIent it Midspan
I
---,
Moment Enve 1ot'les

1
0.50~--~----~----r---~----~----~--~----__----~--~~--~----~
Outer P at Leas t 2 ft from G1 rder A
0.40 t---_+
"
"
"
0.05
" " 0.20
"
"
b/a
0.10
20
0.011
5 ft
1000
0.30r-__-+____~----r_--_4----~----+_--~----~----4_~Gl~r~de~r~C--_+----~
O. 20 r----+----~---+_--___4--~,....~...::.....+_--___1p:a.~..J.::::.......,::::....._----I__--_+---_I
O. 10r---+--~__=~g..::.--___4---_t_---+_--~~--_+_---+_----.::~~._+--~
Influence Lines for

Mollll!tnt it Midspan
2/12
3/12
4/12
5/12
Momen t Enve lanes

6/12
2/12
1/12
Pas 1 ti on A1onq Span

LOADING MOVING ALONG SPAN; 2 DIAPHRAGMS AT QUARTER-POINTS
,-i
204
0.50
Outer P on Girder A
0.40
A
0
6
J~
w:E:
It
"
It
"
..
0.05
0.20
-.
1000
b/a
0.10
20
0.011
7 ft
Gi rder A
0.30
0.20
'r
..
I nfl uence L1 M.S for

Moment at Midspan
Moment Envelopes
r0.50~----~----~----~----'------r-----r----~----~----~----~r-----r-----'
L ..>
0.40
A
0
6
jl~
w
"
"
"
.
.
0:05
'"
1000
b/a
0.10
20
---+---~--+---+---t-"'---+ T O . 011
H
t?:o':'
7 ft
0.20
Gi rder A
0.30
0.20
0.10~----+---~~~~~----~----~----~-----+-----1------r-----~~~t-----;
Mclmen t Enve 1O(les
o. SO
0.40
"
"
jl~
u
<
.
.
~
b/a
Girder C
0.10
0.05
Gi rder B
20
0.011
0.20
Gi rder B
7 ft
1000 Girder B
0.30
0.20
0.10~_--~_--~~~--~--~---+----~----~---~----+-___~_~~~_--i
Influence Lines for

Moment It Hi dspan
1/12
2/12
Moment Envelopes
6/12
2/12
Pos i tl on A1ont:! Span
FIG. 5.33
(Cant.)
1/12
':'
[0,.
205
0.5 a
Outer P on Girder A
0.40
~I~
"
"
6.
IC
'"
0.05
b/ a
0.10
20
0.011
H
T
9 ft
0.20
1000
0.30
~a.
ur.
0.20
0.10~----+-~~4-----4-----~----~----~-----+-----4----~------~--~~--~

Moment at Midspan
Moment Envelopes
o
0.50r-----~----T_----T_----~----~----_r----_r----~----~----_,----_,r_--_,
11~
0.30
u='
0.20
b/a=0.10
20
0.40
0.10~
"
IC
6.
"
+-__
____
"
0.05"
0.20
1000
0.011
9 ft
Gi rder A
~~
____-+____
~~
____ ____+-____ ____-+____

~
Influence Lines for

Moment at Midspan
+-__
______
~~~
__,
Moment Envelores
o
0.50r-----~----T_----~----~----~----_r----_r----~----~----_,------r_--__,
Outer
at LeISt 2 ft from Gi rder A
0.40~--_+ A
b/ a
Girder C
0.05 Gi rder B +----~--__f.---+_--_1~--_+_
0.20 Girder B
6.
1000 Gi rder B
H
T
0.10
20
0.011
9 ft
0.30~----+-----4-----4-----4-----~~~~-----+~~~~~~----~r-----~----;
0.20~----4-----~-----+--~~~----+-----4-----~-----4----~~~~~~--~----~
0.10~----4---~~~---+----~r-----+-----4-----~-----4------~----+-~~~~--~

Moment at Midspan
1/12
2/12
3/12
Moment Envelopes
6/12
2/12
Pos iti on A1onc:j Span
FIG. 5.33
(Cont.)
1/12
206
o.so
~."~
1'
Outer P on Girder A
~,~,
b/a
0.40
0.05
t:;
--+--~f...---+----+--+---+ H
20
0.20
0.10
O.Gll
5 ft
1000
0.30
+-'1
.-1 "
jl~
i. ... ~
0.20
'..J~
'1omen t Enve 1ol'les
o
0.50~--~----~----~----r_--~----~-----r----'-----r---~----~----1
b/a = 0.10
H
0.40
0.05
---I---~---4---+---+----tT
<
0.20
t:;
1000
20
0.0 11
5 ft
Gi rder A
0.30
11~
u-
0.20
o. 10~_-4_ _-+---::~~:::::"+---~--+---+---+---P~~~---t---;
0.50----~----~~--~----r_--~----~----_r----~----r_--~----_r----,
Outer P at Least 2 ft from G1rder A
0.40~_-;- A
( =
'
<
b/a=0.10
0.05
--+---~--+----+---t---t T
0.20
20
0.011
=
5 ft
1000
jl~
:x:
u-
Gi rder C
0.30
'..
0.20
O. 10~_-4_ _-+--:7~~~=-+-----1~--+--+---+--t-----1~~:q---f

Moment at t1idspan
1/12
2/12
Moment Envelol'les
6/12
f'
2/12
1/12
Posi ticn AlonQ Span

LOADING MOVING ALONG SPAN; 3 DIAPHRAGMS AT QUARTER-POINTS AND
MIDSPAN
,
!
L
207
0.50
Outer P on Girder A
0.40
0.05
0.20
"'1
o/a=0.10
~
..
'"
--+---+---.__--+---+---t- T
20
O.OJ 1
7 ft
1000
Gi rder A
0.30
j~
ur.
0.20
0.10~-~+_-~~--~---~----_+----_+---~----~----~----.__--~~--__1
I nfl uence L1nes for

Moment at Midspan
r10ment Envelopes
0.50~----~----~----~----~------~----~----_r----~------r_----~----~----~
0.40
11~
u-
0.05
0.20
1000
-----+---t---'-+----+---+----+
b/a=O.lO
20
0.011
H
T
7 ft
Gi rder A
0.30
0.20
0.10~----~-~~~---~----~----_4------~----~---_4------+_----~~~~----~
Influence Lines for

Moment at Midspoln
Moment Envelo1'es
0.50
Outer P itt LeISt 2 ft from Girder A
"
0.05 Girder B
20
0.011
0.20 Girder B
7 ft
0.40
j~
::0::
0.1O
"
"
..
b/ a = 0.10
Gi rder C
1000 Gi rder B
0.20
0.10~----4-----~~~~----~~----+_----4_----~----_4------~---~~~~--~
Infl uence L1ne, for

Moment at M1dspan
Homent Envelones
o
1/12
2/12
6/12
2/12
Pas Hi on A1on!l Span
FIG. 5.34
(Cont.)
1/12
208
0.50
Ou ter P on Gi rder A
0.40
"
0.05
JI~
u-:
<
0.10
20
0.011
9 ft
0.20
I)
Co
b/a
H
= 1000
0.30
0.20
0.10~--~--~~-----+----~----~----4-__--+-----+-----r---~----~~--~
I nf 1uence Li nes for
/1oment Enve lanes
110ment at Midspan
0.50 __----~----~--~----~----~----_,----_,----_,----_.----_.----~----_,
0.40
"
0
'"
'"
"
11~
u
1.. .... ;
b/a=0.10
20
0.011
0:05
9 ft
'0.20
1000
Gi rder A
O.~O
0.20
[
Influence LIn., for
Moment at Midspan
Momen t Enve 1ores
o
0.50~----~----__----~----~------~----~----~----~----~------r-----~----,
0.40
..
0.2Q Girder B
11~
<
0.10
20
0.011
9 ft
0.05 Gi rder B
c.
b/a
Gi rder C
1000 Gi rder B
0.30
0.20~----+-----~-----+--~-4~~~~----+------r-----+----~~~~~~--~----~
0.10~----+-----~~~-+-----4------~----+------r-----+-----1------~--~~r---~
Influence Lines for

Moment at Mldspan
1/12
2/12
Moment Envelones
2/12
6/12
1/12
Position Alonq Span
FIG. 5.34
(Cont. )
0.40
A
B
Gi rder
0
A
b '" 5 ft
0.40
GiGi rder
rder
- - - -
--0.30
nutf'r r at IPdS t ;> ft
froOl Gi rder A
- - - - - - - - - - - - - - ......
~~
~-
0.10
0.50
0.40
I
b
7 ft
9.30
0.40
...
t"-------
~-------
-------1
.J
1
,....~
~-----=::::: ~
0.20
0.40
~---
------
!f
u
::E
0.20
~~-
...
--~
---------, - - - - - - -
-------
-<
~
C)
,~
-,
2 Diaphragms at 5/l2-Points
7 ft
0.10
0.40
0.30
0.30
0.20
- - - - - - - - -------~
0.10
0.30
_-L~----
0.20
::E
5 ft
0.30
0.20
Outrr P on Gi rder A
~~ ~------~
jf
I
Girder A
o Gi rder B
l:l Girder C
- - - - Outer P on Gi rder A
9 ft
ft
0.20
0.20
Relative Diaphragm Stiffness,
0.10
0.30
0.40
0.10
0.20
Relative Diaphragm
0.30
Stiffness,~
FIG. 5.35 MAXIMUM MOMENTS IN GIRDERS DUE TO 4-WHEEL LOADING VERSUS DIAPHRAGM STIFFNESS AND LOCATION;
b/a
= 0.10, H = 20, T = 0.011
0.40
lD
0.40
0.40
Girder A
o Girder B
- - t.- GireeeC
- u r P on Gl. rder A
- - - Outer P at least 2 ft from Girder A
0.30
0.30
~- .------_ .......
t - - - - - - - ' - - - - - - - .....
lr--
0.20
..-
~
0.10
~--------
0.10
0.40
0.40
If
u
:E
0.20
.....
l-
.~~
Ir-
0.20
0.30
I
Girder A
o Girder B
6 Girder C
b = 5 ft
..-
....
--~
.-__ ------1 ~------
r--------.,
0.30
~>-
~\-
l~
~
b
=7
2 Diaphragms at Third-Point3
ft
-------
f-------~
-....;~
o
0.20
:E
7ft
2 Dai ph ragms at Quarter-Poi nts
0.10
0.40
------
- ....... --------i t-------
....
-- -
0.10
0.40
'--------
~
~
~~
1...
-------
0.30
0.30
-----
~~----~---
.--1
'-
~.
r--------
..b :: 9 ft
0.20
0.30
0.20
0.10
0.40
r. . .
,- ..
i
"
....j
Mt"4i1
~.'.:-
r.. . . .
_.,'.
~-~
I: ..
0.10
0.20
0.30
FIG. 5.35
!'4."'t.t."!i:~
9 ft
0.20
0.40
(Con~.)
,."
"Il~
rr:
r-~]
t...
,.._ .. -]
k.: .;;.
r-~:
~.---~
.l
f).40
0.40
Gi rder A
I
0 Girder B
t. Gi rder C
- - - Outer P at least 2 ft from Girder A
b = 5 ft
I
C,lrder f,
o G~ rder i3
t. Girder C
5 ft
0.30
0.30
r---+------ ~--------< ~---------
-------~
~--
"I~
------- t--------t------;.----
0.20
0.20
~
0.10
0.10
0.40
),I,~
0, 30
0.40
r=
u~ 0.20
-11-----6----- -
-------4
-.-------
)I~
'-'
---
u~
0.30
k-..---.,.,.-/"
0.20
...-------~
7 ft
Diaphrag~s
0.40
= 0.009
J
0.40
~---------
.... --
...... - - - - - - - - + - -
0.30~
b
0.20
--I
2 Diaphragms at 5/12-Points
0.10
0.10
H = 40, T
b = 7 ft
at 5/12-Points
t--
H = 5, T = 0.012
b
---A
------- - - - - - - - - ;
0.30
9
ft
0.10
0.20
Relative DiaphragM Stiffness,
0.30
0.40
0.20
9 ft
0.20
0.30
Relative Diaphragm Sti ffness,
0.10
FIG. 5.36 MAXIMUM MOMENT IN GIRDERS DUE TO 4-WHEEL LOADING VERSUS DIAPHRAGM STIFFNESS AND LOCATION;
b/a = 0.10
O.~O
0.40
J ..F;
Girder A
o Girder n
6 Girder C
Outrr r un Girder A
Outer r at least 2 ft from Gll'der A
5 ft
0.30
Girder A
o Girder g
6 Gi rder C
Outer P at leas t 2 ft from Gi rder A
b = 5 ft
0.30
.----.----
--- --- -
._- --
~
..---
..
----<
-=:... ... ------~ ... -------
-------~
0.20
0.20
~
0.10
0.40
0.10
0.40
0.30
If
u
:E
-.---~
}-
---------1
------- ------.,
0.30
---
~
v...;~
..
If
...
0.20
H = 5, T = 0.012
2 Diaphragms at Third-Points
7 ft
0.10
0.20
--- . t-------- .-------- --------1

----==::;
r-----==
::E
H = 40, T = 0.009
7 ft
0.10
- - -
0.40
0.40
--------<
----.----.---~-------+-------~------~
*.
0.30
0.30
b - 9 ft
0.20
0.10
0.20
0.40
0.30
r'''~''~
.'\
r~d~~'.
r "
I
~~
~~
.. " ' .
f..
0.10
--
0.30
0.20
O.IW
RElative Diaphraglll Stiffness, '"
FIG. 5.36
",i;'~~
0.20
9 ft
,..,
(Cont.)
r~
;--. -1
--, r:
~-'--j
--,
""t'~ ~
~.
._-_ ....
0.40
O.
Girder A
4~)
b = 5 ft
6 Gi rder C
- - - Outer Pat leas t 2 ft from Gi rrJer A
b.= 5 ft
0.30
0.30
...-.---0--- ...
0.20
G rde r 1\
o G rder B
t:J. G rder C
o Girder B
~ -.-
------- ,--------
------~
. -f-
--j
---~---
r-0.20
~
0.10
0.40
)f
u:c.
0.30
0.10
0.40
. . . - --*----1---------t-------1- - - -- --.;
t?
)f
0.20
u
bla = 0.05, T = 0.010
:c.
0.30
N
--'
0.20
7 ft
2 Diaphragms at 5/12-Points
0.10
0.40
1_---- - -
0.10
0.40
V-
0.10
0.20
T = 0.012
2 Djaphragms at 5/12-Points
b'7ft
~--~---~------~.------~------~
0.30
b/a = 0.20,
/'
,,-
o. 30'1--
---b
9 ft
b = 9 ft
0.20
0.20
0.30
0.40
0.10
0.20
0.30
Relative Diaphragm Stiffness, . .
FIG. 5.37 MAXIMUM MOMENT IN GIRDERS DUE TO 4-WHEEL LOADING VERSUS DIAPHRAGM STIFFNESS AND LOCATION;
H
= 20
0.40
0.40.
0.40
:0
5 ft
ft
f:;
6. r, rde r C
- - - - Cluter r on Girder A
- - - O u t e r P at least 2 ft from Girder A
0.30
~
--------
o S rder
0.30
~---.----4 ~--------4
G rdet /1
Girder A
o Girder B
6. Girder C
- - - Outer r at 1eds t 2 ft from Gi rder A
--cr-
-------~
-------.1.-----
------~
t - - - ...... ---~
--------"
l~
uL
0.20
0.20
0.10
0.10
0.40
0.40
-.
0.30
-----1
-<
0.30
If
,...
'J
...
..--
~I - - - .---- ... ~-----
b/a
b = 7 ft
= 0.05,
0.20
T = 0.010
0.10
=7
0.40
0.30
v ....
--
0.20
0.10
0.20
... --- ...
~
o
0.40
G.30
....
f"~-O''''
I.
/'JI",.".......
'0.
r. .
i-,
.......
!14;a"
M
'..:.~-
-<
~,
-,
0.30
0.20
Relative
r=---:=
0.10
Relative Oiaphragr.J Stiffness,
FIG. 5.37
= 0.012
I
b = 9 ft
ft
= 0.20, T
~ t=-- ---=::::::
0.30
=9
bla
ft
---_.---...- - - --- - ____ -------t-------
0.10
0.40
!,,:,.~.~.,
IiN
+::0
uL.
0.20
0.20
-'
OiaplJrag'~
0.40
Stiffness,
(Cont.)
r~o--'l
4
--, r-:
.1
~d
. . :.:;
"
1tfffl~""'11
(::.:~
'-0}
1
Outer
o II =
l>
t:.
Ii
20
II =
40
5 ft
<'1
0.25
0.30
t-p--
20
H = 40
Ii
0.25
:I:
=5
5 ft
jf
it
H "= 10
Outer P on Girder A
jl~
l)
H :::= 10
P on Girder A
0.30
--,
O. :]5
0.35
...,.
::E
0.20
0.20
0.15
0.35
0.15
_J
0.35
Outer P at
1e~st
2 ft from Girder A
H :or 5
10
20
H
H = 40
f1
0.30
H =
0.30
5 ft
<'1
II
:r
5
10
20
40
01
b =
j~
u
b = 5 ft
j~
0.25
:I:
0.20
0.25
0.20
0.15
0.15
'0
0.20
0.10
Relative Diaphragm Stiffness,'
0.30
0.40
0.10
0.20
Relative Diaphragm
0.30
Stiffness,~
FIG. 5.38 MAXIMUM MOMENTS IN BRIDGES DUE TO 4-WHEEL LOADING VERSUS DIAPHRAGM STIFFNESS AND LOCATION;
b/a
= 0.10
0.40
040
I
Outer P
OP
Glrder A
0.35
jf
H :.
In
t.
20
-F1
H =
Outer P on Girder A
t: = :)
f! = 10
..
n.35
jl~
0.10
~
--v
..
D.
~~
::;....-
0.30
... :
b " 7 ft
2 Diaphragms at
11 "
20
:: = 40
T~ird~roints
-..;
b " 7 ft
0.20L-____________
____________
____________
____________
0.25
0.20
0.40r'------------~----------_r------------r_----------_,
0.40

0.B51~----------~-----------+-------l)
)f
U
1 Diaphragm at ridspan
. 0.25
o H
10
t.
20
40
0.35
0.30
:t:
--
~------
=y
..
~ ~
= 20
= 40
N
--I
10
0)
7 ft
!I---
':
Ii
0.20
0.40
0.30
0.20
0.10
.,
----
tl>v,q,
.'
0~~~1
0.20
0.10
Relative Diaphragm
FIG. 5.38
r"'>I ....
H= 5
Relative Diaphragm Stiffness,-
~'!!:'t.~
t.
0.25
0.20L'--------------~------------~--------------~-------------~
If ~
= 7. f t
Diaphragm at Midspan
0.251
...,
..
0.40
0.30
Stiffness,~
(Cont.)
~,.~
r'tfl'!lj'I
: :'''';r:
; . 1
1Ob~
~---ij .
~HJ
,....~~
.~
....... '1
0.45"
0.45
I
Outer P on Girder A
= 40
It
=5
IiII =:: 1020
Outer P on Girder A
II = 20
0.
0.40
=5
= 10
0.
0.40
40
b = 9 ft
)~
,....
0.35
F-
:s::
" "6 ......

U
jl~
~ .--
::E
..........
--
u,
=9
Di aphragm at 11i dspan
ft
0.30
0.25
0.25
0.45
0 ..45
fl
=5
0.40
b
::E
............. ..,
0.30
J~
0.35
Out~r
10
H 20
H = 40
~t
from Girder A
0.40
b
9 ft
!~
0.35
x:
P at least 2
----
--------1
0.30
('.25
=9
ft
10
--'
-.....,J
= 20
40
0.35
:I:
0.30
0.25
0.10
0.20
0.30
0.40
Relative Diaphragm Stiffness."
0.10
0.20
Relative Diaphrarjl:l Stiffness."
FIG. 5.. 38
(Cont.)
0.30
0.40
0.35
0.35
I
Outer P on Girder A
j~
::E:
h
~
0.30
b = 5 ft
0.25
o b/a = 0.05
-b/a=O.lO
I1b/a=0.15
Outer P on Girder A
, b/a = 0.20
0.30
j~
o b/a = 0.05
-b/a=O.lO
11 IJ/ a = O. 15
...-
~LT
::
0.20
0.20
0.15
0.15
0.35
0.35
5 ft
tr
o b/a 0.05
- b/a 0.10
A b/a .. 0.15
0.30
l~
u
Outer P at least 2 ft 'from Girder A
- b/a = 0.10
I1b/a=0.15
b/a = 0.20
0.30
b = 5 ft
If
x:
N
--'
CO
b/a 0.20
b = 5 ft
0.25
.J
--
o b/a = 0.05
-1
2 Diaphragrr6 at Third-Points
0.25 .......
::--01.
b/a = 0.20
0.25
J0.20
0.20
0.15
0.15
0.20
0.10
0.4r,
0.30
0.10
0.20
o.qO
0.30
K
FIG. 5.39 MAXIMUM MOMENTS IN BRIDGES DUE TO4-WHEEL LOADING VERSUS DIAPHRAGM STIFFNESS AND LOCATION;
H
.,.~
r"'~''''-
. _<oil
CJ
= 20
t*~~
r ....
,
~~
".1
M
I ..
,..
,.,
"'' ffl
~m
..r~""'~}
:
~~.--]
\: ~ ~ ;...
:: :
~:~
I~
oJ
~"'"~"')
0.45
0.40
I
Outer P on Girder A
11
,~ I--
V
0.30
= 0.20
6.
)f
::
=7
~
I--_ t:---
0.20
t:7
0.30
0.25
0.40
0.40
o b/a = 0.05
o b/a '" 0.05
b/a" 0.10
A b/a = 0.15
0.351::::::::'
0.35
b/a = 0.20
T
bla = 0.20
__ .:. __ b/a
=0
If
0.30
JI=
.......
= 0.10,
7 ft
2 Djaphraams at Third-Points
0.30
I -
J-
-----
Q.25
b/a = 0.10
A b/a '" 0.15
- - - - - bla = 0.10,
!~
7 ft
0.35
:E
= 0.15
= 0.20
ft
0.25
bl a
A b/a
0.40
--
/~
v/
b/a" 0.15
4 bl a
o bla " 0.05

b/a = 0.10
Outer P on Girder A
b/a = 0.10
0.35
jf
o bla " 0.05
0.25
0.20~'
____________
__________- L____________
0.10
0.20
Relative Diaphragrr Stiffness,
__________-J
0.30
.0.20 ....
'
-------~----
0.40
0.10
____L._ _ _ _ _ _ _ _.J__ _ _ _ _ ___'

0.20
FIG. 5.39
(Cont.)
0.30
0.40
0.50
0'.45
o b/a
11
0.05
bl a " O. 15
= 0.20
11
0.45
1~
0.35
::E:
0.35
~---
0.25
0.40
LJ
bla = 0.15
A bla
= 0.20
'"---
0.45
o b/a
o b/a ,. 0.05
Outer P It least
ft from G1rder A
0.40 p,
b/a = 0.10
11
b/a
" b/a
'<
=9
0.]5
1'\
O. 30
'- -->
t=
:z
b/a
b/a
" b/a
11
0.40
= 0.20
b = 9 ft
ft
z::
0.05
0.10
0.15
0.20
N
N
>~l
0.15
----- -1------ -1
j~
u
0.35
::E
0.30
0.25
0.25
0.20
0.10
r":""
..~
~.~
\':
r'~)-;
...
,~:~~,
.
0.20
0.10
<
FIG. 5.39
r .
0.40
0.30
"'ll'tfi~
0.05
0.30
___ .... __ _
0.45
!~
b = 9 ft
::E:
b " 9 ft
0.30
o bla
b/ a " 0.10
Outer P on Girder A
4 b/a
0.40
)~
b/a "0.10
Outer P on Girder A
..
0.30
0.40
(Cont.)
,....,
"':~
r' ""'-'1
~.
,..... n
,
..
--}-]
:.::.:"]
""....104IIt
;.. ::J
~rr-''''H''''
-.-'- 1
L __ _
....
1.00
-~ ~~
..
.........."'
...,..., .......
_ .,.-. ..J
1.00
b/a=0.10
= 20
-: = 0.05
fI
O.9OI
A Diaphragm at midspan
2 Diaphragms at 5/12 points
6.
2 Di aphragms at quarter-poi nts
and midspan
I-section wi thout di aphragms
Box section without diap'hragms
0.801
O.9O
b/a=O.lO
fI
20
0.05

6.
and midspan
I-section without diaphragms
Box section without diaphragms
0.80
Outer P on Girder A
0.70
0.70
0. 60 1
~<;4~
!f
If
uX
~.,~
0. 50 1
------- ---
--------
------
-------------
uX
o.20L,____________L-__________~------------~----------~
6
Girder Spacing, b ft
::>"
if
:;:>
<:::::>' .c:
N
N
0. 50 1
-------------
o.~LI--------~--------~--------_t--------I
a.60 I
0. 30 1
---------
.I
O.20L,__________~__________~~----------~--------~
5
6
8
9
FIG. 5.40 EFFECTS OF DIAPHRAGMS ON MOMENTS IN BRIDGES SUBJECTED TO THREE-AXLE TRUCK LOADINGS
1.0U
1.00
...
b/a=O.10
II = 20
0.20
0.901
0. 80 1
A D1aphragm at midspan
2 Diaphra9ms at 5/12 points
Diaphragms at third-points
l:l
Diaphragms at quarter-points
and midspan
bt d=').10
H
0.90
"
20
0.20
l:l
Diaphragms at quarter-points
and midspan
I-section 11i thout di aphragms
Box section without diaphragms
Box sect; on wi thout di aphragms
0.80
O. J,[)
0.70
o. 60 I
j :'~
:;>' C
;;p C
0.60,
If
If
::
Outer P on Girder A
~,.<
0.501
..........
--
...-----
....---
/'
----------,c
0.40h~
.O.~~I------------r-----------~------------~----------~
0.20L.------1-----~----7----~
5
::
0.501
;;pc
:>
c>jg<
........
---=
5'
-s;:.;...c;. ..<'""1
N
N
N
1,?So'
---------
------.--------
0. 301 1
0.205";------::-....!...--_~------L-----..J
6
Gi rder Spaci ng, b ft
FIG. 5.40
O~
(Cont.)
L____
.....
.....,
L....J
\........,..J
...
--
bla = 0.10
H
20
<
= 1000
&
A Otaphraqm at midspan
7 OillphrllQITlS lit 5/12 points
'2 Oiaphra91TlS lit third-points
Box secti on without diaphragms

Outer P on Girder A
o.J
> . / > 4 > . c>. c
0.601-
oj
Otaphrat]mS at quarter-points
0.801-
'---
b/a = 0.10
H
20
1000
1.--- ...
0.80
-_......
Oi aphragms at quarter-p01 nts
Box secti on wi thout di aphragms

Outer P at leas t 2 ft from Gi rder A
l~
0.70
l<'
If
uX
1.00
1.00,
0.901-
.....
...,
If
O.SOJ-
0.3OJ-
0.20~
..........
------ -----
____________
--
----------
N
N
:::L
O~~I----------~----------+_----------~--------~
____________
____________
__________
o.2oL_ _ _ _ _...L_ _ _ _ _-:-_ _ _ _~;_----~
G1rder Spacing, b ft
FIG. 5.40
(Cont.)
0.20
Nonuniform Load
Distribution
O. 1~
(tj
...........
>,
S......,
QJ
0.10
QJ
<..!J
N
N
QJ
.p.
CJ')
'"0
'r-
S-
en
g;
0.05
'r-
......,
Uniform Load
Distribution
(tj
r-QJ
n:::
o
o
10
20
30
40
50

FIG. 6.1
DIAG~M
t6NC~ETE
SHOWING APPROXIMATE CLASSIFICATIONS OF BRIDGES WITH PRESTRESSED

I-SECTION GIRDERS
60
..
1
225
""i
,
i
APPENDIX A
.;.
SUMMARY OF FUNDAMENTAL RELATIONS OF ORDINARY THEORY OF

FLEXURE FOR SLABS AND DERIVATION OF FORMULAS
J
1
t,
A.l
Fundamental Relations and Basic Assumptions

The basic assumptions for the ordinary theory of flexure of slabs
are:
10
The
20
The slab is of uniform thickness,
3.
The loads applied on the slab are normal to its plane.
the slab is homogeneous, elastic, and isotropic,
On
any cross section, there is no resultant force in the direc-
tion of the plane of the slab, and
4.
The flexural strains vary linearly through the depth of the

slab
I
]
mate~ial_~n
The derivations of the fundamental equations are available in any

books of plate theory.
The necessary relations are summarized here.
The fundamental equation for the flexure of slabs is the governing

differential equation:
I
I
1
J
8 W - 2
ax 4
"t'
aw +8W_
2 2
~ D
ax 8y
8y
(A.l )
where
w
slab deflection,
= applied load, and
= slab stiffness as given by the expression
12(1-~
where h = slab thickness.
2)
. (A.2)
~26
The forces acting on cross-sections of the slab are shown in Fig.

1 04.
The relationships between the bending and twisting moments and

the deflections, shears and deflections, and reactions on the edges and deflections, are:
(A.3)
For Shears
vx..
Vy
-0
~ ra2~
oX
LaxL
a2~
ayL
(A.4)
/~J
= - o 8Ya [ aax2w
2 + ay
For Reactions
Reaction on an edge normal to the x- axi s
Rx
-0 [
a3~
ax
+ (2-\1) a w 2
axay
and on an edge normal to the y-axis

Ry
3
w
-0 [a w + (2 -\1 ) a 3 2
ay3
ax ay
(A. 5)
227
A.2
General Solution of the Fundamental Equation for Slabs

Under certain conditions mentioned in Section A.l, the fundamental
equati on of the ordi nary theory of flexure for slabs is:

a4w + 2 a4w
+
ax 2 ay 2
ax 4
4.
a.. w
= .0
ay4
The analysis of the slab probl ems involves the solution of the
.j
differential equation A.l and satisfying the boundary conditions at the same
time.
I
I
I
I
1
For a slab simply supported on two opposite edges, the solution

maybe in the form of a series:
co
m=l
Y si n m7TX
. a
m
(A.6)
For a rectangular slab shown in Fig. 3.3, with the sides x = 0 and x = a
simply supported and the sides y
= 0 and y = crestrainedin some arbitrary
manner, Eq. Ao6 automaticallysatisfies theboundarycondition of the first

two sides.
With the notation
(A.7)
.1
the slopes, moments, shears, andreactions given in Section A.l maybe

written in terms of thedeflection ofEq. A.6 and with the notation in :A.7
as follows:
Slopes
......J
I
aw
Y
=
m
sin amx
am
ay
(A.8)
..~
-i
aw
ax =
am Ym cos amx
228
Moments
MX =
oam2 [Y -l1 Y J
m m
M
y =
oam2
I I
sin amx
I I
[-V
m +l1 YmJ sin amx
(A.9 )
2
Mxy =-Oa m (1-11) Ym cos amx
Shears
I I
Vx = Dam3 [Ym-Y m ] cos amx

(A.10)
V
y
oam3
I I I
[Y m-Y m ] sin amx
Reactions
I I
Rx = Dam3 [Ym-(2-11)Yin ] cos amx

(A.ll)
I
I I I
] sin amx
Ry = Dam3 [(2-11)Y -Y
m m
Load
4
I I
I I I I
= Da m [Y m-2Y m +Y m
] sin amx
Since the equations for slopes; moments; shears, andreactions all

consist of sine curves or cosine curves in the x-direction and Ym, which is
in functions of yonly, the solution of theproblemlies in thedeterminationofYmo
For further simplification of the solution; the deflection w in
Eq. A.6 maybe stated in twoparts:
w
w +
(A.13)
L
229
i
l~
where wpis the solutionfor the loading for the particular valueof m which
satisfiesEq. A.l,but may-not satisfythe boundary conditions.
On the other
hand, the function wc ' which is the complementary solution, does satisfy
the boundaryconditions without lateral load, i.e., Wc satisfies the differential equation
4
4
d Wc
a Wc
+ 2 -----,=--.",ax 4
ax 2ay2
(A.14)
Therefore, the summation of thesetwo functions satisfies all of

the boundary conditions for the particular value of m.
The solution of Eq. A.14 is the same form as Eq. A.6 and may be
wri tten as:
(A.1S)
where Ym is a function of y only. For a rectangular slab, shown in Fig.

3.3, with two edges parallel to they-axis simplysupported; and the other
two res trai ned in any manner; . Eq. A.1S automati cally s ati s fi es the boundary
It is necessary to determine Ym in such
a form as to satisfy theboundaryconditions of the other two edges.
conditions of the first two edges.
By substituting the deflection; Eq. A.1S, in the differential

equati on Ao 14
4
2
[am
Ym
- '2am
Ym + y.m / ] sin am x = 0
II
the general
for~
""
(A.16)
of Ym can be found to be
(A.17)
230:
The four constants in Eq. A.17 are-determined-fromthe boundary

conditions at the edges of the slab y
= 0 and y = c. Its derivatives are:
J J
= (Am
Ym
+ 20m) sinh amY +
(Bm + 2C m) -cosh amY +

(A. 18)
A.3
Formulas for Flexibility Constants for a Panel of Slab

Consider the case of a sine wave-of edge-reaction acting-at the
edge y
c of the slab shown in Fig. 3.4, the edge y
0 remaining free.
The
cross-section of the- slab parallel -to-the -y-axis -is -shown in Fig. 3.5(a). -The
boundary conditions for this casemay-be-stated as follows:
At y = 0
3
= -0 [ a w + ( 2_).1). a23w ] = 0
ay3
ax dY
(A.19)
= _0 [ a2w + ).1 a2w2 ] = 0

ay2
ax
\
At Y = c
3
-0
[a w + (2-).1)
dy3
--'I
a w] = Rrm sin amx

ax 2ay
(A.20)
-0 [2
~ +
ay2
lJ
~
2]
2
8X
= 0
-"~i
23T
Since there is no load on the slab, the complementary solution only

is required; i.e., wp
0 and w = wc'
With these four boundaryconditions, the four constants Am' 8m,

Cm, and Dm of Eq. A.17 can be found as follows:
where
= Cl
(A.22)
m7TC
Since the deflections, and the slopes in the y-direction, are the
function of the sine wave; the
general expressions can be obtained by sub-
stituting the four constants in Eq. A.21 into Eq. A.17 and the first of Eqs.
A.18, and multiplied by sin ClmX.
Consequently, the deflections and the rota-
tions at the edges can be determined bysubstituting the corresponding values

of y for each edge.
At y
0
w,
8
At y
The results are:
Frf Rrm sin ClmX
Fcf Rrm sin ClmX
Frn Rrm sin ClmX
(A.23)
c
wr
8
Fcn Rrm si n ClmX
(A.24)
232
where
Frf =
Fef
[(3+)l) sinh Bm+(l-)l)B m cosh Bm ]

2
2. 2
2 2
3
(l-].1)Da m
( 3+].1 ) S 1 nh Bm - (1- ].1 ) Bm
2
= Q2
am
Bm sinh Bm
]
( 3+].1 ) 2sin h2Bm - (1-].1) 2Bm2
(A.25)
Frn
Fen
2
3
(l-].1)Dam
2
(l-].1)Da m
(3+)l)sinhBmcoshB m + (l-)l)B m ]
2. 2
2 2
(3+].1) slnh Bm - (1-].1) Bm
2
(1+)l)(3+)l)sinh Bm - (1-)l)2B~
2. 2
2 2
(3+].1) sl.nh Bm - (1-].1) Bm
... !
",
.. ' 1
;
i
,,
....
,r
--,
233
Now consider' the' case of asinewave of edge moment acting at the

same edge y
= cof the slab' shown' in Fig. 3.4, the edge
= 0 -remaining free.
The cross section of the' slab parallel to the simply supported edges is
shown' in' Fig. 3.5(b).
The boundary conditions for this case may be stated
as follows:
At Y = 0
R
(A.26)
M
At Y = c
3
-0
[8 W+
(2-11)
8y3
M
8~W2
8X 8Y
-0 [a8y22w a2~] =
+ll
8X
(A.27)
Mr sin ClmX
m
Since thereis no load on the slab, .wp = 0 andw = wc .

The four constants of Eq. A.17 can be fo~nd as follows:
A
m
= (1+11 )
= _ (1+11 ) [
(1-11) m
(l-l1)DCl~
0
(3+ 11 ) sin h Sm- ( 1-11) Sm cos h
(3+11)2 sinh 2 Sm-(1-11)2
S~
The deflections and the rotations at the edges can be found from
Eqs. A.17, A.18 and the four constants in Eq. A.28 as follows:
At Y = 0
(A.29)
234
At
Y=c
(A.30)
where
Fcf and Fcn are given in Eq. A.25
F
mf
(A.3l)
Fmn
A.4
Formulas for Flexibility Constants Due to A Concentrated Load

It is necessary to
determine~hedisplacementsatthe
edge y
and y = c for the slab shown in Fig. 3.3 due to a concentrated load P
distributed in sine curves in x-direction
P
on the line y
Pm sin amx
= Yp~
Pm =
2P
(A.32)
and
.
Sl
am x P
Since a sinewave of loading produces a sine waveofedgedeflec.. '1
tion, and also since a sine wave of edge'reaction produces a deflection with
ordinates varying as a sine wave; Maxwell's theorem of reciprocal deflections dan be applied to obtain the edgedeflections.
With all quantities given as sine waves inthe x-direction, the
deflection in the slab on the line y = y p due to a unit react jon at the center
of the edge y = c when edge y = Ois free, is equal tothedeflection along
the edge y
= c due to a unit load appliedat thecenterof the line y
= y .
p
235
These -reciprocal -relations may -be -written as follows:
(A.33)
The deflection of the slab subjected to the-reaction at the edge

y
c,- the edge y
Appendix.
o remaining free, is treated in Section A.3 of this
The deflection of the -slab due to the -reaction
at the edge y
A.2l.
=-c, can be written in terms of the four constants in Eqs.
With- the reciprocal relations given in Eqs. A.33, the deflection at
the edge y
= c due-to this sinusoidal loading on the line
= yp , can be
formulated, -with the -quantity Ym = ctnlp' as follows:

(A.34)
where
Fdr
3
m
1.
Do. {(3+11) slnh
2 2 [8 sinh 8m{(1+1l) sinh ym+(l-ll)Y m coshy m}

8m-(1-].l) 8m} m
+- {(3:+].l) sinh 8 +(1-1l)8 m cosh 8m}
m
(A.35)
The deflection at the edge
y = o due
to this load can be stated
as fo 11 ows:
(A.36)
where Fdl can beobtained from substituting Ym = am(c-yp) for m in Eq. A.35.
1
[S sinh Sm{(l+~) sinh y~+(l-~)Y~ cosh Y~}
Da 3 {(3+~)2 sinh 2 B _(1_~)2S2} m
m
m
m
(A.37)
In a mannersimilar to that used to determine the edge deflections,
the rotationat the edge y
cof the slabshownin Fig. 3.3 dueto a sinusoidal
load
=.yp is obtained from thecaseofthe slab subjected to

a sinusoidal edge.momentat theedge Y'F'C; theedge y = Qremaining free, as
acting on the line y
treated in Section A.3 of this Appendix .. The reciprocal relations of this

casemaybeformulatedas follows:
(A.38)
from which the rotation at the edge y
ccanbewritten as
(A. 39)
The minus sign is required by the sign convention.

The flexibility coefficient Frr can beobtained from Eq. A.17 and
-'1
i
four constants in Eqs. A.28, andmay be formulated as follows:

""'. !
i
i
..f
j
237
(A.40)
The rotation at the edge y
= 0 due to this load is

(A.41)
In a manner similar to that used to determine -the-edge deflection,

I
the flexibility-coefficient Frl can be formulated-with the quantity Ym =

a (c-y ) -as follows:
m
p-
{(3+~)sinh
-Bm-(l-~)B m cosh Bm}
1+
I
I
I
{(l-~) sinh Ym - Ym cosh Ym ]
(A.42)
238
APPENDI X B
SUMMARY OF FUNDAMENTAL RELATIONS OF PLANE STRESS THEORY
OF ELASTICITY FOR SLABS AND DERIVATION OF FORMULAS
B.1
Fundamental Relations and Basic Assumptions

The basic assumptions for p1anestress theory of elasticity are:
1.
The slab is made of isotropic Hookian material,
2.
The deformations of the structures are assumed small, and
3.
End diaphragms prevent only vertical deflections at edges

at x
= 0 and
=a
(Fig~
3.7).
The derivations of the fundamental equations can be found from any

book about the theory of elasticity.
Thenecessaryre1ations, with the ab-
sence of body forces and temperature change, are summarized here.

The stresses acting on cross-secti ons of a slab are shown in
"1
Fi g. 1.5.
Stress-Strain Relationships
EX
-1 [0
Ey
-1 [0
, xy =
E
E
x - flOyJ
Y
- flO xJ
2(1+fl)
E
(B.l )
LX:!
Strain-Displacement Relationships
EX
au
= ax
Ey
av
ay
....
'-"'j
!
I
(B.2)
.--- .,
j
~+~
Yxy = ay
ax
239'
Equilibrium Equations
In the x- di re cti on
aa x
~ = 0
ax + ay
(B.3)
In the y-direction
~ +~ =
ay
ax
Compatability Equation
I n terms of s trai n
2
2
a2E
a EX
a y xY..
+ --L =
axay
ay2
ax 2
(B. 4)
Boundary Conditions
(B.5)
v =
may + IT xy
The solution of the plane stress problem for an elastic slabreduces

to the integration ofthe differential equations (Eq. B.3) and the compatibility equation (Eq. B.4)and satisfying the boundaryconditions (Eq. B.5).
The usualmethod of. solving theseequationsisbyusing the stressfunction,
cI>, whichis introduced by Go B. Airy.
Consequently; thefollowing relations
have beenderived in terms of cI>; which is the functionof xand y.

Stress-cI> Relationships
240
a2cp
y =
ax 2
(B.6)
a cp
-lxy = - axay
Strain-Displacement-cp -Relationships
EX =~
ax
1 [a2~
1 [a2~
Ey
av
ay
Yxy
au + av
ay
ax
-]J
E ay2
E ax2
=
-]J
a2~ ]
ax 2
a2~ ]
(B.7)
ay2
-2 (1 +lJ) a2cp
E
axay
Compatibility Equation
(B.8)
B.2
General Solution of the Plane Stress for the Elastic Slab

-Since the-stress function,
has the-relationsstatedin-Eq. B.6,
Cp,
it automatically satisfies the differential equations of e:quilibrium(Eq.

B.3)~
Thus, the problem of the plane stress of-the elastic-slab-is -reduced
-.
to the solution of the differential-equat'ion of compatibility-(Eq. B.8),

which satisfies the boundary conditions (Eq. B.5).
It is noted that- the differential equation of compatibility-(Eq.
. _.\
B.8) is identical to the fundamental-differential equation (Eq. A.14) of
the ordi na ry theory of fl exure of the slab wi th no load -on it.
1
i
Cons eq uently,
the solution of Eq. B.8 can be written in a form similar to Eq. A.15
(B.9)
where am is a function of y only, and
mn
m =-.
a
i
i
241
In the case of the rectangular slab with the coordinate axes taken
parallel -to the-edges of the- slab; the boundary-conditions in Eq. B.5 can
be simplified.
For this particular problem, the span of the slab is in
the direction of
x~axis
so that the normal N in Fig. 1.6 is parallel to
the y-axis, hence the direction cosines, 1
= 0 and m = l. Equation B.5
then becomes
T xy
(B.10)
-+0 Y
The positive signs of
Eq~
B.10 are taken when the normal N-is in the positive
direction of the y-axis-and the negative signs for the opposite direction
of Ne
The stresses, strains, and displacements in Section B.l -can be
written in the following forms:
Stresses
2
I I
Ox
am m sin amx
0y
-am m sin amX
-r xy =
2
-am m cos amx
(B.ll)
Strains
2
am
a X
E [m + llm] sin m
II
EX
=.
242
2
am
= - -E [4) m + 11 4)m ] sin amX
I
Ey
(8.12)
-2(1+11) 2
E am 4)m cos amX
I
Yxy =
Di s p1acemen ts
u
V
am
II
= - - E [4) m + 11 4)m] cos amx + fl (y)
(8.13)
I
[ 4) dy + 11 4)m J sin amX + f (x)

= - -am
E
m
2
It is noted that, in a rectangular slab with two opposite edges

simplysupported~
parallel to the y-axis
the functions fl(y) and f 2(X) are
zeroo
The equations for the
displac~ments
for this particular slab can
",
be reduced to
am
- -E [4) m +
I I
am
11~
m] cos amx
f m dy +
<1>
(8.14)
I
l..l
~mJ sin amX
The function 4)m can be obtained in the same manner as the function
Ym in Section A. 2 of Appendix A.
It may be stated as follows:

(8.15)
The four constants am; bm, cm' and dm, in Eq. 8.15 are determined
from the four boundary cond; ti ons a t the edges y = 0, and y = c." The
derivatives of 4)_III are:
'"
"'
243
'-._-I
+d ) cosh arrrV + -mrrr

d a V sinh afirV + Cmnr
a V cosh arrrV
m = (b m+c m) sinh anrV + (a
-mm
I I
<Pm = (am+2d m) sinh an! + (b m+2c m) cosh an! + cman! sinh arrf'
(8.16)
+ dmanl cosh an!

I I I
~-
B.3
(b m+3c m) sinh an! + (a m+3d m) cosh ani + dmarrf' sinh an!
Formulas for Flexibility Constants for a Panel of Slab Due to In-Plane

- -Forces
Consider the case of a sine wave of the in-plane edge force, Nr ,

applied at the edge y = c of the slab shown in Fig. 3.6, the edge y = 0
-remaining free.
3.7(a).
At Y
A portion of the slab in the x-y plane-is shown in Fig.
The boundary conditions for this case may be stated as follows:
=0
lxy = 0
2
-am <Pm cos amX = 0
~m
=0
2
-am <P m sin amX = 0
<P m = 0
lxy = 0
2
-am <Pm cos amX = 0
cp
0y
At Y
=0
(B.17)
=c
0y = Nr /h
=0
Nrm
-a
cP Sln a X = - sin amx
- m m
m
h
2
(B.18)
With these four boundary-conditions, the four constants, am' bm,

cm' and dm, of Eq. B.15 can be found as follows:
244
am
-d
em
1 [Sinh S +S cosh S ]
m m
m N
2h sinh 2 S _s2
rm
am
m m
- -
(B. 19)
1 [Sm sinh Sm
- a 2h
m
Si nh 2 S _S2
m m
] N
rm
where
The general expressions for the in-plane displacements u and v can

be obtained by substituting the four constants in Eq. B.19 into Eqs. B.T5 and
B.16, then the results into Eq. B:14.
Consequently, the displacements at
the edges are determined by the substitution of the corresponding values of

y for each edge.
The results are:
At Y = c
u
r
= -F kn Nrm cos amX
vr -
(B.20)
Fnn Nrm sin amX
At y = 0
u1 = Fkf Nrm cos amx
v
(B. 21 )
= Fnf NY'm sin amX
where
2
_1_ [ (hi) sinh Sm + (1+)1) s2m
Fkn =
E~mh
sinh 2 S - s2
m m
Fnn
_2_ [ si nh Sm cosh Sm + Sm ]
Eamh
sinh 2 S - s2
m
m
.. I
(B.22)
-.
""~1
I
- ;
245
(B.22)
Now consider the case of a cosine wave of in-plane edge shear, Sr'
applied at the edge r, y = c, of the slab shown in Fig. 3.6, with the edge 1,
y
0, remaining free.
Fig. 3.7(b).
A portion of the slab in the x-y plane is shown in
The boundary conditions for this case are:
At Y = 0
xy = 0
q,m = 0
(8.23)
q,
At Y
=0
S
2
-am q, m cos amX = - hrm cos amx
2
-am q,m sin amX = 0;
(8.24)
q, = 0
m
The fourconstantsinEq. 8.15 can be found from thefour boundary

condi ti ons in Eqs
am =
8 23 and 8.24, and may be stated as fo 11 ows:

0
-dm= a~h
am
sinh
2
sinh am
am ]
-a~
b = 0
m
cm =
(8025)
1
-Zh
am
[ sinh
am - am cos h am -]
. h2
2
Sln
Sm - Sm
246
And the in-plane displacements, u, v, at the edges are:

At Y = c
(B.26)
At Y
= 0
(B.27)
where
2 [Sinh Sm cosh Sm:,- sm]
Eamh
. h2
2
Sln Sm - Sm
Fs n
.
sf
(B .28)
_2
_
[s i nh Sm - Sm cos h ,Sm]
Eamh
sinh 2 S _ s2
m
m
The expressions for Fkn ard Fkf arethe same as Eq. B.22.
sign is taken into account the sign conventions.
The minus
- I
B.4
FlexibilityMatrix Formulations for a Slab Panel

The flexibility constants of the deflections and slopes at the edge
1 and the edge r of the slab shown in 'Fi g. 3.3, due to the edge reacti ons ,
the edge moments and the loading, were obtained by the ordinary theory of
flexure for slab; as presented in Sections A.3 and A.4 of Appendix A.
The
flexibility constantsof the in-plane displacements, u and v, at the edges

of the slab due to the in-planeedge forces, as shown in Fig. 3.6, were
''''1
I
247
t
Il __
obtained by the plane stress theory of elasticity, as presented in Section

B.3 of this appendix.
The total results for each displacementdue to the
edge forces and loading can be determinedby summing the displacement produced by each force.
matrix forms
Theflexibility constants may be presented in the
The generalequations for the edge displacements maybe
stated as follows:
Atleft edge; 1
.
....
wlS
wlm sin C:tmx
lS
lm sin C:tmx
(B.29)
vlS
vlm sin C:tmx
ulS
ulm cos C:tmx
At ri ght edge, r
wRS
wRm sin C:tmx
RS
Rm sin C:t mx
vRS
vRm sin C:t mx
uRS
uRm cos C:tmx
(B.30)
These displacements at the edges and the edge forces maybe stated in column
matrices Ws and NE, respectively.
Thus,
248
Rlm
Mlm
WLm
elm
vLm
Ws =
Nlm
ulm
and NE =
wRm
Slm
(B. 31 )
Rrm
Mrm
elm
vRm
Nrm
uRm
Srm
8x 1
8x1
The flexibility constants dueto the . unknown edge forces may be

formulated in the matri x FS' and the flexibility constants due to loading
may be formul ated in the column matrix; LS' Thus,
FS
-F rn
-F cn
Frf
Fcf
Fcn
Fmn
Fcf -F mf
-F nn
-F kn
-F kf
-F kn
-F sn
----
Fnf
Fsf
Fkf
- ---
-I I Frn
0
-F cn
Fcn -F mn
Fnn
-F kn
-F kn
Fsn
Fcf
Fcf
Fmf
-F nf
-F kf
Fkf
-Fsf
-F rf
(B.32)
.. 1
- ,
8 x8
L-_
249
L
1. __
Where the elements in the matrix were presented in the appendix as follows:
Frn , Frf' Fcn and Fcf in Eq. A.25 of Appendix A; Fmn , Fmf in Eq. A.31 of
Appendix A; Fnn , Fnf , Fkn and Fkf in Eq. B.22 of AppendixB; Fsn and Fsf
in Eqo B.28 of- Appendix B.
The flexibility matrix, FS ' maybe partitioned into submatrices
as fo 11 ows:
I
I
Fll
FS
---
- - -1-
Fl r
-
I
I
Frl
--
(B.33)
Frr
The submatrix; Fll , is the flexibility matrix of the left edge, 1,

of the slab due to forces acting on the left edge, and the submatrix, Flr ,
is the flexibility matrix of the left-edge due to forces acting on the right
edge, r.
On the other hand, the submatrix, Frl' contains the flexibility
constants of the right edge-of the slab due to forces acting on the left
edge, and the submatrix, Frr , contains the flexibility constants of the
right edge due to forces acting on the right edge of the slab.
Fdl
Frl
0
LS
(B. 34)
Fdr
Frr
0
0
8 x 1
250
The elements, Fdl , Frl , Fdr and Frr were given by Eqs. A.37, A.42, A.35 and
A.40 of Appendix A.
The relationship between the displacements, edge forces, and applied
loads may be written in the matrix forms as follows:
(8.35)
'''1
~
251
APPENDIX C
SUMMARY OF FUNDAMENTAL THEORIES OF AXIAL, BIAXIAL AND
TORSIONAL BENDINGOF BEAMS AND DERIVATION OF FORMULAS
C.1
Basic Assumptions
1.
The material is-homogeneous, e1astici 'and'isotropic;
20
Stress -vari es -1 i nearly as s trai n;
30
The shear deformations anddistortion of the cross-section

are negligible;
and
4. The girder is of uniform stiffness.

Co2
Internal and External Force Relationships

The girder is subjected to-;the transverse loading as well as the
;
'"
"~
edge forces at the mi d-depth of the, sl cib and a moment about an axi s p~rill el
to the
x~axis
andpassing through the shear center of the cross-section, S.
A small elementof
the-girder~isshownin
Fig. 3.8, with the x-axis parallel
to the' span length and through the centroid, 0, of the cross-section.
The
y-axis- is parallel to the' simple supports andthe z-axis is pointed downward.
The' positive directions of coordinates are shown in Fig. 3.8.
The
right-hand rules are used in' this analysis.

-The edge forces are Rl , Ml , Nland Sl' with the magnitudes given
by Eqs. 3.10 and' 3~25~ acting at the edgel; and Rr , Mr , Nr and Sr' with
the magnitudes given by Eqs. 3.9' and 3.24, acting at the edge r. The magnitude of the load is givenby Eq. 3.4, and the concentrated moment due to the
diaphragm is given by
( C. 1 )
252
where
(C.2)
in which Md is the moment due' to the' diaphragm, with its coordinate in the
di recti on of x:..axi s desi gnated' as xd .
The positive directions' of the load and external forces are shown
in Fig, 3080
and the
The distances from the mid-depth of the slab to the centroid
as hand
hs ,respectively. The y- and
o
z-coordinates of the shear center is Ys and zs' and Yl and Yr are the yshear~center~aredesignated
coordinates of- edge 1 and r, respectively.

The internal forces of the element may be resolved into six comPonents .. Three' of them are' forces, namelYi Fx i '. Fy and Fz , in the directions
of X- y- and z-axes,respectively . The~ther three components are m6ments,
j
namely, M , M ..,pnd M , about

x
y,~
X-,
y- and z;:axes , respectively.
The positive
1ft
t.,;
~:
directions of these internal forces are shown in Fig. 3.8.

The analysis is derived for the general case in which the crosssecti on' of the gi rder may not be symmetri ca 1 .
girders~
For examp 1e, the exteri or
with the sidewalk taken into consideration, are not symmetrical
about either' axis'.. Since the girder is subjected to twisting moment about
the axis through theshear: center''- the problem maybe simplified by consideri ng the axi a r force, Fx' and the bendi ng moments, M
and Mz , to be acti ng at
y
the centroid, 0, and the shearing forces Fy and Fz ' and the twisting moment,
Mx ' to be acting at the shear center, S.
Consider the equilibrium of the element shown in Fig. 3.8.
Six
equilibrium differential equations are obtained in relating the internal

forces to the external forces and loading.
The first three equations are
253
obtained fromthesummation of forces in thedirectionsofeach axisequal

. to . ze ro ... Th e . res u1ts . are as. fo 11 ows :
'L
_~
aF x
ax = (Sl m - Srm) cos amX
aF
:.J. = (N - N ) sin amX
1m
rm
ax
aF z
ax - (R'm - Rrm - Pm) sin amx
(C.3)
The other three' equations are obtained from the summation of the
moments about each axis equal to zero.
Theresu1tsare as follows:
hsN rm - (Yp-Ys)P m - MdmJ sin amx
(C.4)
ax - ho (Srm - S1m) cos amX + Fz

aM z
ax = (YrSrm - Y'Slm) cos amx - Fy
By integrating Eqs. C.3 and C.4, the results are asfollows:

Fx
1
am (S1m - Srm) sin amX + c,
Fy =
fm (N rm ' - N'm)
Fz
- 1 (R - R, m + Pm) cos amX + c3

am rm
cos amx + c2
I
MT cos amX + c
Mx = _1
4
am
h Sl + Rrm + amhoS rm + Pm)

My = - 2 (-R 1m - amom
a.
m
sin amX + c 3x + c5
(C. 5)
254
, "I
I
where
(C.6 )
--I
All constants' in Eq. 3.5, except, c4 , can be found from the boundary conditions as follows:
At x
0 and x
Thus,
=
The constant c4 in the fourth of Eq. C.5 has to be determined from

the boundary condition that the angles of twist at the supports are zero.
The relation between the angle of twist and the torsional moment is stated
by Timoshenko 23 in the form of a differential equation as follows:
- EC
Mx = GJ~
ax
3
ax 3
.L..
( Co 7)
"~-'I
where
B
= angle of twist
= modulus of elasticity
shearing modulus of elastiticy
"'--1
;
1
l.. ...
255
= torsion constant
= warping constant
L_
1_-
Substi~ute
the expression for Mx fromEq. C.5 into Eq. C.7 and
differentiate withrespect to x.
The equation may be writtenas follows:
(C.B)
The angle of twist, S, in Eqc C.B, may be stated in two parts
(C.9)
where Sp is the particular solution taking into account the loading, and
Sc is the complementary solution taking into account the boundary conditions.
The function, Sp' satisfies Eq. C.B, but may not satisfy the boundary
conditions.
The function, Sc' satisfies the differential equation:
(C.10)
The summation of Sc and Sp satisfies all the boundary conditions for a particular loadingc
_ GJ
The solution of Eqc ColO with the quantity k -
EC' may be stated
as fo 11 ows:
(C.ll)
The constants, Ai, A2, A3 and A4 , can be obtained from the boundary conditi ons .
The particular solution, Sp' of Eq. C.B may be stated as follows:
MT
(C.12)
(C.13)
Consider the case of a girder in which cross-sections at the supports are prevented from twisting and in which the two flanges at the supports are free to rotate in their own planes.
The boundary conditions of
this girder may be stated as follows:

At x
= 0 and
S
=a
= 0 and S
= 0
With ;these four boundary conditions, the four constants in Eq. C.13
are obtainedo
All constants are equal to zero.
Th us, th e fi na1 sol uti ani s
(C.14)
The twisting moment, Mx' can be obtained by substituting the

functions, S, from Eq. Co14 into Eq. C.?
The expressions for the internal forces and moments of the girder,
with the cross-section shown in Fig. 3.8, can be summarized as follows:
."
; ',:
.
,"
,~
'
......
257
Forces
Fx = Fxm sin amx
Fy = Fym cos
(C.15)
am~
FZ = Fzm cos amX

Moments
Mx
Mxm cos amx
My = Mym sin amX
(C.16)
Mz = Mzm sin amX

in whi ch
,
,
a
(-N
=
Fym
Fxm = -a (5 1m - 5 rm )
m
m
(C.17)
lm + Nrm )
1
Fzm = -am (-R l m + Rrm + Pm)
M
xm
_1 M
a
T
~ [~(Yl-Ys)R1m
m
+ Mlm + (Yr-ys)R rm - Mrm + (Yp-Ys)P m + MdmJ
+ Fym hs
Mym
__
1
h 51 + Rrm + a mh0 5rm + Pm)

a2 (-R 1m - a mom
m
= -'
a Fzm
m
Mzm
= -'
a2
m
Fxmh0
(N 1m - a wv,S'm - Nrm + a wr
V 5
rm )
(C.18)
258
C.3
Forces and Displacements Relationships

Consider the girder with the axial force Fx and bending moments
My and Mz acti ng a t the centroi dO. The general express i on for the axi a1
stress at any point of the cross-section, with coordinates y and z) may be
stated as follows:
(J
F
~+
(M z + My 1yz/1y)Y
(C.19)
1mz
where
=
axi a 1 stress in the x-axis a t any poi nt y)
cross-sectional area
My
bending moment about y-axis
Mz
bending moment about
modified moment of i nerti a about y- axi s
'::
modified moment of i nerti a about z-axis
(J
my
1mz
~~axis
In biaxial bending, the relations between moments and curvatures

E1
E1
My = -1_ -E
Pz
EI z
Mz =
Py
Py
EI
-E
Pz
(C.20)
"
And the modified moments of inertia are

12
"1
_ -.I!:..
I
y
I
z
I
12
_ J2
z
I I
~- I
I
yz
yz
(C. 21 )
I
L259
where
- curvature in the z-direction
!
I
1
Py
curvature in the y-sirection
Iy
'=
moment of inertia about y-axis
= moment of inertia about z-axis
1, __ -
yz = product of inertia about y- and z-axes.

Equation C.20 may be written with the sign conventions in Fig. 3.8
I
as fo 11 ows:
2
2
- EI ~2 - EI ~
y ax
yz ax2
My -
(C.22)
M
z
lows:
2
2
EI :L.Y... + EI ~
z ax 2
yz ax2
2
2
From Eq. C.22, the curvatures a ~ and a ~ may be obtained as folax
ax
a2w
ax 2
_ _1 (M
-.L + --2:.
M)
E I my I mo
(C.23)
",2
o v
ax 2
+_z
( --Y
Imo Imz )
Since the girder is also subjected to the twisting moment Mx about

the shear center S, the displacement at any point on the cross section, except
the shear center S, are affected by Mx'
However, Eq. C.23 gives the displace-
ment of the shear center even though the girder is subjected to the twisting
moment.
260
Let wand v be the displacements wand v of the shear center.

s
s
With the Eq. C.16 for My and Mz , the curvatures for the shear center can
be given as follows:
a2Ws
= - -1
ax 2
( ~
M m + -Mzm )Sln
. a X
1my
1mo
(C.24)
a2y
s
=
2
ax
Mym + Mzm ) 5 i n a X
1(
Elmo
1mz
The displacements wand v due to biaxial bending can be obtained

from the results of the integration of Eq. C.24 by satisfying the following
boundary conditions:
at
= 0 and
=a
w = 0
v = 0
and
(C.25)
The results are:
Mzm)
I + -1)E ( ~
mlY
m
0
sin a mX
(C.26)
:1Em (
M
~+
1mo
M
zm ) sin a X
1mz
The girder is also subjected to a twisting moment M about an axis

X
through the shear center S and parallel to the x-axis.
The cross-section of
the girder undergoes an angle of twist, S, about the shear center.

quently, the displacements wand v of any point on
~he
Conse-
cross-section of the
girder, except at the shear center, are affected by this rotation.
The
general expressions for the displacements wand v may be stated as follows:
-~'1
L
261
w
(C.2?)
v
1.-
The displacement of the centroid in the x-direction is obtained

L ..
from the first of Eqs. C.15.
when
o is the displacement at the centroid.

as follows:
U
The general displacement u is
(C.29)
u
The rotation of the cross-section of the girder about x-axis is

equal to the angle of twist B, thus
8
C.4
Formulas for Flexibility Constants of a Prismatic Girder

The final equations of the four components of displacements w, 8,
v, and u at any points of the cross-section of the girder were obtained and
were presented in Section C.3, Eqs. C.2?, C.29, and C.30.
T,
Since the functions
M Mym' Mzm ' and Fxm are related to the unknown edge forces and the loading,
262
these displacements may also be expressed in terms of the edge forces and
loading.
Consequently, the displacements along the edges 1 and r of the
girder can be determined by the substitution of the appropriate coordinates

y and z for each edge.
It is more convenient to state the flexibility constants in the
matrix form.
The general expressions of the total results of each displace-
ment due to the edge forces and loading may be written as follows:
At left edge, 1
wLG
wlM sin amX
LG
lM sin amX
(C.31)
vLG
vLM sin amX
u LG
uLM cos
ex.
At right edge, r
wRG
-. w sin a X
RM
m
RG
RM si n amX
(C.32)
vRG
vRM sin
uRG
uRM cos ax
m
ex.
--,
mx
..
1
I
Since all the forces along the edges 1 and r, joint forces, are un-
- . .,
I
I
knowns and have to be determined, the flexibility constants should be

divided into two matrices.
The first matrix contains the flexibility
constants due to the unknown edge forces.

flexibility constants due to loading.
The second matrix contains the
_._- 1
;
I
L.
let WG (Eq. 3.38) be the displacement function matrix of the girder,

and NE be the edge force function matrix.
Both matrices are column matrices
and may be stated as follows:

Rlm
Mlm
wlM
8
WG
lM
N
lm
vlM
ulM
wRM
Slm
NE
(C.33)
R
rm
M
rm
RM
v
RM
u
RM
rm
S
rm
8 x 1
8 x 1
The forms of the flexibility matrices, F , lG or C , are given as

G
G
follows:
Fll
F12
F13
F14 ! F15
-F 12
F22
F23
-F 12
-F 13
I F25 -F 22 -F 23
F18
0
F13 -F 23
F33
F341
F35
-F 23
-F33
-F 34
F38
I
F14
FG
= -
F34
--
F441 -F 14
-1- -
F25
-F35
F22
F23
F13 -F 23
F33
F341
-F 15
F141
F55
-F 25
F48
- - -F35
F18
(C.34)
I
-F 12
I F25 -F 22 -F 23
I
F35
F23
F18
-F33
F38
F38
F88
-F 18
-F38
F841
8 x8
264
L,
C,
L2
C2
C3
L3
L4
LG =
CG
and
L5
C4
C5
L7
C6
C7
LS
C8
L6
(C.35)
Sx 1
Sx 1
where
F11 = -
2
(Y1-Ys)
4EC + a2GJ
am
m
4El
am
my
Y1- Ys
F12 = 4
2GJ
amEC + am
F13 =
hs(y,-y )
s
- 4
2GJ
amEC + am
,
4
amElmo
Y,)
F14 = -,,~' (ho
Elmy + Elmo
(y'-Ys) (Yr-Ys)
F'5 =
4EC + a 2GJ
am
m
1
a 4El
m my
-. !
, ( ho
Yr )
F,S = "3 EI" + Elmo
am
my
.-_.-.,
I
---1
265
Yr - Ys
a4EC + a2GJ
m
m
F33
hs2
- 4
a EC + a2GJ
m
m
F34
F35
F38
F44
F48
F25
FS5
1 (Yl
ho)
Elmz + Elmo
a~
hs(Yr-Y s )
- 41
2
4
a EC + a GJ a EI
m mo
m
m
- a3
m
r
(Y
E1mz
Y (Y1
1
[
a~ , E1mz
1 [ Y,
2"
am
a4EI
m mz
ho)
Elmo
ho ) + ho (hb
+Y)
'
+ ' ]
El~y
Elmo
~
+~...
Elmo
r + n(Y
ho) +
nmz
mo
2
(Yr-Y s )
+
4
+
2GJ
EC
am
am
am4El my
ho
(ho
Elmy
r ) 1]
Y
Elmo + EA
266
FS4
FSS
Ll
Cl~
' [ Yr (Y,
Elmz
+ Elmo
r
'Cl~ [ Yr (Y
Elmz
+ Elmo
(YE-Y s ) (Y'-Y s )
a 4EC + a2GJ
m
m
Y,)
rr- rrma
+ EA
Yr)
rr- rrma
+ EA
ho ) + h (hO +
o
my
ho) + h (ho +
a
my
,]
,]
,
a4E1
m my
(YE-Y s )
4
a EC + a 2GJ
m
m
L2
L6
L3
L7
= 4
a EC
hs(YE-Y S )
2
m + a mGJ
a4E1
m ma
....
L4
= -F'4
LS
(YE-Y S ) (Yr-Y s )
a4EC + a2GJ
m
m
,
4
amE1my
I
LS
= F,s
"1
I
I
and
-1
C,
= F'2
C2
= C6 = F22
c~-.J
= C, =
I
'
"
-F')~
"'1
i
L.-.J
~-
..
1
I
~
...,.
. J
267
=
The flexibility matrix FG may be partitioned to form submatrices as
follows:
I
r
-r
(C.36)
I
The submatrix Fll contains the flexibility constants of the left
edge, 1, due to forces acting on the left edge, and the submatrix Flr contains
the flexibility constants of the left edge due to forces acting on the right
edge, r.
The submatrix Frl contains the flexibility constants of the right
edge due to forces acting on the left edge, and submatrix Frr contains the
flexibility constants of the right edge due to forces acting on the right
edge.
It is noted that, for the interior girders of the prestressed concrete I-section girder bridge, the following quantities vanish because of
symmetry:
yz =
Ys
I
Yl
= -yr = bt/2
268
Thus,
I
my =
co
Consequently, the following terms in the expressions for the flexibility

constants also vanish:
1
Ci,mElmo
Yl
Elmo
Yr
Elmo
ho
Elmo
and the flexibility constants can be simplified as follows:
......
._.... \
;
--
...-
"
_~:':"""""t~~_
. ._. . . .,. . _._.
269
APPENDIX 0
SUMMARY OF FORMULAS AND MATRIX FORMULATIONS FOR THE
DETER~HNATION OF THE EFFECTS OF DIAPHRAG~1S
0.1
General Formulas for Deflections and Slopes of Diaphragms Due

to Reaction Forces and Couples
Since the length of the individual pieces of the diaphragm is equal
to the spacing ofthe gorders, b, the total span of the diaphragm, treated
as a cross beam, is equal to Nsb as shown in Fig. 4.4, where Ns is the
number of spacings or slabs.
For a bridge having NG identical girders, the
number of reaction forces is equal

equal to NG, and Ns
Let
to~NG'
the number of couples is also
NG - 1.
girder number,'. 1 , 2, NG
= g - 1, slab number
Id =. moment of inertia of the diaphragm

Ed = modulus of elasticity of material in diaphragms
V.
19
= reaction at the point of intersection of the diaphragm

and the girder g, and
M.
19
= couple of the point of intersection of the diaphragm

and the girder g
Deflections and slopes along the span of the diaphragm, relative

to line
0-0
shown in Fig. 4.3, produced by reaction forces and couples,
may be obtained by using the Moment-Area or .the Conjugate Beam method.
The
general formulas for computing the deflections and slopes produced by the
reactions were obtained and stated as follows:
270
Deflections due to a load at a distance sb from the left support

Wy
Wy
V. (fI I _ 1 f1 I I 3)
19
9Y
3 9 Y
(0
y ~
sb)
= V. [flIy - f (y - sb) - 1 flV (y - sb)2{2(N s - s)b + (Nsb - y)}]

19 9
9
3
3 9
(D.l )
Slopes due to a load at a distance sb from the left support
= V. [fll
V. ( fI I
19
fI I Iy2)
19
(0 ~ y ~ sb)
- fIV(y - sb){(N - ~)b + (N b - y)}]

9
s
s
(0.2)
where
fg
fI
9
s 2 (N s - s) b2
s(N s - s)2 b2
2Ns Ed Id
2Ns Ed ld
fII = 3~
9
- -!
[f g{3(N s - s) + s} + 2fI(N - s)]

9 s
"'1
The general formulas for computing the deflections and slopes
_.......,
produced by the couples were also obtained and stated as follnws:
~t
I
271
Deflections due to a couple at a distance sb from the left support
=
M. (ell
19
9Y
_ 1 e III 3)
= M. [elly - e (y - ~ sb)
19
(0
3 9 Y
+ 1 eIII(y
j
Y ~ sb)
Sb)2{2(N s - s)b + (Nsb - y)}]

(0.3)
Slopes due to a couple at a distance sb from the left support
ey
M. (erI '_ e I I I 2 )
19 9
9 Y
M. [e I I
19
(0 ~ y :: sb)
9 + e gIII( y
(0.4)
where
With the appropriate values of y, the deflections and slopes at

the points of intersection of the diaphragm and the girders can be obtained
from Eqs. 0.1 and 0.2, produced by the reactions, Eqs. 0.3 and 0.4, produced by the coupleso
The total deflections and slopes caused by all
272
reactions and couples are determined by summing up the results produced by

each individual reaction and couple.
It is noted that the deflections, at the points y = 0 and y = Nsb
(exterior girders), due to each reaction and couple are zero.
Thus, two
equations formed by the deflection compatibility at these two pOints cannot be obtained.
needed
In order to solve the problem, two more equations are
Since the diaphragm is in equilibrium, the summations of the
reaction forces and the moments about the right support (Fig. 4.4) are zero.
Thus
V. 1 + V. 2 + . . . + V.
1,
(N b)V'
1,
,g
+ . . . + V.1, Ng = 0
(0.5)
l + (N s
Equations 0.5 may be written as follows.:

NG
g=l
V.
19
= 0
(0.6)
NG
NG
L (N s - s)bV.1 s + L M.19
g=l
g=l
0.2
Deflections and Slopes of a Bridge with Diaphragm
... !
Consider a bridge with diaphragms, with the cross-section shown

in Fig. 4.2(a).
The diaphragms are replaced by reaction forces and con-
centrated moments as shown in Fig. 4.2(b).
The displacements at the points
of intersection of one of the diaphragms and the girders, such as midspan

diaphragm, caused by all unknown reactions and moments, and external ldad,
are shown in Fig. 4.3.
The displacements are:
-I
273
... ,
6.1, 1,.6'~2'
6.1,g ,
:1, -
6. N
.1, G
= deflections caused by all forces

and loadrtngs, measured from the
line
origina~
I
- 0
e.1 , l'
8.
1,
2'..' e.1,g , .... ,
8.
1,
NG = rotations caused by all forces and

loadings, measured from the original
I
1i ne
6.
1,
l'
6.. 2"'' 6.
1,
1 ,g
, .. ,6..
1,
NG = deflections caused by all forces and

loadfngs, measured from a line
0 - 0
passing through the pOints of intersection of the diaphragm and the

deflected edge girders, and
e.1, 1,8.1, 2"'"
e.1,g , ... ,8.1, NG = rotations caused by all forces and

loadings, measured from a line
0 - 0
passing through the points of intersection of the diaphragm and the deflected edge girders
The first-subscript refers to the location of diaphragm, i.e.,
i = 1,2, ... , NO'
The second subscript refers to the points of intersec-
tion of the diaphragm and the girders, i.e., g = 1,2, ... , NG.
-- slopes of the line
0 -
at the locations
of the diaphragms 1,2, .0.' NO'
,-
respectively, measured from the original

I
line
NO
- 0 ,
and
= number of diaphragms, i.e., NO = 1

for one diaphragm at midspan, and so on.
274
The slope of the reference line 0 - 0 may be given by the equation
8,
(0.7)
1 ,0
,NG , the rotations e.1 , l ' e.1 , 2"'" ei ,tJ ,

G
may be stated in terms of the deflections Do.1 , l' Do.1 , l' Do. 2"." Do, N and
1~
1, G
the rotations 8.1 , l' e.1 , 2"'"
,N , as follows:
G
The deflections
Do.1 , l' Do,1 , 2'"'' Do.j
8,
I
Do.
,g
Do.
- Do. 1
1 ,g
1,
8.
+ -NS (Do.1, 1 -
(0.8)
Do. N )
1, G
and
8.
1,g
0.3
(0.9)
1,0 + 8.1,g
Flexibility Matrices of Bridge and Diaphragm

The unknown forces and displacements of the bridge at the point of
intersection of diaphragms and girders, relative to the line 0 - 0 , may

I
be stated in column matrices NU and WB, respectively.
Thus
N.1
~VB , 1
(0.10)
-1
~l
275
where KO
i~
the order of the matrix and equal to the number of displacements
at the points of intersection of diaphragms and girders.
Thus
(0.11)
Each term in the column matrices, given by Eq. 0.10, is a submatrix defining the forces and displacements at the points of intersection
of the bridge girders with a diaphragm.
Thus, the submatrices, Ni and
WB,i' which represent the forces and the displacements of the intersection
points between girders and the diaphragm i, may be stated as follows:
V. , 1
/:..1, 1
V. , 2
/:.. , 2
V. N
N.
-- --
"
b.
WB, 1.
M. , 1
M.1 , 2
~, G
,
e., , 2
e. , 1
(0.12)
e. N
M. N
" G
"
where KG is the order of the submatrix WB,i and equal to the number of displacements at the points of intersection of the diaphragm i and the girders.
Thus
(0.13)
The force-displacement relationship of the points of intersection

of the diaphragm iand the girders can be written as follows:
276
I
W8 , 1.
I
(8.1 , 1 8.1 , 2
Be N )N U +
1, 0
8..
1,1
P~.
(0.14)
in which 8. l' B. 2' ... , B. . , ... , B. N are flexibility submatrices of

1,
1,
1;1
1'0
the displacement submatrix WB, 1. with respect to the unknown forces acting
at the points of intersection of the girders and diaphragms 1, 2,
i,
0
... , NO' respectively.
Thus the submatrix 81.,.1 can be stated as follows:
oi,i oi,i
1 , 1 1 ,2
oi,i
1, 9
oi , i
1,N G
cS i
,i
oi , i
1,N G+l 1 , NG+2
oi , i
1,2N G
oi , i oi , i
2, 1 2,2
6i
oi , i
2,N G
oi , i
oi , i
2,N G+l 2,N G+2
oi , i
2,2N G
,i
2,g
B. .
1,1
0.15)
i ,i
2,g
(}j
i ,i
2,2N G
. '*1
.. a,
i
. !
)
.... i
where 0 and ware the deflection and the rotation, respectively, due to a
unit reaction or moment.
The first superscript defines the deflections or
rotations at the points corresponding to the particular location of diaphragm.

The second superscript defines the unit reactions or moments at the points
277
corresponding to a particular location of diaphragm.
The first subscript
defines the deflections or rotations at the points corresponding to the

girder.
The second subscript defines the unit reaction or moment action

I
at the points corresponding to the girder.
The submatrix B. . may be

1 ,1
partitioned into four submatrices as shown in Eq. D.15.

I
The submatrix
~i
is the column flexibility matrix defining the
displacements of the girders caused by the external concentrated load on

the bridge.
It may be written as follows:

i
1 ,P
oi
NG,P
~
~
(0.16)
w1 ,P
w2 ,P
i
~i
where 01i ,P' 02,P'
... , uNG,P
are the deflections of the girders at the points
of intersection with the diaphragm i, cuased by a unit load on the bridge.
I
The displacements which are represented by the column matrix WB may be

stated as follows:
278
(0.17)
where FB is the flexibility matrix of the bridge, relative to line a - a ,

and can be presented as follows:
i
B2 ,1
B
2,N
B.
B.1 , 2
B.1 , 1
B
1 ,N
I
B2 , 1.
B2 ,2
, I
Bl , 1.
B, ,2
B1 , 1
1 ,1
B.1, ND
(0.18)
. -....
~
BN
.
0,1
and LB is the flexibility matrix of the bridge subjected to the external

I
load P, and refer to line a
o.
Thus
Q,l
(0.19)
'."!
.".
~'1
279
The displacements of diaphragms, the displacements of the girders

of the bridge, at their intersection points which refer to the lines
may be stated in column matrices Wo and W
s ' respectively.
Wo , 1.
Ws ,1.
0 - 0,
Thus
(0.20)
where each term in the column matrices in Eqs. 0.20 is a submatrix defining
the displacements of a certain diaphragm and the girders of the, bridge at
their intersection points.
However, it has been mentioned in, Sections 0.1
and 0.2 that the deflections at the points of intersection of the diaphragms
and the deflected exterior girders are zero.
Thus, the submatrices 'WO' ,1.
and WB, 1., which represent the displacements of the diaphragm i and the
girders of the bridge, respectively, at the points of their intersection,
280
6..1 , 2
6..1 , 2
.B
6..1 , 3
W .
D, 1
6.
D
i ,N G- 1
D,.
1,
WB, 1.
6.
B
i ,NG - 1
(D. 21 )
8"1 , 1
8.1 , 2
8.1 , 1
8.1 , 2
The force-displacement relationships of the diaphragms and the

bridge may be stated as follows:
-, '1
i
(D.22)
in which FD and FB are flexibility matrices of all diaphragms and the

bridge, respectively.
The LB is the flexibility matrix 'for the bridge

"""1
without diaphragms, subjected to external unit loads, relative to line

o - o.
These matrices may be written as follows, assuming all diaphragms
have the same properties:
281
(0.23)
O
B
. KO' KO
and
B, , ,
B, ,2
B, , 1.
B
, ,No
B2 , ,
B2 ,2
B2 ,1.
B
2,No
B.1 , ,
B.1 , 2
B.
B.1, N0
1 ,1
(0.24)
282
Q,.
1
(0.25)
The submatrix 80 is the flexibility matrix for each individual diaphragm

and may be written as follows:
".
., .,
- 'I
i
j
'''''1
1.
f 2,N +l
G
f 2,N +2
G
f 2,N +g
G
f 2,2N
g,NG+l
fg,NG+~
f g,NG+g
f g,2N
NG-l,NG+l
f N -l,N +2
G
G
f 2 ,2
f 2 ,g
f 2N .-l
G
f g, 2
f g,g
f
. NG-l ,NG-l
NSb
(NS-l)b
BD
=~
0
0
NG-l ,2
(NS-s)b
_____
f N +l,2
G
f N +2,2
G
NG-l ,g
l..--
g,NG-l
____
.
NG+l,g
f N +2,g
G
~---1
,N~-l
f N +2,N -l
G
G
NG+1
NG+l,NG+l
~ f NG +2,N G+l
--
fN G+l '~G+2
f N +2,N +g
G
G
N +2,N G+2
G
... .f N.-1 2N
G ' G
. .. 1
NG-l,NG+g
-
-t
f N +l,2N
NG+l,NG+g
co
f N +2,2N
G
G
r
0
f 2N ,2
G
f 2N ,g
G
2NG ,NG-l
f 2N
. G,N G+1
f 2N ,N +2
G G
2N G,N G+g
f 2N ,2N
G G
. KG' KG
(D. 26)
284
The elements in the submatrix BO are deflections and rotations due

to unit reactions or moments.
The deflections are in rows 2 to NG - 1 and
can be obtained from Eqs. 0.1 and 0.3.
The rotations are in rows NG + 1 to
2NG and can be obtained from Eqs. 0.2 and 0.4.
The elements in columns 1
to NG are deflections and rotations due to unit reactions and can be found
from Eqsu 0.1 and 0.2, the elements in columns NG + 1 to 2NG are deflections
and rotations due to unit moments and can be found from Eqs. 0.3 and 0.4.
Those elements in rows 1 and NG are the coefficients of the equilibrium
Eqs. 0.5.
The flexibility matrix of the bridge FB with respect to line
I
o -
is related to the flexibility matrix of the bridge FB which relates

I
to line
- 0
Each submatrix in the matrix FB can be obtained from the

I
corresponding submatrix in the matrix
FS'
For example, by using Eqs. 0.7,

I
0.8, and 0.9, the submatrix B1,1

. . can be found from the submatrix B1,1
. . and
is presented as follows:
'.. t
l
. '-'1
--1
i
----,
!
,i
_....,
1
b; , i
2, 1
b; , ;
b; , ;
bi , ;
bi , i
bi , i
NG-1 , 1
1,1
1b; , ;
NG+1,1
bi ,i .
2N ,1
G
2,2
NG-1 ,2
2,g
bi , i
bi , i
NG+l,2
bi , i
2N G,2
NG-1,N G I
---
b; , i
i ,i
...
bi , ;
bi , i
NG-1,N G+1
I 0
r -_.
-I
I b; , ;
NG+ 1 ,NG
bi ~ i
i ,i
b2 ,N +2
G
b2,N +l
G
2,N G
NG-1 ,g
2N G,N G
bi , i
bi , i
bi , i
bi , i
2,N G+g
2N G,N G+1
2,2N G
NG-1,N G+g
------
N +1,N +1
G
G
b i ,i
NG-1,2N G
-
00
bi , i
Ul
NG+l,2N G
i ,i
b2NG ,2N
G
KG,K G
(0.27)
286
The elements in rows 1 to NG of Eq. 0.27 are obtained by applying
I
Eq. 0.8 to the elements in rows 1 to NG of the submatrix B.1 , 1'.

in rows NG + 1 to 2NG of Eq. 0.27
~re
The'elements
obtained by applying Eq. 0.7 to the
elements in rows 1 am NG, and Eq. 0.9.

In the same manner the column matrix LB due to the external ,load
I
can be obtained from the column matrix LB.
A typical submatrix
~i
may be
stated as follows:
~.
i
b
NG -1 ,P
(0.28)
i
b
NG+1 ,P
'\
For the particular cases of the arrangements of diaphragms as
-"- 'I
shown in Fig. 4.5, the matrix FB in Eq. 0.24 may be simplified as follows:
.'. '1
Case 1:
Bridge with one diaphragm of midspan

(0.29)
287
Case 2:
Bridge with two diaphragms at symmetrical positions with respect

to midspan
(0.30)
Case 3:
Bridge with three diaphragms, one at midspan and two at

symmetrical positions with respect to midspan
(0.31)
--
.\
",
.~
--'"
- .. -

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,

STRUCTURAL RESEARCH SERIES NO. 383

Illinois Cooperative Highway Research Program

EFFECTS OF DIAPHRAGMS IN BRIDGES

Issued as a Documentation Report on

THE STRUCTURAL RESEARCH LABORATORY

EFFECTS OF DIAPHRAGMS IN BRIDGES WITH PRESTRESSED

Issued as a Documentation Report on

THE STRUCTURAL RESEARCH LABORATORY

THE STATE OF ILLINOIS

THE U. S. DEPARTMENT OF TRANSPORTATION

Sithichaikasem, S. and W. L. Gamble, "Effects of Diaphragms in Bridges with

The parameters studied also included the relative

The behavior of the bridges is evaluated

In other cases, diaphragms may be either helpful or harmful,

and criteria are developed for design purposes.

The work on the

project was conducted by the Department of Civil Engineering, University of

The program of investigation has been guided by a Project Advisory

J. E. Burke, Engineer of Research and Development

F. K. Jacobsen, Engineer of Bridge Research

C. E. Thunman, Jr., Engineer of Bridge and Traffic Structures,

Representing the Federal Highway Administration:

This investigation is directed by Dr. M. A. Sozen, Professor of

Immediate supervision of the in-

vestigation is provided by Dr. W. L. Gamble, Associate Professor of Civil

Idealization of the Brldge and Its Components

STUDY OF THE PARAMETERS AND IDEALIZATION

METHOD OF ANALYSIS OF DiAPHRAGMS

5.5 Box Section Girder Bridge

RECOMMENDATION FOR DESIGN.

SUMMARY OF FUNDAMENTAL RELATIONS OF ORDINARY

SUMMARY OF FUNDAMENTAL RELATIONS OF PLANE

SUMMARY OF FUNDAMENTAL THEORIES OF AXIAL,

SUMMARY OF FORMULAS AND MATRIX FORMULATIONS

Strength of Concrete "

Parameters for Studies of Bridges

Parameters for Stud~es of the

Parameters for Studies of Effects

Listlng of Girders Subjected to

ACTUAL AND IDEALIZED DIAPHRAGMS

REPLACEMENT OF DIAPHRAGMS BY EQUIVALENT FORCES

DISPLACEMENTS OF CROSS SECTION OF BRIDGE

LOADS AND MOMENTS ON DIAPHRAGM

AASHO SPECIFICATION FOR STANDARD TRUCK LOADINGSo

CROSS SECTIONS OF BRIDGE SHOWING

COMPARISON OF INFLUENCE LINES FOR MOMENT AT

INFLUENCE LINES FOR MOMENT AT MIDSPAN OF

INFLUENCE LINES FOR MOMENT AT MIDSPAN OF

RELATIONSHIP BETWEEN MOMENT AT MIDSPAN OF

RELATIONSHIP BETWEEN MOMENT AT MIDSPAN OF

RELATIONSHIP BETWEEN MOMENT AT MIDSPAN OF

RELATIONSHIP BE1~EEN MOMENT AT MIDSPAN OF

CROSS SECTION OF BRIDGES,

TRANSVERSE SECTION OF BRIDGES

DIAGRAM SHOWING NOTATION FOR

DIAGRAM SHOWING POSITIVE DIRECTIONS

DIAGRAM SHOWING POSITIVE DIRECTIONS OF

NORMAL AND ITS COMPONENTS IN x AND Y DIRECTIONS

IDEALIZATiON OF CROSS SECTION OF PRESTRESSED

BRIDGE DISPLACEMENT FOR H

CROSS SECTION FOR TORSIONAL CONSTANT COMPUTATION.

GIRDER AND SLAB ELEMENTS AND THEIR