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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Construction of a Virginia Short-Span Bridge with the Strongwell 36-Inch Double-Web I-Beam</title>
      <link>https://trid.trb.org/View/767580</link>
      <description><![CDATA[The Route 601 Bridge in Sugar Grove, Virginia, spans 39 ft over Dickey Creek. The bridge is the first to use the Strongwell 36-in. deep fiber-reinforced polymer (FRP) double-web beam (DWB) in a vehicular bridge superstructure.  Construction of the new bridge was completed in October 2001, and field testing was undertaken shortly thereafter as well as in June of 2002 to assess any potential changes in structural performance.  This paper details the field evaluation of the Route 601 Bridge.  Using midspan deflection and strain data from the October 2001 and June 2002 field tests, the American Association of State Highway and Transportation Officials (AASHTO) bridge design parameters were determined, namely wheel load distribution factor g, dynamic load allowance IM, and maximum deflection. The wheel load distribution factor was determined to be S/4, a dynamic load allowance was determined to be 0.50, and the maximum deflection of the bridge was L/1110.  Deflection results were lower than the AASHTO L/800 limit.  This discrepancy is attributed to partial composite action of the deck-to-girder connections, bearing restraint at the supports, and contribution of guardrail stiffness.  It was found that diaphragm removal had a small effect on the wheel load distribution factor.  An examination of the 36-in. DWB capacity and failure mode indicates that the strength of the girder is controlled by compression failure in the flange and not shear failure, as originally thought.  An attempt to predict the girder fatigue performance shows that small losses in bending stiffness would be expected at fatigue loads 26% of the ultimate capacity, which was confirmed through experiments.  Moreover, there is no concern that fatigue alone will cause a failure during the reasonable life of the structure as presently operated.]]></description>
      <pubDate>Mon, 12 Dec 2005 12:22:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/767580</guid>
    </item>
    <item>
      <title>MEASUREMENT OF DYNAMIC WHEEL LOAD DISTRIBUTIONS</title>
      <link>https://trid.trb.org/View/723278</link>
      <description><![CDATA[This paper describes the use of special measurement methods with the novel Modulas sensor, which had been developed by Kistler Instrumente AG in Switzerland.  The modulas sensor consists of 32 separate quartz sensor elements.  Each element measures the vertical forces on an area of 15 mm in width and 50 mm in length. It allows one to analyze tyre footprint forces with a lateral resolution of 15 mm and crosstalk between the elements of only 2%.  The dynamic measurement of the wheel load distribution is essential not only in tyre and car research for the assessment of force and pressure distribution within the footprint, but also in road research for the investigation of factors which lead to excessive damage to pavement or road construction.]]></description>
      <pubDate>Mon, 19 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/723278</guid>
    </item>
    <item>
      <title>LOAD DISTRIBUTION ON HIGHWAY BRIDGES BASED ON FIELD TEST DATA: PHASE III</title>
      <link>https://trid.trb.org/View/536569</link>
      <description><![CDATA[The studies on wheel load distribution are carried out in three phases.  Studies in Phase I were focused on straight slab-on-girder, solid slab, voided slab and double Tee bridges. The existing analytical and field load distribution methods were reviewed for different bridge types.  The grillage analogy concepts were presented together with the cross sectional properties of different bridge types for grillage analogy idealization, field test procedures and methodologies.  Several parameters such as span length, bridge width, slab thickness, edge beam and number of lanes are considered in the parametric studies of solid and voided slab bridges.  One hundred sixty study cases were carried out to evaluate the various parameters affecting load distribution of slab-on-girder bridges.  The load distribution factors from the analysis of double Tee simply supported bridges are compared with those based on the AASHTO and LRFD codes.  The studies in Phase II were focused on wheel load distribution of the skew slab-on-girder and skew solid slab bridges.  The various parameters affecting load distribution of skew simply supported slab-on-girder bridges were studied using finite element method and data from the field tests are used to verify the analytical results.  Analytical and field studies on the wheel load distribution of skew simply supported solid slab bridges are presented and compared with those based on the AASHTO and LRFD codes.  The finite element method and field test data were used to investigate the continuous skew and straight slab-on-I girder bridges and compute the corresponding wheel load distribution factors.  The present studies in Phase III were mainly directed towards the analyses of comprehensive field test data, shear load distribution of continuous slab-on-girder bridges, and effects of diaphragms and shoulders on the wheel load distribution factors.  The main parameters that affect shear load distribution are compared for single and multiple span bridges.  The study on shear load distribution focuses on five main parameters:  spacing between the girders, variation of skew angle, variation in the number of spans, ratio between adjacent two spans, and span length.  The effect of diaphragms on wheel load distribution was first evaluated for a field test bridge and compared with a finite element model of the actual bridge.  The diaphragm parameters that affect the wheel load distribution were studied to evaluate the effect of each parameter.  The main conclusions based on the studies in Phases I, II, and III are presented in this report.]]></description>
      <pubDate>Tue, 01 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/536569</guid>
    </item>
    <item>
      <title>EFFECT OF CONTINUITY ON WHEEL LOAD DISTRIBUTION IN STEEL GIRDER BRIDGES</title>
      <link>https://trid.trb.org/View/487743</link>
      <description><![CDATA[This paper presents the finite-element results of a study of the effect of continuity on wheel load distribution factors for 78 bridges. Typical two-equal-span, two-lane, straight, composite steel girder bridges were selected for this study. Bridge parameters such as span length and girder spacing were varied within practical ranges, and their influence on the bridge continuity was investigated. The selected bridge cross sections and wheel load positions ensured that interior girders carry more live loads than the outside girders. Results of two finite-element modeling techniques were used to predict wheel load distribution factors, which were similar to the results obtained using the new formula developed as a part of NCHRP Project 12-26. The findings of this research encourage the use of the new wheel load distribution formula with a 5 percent reduction when considering multispan steel girder bridges.]]></description>
      <pubDate>Wed, 29 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487743</guid>
    </item>
    <item>
      <title>LOAD DISTRIBUTION ON HIGHWAY BRIDGES BASED ON FIELD TEST DATA: PHASE II</title>
      <link>https://trid.trb.org/View/473220</link>
      <description><![CDATA[The primary aim of the study was to investigate the wheel load distribution of different bridge types - solid slab bridges and slab-on-girder bridges with varying skew angles and multiple continuous spans.  The study reviewed the existing analytical and field load distribution methods for different bridge types. Finite element method (FEM) was used to carry out the detailed analyses to study the various parameters affecting wheel load distribution.  The data from field tests were collected and analyzed to evaluate the LRFD specifications and the results from the FEM analyses.  The influence of the parameters such as skew angle, girder spacing, span length, slab thickness, and number of traffic lanes was studied in the load distribution of the skew solid slab and skew slab-on-girder bridges.  In addition to the parametric study, data from field tests performed by the Structures Research Center, Florida Department of Transportation, are compared with those based on FEM analysis, and AASHTO and LRFD codes.  Simplified formulae for the effective width of skew solid slab bridges are proposed in this study.  The response of continuous bridges was studied by modeling several continuous bridge types (skew and straight slab-on-girder) using FEM.  Several parameters such as span length, number of spans, ratio between spans and skew angle were considered in the parametric studies.  The wheel-load distribution factors from the analyses were compared with the field test data.  The study indicated that the analytical results based on FEM compare well with the field test data.]]></description>
      <pubDate>Fri, 13 Mar 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/473220</guid>
    </item>
    <item>
      <title>FINITE-ELEMENT ANALYSIS OF STEEL GIRDER HIGHWAY BRIDGES</title>
      <link>https://trid.trb.org/View/575376</link>
      <description><![CDATA[This paper compares the performance of four finite-element modeling techniques reported in the literature used in evaluating the wheel load distribution factors of steel girder bridges. A typical one-span, simply supported, two-lane, composite bridge superstructure was selected for this study. AASHTO HS20-44 design truck loads were positioned to produce maximum moments in the girder. Two finite-element programs, SAP90 and ICES-STRUDL, were used to perform the analysis along with their pre- and postprocessing capabilities. The results of these modeling techniques were compared with AASHTO wheel load distribution factors (in 1996 and in 1994) and published experimental results. The four finite-element modeling techniques yielded similar load distribution factors. Further parametric study, varying the span length and girder spacing, was conducted and the distribution factors obtained using two of the four finite-element modeling techniques correlated well with AASHTO's 1994 load and resistant factor design (LRFD) based formula, but not with AASHTO's 1996 simple formula (S/5.5).]]></description>
      <pubDate>Tue, 29 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/575376</guid>
    </item>
    <item>
      <title>INFLUENCE OF SIDEWALKS AND RAILINGS ON WHEEL LOAD DISTRIBUTION IN STEEL GIRDER BRIDGES</title>
      <link>https://trid.trb.org/View/575377</link>
      <description><![CDATA[This paper presents the results of a parametric study showing the influence of typical sidewalks and railings on wheel load distribution as well as on the load-carrying capacity of highway bridges. A typical one-span, two-lane, simply supported, composite steel girder bridge was selected in order to investigate the influence of various parameters such as: span length, girder spacing, sidewalks, and railings. A total of 120 bridges were analyzed using three-dimensional finite-element analysis. AASHTO HS20 design trucks were positioned in both lanes to produce the maximum moments. The finite-element analysis results were also compared with AASHTO wheel load distribution factors. The AASHTO load and resistance factor design (LRFD) wheel load distribution formula correlated conservatively with the finite-element results and all were less than the typical empirical formula (S/5.5). The presence of sidewalks and railings were shown to increase the load-carrying capacity by as much as 30% if they were included in the strength evaluation of highway bridges.]]></description>
      <pubDate>Tue, 29 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/575377</guid>
    </item>
    <item>
      <title>BRIDGE TESTING</title>
      <link>https://trid.trb.org/View/479136</link>
      <description><![CDATA[Five steel girder bridges in Alabama, located in Shelby, St. Clair, Blount, and Cullman counties were tested under static and dynamic loading conditions.  The primary objective of the project was to determine the load carrying capacity of each bridge.  The five bridges selected were rated low by the BARS (Bridge Analysis and Rating System) computer program.  Ratings made by BARS were compared with test results.  The bridges were also rated manually using the same input information as used in BARS by following procedures outlined in the AASHTO Manual for Maintenance Inspection of Bridges.  An examination of test results permits the following conclusions to be drawn: 1) All five bridges are capable of carrying loads much higher than the limits determined by the AASHTO rating method.  2) The AASHTO ratings, calculated using the procedures described in the Manual, were essentially the same as the BARS rating. Comparison of the ratings, as well as study of the BARS documentation, indicate that BARS is an automated (computerized) version of the AASHTO method.  3) Grid analysis comparing the various ratings suggests that the current AASHTO truck wheel load distribution in the simplified rating procedure is frequently conservative.  4) Although it is impossible to assess quantitatively the degree  of unintended composite action between the steel girders and the concrete deck, test results reveal that there exists either partial or full composite action despite apparent lack of any physical shear transfer devices. 5) It was found that models developed without test data were not able to accurately represent the observed bridge behavior.  Test data was used to refine the grid models.  6) Comparison of measured strains and results from the refined grid models showed improvement.]]></description>
      <pubDate>Sun, 11 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479136</guid>
    </item>
    <item>
      <title>APPROXIMATE ANALYSIS OF IRREGULAR SLAB-ON-GIRDER BRIDGES</title>
      <link>https://trid.trb.org/View/481569</link>
      <description><![CDATA[A simple, approximate method for determining the live-load girder distribution factors of irregular slab on I-beam bridge layouts is presented. The method can also be used for the live-load analysis of bridges subjected to one truck, as in the case of fatigue, or two (or more) different truck configurations, as in the case of permit loading. The method takes into account the longitudinal as well as transverse effects of the truck loads. It is based on isolating strips of the deck slab in the transverse direction directly under the wheel loads and treating them as beams on elastic supports. The stiffness of the supports at the strip locations is computed based on the geometric properties of the beams and location of the trucks in the longitudinal direction. The accuracy of the method for shear and flexure of I-beams in simple and continuous span bridges is verified using a detailed three-dimensional finite-element analysis.]]></description>
      <pubDate>Wed, 05 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481569</guid>
    </item>
    <item>
      <title>DYNAMIC ANALYSIS OF RESILIENT CROSSTIE TRACK FOR TRANSIT SYSTEM</title>
      <link>https://trid.trb.org/View/458208</link>
      <description><![CDATA[This paper describes a specially developed computer package that is used for dynamic analysis of a new track system, which was developed for a light rail transit vehicle powered by linear induction motors (LIMs).  The track system incorporates steel crossties and is modeled by the finite-element method.  The vehicle is modeled separately as a combination of masses, springs, and dampers.  The two models, which are connected through wheel loads, are applied to at-grade guideways in a study of the influences of a number of parameters on the dynamic behavior of the track and on the variation of the LIM air gap. Vehicle-track interaction, nonlinearity and stiffness of the tie pads, rail surface profile, and vehicle speed are the important parameters.  The dynamic distributions of the LIM and wheel loads among the crossties are discussed.  It is revealed that the surface profile of the rail and the vehicle-track interaction affect the displacement response of the track significantly, while the wheel loads are primarily affected by the rail profile.]]></description>
      <pubDate>Tue, 19 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/458208</guid>
    </item>
    <item>
      <title>LOAD DISTRIBUTION ON HIGHWAY BRIDGES BASED ON FIELD TEST DATA. FINAL REPORT</title>
      <link>https://trid.trb.org/View/422710</link>
      <description><![CDATA[The study presents the load distribution on the more commonly used bridge types in Florida, viz., slab-on-girder, solid slab, voided slab and double Tee bridges.  The existing analytical and field load distribution methods for different bridge types are reviewed in this study.  Grillage analogy is used as an analytical tool to study the various parameters affecting wheel load distribution.  Both analytical and field studies on the wheel load distribution of solid and voided slab, slab-on-AASHTO girders, slab-on-bulb-Tee and double-Tee bridges are presented. In addition to the analytical study, data from field tests performed by the Structures Research Center, Florida Department of Transportation, are compared with those based on the grillage analogy, AASHTO and LRFD codes.  Several parameters such as span length, bridge width, slab thickness, girder type, edge beam, number of lanes, etc., are considered in the parametric studies. Simplified formulae for the effective width of solid slab bridges and shear load distribution of slab-on-AASHTO girder bridges are proposed in this study.  In general, the bridge rating based on wheel load distribution factors calculated from measured strains seems to give satisfactory results except for bridges with preexisting cracks.]]></description>
      <pubDate>Fri, 28 Jul 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/422710</guid>
    </item>
    <item>
      <title>PORTLAND CEMENT CONCRETE - PRESTRESSED CONCRETE BRIDGES (LIGHTWEIGHT AGGREGATE)</title>
      <link>https://trid.trb.org/View/102448</link>
      <description><![CDATA[RESULTS ARE PRESENTED OF A FIELD TEST ON A LIGHTWEIGHT AGGREGATE PRESTRESSED CONCRETE I-BEAM BRIDGE. LONG-TERM LENGTH CHANGES DUE TO CREEP AND SHRINKAGE ARE BRIEFLY REPORTED, ALONG WITH THE BEHAVIOR OF THE BRIDGE DURING MOVING LOAD TESTS WITH THE BPR HS20 TEST VEHICLE. FIELD TEST RESULTS ARE COMPARED WITH VALUES OBTAINED BY THE ORTHOTROPIC PLATE THEORY AND THE AASHO BRIDGE SPECIFICATIONS. CONCLUSIONS STATED ARE AS FOLLOWS: (1) THE CREEP, SHRINKAGE, AND ELASTIC PROPERTIES OF THE LIGHTWEIGHT CONCRETE PRESENTED NO PROBLEMS IN THE DESIGN, CONSTRUCTION, AND PERFORMANCE OF THE BRIDGE, (2) THE AASHO SPECIFICATIONS PERTAINING TO LATERAL LOAD DISTRIBUTION OF WHEEL LOADS APPEAR TO BE UNDULY CONSERVATIVE FOR THE DESIGN OF INTERIOR GIRDERS, AND (3) THE GUYON AND MASSONET ORTHOTROPIC PLATE THEORY GAVE AN ACCURATE PREDICTION OF THE BEHAVIOR OF THE BRIDGE. /BPR/]]></description>
      <pubDate>Thu, 29 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102448</guid>
    </item>
    <item>
      <title>A NEW CONTINUOUS MEASURING METHOD OF WHEEL/RAIL CONTACT FORCES</title>
      <link>https://trid.trb.org/View/409714</link>
      <description><![CDATA[Wheel load fluctuation of considerable amplitude is almost always observed on Shinkansen vehicles running at high speed. From the acceleration measured on the axlebox, the frquency of this fluctuation is estimated to be approximately 50 to 70 Hz. As continuous outputs of wheel load can not be obtained by the conventional measuring method, it is difficult to investigate such a high frequency phenomenon exactly. A new method of continuous measuring the forces and derailment quotients up to about 100 Hz has been developed, using the strain of a wheel. In the running test on Shinkansen, it was confirmed by using this method   that the wheel load fluctuation was related to the axlebox acceleration generated through small irregularity on the rail surface.]]></description>
      <pubDate>Thu, 15 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/409714</guid>
    </item>
    <item>
      <title>GRADATION AND OTHER EFFECTS ON PERFORMANCE OF BASE COURSE SUBJECTED TO HEAVY REPEATED ROLLING LOADS</title>
      <link>https://trid.trb.org/View/107128</link>
      <description><![CDATA[PREVIOUS TESTS AT WEST VIRGINIA UNIVERSITY ON: (1) DETERMINATION OF THE MINIMUM THICKNESS OF SANDSTONE NECESSARY TO DISTRIBUTE A HEAVY WHEEL LOAD SATISFACTORILY TO THE SUBGRADE, (2) THE RELATIVE PERFORMANCE OF THE VARIOUS TYPES OF SANDSTONES FOUND IN THE STATE, AND (3) THE PERFORMANCE OF SEVERAL DIFFERENCE STABILIZING AGENTS WHEN USED WITH ONE TYPE OF SANDSTONE ARE SUMMARIZED. THE PRESENT INVESTIGATION STUDIES THE EFFECT OF GRADATION OF UNTREATED BASE CORES UPON PERFORMANCE. A COMPUTER ANALYSIS IS BEING MADE ON ALL DATA FROM ALL PHASES. THE GRADATIONS USED IN THE BASE COURSES OF THESE SPECIMENS ARE SHOWN IN FIGURES. LIMESTONE, AS WELL AS SANDSTONE BASE SPECIMENS WERE TESTED. MOST OF THE TESTS WERE CONDUCTED USING 9000 POUNDS WHEEL LOAD AND 85 PSI TIRE INFLATION PRESSURE. THE WHEEL PATH WIDTH DIFFERED IN SOME OF THE RESULTS BUT IN MOST CASES IT WAS 24 INCHES. THROUGH COMPUTER ANALYSIS ON THE PREVIOUS PHASES OF STUDY, THE MOST RELIABLE QUANTITY WITH WHICH CONSTRUCTION PARAMETERS HAVE BEEN CORRELATED HAS BEEN THE NATURAL LOGARITHM OF THE SLOPE OF THE DEFLECTION VS. (LOG) OF LOAD REPETITIONS CURVES. WHEN THESE VALUES AND THE GRADATIONS OF SPECIMENS OF THE PRESENT TESTS ARE COMPARED, NO DEFINITE TREND CAN BE PERCEIVED IN SPECIMEN PERFORMANCE. HOWEVER, THE DATA DOES OFFER SOLID EVIDENCE THAT A BROKEN GRADED OR GAPPED GRADED BASE REQUIRES A HIGHER GRADATION INDEX IN ORDER TO BRING ABOUT A PERFORMANCE EQUIVALENT TO SMOOTH GRADED BASES. IT IS HOPED THAT A MORE DEFINITE CORRELATION BETWEEN GRADATION AND PERFORMANCE WILL BE FOUND IF A MORE DESCRIPTIVE INDEX FOR GRADATION CAN BE FOUND.]]></description>
      <pubDate>Thu, 04 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107128</guid>
    </item>
    <item>
      <title>THE ANALYSIS OF RIGHT, MULTI-GIRDER, SIMPLE-SPAN BRIDGE DECKS AS EQUIVALENT TORSIONALLY-WEAK GRID SYSTEMS</title>
      <link>https://trid.trb.org/View/102910</link>
      <description><![CDATA[THIS PAPER PRESENTS A LIMITED DISCUSSION ON THE MATRIX FORMULATION OF TORSIONALLY-WEAK RIGHT BRIDGE DECKS WHICH CONSIST OF LONGITUDINAL GIRDERS SUPPORTING A DECK SLAB, WITH OR WITHOUT DIAPHRAGMS. THE DECK SLAB IS DIVIDED INTO TEN PARTS, AND IS REPLACED BY EQUIVALENT DIAPHRAGMS. THE FLEXURAL STIFFNESS OF THE ACTUAL OR ADDITIONAL DIAPHRAGMS IS DISTRIBUTED EVENLY ALONG THE DECK WHEN INVESTIGATING ITS EFFECT ON THE MAGNITUDE OF THE LONGITUDINAL GIRDER MOMENTS. MATRICES ARE PRESENTED FOR 3, 4 AND 5-GIRDER BRIDGE DECKS, WITH UNIFORM SPACING AND CONSTANT MOMENT OF INERTIA OF THE LONGITUDINAL MEMBERS. MODIFICATIONS ARE MADE TO THE MATRICES TO ACCOMMODATE CHANGES IN THE GIRDER SPACING, THE MOMENT OF INERTIA OF THE GIRDERS AND THEIR RELATIVE MOMENTS OF INERTIA. DESIGN CHARTS CORRESPONDING TO SPECIFIC GIRDER SPANS AND CORRELATING THE MAXIMUM GIRDER MOMENTS DUE TO AN H20-S16 LINE LOAD HAVE BEEN PRODUCED FOR 5-GIRDER BRIDGE DECKS. THESE CHARTS ARE FOR A MINIMUM LANE WIDTH OF 11 FT. THE DESIGN CHARTS ALLOW THE DESIGNER TO INVESTIGATE THE EFFECTIVENESS OF DIAPHRAGMS IN REDUCING THE MAXIMUM LIVE LOAD MOMENTS OF THE LONGITUDINAL GIRDERS. THE OVERLOAD CAPACITY OF BRIDGE DECKS IS INCREASED BY THE INTRODUCTION OF DIAPHRAGMS. THE VALIDITY OF REPLACING THE DECK SLAB WITH EQUIVALENT DIAPHRAGMS IS DISCUSSED AND THE MOMENTS THUS OBTAINED ARE COMPARED WITH MAXIMUM GIRDER MOMENTS CALCULATED ACCORDING TO THE MODIFIED NEWMARK METHOD. GOOD AGREEMENT PREVAILS. THE CALCULATION OF TRANSVERSE MOMENTS IN BRIDGE DECKS AND THE ESTABLISHMENT OF MOMENTS ACTING ON DIAPHRAGMS ARE DISCUSSED. TRANSVERSE MOMENTS CALCULATED BY THE EQUIVALENT GRID SYSTEM ARE COMPARED TO THE 1961 AASHO CODE AND WERE FOUND TO AGREE FAVOURABLY. PROCEDURES TO BE EMPLOYED WHEN CALCULATING SHEAR FORCES ACTING ON GIRDERS AND THE TRANSVERSE MEDIUM ARE GIVEN. THE POSSIBILITY, WITH CERTAIN RESTRICTIONS, OF NEGLECTING THE FLEXURAL STIFFNESS OF THE CONCRETE SLAB, TRANSVERSE DIAPHRAGMS AND SLAB IS EVIDENCED. /CGRA/]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102910</guid>
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