Roy Belton: Design manual for roads and bridges - loads for highway bridges

DESIGN MANUAL FOR ROADS AND BRIDGES
THE HIGHWAYS AGENCY
SCOTTISH EXECUTIVE DEVELOPMENT
DEPARTMENT
THE NATIONAL ASSEMBLY FOR WALES
CYNULLIAD CENEDLAETHOL CYMRU
BD 37/01
THE DEPARTMENT FOR REGIONAL DEVELOPMENT
NORTHERN IRELAND
Loads for Highway Bridges
Summary: This Standard specifiesthe loadingto be used for the designof highway
bridges and associatedstructures through the attached revisionof Composite
Version of BS 5400: Part 2.This revisionto BS 5400: Part 2 also includes the
clausesthat relateto railway bridge live load.
0

Published with the permission of the Highways Agency on behalf of the Controller of
Her Majesty’s Stationery Office.
0 Crown Copyright 2001
All rights reserved.
Copyright in the typographical arrangement and design is vested in the Crown.
Applications for reproduction should be made in writing to the Copyright Unit,
Her Majesty’sStationery Office, St Clements House, 2-16 Colegate, Norwich
NR3 1BQ.
ISBN 0 I1 552354 5
Standing Order Service
Are you making full use of The Stationery Office’s Standing Order Service?
The Standing Order Service is a free monitoring of the publications of your choice
from over 4,000 classifications in 30 major subject areas. We send you your books as
they are published along with an invoice.
With a standing order for class 05.03.039 you can be supplied automatically with
future titles specific to Volume 1 or 05.03.052 for all Design Manual for Roads and
Bridges volumes as they are published.
The benefits to you are:
automatic supply of your choice of classification on publication
no need for time-consuming and costly research, telephone calls and scanning of
daily publication lists
saving on the need and costs of placing individual orders
We can supply a wide range of publications on standing order, from individual annual
publications to all publications on a selected subject. If you do not already use this
free service, or think you are not using it to its full capacity, why not contact us and
discuss your requirements?
You can contact us at:
TheStationeryOffice
StandingOrderDepartment
PO Box 29
DukeStreet
NorwichNR3 1GN
TelO870 600 5522;fa0870 600 5533
E-mail books.standing.orders@theso.co.uk
Stcrispins
We look forward to hearing from you.
0
Printedin the United Kingdom for The Stationeryoffice
TIOO5209 C15 08/01 9385 15480
I

VOLUME 1 HIGHWAY STRUCTURES:
APPROVAL PROCEDURES
AND GENERALDESIGN
e
SECTION3 GENERALDESIGN
PART14
BD 37/01
/
LOADSFORHIGHWAYBRIDGES
SUMMARY
This Standardspecifiesthe loadingto be used for the
design of highway bridges and associated structures
throughthe attachedrevisionof CompositeVersion of
BS 5400: Part 2. Thisrevision to BS 5400:Part 2 also
includesthe clausesthat relateto railway bridge live
load.
INSTRUCTIONS FOR USE
This is a revised documentto be incorporatedinto the
Manual.
1. RemoveBD 37/88,which is supersededby
BD 37/01 ahd archive as appropriate.
Insert BD 37/01into Volume 1,Section 3.2.
3. Archive this sheet as appropriate.
Note: A quarterlyindexwith a full set of Volume
Contents Pages is availableseparately from The
StationeryOffice Ltd.
August2001

I ...
1
' 0
c
DESIGN MANUAL'FOWROAD AND BRI
Volume 1 Highway Structures: Approval Procedures and General Design
Section 3 General Design
LOADS FOR HIGHWAY BRIDGES
BD 37/01
CORRECTION
Replace the existing pages A/43 - A/48 with the pages enclosed.
Highways Agency
February 2002
London: The Stationery Office

CORRECTIONS WITHIN DESIGN MANUAL FOR ROADS AND BRIDGES MAY 2002
OF CORRECTION - BD 12/01 VXme 2, Section 2, Part 6
DESIGN OF CORRUGATED STEEL BURIED STRUCTURES WITH SPANS GREATER THAN 0.9
METRES AND UP TO S O METRES
In November 2001, page 7/1 - 7/2, was issued incorrectly. (The page number was incorrect as it read
7/1 - 7/4.) Please amend this page by crossing out page number 7/4 and writing 7/2.
SUMMARY OF CORRECTION - BD 37/01 Volume 1,Section 3, Part 14
LOADS FOR HIGHWAYS BRIDGES
In August 2001, page A/46, was issued incorrectly. (Clause 5.4.2 paragraph 2, had a typing error in the
sentence.) Please remove this page and insert new one attached, dated May 2002.
SUMMARY OF CORRECTION - BD 86/01 Volume 3, Section4, Part 19
THE ASSESSMENT OF HIGHWAY BRIDGES AND STRUCTURES FOR THE EFFECTS OF
SPECIAL TYPES GENERAL ORDER (STGO) AND SPECIAL ORDER VEHICLES
~ In November 2001, pages B/I - B/4 inclusive and C/3 - C/12 inclusive, were issued incorrectly. (The images
were printed in black and white and incomplete, instead of colour). Subsequently replacement pages were
sent out dated January 2002.
The changes mainly affected the paper version of BD 86/01, but to be consistent we have reflected the
changes in the CD-Rom version to mirror the paper version. We must also add that the changes made to
BD 86/01 should have been issued as a correction and not an amendment.
SUMMARY OF CORRECTION - TA 85/01 Volume 6, Section I,Part 3
GUIDANCE ON MINOR IMPROVEMENTS TO EXISTING ROADS
In November 2001, pages 5/1 - 5/14 inclusive, Al/I - A1/2 and A1/9 - A1/10, were issued incorrectly. (The
images were printed in black and white, instead of colour). Subsequently replacement pages were sent out
dated January 2002.
The changes mainly affected the paper version of TA 85//01, but to be consistent we have reflected the
changes in the CD-Rom version to mirror the paper version. We must also add that the changes made to
TA 85/0I should have been issued as a correction and not an amendment.
Highways Agency
I May 2002
London: The Stationery Office

Published with the permission of the Highways Agency on behalf of the
Controller of Her Majesty’s Stationery Office.
aCrown Copyright 2002
All rights reserved.
Copyright in the typographical arrangement and design is vested in the Crown.
Applications for reproduction should be made in writing to the Copyright Unit,
Her Majesty’s Stationery Office, St Clements House, 2-16 Colegate, Norwich
NR3 IBQ.
lSBN 0 I I 552583 I
Standing Order Service
Are you making full use of The Stationery Office’s Standing Order Service?
The Standing Order Service is a free monitoring of the publications of your choice from over 4,000 classifications
in 30 major subject areas. We send you your books as they are published along with an invoice.
ith a standing order for class 05.03.039 you can be supplied automatically with future titles for Volume I , or
@5.03.033 for Volume 2, 05.03.041 for Volume 3, 05.03.044 for Volume 6 or 05.03.031 for all Manual of Contract
Documents for Highway Works as they are published.
The benefits to you are:
0
0
0
automatic supply of your choice of classification on publication
no need for time-consuming and costly research, telephone calls and scanning of daily publication lists
saving on the need and the costs of placing individual orders
We can supply a wide range of publications on standing order, from individual annual publications to all
publications on a selected subject. If you do not already use this free service, or think you are not using it to its
full capacity, why not contact us and discuss your requirements?
You can contact us at:
The Stationery Office
Standing Order Department
PO Box 29
@)t;;igm;
Norwich NR3 1GN
TelO870 600 5522; fa0870 600 5533
E-mail: books.standing.orders@theso.co.uk
We look forward to hearing from you.
Printedin the United Kingdom for The Stationery Office
9 ~ 0 6C I S os/m 938s 1 7 ~ 6

Design Manual for Roads and Bridges
Summary of Corrections for Voluines’2, I , 3 and 6
9
ISBN 0 I I 552583 I
7 8 0 1 1 5 5 2 5 8 3 4 t
For comprehensive desk top access to the
information contained within the Design
Manual for Roadsand Bridges, TheManual
of ContractDocumentsfor Highway Works
and the Trunk Road Maintenance Manual,
I,--~
0 >’ I
watch out for the:
Available quarterly on subscription the
Standards for Highway Works CD Rom offers
you the opportunity to access all Volumes at
your fingertips. Complete with user booklet,
this publication wil enable you to access the
information you need quickly.
I
Published by The Stationery Office and available from:
The Stationery Office
(mail, telephone, fax and e-mail orders only)
PO Box 29, Norwich NR3 IGN
Telephone orders/General enquiries 0870 600 5522
Fax orders 0870 600 5533
E-mailbook.orders@tso.co.uk
Textphone 0870 240 3701
You can now order online at www.tso.co.uk
The Stationery Office Bookshops
123 Kingsway, LondonWC2B 6PQ
020 7242 6393 Fax 020 7242 6394
68-69 Bull Street, Birmingham 84 6AD
0121 236 9696 Fax 0121 236 9699
9-2 I Princess Street, Manchester M60 8AS
0161 834 7201 Fax 0161 833 0634
I6Arthur Street, Belfast BTI 4GD
028 9023 8451 Fax 028 9023 5401
The Stationery Office Oriel Bookshop
18-19 High Street, Cardiff CFI 2BZ
029 2039 5548 Fax 029 2038 4347
71 Lothian Road, Edinburgh EH3 9AZ
0870 606 5566 Fax 0870 606 5588
The Stationery Office’s Accredited Agents
(seeYellow Pages)
ond through good booksellers
I
I
‘geb
www.ts0.co.u kwww.ts0.co.u k
ISBN 0-1 1-552583-1 I

Volume 1 Section 3
Part 14 BD 37/01 Registration of Amendments
0
0
Amend
No
Page No
REGISTRATION OF AMENDMENTS
Signature & Date of
incorporation of
amendments
Amend
No
Page No Signature& Date of
incorporation of
amendments
August 2001

Volume 1 Section3
Part 14 BD 37/01Registration of Amendments
REGISTRATION OF AMENDMENTS
Amend
No
Page No Signature & Date of
incorporation of
amendments
Amend
No
amendments
August2001

VOLUME 1 HIGHWAY STRUCTURES:
APPROVAL PROCEDURES
AND GENERALDESIGN
SECTION3 GENERALDESIGN
PART 14
BD 37/01
LOADS FOR HIGHWAY BRIDGES
0
Contents
Chapter
1. Introduction
2. Scope
3.
4. AdditionalRequirements
5. References
6. Enquiries
AppendixA
Use of the CompositeVersion of BS 5400:Part 2
CompositeVersion of BS 5400: Part2
I 0
August 2001

Volume 1 Section 3 Chapter 1
Part 14 BD 37/01 Introduction
1. INTRODUCTION
I
I 1.1 BSI committee CSB 5911 reviewed BS 5400:
Part 2: 1978(including BSI AmendmentNo 1(AMD
4209) dated 31 March 1983)and agreed a series of
major amendments including the revision of the HA
loading curve. It was agreed that as an interim measure,
pending a long term review of BS 5400 as a whole and
amendments to Part 2 would be issued by the
Department of Transport rather than by BSI. Because
of the largevolume of technical and editorial
amendments involvedit has also been decided that a full
compositeversion of BS 5400:Part 2 includingallthe
0 agreedrevision wouldbe produced, formingan
Appendix to the 1988version of this Standard.
I
bearing in mind the work on Eurocodes,the series of
I
1.2 Sincethe incorporationof the above
amendments,the new load code for wind (BS 6399:
Part 2) has been published in the United Kingdom and
furtheradvances have been made in wind engineering.
This has led to the need to amend the Appendix to this
Standard in respect of:
theUnited Kingdomwind map;
0
the effect of terrain roughness on the properties
of the wind;
0
the effect of fetch of particular terrains on the
propertiesof the wind;
0
the effects of topography on the propertiesof the
0 wind;
0
the treatment of pressure coefficients (drag and
lift); and
0
the treatment of relieving areas.
The following amendmentshave'been made to the
clauses on thermal actions:
* additionalprofiles for steel plate girders and
trusses;
0
clarificationof return periods for differential
temperatures; and
0
minor changes to effective bridge temperatures
for box girders.
Inaddition,the followingamendmentshave been made:
0
updatingcertain aspectsof highwaybridges:
- horizontaldynamicloadingdueto crowdson
footlcycletrack bidges;
- vehiclecollisionloadson supportand
superstructures; and
updating of certain aspects of railway bridge
loading related to:
- deflection limits;
- use of SW/Oloading;
- liveloaddistributionby sleepers;
- effects of bridges with 3 or 4tracks;
- reference to UIC documents;
- limitationsonapplicabilityofdynamicfactors
forRU loading;
- reference to aerodynamic effects from
passing trains; and
- reference to combined response of track and
structureto longitudinalloads.
1.3
agreed to the amendmentsdescribed in 1.2.
BSI committeeB525/10 has reviewed and

I August 2001
111

0
0
Volume 1 Section3 Chapter2
Part 14 BD 37/01 Scope
2. SCOPE
2.1
this standard BD 37/88.
This Standard supersedes the previous version of
2.2 This Standarddoesnot coverall the loading
requirements for the assessment of existinghighway
bridges and structures;additional requirementsare given
in BD 21 (DMRB 3.4).
August2001 211

Volume 1 Section3
Part 14 BD 37/01
Chapter3
Use of the ComDositeVersion of BS 5400: Part 2
0
3. USE OF THE COMPOSITE VERSION OF BS 5400:
PART 2
3.1
belongingto the OverseeingOrganisationshallbe as
specifiedin the full compositeversionof BS 5400:Part
2 in Appendix A to this Standard.
Loads for the design of all highway bridges
3.2
concrete box-type structures and for corrugated steel
buried structuresare given in BD 31(DMRB 2.2) and
BD 12 (DMRB 2.2), respectively.
Design loadingrequirementsforrigidburied
August 2001 311

Part 14 BD 37/01 Additional Requirements
~ Class of road carried
’ by structure
4. ADDITIONAL REQUIREMENTS
4.1
loading. In addition, a minimum of 30 units of type HB
loading shall be taken for all road bridges except for
accommodationbridges which shall be designed to HA
loading only. The actual number of units shall be
.relatedto the class of road as specified below:
All road bridges shallbe designed to carry HA
~~~~ ~~
Motorwaysand Trunk
Roads (or principal road
extensionsof trunk routes)
Principal roads
Other public roads
Number of units of
type HB loading
45
37.5
30
4.2 For highway bridges where the superstructure
carries more than seven traffic lanes (ie lanes marked
on the running surfaceand normally used by traffic),
applicationof type HA and type HB loading shall be
agreed with the Overseeing Organisation.
4.3 Where reference is made in the composite
version of BS 5400:Part 2 to the ‘appropriateauthority’,
this shallbe taken to be the Overseeing Organisation,
except where a reduced load factor is used for
superimposed dead load in accordance with 5.2.2.1 of
the document, it shallbe ensuredthat the nominal
superimposeddead load is not exceeded duringthe life
of the bridge and that a note to this effect is given in the
maintenance record for the structure.
0
4.4
which is not specificallydescribed in the composite
version of BS 5400: Part 2 or in this Standard,the
loading requirements must be agreed with the
Overseeing Organisationand treated as an aspect not
coveredby current standards.This will include
structures such as those carrying grass roads, access
ways etc which may have to carry specificloading such
as that due to emergency or maintenance vehicles.
Bridlewaysshallnormallybe designedto theloading
specified for footlcycle track bridges unless they have
to carry maintenance vehicles which impose a greater
loading,in which casethe loadingrequirementsmust be
Where a structureis designed for a purpose
0 agreed with the Overseeing Organisation.
4.5
composite version of BS 5400: Part 2) and temperature
effects (see 5.4 of the composite version of BS 5400:
Part 2) for foothycle track bridges, the return period
may be reduced from 120years to 50 years subject to
the agreement of the Overseeing Organisation.
In determiningthe wind load (see 5.3 of the
4.6 The collision loads to be adopted and the safety
fence provisions at bridge supports shall be agreed with
the OverseeingOrganisation.Generallythe headroom
clearanceand collision loads shallbe in accordancewith
TD 27 (DMRB 6.1) and BD 60 (DMRB 1.3)
respectively.
4.7 In additionto 5.7 of the compositeversion of
BS 5400:Part 2, the followingconditionsshallapply
when assessing structures for the effects of loading
causedby abnormalindivisibleloads(AIL);
1. Wheel and axle loads shall be taken as
nominalloads;
2. The longitudinalloadcausedbybrakingor
traction shall be taken as whichever of the
followingproduces the most severe effect;
(a)theHB tractionhraking forceapplied in
accordancewith the composite version;
(b)a braking force of 15%of the gross weight of
theAIL vehicletraindistributedproportionallyto
the load carriedby the individualbrakingaxles;
(c)a traction force of 10%of the gross weight of
theAIL vehicletraindistributedproportionallyto
the loadcamed by the individualdrivingaxles.
4.8
this Standard(includingthecompositeversionof
BS 5400: Part 2) shallbe agreed with the Overseeing
Organisation.
Departure from any of the requirements given in
August 2001 411

Part 14 BD 37/01 References
I l
5.1
preceding sectionsof this Standard.
The followingdocumentsare referred to in the
BS 5400: Steel,concreteand compositebridges:
Part 2: 1978:Specificationfor loads. Amendment
No 1,31March 1983.
BS 6399: Part 2: 1997:Code of practice for wind
loads.
BD 12(DMRB 2.2): Design of Corrugated Steel
buried structureswith spans not exceeding8m
includingcirculararches.
BD 21 (DMRB 3.4): The assessmentof highway
bridges and structures.
BD 31 (DMRB 2.2): Buried concretebox type
structures.
BD 60 (DMRB 1.3):Design of highway bridges
forvehiclecollisionloads.
TD 27 (DMRB 6.1) Cross-Sectionsand
Headrooms.
0
August 2001 511

Part 14 BD 37/01 Enquiries
0
6. ENQUIRIES
Chief HighwayEngineer
The National Assembly for Wales
CynulliadCenedlaetholCymru
CrownBuildings
Cathays Park
Cardiff CF10 3NQ
All technical enquiriesor commentson this Standardshouldbe sentin writing as appropriateto:
Chief HighwayEngineer
The Highways Agency
St ChristopherHouse
Southwark Street
London SE1 OTE
G CLARM2
ChiefHighwayEngineer
I'
Chief Road Engineer
ScottishExecutiveDevelopmentDepartment
Victoria Quay
Edinburgh
EH6 6QQ
J HOWISON
Chief Road Engineer
J R REES
ChiefHighwayEngineer
I
Director of Engineering
Department for RegionalDevelopment
Roads Service
Clarence Court
10-18 Adelaide Street
Belfast BT2 8GB
G W ALLISTER
DirectorofEngineering
0
August 2001 611 I

Volume 1 Section 3 Appendix A
Part 14 BD 37/01 Composite Version of BS 5400:Part 2
0
APPENDIX A: COMPOSITE VERSION OF BS 5400:
PART 2I
FOR THE SPECIFICATIONOF LOADS USED FOR THE DESIGN OF HIGHWAY BRIDGES AND
ASSOCIATED STRUCTURES.
0
0
0
August 2001 A/1

Volume 1 Section3Appendix A ,
Part 14 BD 37/01Composite Version of BS 5400: Part 2
0
BS 5400: Part 2: 1978
CONTENTS Page
Foreword 9
SPECIFICATION 10
1. SCOPE 10
1.1 DocumentscomprisingthisBritish Standard 10 ,
1.2
1.3 Wind and temperature
Loads and factors specifiedin this Part of BS 5400 10
10 0
2. REFERENCES 10
3. PRINCIPLES, DEFINITIONS AND SYMBOLS 10 I
3.1 Principles 10
3.2 Definitions 10
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3;2.7
3.2.8
3.2.9
3.2.10
Loads
Dead load
Superimposeddead load
Live loads
Adverse and relieving areas and effects
Total effects
Dispersal
Distribution
Highway carriagewayand lanes
Bridgecomponents
10
10
10
10
11 ,
11
11
11
14
l1 0
3.3 Symbols 14
4. LOADS: GENERAL 16 I
4.1 Loads and factors specified 16
4.1.1 Nominalloads
4.1.2 Design loads
4.1.3 Additional factory,
4.1.4 Fatigue loads
4.1.5 Deflection,drainageand camber
16
16
16
16
16
4.2 Loads to be considered 16
4.3 Classificationof loads 16
4.3.1 Permanent loads
4.3.2 Transientloads
16 016
August2001AI2

0
0
I
0
0
Volume 1 Section 3
Part 14 BD 37/01
AppendixA
CompositeVersion of BS 5400: Part 2
4.4 Combinationof loads
4.4.1 Combination1
4.4.2 Combination2
4.4.3 Combination3
4.4.4 Combination4
4.4.5 Combination5
4.5 Applicationof loads
4.5.1
4.5.2
4.5.3 Liveload
4.5.4 Wind onrelieving areas
Selection to cause most adverse effect
Removal of superimposeddead load
4.6 Overturning
4.6.1 Restoringmoment
4.6.2 ' Removal of loads
Foundationpressures, slidingon foundations,loadsonpiles,etc4.7
4.7.1 Design loads to be considered with BS 8004
5. LOADS APPLICABLE TO ALL BRIDGES
5.1
5.2
5.3
5.4
Dead load
5.1.1 Nominaldead load
5.1.2 Designload
Superimposeddead load
5.2.1 Nominal superimposeddead load
5.2.2 Design load
Wind loads
5.3.1
5.3.2
5.3.3
5.3.4
5.3.5
5.3.6
5.3.7
5.3.8
5.3.9
General
Wind gust speed
Nominal transverse wind load
Nomind'longitudindwind load
Nominalverticalwind load
Load combination
Design loads
Overturning effects
Aerodynamic effects
Temperature
5.4.1 General
5.4.2
5.4.3
Minimum and maximum shade air temperatures
Minimum and maximum effectivebridge temperatures
Page
16
16
17
17
17
20
20
20
20
20
20
20
20
20
20
20
21
21
21
21
21
21
22
22
22
22
31
38
42
43
43
43
46
46
46
46
47
August 2001 a13

Volume 1 Section3
Part 14 BD 37/01
Appendix A
Composite Version of BS 5400: Part 2
a
Page
5.5
5.6
5.7
5.8
5.9
5.4.4
5.4.5 Temperature difference
5.4.6 Coefficientof thermal expansion
5.4.7 Nominalvalues
5.4.8 Designvalues
Effects of shrinkage and creep, residual stresses, etc
Differentialsettlement
5.6.1 Assessment of differential settlement
5.6.2 Load factors
5.6.3 Designload
Exceptionalloads
5.7.1 Snowload
5.7.2 Designloads
Earth pressure on retaining structures
5.8.1 Fillingmaterial
5.8.2 Live load surcharge
Erectionloads
5.9.1 Temporaryloads
5.9.2 Permanent loads
5.9.3
5.9.4 Wind and temperature effects
5.9.5 Snow and ice loads
Range of effective bridge temperature
Disposition of permanentandtemporaryloads
6. HIGHWAY BRIDGE LIVE LOADS
6.1 General
6.1.1 Loads to be considered
6.1.2
6.1.3 Distributionanalysisof structure
Notional lanes,hard shoulders,etc
6.2 TypeHA loading
6.2.1
6.2.2
6.2.3 Distribution
6.2.4 Dispersal
6.2.5
6.2.6 Dispersal
6.2.7 DesignHA loading
Nominaluniformlydistributedload(UDL)
Nominal knife edgeload (KEL)
Singlenominal wheel load alternativeto UDL and KEL
50
.50
50
51
51
52
52
52
52
52
52 053
53
53
53
53
54
54
54
54
54
54
55
55 0
55
55
55
55
55
56
56
56
59
59
59

Volume 1 Section 3
Part 14 BD 37/01
Appendix A
ComDositeVersion of BS 5400: Part 2
6.3
6.4
6.5
6.6
6.7
6.8
6.9
TypeHB loading
6.3.1 NominalHB loading
6.3.2 Contact area
6.3.3 Dispersal
6.3.4 DesignHB loading
Application of types HA and HB loading
6.4.1 TypeHA loading
6.4.2
6.4.3
Types HA and HB loadingcombined
Highway loading on transverse cantilever slabs, slabs supportedon all four
sides, slabs spanning transversely and central reserves
Standard footway and cycle track loading
6.5.1 Nominalpedestrianliveload
6.5.2 Liveloadcombination
6.5.3 Design load
Accidentalwheel loading
6.6.1 Nominal accidentalwheel loading
6.6.2 Contact area
6.6.3 Dispersal
6.6.4 Liveloadcombination
6.6.5 Design load
Loads due to vehicle collision with parapets
6.7.1
6.7.2
Loads due to vehicle collision with parapets for determining local effects
Loads due to vehicle collisionwith high levelof containmentparapets for
determiningglobaleffects
Vehiclecollision loads onhighwaybridge supportsand superstructures
6.8.1 Nominal loadson supports
6.8.2 Nominal load on superstructures
6.8.3
6.8.4 Loadcombination
6.8.5 Design load
6.8.6
Associatednominal primary liveload
Bridges crossing railway track, canals or navigable water
Centrifugalloads
6.9.1 Nominalcentrifugalload
6.9.2
6.9.3 Loadcombination
6.9.4 Design load
Associatednominalprimary live load
Page
59
59
59
59
60
60
60
62
63
63
65
66
66
6 6 ,
66
66
66
66
66
67
67
68
69
69
70
70
70
70
70
70
70
70
70
70
August 2001 A/5

Appendix A
Volume 1 Section3
Part 14 BD 37/01 I
0
7.
8.
6.10
6.11
6.12
6.13
Longitudinalload
6.10.1
6.10.2
6.10.3
6.10.4 Load combination
6.10.5 Designload
Accidentalloaddueto skidding
6.11.1 Nominal load
6.11.2
6.11.3 Load combination
6.11.4 Design load
Loading forfatigueinvestigations
Dynamic loadingonhighwaybridges
Nominal load for type HA
Nominal load fortype HB
Associatednominalprimary live load
Associated nominal primary live load
FOOTKYCLE TRACK BRIDGE LIVE LOADS
7.1 Standard footkycle track bridge loading
7.1.1 Nominalpedestrianlive load
7.1.2
7.1.3 Designload
Vehicle collision loads on foot/cycletrack bridge supports and superstructures
Effects due to horizontal loadingon pedestrianparapets
7.2
7.3 Vibrationserviceability
RAILWAY BRIDGE LIVE LOAD
8.1 General
8.2 Nominal loads
8.2.1 Loadmodels
8.2.2 TypeRL loading
8.2.3 Dynamic effects
8.2.4 Dispersal of concentrated loads
8.2.5
8.2.6 Application of standardloadings
8.2.7 Lurching
8.2.8 Nosing
8.2.9 Centrifugalload
8.2.10 Longitudinalloads
8.2.11
Deck plates and similar local elements
Aerodynamic effects Erom passing trains
8.3 Loadcombinations
8.4 Design loads
Page
71
71
71
71
71
71
71
71
71
71
71
71
71
72
72
72
72
72
72
72
73
7373 0
73
74
74
75
76
76
4 76
77
77
77
78
78
79
0
~~
August2006AJ6

Volume 1 Section3
Part 14 BD 37/01
Appendix A
8.5 Derailment loads
8.5.1
8.5.2
Design load for RU loading
Design load forRL loading
8.6
8.7 Loadingfor fatigueinvestigations
8.8 DeflectionRequirements
Collision load on supportsof bridges overrailways
8.9
APPENDICES
Footway and cycle track loading on railway bridges
B.l
B.2
B.3
B.4
C
D
D.1
D.2
D.3
E
E.1
E.2
F
F.1
F.2
E3
0 EF.6
Basis of HA and HB highway loading
Vibration servicabilityrequirements for foot and cycletrack bridges
General
Simplifiedmethod forderivingmaximum verticalacceleration
General method forderivingmaximum verticalacceleration
Damage from forced vibration
Temperature differences T for various surfacing depths
Derivation of RU and RL railway loadings
RU loading
RLLoading
Use of tables 25 to 28 when designing for RU loading
Probability Factor Spand Seasonal Factor Ss
Probability Factor Sp
Seasonal Factor Ss
Topography Factor S,,’
General
TopographySignificance
Altitude
Gust Speeds
Hourly Mean Speeds
Topography Features
TABLES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
i::15.
Loads to be take in each combination with appropriate’ya
Values to direction factor S,
Values of terrain and bridge factor S,,” hourly speed factor Se’ and fetch correction factor K,
Gust speed reduction factor,T for bridges in towns
Hourly mean reduction factor %c for bridges in towns
Drag coefficient C, for a single truss
Shieldingfactorq
Drag coefficient C, for parapets and safety fences
Drag coefficient C, for piers
Minimum effective bridge temperature
Maximum effective bridge temperature
Adjustment to effective bridge temperature for deck surfacing
TypeHAuniformlydistributedload
HA lane factors
Collision loads on supportsofbridges over highways
Page
79
79
79
80
80
80
80
81
82
82
82
84
84
86
89
89
93
94
97
97
97
99
99
99
99
99
99
99
18
25
28
29
29
37
37
39
40
48
48
50
56
61
69
August2001 N 7

Appendix A
Volume 1 Section 3
Part 14 BD 37/01
0
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
Dynamic factor for type RU loading
DimensionL used in calculatingthe dynamic factorforRU loading
Nominallongitudinalloads
ConfigurationfactorC
ConfigurationfactorK
Logarithmic decrementof decayof vibration
Values of T for groups 1and 2
Values of T for group 3
Values of T for group 4
Equivalentuniformlydistributedloadsforbendingmoments for simplysupportedbeams
(staticloading)underRU loading
End shearforces for simply supportedbeams (staticloading)under RU loading
Equivalentuniformlydistributedioadsforbendingmoments forsimplysupportedbeams,
includingdynamiceffects,underRU loading
End shearforces for simply supportedbeams, includingdynamiceffects,under RU loading.
Values of seasonal factor Ss
Values of Leand S,
FIGURES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
Highway carriageway and traffic lanes
Basic wind speed V, in m / s
Definitionof significanttopography
Typical superstructuresto which figure 5 applies,those that require wind tunnel tests and
depth d to be used for deriving A, and C,
Drag coefficientC, for superstructureswith solid elevation
Lift coefficientC,
Isothermsof minimum shade air temperature (in "C)
Isothermsof maximum shadeair temperature (in "C)
Temperaturedifference for different types of construction
Loading curve for HA UDL
Baselengthsforhighlycusped influencelines
Dimensions ofHB vehicle
TypeHA andHBhighway loadingin combination
Accidentalwheel loading
TypeRU loadingand Type SW/Oloading
TypeRL loading
Dynamic response factor y~
Wagons and locomotivescoveredby RU loading
Works trains vehicles covered by RL loading
Passenger vehicles covered by RL, loading
Shearforce determination
Defmitionoftopographicdimensions
Topgraphiclocation factorsforhills andridges
Topographiclocation factors for cliffs and escarpments
(
Page
74
75
78
83
83
84
86
86
87
95
95
96
9698 0
101
12
24
27
35
36
42
44
45
49
57
58
:.66
73
74
85
90
91
92
94
101
102
104
August2001AI8 I

Volume 1 Section 3
Part 14 BD 37/01
Appendix A
FOREWO
BS 5400 is a document combining codes of practice to cover the design and construction of steel, concrete and
composite bridges and specifications for loads, materials and workmanship. It comprises the following Parts:
Part 1
Part 2
Part 3
Part 4
Part 5
Part 6
Part 7
Part 8
Part 9
Part10
General statement
Specificationof loads
Code of practice for design of steel bridges
Code of practice for design of concrete bridges
Code of practice for design of composite bridges
Specification for materials and workmanship, steel
Specification for materials and workmanship, concrete, reinforcement and prestressing tendons
Recommendations for materials and workmanship, concrete, reinforcement and prestresshg
tendons
Bridge bearings
Section 9.1 Code of practice for design of bridge bearings
Section 9.2 Specification for materials, manufacture and installation of bridge bearings
Code of practice for fatigue
, A/9I August20QP

Appendix A
Volume 1 Section3
Part 14 IBD 37/01
British Standard
STEEL, CONCRETE AND COMPOSITE IBmGES
Part 2. Specification for loads
1. SCOPE
1.1
conjunction with the otherParts of BS 5400 which deal with the design,materials and workmanshipof steel,
concreteand composite bridges.
Documents comprising this British Standard. This specification for loads should be read in
1.2
loads and their application,together with the partial factors,yfL,to be used in derivingdesign loads. The
loads and load combinations specifiedarehighway,railway and footkycle track bridges in theUnited
Kingdom. Where different loadingregulationsapply,modificationsmay be necessary.
1.3
United Kingdom and Eire. If the requirements of this Part of BS 5400 are applied outsidethis area,relevant
local data shouldbe adopted.
Loads and factors specified in this Part of BS 5400. This Part of BS 5400 specifiesnominal
Wind and temperature. Wind and temperatureeffects relate to conditions prevailing in the 0
2. REFERENCES
The titles of the standardspublications referred to in this Part of BS 5400 are listed at the end of this document (see
page 97).
3. PRIUYCIPLES, DEFHNPTPONS AND SYMBOLS
3.1
factors, etc.
Principles. *Part 1of this standard setsout the principles relating to loads, limit states, load
3.2 Definitions. For the purposes of this Part of BS 5400 the followingdefinitionsapply.
3.2.1
caused by restraint of movement due to changes in temperature.
Loads. External forces applied to the structureand imposed deformations such as those
3.2.1.1 Load effects. The stress resultants in the structure arising from its response to ..
loads (as defined in 3.2.1).
3.2.2
elements, but excluding superimposedmaterials suchas road surfacing,rail track ballast, parapets,
main,ducts,miscellaneousfurniture,etc.
Dead load. The weight of the materials and parts of the structurethat are structural
3.2.3
that are not strutural elements.
Superimposeddead load. The weight of all materials forming loads on the structure
3.2.4 Live loads. Loads due to vehicle or pedestrian traffic.
3.2.4.1
to the mass of traffic.
Primary live loads. Vertical live loads, considered as static loads, due directly
3.2.4.2
vehicletrafficeglurching,nosing,centrifugal,longitudinal,skiddingandcollision
loads.
Secondary live loads. Live loads due to changes in speed or direction of the
0*Attentionis drawn to the differencein principle of this British Standardfromits predecessor,
BS 153.
AI10 August2001

Volume 1 Section 3
Part 14 BD 37/01
Appendix A
3.2.5
an influenceline consistingofbothpositiveandnegativeparts, intheconsiderationof loading
effects which are positive, the positive areas of the influence line are referred to as adverse areas
and their effects as adverse effects and the negative areas of the influence line are referred to as
relieving areas and their effectsas relieving effects. Conversely,in the considerationof loading
effects which are negative, the negative areas of the influence line are referred to as adverse areas
and their effects as adverse effects and the positive areas of the influences line are referred to as
relieving areas and their effects as relieving effects.
Adverse and relieving areas and effects. Where an element or structure has
3.2.6 Total effects. The algebraic sum of the adverse and relieving effects.
3.2.7 Dispersal. The spread of load through surfacing, fill, etc.
3.2.8
not directlyloaded as a consequenceof the stiffness of intervening connectingmembers, as eg
diaphragms between beams, or the effects of distribution of a wheel load across the width of a plate
or slab.
Distribution. The sharing of load between directly loaded members and other members
3.2.9
carriageway and traffic lanes).
Highway carriageway and lanes (figure 1 gives a diagrammaticdescription of the
3.2.9.1
surfacewhich includesall traffic lanes, hard shoulders,hard stripsand marker strips. The
carriageway width is the width between raised kerbs. In the absence of raised kerbs it is
the width between safety fences, less the amount of set-back required for these fences,
being not less than 0.6m or more than 1.Om from the traffic face of each fence. The
carriageway width shallbe measured in a direction at right anglesto the line of the raised
kerbs, lane marks or edge marking.
NOTE: For ease of use, the definition of "carriageway"given in this Standarddiffers
from that given in BS 6100: Part 2.
3.2.9.2
and are normally used by traffic.
3.2.9.3
purposes of applyingthe specifiedlive loads. Thenotional lanewidth shallbe measured in
a direction at right anglesto the line of the raised kerbs, lane markers or edge marking.
Carriageway. For the purposes of this Standard,that part of the running
Traffic lanes. The lanes that are marked on the running surface of the bridge
Notional lanes. The notional parts of the carriageway used solely for the
3.2.9.3.1 Carriagewaywidths of 5.00m or more. Notional lanes shall be taken to be
not less than 2.50m wide. Where the number of notional lanes exceeds two, their
individualwidths shouldbe not more than 3.65m. Thecarriagewayshallbe dividedinto
an integral number of notional laneshave equalwidths as follows:
Carriagewaywidth m Number of notional lanes
5.00up to andincluding7.50
above7.50 up to and including 10.95
above 10.95up to and including 14.60
above 14.60up to and including 18.25
above 18.25up to and including21.90
August 2Q01 AI11,

Appendix A
Composite Version of BS 5400:'Part 2
Volume 1 Section3
Part 14 BD 37/01
Figure1. Highwaycarriagewayandtrafficlanes
0

Volume 1 Section 3
Part 14 IBD 37/01
Appendix A
I
*Wherethe carriagewaycarriesunidirectionaltraffic only,this lanebecomes the outsidetraffic lane
NOTE 1. The samedefinitionsof inside,middle and outsidehave been used €ornotionallanes.
NOTE 2. Wherea safetyfencereplaces a raised kerb the limitsof the footwayor verge and the hard
strip shallbe as shownin figure l(a).
Figure 1. (continued)
August2001 AA3

Appendix A
Volume 1 Section3
Part 14 BD 37/01
03.2.9.3.2
to have one notional lane with a width of 2.50m. The loading on the remainderof the
carriagewaywidth shouldbe as specified in 6.4.1.1.
3.2.9.3.3 Dual carriageway structures. Where dual carriageways are carried on.
one superstructure,the number of notional lanes on the bridge shallbe taken as the sum of
the number of notional lanes in each of the single carriagewaysas specified in 3.2.9.3.1.
Carriageway-widthsof less than 5.00m. The carriageway shall be taken
3.2.10 Bridge components
3.2.10.1
by the piers and abutments.
3.2.10.2
abutments that support the superstructure.
3.2.10.3
transmitting load to, the ground.
Superstructure. In a bridge, that part of the structurewhich is supported
Substructure. In a bridge, the wing walls and the piers, towers and
Foundation. That part of the substructure in direct contact with, and
3.3 Symbols. The following symbolsare used in this Partof BS 5400.
fo
F
Ho
I
j
k
K
KF
1
1,
L
maximum verticalacceleration
solidarea innormal projectedelevation
see 5.3.4.6
area in plan used to derivevertical wind load
widthused in derivingwind load
notional lanewidth
spacingof plate girdersused in derivingdrag factor
configurationfactor
drag coefficient
lift coefficient
depthused in derivingwind load
depth of deck
depth of deckplus solidparapet
depth of deckplus live load
depthof liveload
modulusofelasticity
a factorused in derivingcentrifugal load on railwaytracks
fundamentalnatural fiequencyofvibration
pulsatingpoint load
centrifugalload
depth (see figure 9)
height ofbridge abovelocalgroundlevel
roof top levelaboveground level
second moment of area
maximum valueofordinateof influenceline
a constantused to dervieprimary live load on footlcycletrack bridges
configurationfactor
fetch correction factor
main span
length of the outer span of a three-span superstructure
loadedlength
actuallengthof downwindslope
actuallengthofupwind slope
effectivebase length of influenceline (see figure 11)
effective lengthofupwind slope
AI14 August2001

Volume 1 Section 3
Part 14 BD 37/01
AppendixA
weight per unit length (see B.2.3)
number of lanes
number of axles (see Appendix D)
number of beams or box girders
equivalentuniformlydistributedload
nominallongitudinalwind load
nominaltransversewind load
nominalverticalwind load
dynamic pressure head
radius of curvature
topographiclocationfactor
funnellingfactor
altitudefactor
bridge and terrain factor
hourly speed factor
directionfactor
gust factor
topographyfactor
probability factor
seasonal factor
thickness of pier
time in seconds (See B.3)
temperature differential (see figure 9 and appendix C)
hourly mean reduction factor for towns
gust reduction factor for towns
area under influenceline
speed of highway or rail traffic
basic hourly mean wind speed
maximumwind gust speed
hourly mean wind speed for relieving areas
sitehourly mean wind speed
load per metre of lane
horizontal distance of site from the crest
staticdeflection
effective height of topographic feature
lane factors (see 6.4.1.1)
frst lane factor
second lane factor
third lane factor
fourth and subsequent lane factor
see Part 1 of this standard
see 4.1.3 and Part 1 of this standard
partial load factor (y, x y,)
logarithmicdecrementof decayof vibration
altitudeabove mean sea level
base of topography
shieldingfactor
angle of wind (see 5.3.5)
dynamic response factor (see B.2.6)
average slope of ground (see Fig 3)
downwindslope
upwind slope
wind direction (see 5.3.2.2.4)
August 2001 AJ15

I Appendix A
Volume 1 Section3
Part 14 BD 37/01
0
4.
,
LOADS: GENERAL
4.1 Loads and factors specified
4.1.1 Nominal loads. Where adequate statistical distributionare available, nominal loads are
those appropriate to a return period of 120years. In the absence of such statistical data,nominal
load values that are considered to approximateto a 120-yearreturn period are given.
4.1.2 Designloads. Nominal loads shouldbe multipliedby the approporiatevalue of yato
derivethe design load to be used in the calculation of moments, shears, total loads and other effects
for each of the limit states under consideration. Values of y, are given in each relevant clause
and also in table 1.
4.1.3
are also to be multiplied by y, to obtain the design load effects. Values of y, are given in Parts 3,
4and 5 of this standard.
4.1.4
with the appropriate value of y,, are given in Part 10of this standard.
4.1.5
camber and drainage characteristics of the structure are given in Parts 3,4and 5 of this standard.
Additional factoryn. Moments, shears, total loads and other effects of the design loads
Fatigue loads. Fatigue loads to be considered for highway and railway bridges, together 0
Deflection, drainageand camber. The requirements for calculating the deflection,
4.2
the specifiedvalues ya, are set out in the appropriateclauses and summarisedin table 1.
4.3
transient.
Loads to be considered. The loads to be considered in different load combinations, together with
Classificationof loads. The loads applied to a structure are regarded as either permanent or
4.3.1
loads and loads due to filling material shall be regarded as permanent loads.
Permanent loads. For the purposes of this standard, dead loads, superimposed dead
4.3,l.1 Loading effectsnot due to external action. Loads deriving from the nature
of the structural material, its manufacture or the circumstances of its fabrication are dealt
with in the appropriate Parts of this standard. Where they occur they shall be regarded as
permanent loads.
4.3.1.2
as a permanent load where there is reason to believe that this will take place, and no
special provision has been made to remedy the effect.
Settlement. The effect differential settlement of supports shall be regarded
4.3.2
shall be considered transient.
'h-ansientloads. For the purposes of this standard all loads other than permanent ones
The maximum effects of certaintransient loads do not coexist with the maximum effects of certain
others. The reduced effects that can coexist are specified in the relevant clauses.
4.4
values of y, for each load for each combination in which it is considered are given in the relevant clauses
and also summarisedin table 1.
Combinationsof loads. Three principal and two secondary combinations of loads are specified;
4.4.1
the permanent loads, together with the appropriateprimary live loads, and, for railway bridges, the
permanent loads, together with the appropriateprimary and secondarylive loads.
Combination1. For highway and foothycle track bridges, the loads to be considered are
0
AI16 august2001

Volume 1 Section3
Part 14 BD 37/01
Appendix A
0
4.4.2
1,togetherwith those due to wind and, where erection is being considered,temporary erection
loads.
Combination 2. For all bridges, the loadsto be considered arethe loads in combination
4.4.3
1, together with those arising from restraint due to the effectsof temperature range and difference,
and, where erectionis being considered,temporary erection loads.
Combination3. For all bridges, the loads to be considered arethe loads in combination
4.4.4 Combination4. Combination4 does not apply to railway bridges except for vehicle
collisionloadingon bridge supports. For highwaybridges,the loadsto be consideredarethe
permanent loads and the secondarylive loads,together with the appropriateprimary live loads
associated with them. Secondary live loads shall be considered separatelyand are not required to
be combined. Each shallbe taken with its appropriateassociatedprimary live load.
For foot/cycletrack bridges, the only secondarylive loadsto be consideredarethe vehicle collision loads on bridge
supports and superstructures (see 7.2).
August 2001

Appendix A
ComDosite Version of BS 5400: Part 2
Clause Load Limit
number state
Volume 1 Section3
Part 14 BD 37/01
7, to be considered in combination
1 1 2 3 4 5
5.1 Dead: steel
concrete
5.2
uLsSLS I ;:::I ;:::
Superimposed dead: deck surfacing
other loads
1.05
1.oo
5.3
1.15
1.oo
Wind: during erection ULS 1.10
SLS 1.oo
with dead plus superimposed dead load only, and ULS 1.40
for members urimarilv resisting wind loads SLS 1.oo
1175
1.20
with dead plus superimposeddead plus other
appropriate combination 2 loads
relieving effect of wind
1.20
1.oo
ULS 1.10
SLS 1.oo
ULS 1.oo
SLS 1.oo
1.os
1.oo
frictional bearing restraint
effect of temperature difference
1.15
1.oo
ULS 1.30
SIS 1.oo
ULS 1.oo
SLS 0.80
1.75
1.20
5.6
1.20
1.oo
Differential settlement ULS 1.20 1.20 1.20 1.20 1.20
SLS 1.00 1.00 1.00 1.00 1.oo
1.os
1.oo
6.3
6.5
6.6
1.15
1.oo
HA with HI3 or HB alone ULS 1.30 1.10 1.10 3
SLS 1.10 1.00 1.oo
footway and cycle track ULS 1.50 1.25 1.25
loading SLS 1.00 1.00 1.oo
accidental wheel loading** ULS 1.50
SLS 1.20
1.75
1.20
1.20
1.oo
5. I .2.2 &
5.2.2.2
Reduced load factor for dead and superimposeddead load
where this has a more severe total effect I ULS I 1.00 1 1.00 I 1.00 I 1.00 I 1.00
I::l I kl I5.4 I Temperature: restraint to movement, except frictional
*ya shall be increased to at least 1.10 and 1.20 for steel and concrete respectively to compensate for inaccuracies
when dead loads are not accurately assessed.
+y, may be reduced to 1.2and 1.Ofor the ULS and SLS respectively subject to approval of the appropriate
authority (see 5.2.2.1).
**Accidentalwheel loading shallnot be consideredas actingwith any otherprimary liveloads.
N18 A M ~ M S ~2001

,
I Volume 1 Section3 Appendix A
I Part 14 BD 37/01 Composite Version of BS ~ i i :Part 2
Table 1 (continued)
lause
lumber
Load Limit y,to be considered in combination
state -
1 32
Loads due to vehicle
collision with parapets
& associated pimary
live load:
Local parapet load
low & normal containment ULS
SLS
ULS
SLS B
-.E -
ULS 3
SLS b
- 3-
9
1.50
I .20
1.40
1.15
high containment
associated primary live load:
low, normal & high containment
+parapet load
ve s t r u c w
bridge superstructures and non-
elastomeric bearings
bridge substructuresand wing
& retaining walls
bridge superstructures & non-
bridge substructuresand wing
& retaining walls
associated primary live load:
Massive 1;-
bridge superstructures, non-
elastomeric bearings, bridge
substructures & wing &
retaining walls
Effects on all elements
excepting elastomeric
bearings
Effects on elastomeric
bearings
ULS 3c
1.25
1.oo
1.oo
1.40
1.40
I .oo
ULS 2
‘Z
ULS 8
SLS 5
E
b
ULS 9
s
SLS
3
ULS ge,
W
x
e,
9
-
$-
ULS E.8 Vehicle collision
loads on bridge
supports and
superstructures:
fSLS s
2
3-
Centrihgal load & associated primary live load ULS 2.9
.I0 Longitudinal load: HA & associated primary live
load
HB associated primary live load
~
Accidental skidding load and associated primary live load
bridges: parapet load
vehicle collision loads on
supports and superstructures***
. I 1 1.25
1.oo
1.25
1.oo
1.25
I .oo
I .ULS
Railway bridges: type RU and U, and SW/O primary
and secondary live loading
ULS 1.40
SLS 1.10
1.20
1.oo
1.20
1.oo
***Thisis the only secondary live load to be considered for footlcycletrack bridges.
NOTE. For loads arising from creep and shrinkage, or from welding and lack of fit, see Parts 3,4 and 5 of this
standard,as appropriate.
august2001 AI19

Appendix A Volume 1 Section3
Part 14 BD 37/01Composite Version of BS 5400: Part 2 -
4.4.5
together with the loads due to friction at bearings*
Applicationof loads. Each element and structure shall be examined under the effects of loads that
Combination5. For all bridges, the loads to be considered are the permanent loads,
4.5
can coexist in each combination.
4.5.1
such a way that the most adverse total effect is caused in the element or structureunder
consideration.
Selection to cause most adverse effect+.Design loads shall be selected and applied in
4.5.2
that the removal of superimposeddead load from part of the structuremay diminish its relieving
effect. In so doing the adverse effect of live load on the elements of the structurebeing examined
may be modified to the extentthat the removal of the superimposeddead loadjustifies this.
Removalof superimposed dead load. Consideration shallbe given to the possibility
4.5.3 Live load. Live load shallnot be considered to act on relieving areas except in the case
0
of wind on live load when the presence of light traffic is necessary to generate the wind load (see
5.3A).
4.5.4
modified in accordancewith 5.3.2.2and 5.3.2.4.
Wind on relievingareas. Design loads due to wind on relieving areas shall be
4.6
considered for the ultimate limit state.
Overturning. The stabilityof the superstructureand its parts against overturning shallbe
4.6.1
shall be greater than the greatest overturningmoment due to the design loads (ieyL for the
ultimatelimit statex the effectsof the nominal loads).
Restoring moment. The least restoring moment due to the unfactored nominal loads
4.6.2
of superimposeddead load shall alsobe taken intoaccountin consideringoverturning.
Removal of loads. The requirements specified in 4.5.2 relating to the possibe removal
4.7
foundations,the dead load (see 5.1) the superimposeddead load (see 5.2) and loadsdue to filling material
(see 5.8.1) shallbe regarded as permanent loads and all live loads, temperature effects and wind loads shall
be regarded as transient loads, except in certain circumstancessuch as a main line railway bridge outsidea
busy terminal where it may be necessary to assess a proportion of live load as being permanent.
Foundation pressures, sliding on foundations, loads on piles, etc. In the design of
0
The designof foundationsincludingconsiderationof overturningshallbe based ontheprinciples set out in
BS 8004using load combinationsas given in thisPart.
4.7.1 Design loads to be consideredwith BS 8004. BS 8004 has not been drafted on the
basisof limit statedesign;it will thereforebe appropriateto adoptthenominal loadsspecified in all
relevant clauses of this standard as design loads (takingyL= 1.O and yB= 1.O) for the purpose of
foundationdesign in accordancewith BS 8004.
*Wherea member is required to resist the loads due to temperaturerestraint within the structureand to
frictional restraint of temperature-inducedmovement at bearings, the sum of these effects shallbe
considered. An exampleis the abutment anchorage of a continuous structure where temperature movement
is accommodatedby flexureof piers in some spans and by rollerbearings in others.
l
+It is expectedthat experience in the use of this standardwill enableusers to identify those load cases and
combinations(as in the case of BS 153)which governdesignprovisions, and it is onlythose load cases and
combinations which need to be established for use in practice.
0

Volume 1 Section 3
Part 14 BD 37/01
Appendix A
5. LOADS APPLICABLE TO ALL BRIDGES
5.1 Dead load
5.1.1
of the materials given in BS 648. The nominal dead load initiallyassumed shallbe accurately
checked with the actual weights to be used in construction and, where necessary, adjustments shall
be made to reconcile any discrepancies.
Nominal dead load. Initial values for nominal dead load may be based on the densities
5.1.2
whether these parts have an adverse or relieving effect, shall be taken for all five load combinations
as follows:
Design load. The factor, yato be applied to all parts of the dead load, irrespective of
For theultimate
limit state limit state
For the serviceability
Steel 1.05
Concrete 1.15
1.o
1.o
except as specified in 5.1.2.1 and 5.1.2.2.
These values for y, assume that the nominal dead load has been accurately assessed, that the
weld metal and bolts, etc, in steelwork and the reinforcement, etc, in concrete have been properly
quantified and taken into acount and that the densities and materials have been confirmed.
5.1.2.1
assessment of nominal dead load forpreliminary design or for other purposes should be
accompanied by an appropriate and adequate increment in the value of ya.Values of 1.1
for steel and 1.2for concrete for the ultimate limit state will usually suffice to allow for the
minor approximationsnormally made. It is not possible to specifythe allowancesrequired
to be set against various assumptionsand approximations,and it is the responsibility of the
engineer to ensure that the absolute values specified in 5.1.2 are met in the completed
structure.
Approximations in assessment of load. Any deviation from accurate
5.1.2.2 Alternative load factor. Where the structure or element under consideration is
such that the application of y, as specfied in 5.1.2 for the ultimate limit state causes a
less severe total effect (see 3.2.6) than would be the case if y,, applied to all parts of the
dead load, had been taken as 1.O, values of 1.O shall be adopted. However, the ya
factors to be applied when considering overturning shall be in accordance with 4.6.
5.2 Superimposed dead load
5.2.1 Nominal superimposeddead load. Initial values for nominal superimposed dead load
may be based on the densities of the materials given in BS 648. The nominal superimposeddead
load initially assumed shall in all cases be accurately checked with the actual weights to be used in
construction and, where necessary, adjustments shall be made to reconcile any discrepancies.
Where the superimposed dead load comprisesfilling,eg on spandrelfilled arches, consideration shall
be given to the fill becoming saturated.
august2001

Appendix A
ComDosite Version of IBS 5400: Part 2
Volume 1 Section3
Part 14 BD 37/01
5.3
5.2.2
irrespective of whether these parts have an adverse or relieving effect, shall be taken for all five
loadcombinationsasfollows:
Design load. The factor ya, to be applied to all parts of the superimposeddead load,
For theultimate
limitstate limitstate
Forthe serviceability
deck surfacing 1.75
other loads 1.20
1.20
1.oo
exept as specified in 5.2.2.1 and 5.2.2.2 (Note also the requirements 4.5.2).
NOTE The term "other loads" here includesnon-structuralconcrete infill, servicesand any
surrounding fill,permanent formwork,parapets and street furniture.
5.2.2.1
superimposeddead load may be reduced to an amountnot less than 1.2 for the ultimate
limit stateand 1.O forthe serviceabilitylimit state, subjectto the approval of the
appropriateauthoritywhichshallbe responsibleforensuringthat thenominal
superimposeddead load is not exceededduring the lifeof the bridge.
Reductionof load factor. The value of ya to be used in conjunction with the
5.2.2.2 Alternative load factor. Where the structure or element under consideration is
such that the application of ya as specfied in 5.2.2 for the ultimate limit state causesa
less severe total effect (see 3.2.6) than would be the case if ya, applied to all parts of the
superimposeddead load, had been taken as 1.O, values of 1.O shall be adopted. However,
the yL factorsto be applied when consideringoverturning shallbe in accordancewith 4.6.
Wind loads
5.3.1
of the surroundingarea, the fetch of terrains upwind of the site location,the local topography,the
height of thebridgeaboveground, andthehorizontaldimensionsand cross-sectionof the bridgeor
element under consideration.The maximum pressures are due to gusts that cause local and
transient fluctuations about the mean wind pressure.
General.The wind pressure on a bridge depends on the geographical location, the terrain
The methods provided herein simulatethe effectsof wind actionsusing static analyticalprocedures.
They shall be used for highway and railwaybridges of up to 200m span and for footbridgesup to
30m span.For bridges outsidethese limits considerationshouldbe givento the effectsof dynamic
response due to turbulence taking due account of lateral, vertical and torsionaleffects; in such
circumstances specialist advice shouldbe sought.
Wind loadingwill generallynot be significantin itseffecton many highwaybridges, suchas
concreteslab or slab and beam structuresof about 20m or less in span, 10mor more in width and at
normalheights aboveground.
In general, a suitablecheck for suchbridges in normal circumstanceswould be to consider a wind
pressure of 6 kN/m2applied to the vertical projected area of the bridge or structural element under
consideration, neglecting those areaswhere the load would be beneficial.
Design gust pressures are derived from a product of the basic hourly mean wind speed, taken from
a wind map (Figure 2), and the values of several factors which are dependent upon the parameters
given above.
5.3.2
effect under consideration (adverse areas) the maximum design wind gust speed V, shall be used.
Wind Gust Speed. Where wind on any part of the bridge or its elements increases the
~
N 2 2 Aug~sP2001

Volume 1 Section3
Part 14 BD 37/01
Appendix A
5.3.2.1
bridges without liveload shallbe takenas:
Maximum Wind Gust Speed V,. The maximum wind gust speed V, on
v, = sgvs
where
Vsis the site hourly mean wind speed (see 5.3.2.2)
Sgis the gust factor (see 5.3.2.3)
For the remainingparts of the bridge or its elementswhich give relief to the member
under consideration (relievingareas), the designhourly mean wind speedVrshallbe used
as derived in 5.3.2.4.
5.3.2.2
10maboveground at the altitude of the site forthe direction of wind under consideration
and for an annualprobability of being exceededappropriateto thebridgebeing designed,
and shall be taken as:
Site Hourly Mean Wind Speed Vs.Vsis the site hourly mean wind speed
vs= v, spsas,
where
V, is the basic hourly mean wind speed (see 5.3.2.2.1)
Spis the probability factor (see 5.3.2.2.2)
Sais the altitude factor (see 5.3.2.2.3)
S, is the direction factor (see 5.3.2.2.4)
5.3.2.2.1
location of the bridge shallbe obtained from the map of isotachs shownin
Figure2.
Basic Hourly Mean Wind Speed V,. Values of V, in m/s for the
The values of V, taken from Figure 2 are hourly mean wind speeds with an
annualprobability of being exceededof 0.02 (equivalentto a returnperiod of 50
years) in flat open country at an altitude of 10m above sea level.
5.3.2.2.2 Probability Factor. Theprobability factor, Sp,shallbe taken as
1.05for highway, railway and footkycle track bridge appropriateto a return
period of 120years.
For footkycle track bridges', subject to the agreement of the appropriate
authority, a return period of 50 years may be adopted and Spshallbe taken as
1.oo.
During erection, the value of Spmay be taken as 0.90 correspondingto a return
period of 10years. For otherprobability levels Spmay be obtained from
Appendix E. Where a particular erection will be completed in a shortperiod, Sp
shallbe combinedwith a seasonal factor also obtained from Appendix E.
August2001 AI23

Appendix A
Volume 1 Section3
Part 14 BD 37/01
Figure 2: Basic wind speed V, in d s e c
10
9
I
7
Kilometres
0 40 80 120 160
0 20 40 6D EO 100
1
Statutemiles
CopyrightBRE
C
AI24 A M ~ M S ~2001

Volume 1 Section 3
Part 14 BD 37/01
Appendix A
Direction
N
E
5.3.2.2.3
the basic wind speed V, for the altitude of the site above sea level and shall be
taken as:
Altitude factor Sa.The altitude factor Sashall be used to adjust
'd
0" 0.78
30" 0.73
60" 0.73
90" 0.74
120" 0.73
Sa= 1 +0.001 A
300"
330"
where
0.91
0.82
A is the altitude in metres above mean sea level of
a) the ground levelof the site when topographyis not significant,or
b) the base of the topographic feature when topography is
significantin accordancewith 5.3.2.3.3 and Figure 3.
5.3.2.2.4 Direction factor Sd.The direction factor, S, may be used to adjust
the basic wind speed to produce wind speeds with the same risk of exceedance
in any wind direction. Valuesare given in Table 2 for the wind direction$ =0"to
$ = 330"in 30"intervals(wherethe wind directionis definedin the conventional
manner: an east wind is a wind direction of $ = 90"and blows from the east to
the site).If the orientationof the bridge isunknown or ignored,the value of the
direction factor shallbe taken as S, = 1.OO for all directions. When the direction
factor is used with other factors that have a directional variation, values from
Table 2 shallbe interpolatedforthe specificdirectionbeing considered.
Table 2. Values of direction factor S,
I 150" I 0.80 I
I S I 180" I 0.85 I
I I 210" I 0.93 I

Appendix A
Composite Version of 93s 5400: Part 2
Volume 1 Section3
Part 14 BD 37/01
5.3.2.3
is defined in terms of three categories:
Gust factor Sg. The gust factor, Sg, depends on the terrain of the site which
a) Sea - the sea (and inland areas of water extending more than lkm in the
wind directionprovidingthe nearest edge of water is closerthan 1km upwind of
the site);
b) Country - all terrain which is not defined as sea or town;
c) Town - built up areas with a general level of roof tops at least Ho= 5m
abovegroundlevel.
NOTE: permanent forest and woodland may be treated as town category.
The gust factor, Ss,shall be taken as:
Sg= S, TgS,’
where
s, = s,’I(F
S,’ is the bridge and terrain factor (see 5.3.2.3.1)
K, is the fetch correction factor (see 5.3.2.3.1)
Tgis the town reduction factor for sites in towns (see 5.3.2.3.2)
S,’ is the topography factor (see 5.3.2.3.3)
5.3.2.3.1
Table 3 for the appropriateheight above ground and adversely loaded length, and
apply to sea shorelocations.To allow for the distance of the site from the sea in
the upwind directionforthe load case considered,these valuesmay be multiplied
by the fetch correction factor,6,also given in Table 3, for the relevant height
The bridge and terrain factor S,,’.Values of S,’ are given in ’
0
aboveground.
5.3.2.3.2 The town reduction factor Tn.Where the site is not situated in
town terrain or is within 3km of the edge of; town in the upwind direction for
the load case considered,Ts shallbe taken as 1.O.
For sites in town terrain, advantagemay be taken of the reduction factor Tg.
The values of Tgshouldbe obtained from Table 4 for the height above ground
and distance of the site from the edge of town terrain in the upwind directionfor
the load case considered.
5.3.2.3.3 The topography factor S,,’.The values of S,’ shall generally be
taken as 1.O. In valleys where local funnelling of the wind occurs, or where a
bridge is sitedto the lee of a range of hills causinglocal accelerationof wind, a
value not less than 1.1shall be taken. For these cases specialist advice should be
sought.
Where local topographyis significant S,’ shall be calculated in accordancewith
AppendixF.
Topography can only be significantwhen the upwind slope is greaterthan 0.05;
see Figure 3.
AJ26 August 2001

Volume 1 Section3
Part 14 BD 37/01
Appendix A
0
5.3.2.4
load. V, shall be taken as:
Hourly mean wind speed for relieving areas Vrfor bridges without live
v,= smvs
where
Vsis the site hourly mean wind speed (see 5.3.2.2)
Smis the hourly mean speed factor which shallbe taken as:
Sm= ScTcS,'
where
0
sc= SC'&
Sc'is the hourly speed factor (see 5.3.2.4.1)
KFis the fetch correction factor (see 5.3.2.3.1)
T, is the hourly mean town reduction factor (see 5.3.2.4.2)
S,' is the topography factor (see 5.3.2.3.3 and Figure 3)
a) Hill ond ridge (upwind slope > 0.05; downwind slope > 0.05)
0 x slope length if Yu> 0 3
'Lu= slope length'
&-------.cl
b) Escorprnent (0.3 > upwind slope > 0.05; downwind slope < 0.05)
.ond cliff (upwind slope > 0 3; downwind slope < 0.05)
Figure 3 Definition of significant topography
August2001 AI27

Appendix A
Composite Version of BS 5400: Part 2~
Volume 1 Section3
Part 14 BD 37/01~~ ~~~~~ ~
0I
Table 3. Values of terrain and bridge factor Sb',hourly speed factor Se'and fetch correction factor, Hc, I
Height
above
ground (m)
Terrain and Bridge Factor S,' Hourly
Speed
Factor Se'
LOADED LENGTH (m)
20 40 60 100 200
1.39
1.52
1.60
1.65
1.71
1.76
1.80
1.83
1.87
1.90
1.97
2.01
400
5
10
15
20
30
40
50
60
80
100
150
200
1.56
1.68
1.76
1.81
1.88
1.92
1.96
1.98
2.02
2.05
2.11
2.15
1.51
1.64
1.71
1.76
1.83
1.87
1.91
1.94
1.98
2.01
2.06
2.11
1.48
1.61
1.68
1.73
1.80
1.85
1.88
1.91
1.95
1.98
2.04
2.08
1.34
1.47
1.55
1.60
1.66
1.71
1.75
1.78
1.82
1.86
1.92
1.97
1.02
1.17
1.25
1.31
1.39
1.43
1.47
1S O
1.55
1.59
1.67
1.73
1.44
1.57
1.64
1.69
1.76
1.81
1.84
1.87
1.92
1.95
2.01
2.05
0
Height
above
ground (m)
Fetch Correction Factor, n<,
S0.3
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
2100
0.85
0.88
0.89
0.90
0.92
0.93
0.93
0.94
0.95
0.95
0.96
0.97
1
0.96
0.99
0.99
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
3
0.94
0.96
0.98
0.99
0.99
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
1.oo
10
0.91
0.94
0.96
0.97
0.98
0.99
0.99
0.99
1.oo
1.oo
1.oo
1.oo
30
0.90
0.92
0.94
0.95
0.96
0.98
0.98
0.99
0.99
0.99
1.oo
1.oo
5
10
15
20
30
40
50
60
80
100
150
200
0
August 2001

Volume 1 Section 3
Part 14 BD 37/01
Appendix A
Table 4. Gust speed reduction factor Tgfor bridges in towns
Height
above
ground (m)
Distance from edge of town in
upwind direction (km)
I 3. ( I 10
0.84
0.91
0.94
0.96
0.98
0.99
0.99
0.99
0.99
0.81
0.87
0.90
0.92
0.95
0.97
0.98
0.99
0.99
100
150
200
1.O throughout
30
0.79
0.85
0.88
0.90
0.92
0.94
0.95
0.96
0.98
Table 5. Hourly mean reduction factor Tcfor bridges in Towns
Height
above
ground (m)
5
10
15
20
30
40
50
60
80
100
150
200
Distance from edge of town (km)
3 10
0.74
0.81
0.84
0.87
0.89
0.91
0.93
0.94
0.95
0.96
0.98
1.oo
0.71
0.78
0.82
0.84
0.86
0.88
0.90
0.91
0.92
0.93
0.95
0.96
30
0.69
0.76
0.80
0.82
0.84
0.86
0.87
0.88
0.90
0.91
0.93
0.94I

Appendix A
Volume 1 Section3
Part 14 BD 37/01
NOTES FOR TABLES 3 to 5:
NOTE 1. The horizontal wind loaded length shall be that givingthe most severeeffect. Where there is only one
adversearea (see 3.2.5) for the element or structureunder consideration,the wind loaded length is the base length.
of the adverse area. Where there is more than one adverse area, as for continuous construction, the maximum
effect shall be determined by consideration of any one adverse area or a combination of adverse areas, using the
maximum wind gust speed V, appropriate to the base length or the total combinedbase lengths. Theremaining
adverse areas, if any, and the relieving areas, are subjectedto wind having the relieving wind speed VI.The wind
speeds V, and Vrare given separately in 5.3.2 forbridges with and without live load.
NOTE 2. Where the bridge is located near the top of a hill, ridge, cliff or escarpment,the height above the local
ground level shall allow forthe significanceof the topographicfeaturein accordancewith 5.3.2.3.3.For bridges
over tidal waters, the height above ground shall be measured from the mean water level.
NOTE 3. Vertical elements such as piers and towers shall be divided into units in accordancewith the heights given
in column 1 of tables 3 to 5, and the appropriate factor and wind speed shall be derived for each unit.
5.3.2.4.1
Table 3 for the appropriateheight above ground and apply to sea shorelocations.
To allow for the distance of the site from the sea in the upwind direction for the
load case considered,these values may be multipliedby the fetch correction
factor,I(F, also given in Table3, forthe relevantheight above ground.
The hourly speed factor S,'. Values of Se' shall be taken from
5.3.2.4.2
not situated in town terrain or is within 3km of the edge of a town in the upwind
direction for the load case considered,T, shall be taken as 1.O.
For sites in town terrain, advantagemay be taken of the reduction factor T,. The
values of T, shallbe obtained from Table 5 for the height above ground and
distance of the site from the edge of town terrain in the upwind direction for the
load case considered.
The hourly mean town reduction factor Te.Where the site is
5.3.25
wind gust speed, V,, on those parts of the bridge or its elements on which the application
of wind loading increasesthe effect being considered shallbe taken as:
Maximum wind gust speed V, on bridges with live load. The maximum
a) for highwaysand foot/cycletrack bridges, as specified in 5.3.2.1, but not
exceeding35 m/s;
b) for railway bridges, as specifiedin 5.3.2.1.
5.3.2.6
Where wind on any part of a bridge or element gives relief to the member under
consideration the effective coexistentvalue of wind gust speed VIon the parts affording
relief shall be taken as:
Hourly mean wind speed for relieving areas VI for bridges with live load.
a) 'for highway and footkycle track bridges the lesserof:
35 - m/s and Vrd s as specified in 5.3.2.4
s c
SLl
b) for railway bridges, Vrm/s as specified in 5.3.2.4.
AI30 August2001

0
Volume 1 Section3
Part 14 BD 37/01
Appendix A
5.3.3 Nominal transversewind load. The nominal transverse wind load P, (in N) shallbe
taken as actingat the centroidsof the appropriateareas and horizontallyunless local conditions
changethe direction of the wind, and shallbe derived from:
where
q is the dynamic pressure head taken as:
0.613V l N/mzfor those parts of the bridge on which the application of wind
loading increases the effect being considered;or
0.613 V,' N/m2for those parts where wind loading gives relief to the effect
being considered
A, is the solid area (in m') (see 5.3.3.1)
C, is the drag coefficient (see 5.3.3.2 to 5.3.3.6)
5.3.3.1
solidarea innormalprojectedelevation,derivedas follows.
Area A,. The area of the structure or element under consideration shall be the
5.3.3.1.1 Erection stages for all bridges. The area A,, at all stages of
construction, shallbe the appropriateunshielded solid area of the structure or
element.
5.3.3.1.2
elevation.For superstructureswith or without live load, the area A, shall be
derivedusing the appropriatevalue of d as given in figure4.
Highway and railway bridge superstructureswith solid
(a)
separately for the areas of the followingelements.
Superstructureswithout live load.P,shallbe derived
(1) For superstructureswith open parapets:
(i) the superstructure,using depth d, from figure4;
(ii) the windward parapet or safety fence;
(iii) the leeward parapet or safety fence.
Where there are more than two parapets or safety fences,
irrespectiveof the width of the superstructure,only those
two elements having the greatest unshielded effect shall be
considered.
(2) For superstructureswith solid parapets: the
superstructure,using depth d2from figure4which
includes the effects of the windward and leeward parapets.
Where there ire safety fences or additional parapets, P,shall
be derived separately for the solid areas of the elements
above the top of the solid windward parapet.
N 3 1
I
August 2001

I Volume 1 Section 3Appendix A
Composite Version of BS 5400: Part 2 Part 14 BD 37/01
(b)
area A, as given in figure 4 which includes the effects of the
superstructure,the live load and the windward and leeward
parapets. Where there are safety fences or leeward parapets
higher than the live load depth d,, P, shall be derived separately for
the solid areas of the elements above the live load.
Superstructureswith live load. P, shallbe derived for the
(c) Superstructuresseparated by an air gap. Where two
generally similar superstructures are separated transversely by a
gap not exceeding 1m, the nominal load on the windward structure
shallbe calculated as if it were a single structure, and that on the
leeward superstructure shall be taken as the differencebetween
the loads calculated for the combined and the windward structures
(see note 7 to figure 5).
Where the superstructuresare dissimilar or the air gap exceeds lm,
each superstructureshallbe considered separately without any
allowanceforshielding.
5.3.3.1.3 Foot/cycle track bridge superstructures with solid elevation.
(a)
derived from figure 4 is greaterthan, or equal to, 1.1,the area A,
shall comprisethe solid area in normalprojected elevation of the
windward exposed face of the superstructure and parapet only. P,
shallbe derived for this area, the leeward parapet being
disregarded.
Superstructureswithout live load. Where the ratio b/d as
Where b/d is less than 1.1,the area A, shallbe derived as specified
in5.3.3.1.2.
(b)
from figure 4 is greater than, or equal to, 1.1,the area A, shall
comprisethe solid area in normalprojected elevation of the deck,
the live load depth (taken as 1.25mabovethe footway) and the
parts of the windward parapet more than 1.25mabove the
footway. P,shall be derived for this area, the leeward parapet being
disregarded.
Where b/d is less than 1.1, P,shall be derived for the area A, as
specifiedin5.3.3.1.2.
Superstructureswith live load. Where the ratio b/d as derived
5.3.3.1.4 All truss girder bridge superstructures.
(a) Superstructureswithout live load. The area A, for each
truss, parapet, etc, shall be the solid area in normal projected
elevation. The area A, for the deck shallbe based on the full depth
of the deck.
P, shallbe derived separately for the areas of the following
elements:
(1) the windward and leeward truss girders;
(2) the deck;
M32 august20m

Volume 1 Section3
Part 14 BD 37/01
Appendix A
(3) the windward and leeward parapets;
except that P, need not be considered on projected areas of:
(4)
vice versa;
the windward parapet screened by the windward truss, or
(5) the deck screened by the windward truss, or vice versa;
(6) the leeward truss screened by the deck;
(7)
versa.
the leeward parapet screened by the leeward truss, or vice
(b)
.
parapets, trusses, etc, shall be as for the superstructurewithout live
load. The area A, for the live load shall be derivedusing the
appropriate live load depth d, as given in figure4.
Superstructureswith live load. The area A, for the deck,
PIshall be derived separately for the areas of the following
elements:
(1) the windward and leeward truss girders;
(2) the deck;
(3) the windward and leeward parapets;
(4) the live loaddepth;
except that PIneed not be considered on projected areas of:
(5)
vice versa;
the windward parapet screened by the windward truss, or
(6) the deck screened by the windward truss, or vice versa;
(7) the live load screened by the windward truss or the parapet;
(8) the leeward truss screened by the live load and the deck;
(9)
liveload;
the leeward parapet screened by the leeward truss and the
(10) the leeward truss screened by the leeward parapet and
the liveload.
5.3.3.1.5
fences, P, shallbe derived for the solid area in normal projected elevation of the
elementunder consideration.
Parapets and safety fences. For open and solid parapets and
5.3.3.1.6
elevation for each pier. No allowanceshall be made for shielding.
Piers. PIshall be derived for the solid area in normal projected
5.3.3.2
to 5.3.3.2.5 requirements are specified for discretebeams or girders before deck
constructionorotherinfilling(egshuttering).
Drag coefficient C, for erection stages for beams and girders. In 5.3.3.2.1
I August 2001 AI33

Appendix A
Volume 1 Section3
Part 14 BD 37/01
5.3.3.2.1
accordance with the ratio b/d.
Singlebeam or box girder. C, shall be derived from figure 5 in
5.3.3.2.2 'wvo or more beams or box girder. C, for each beam or box-
shallbe derived from figure 5 without any allowancefor shielding.Where the
combined beams or boxes are required to be considered, C, shall be derived as
follows.
Where the ratio of the clear distance between the beams or boxes to the depth
does not exceed 7, C, for the combined structureshall be taken as 1.5times C,
derived as specified in 5.3.3.2.1 for the singlebeam or box.
Where this ratio is greaterthan 7, C, for the combined structureshall be taken
as n times the value derived as specified in 5.3.3.2.1 for the singlebeam or box,
where n is the number of beams or box girders.
5.3.3.2.3
5.3.3.2.4
2.2 without any allowancefor shielding.Wherethe combined girders are
required to be considered,C, for the combined structureshall be taken as
2(1+ c/20d), but not more than 4, where c is the distance centre to centre of
adjacent girders, and d is the depth of the windward girder.
Single plate girder. C, shall be taken as 2.2.
Two or more plate girders. C, for each girder shall be taken as
5.3.3.2.5
in accordance with 5.3.3.4.
Truss girders. The discrete stages of erection shall be considered
5.3.3.3
superstructureswith or without live load, C, shallbe derived from figure5 in accordance
with the ratio b/d as derived from figure4. Drag coefficients shallbe ascertained from
wind tunnel tests, for any superstructuresnot encompassedwithin (a) and also for any
special structures, such as shown in (b), of figure 4. See also notes 5 and 6 of figure 5.
Drag coefficient C, for all superstructureswith solid elevation. For
A M ~ M S ~2001A/34

Volume 1 Section3
Part 14 BD 37/01
Appendix A
d{i:-l , dLl--$qd,
___t
Single box or slob - sloping or vertical sides Twin or multiple boxes - sloping or vertical sides
Parapet Unloaded bridge Live loaded bridge
Open d = d, d = d,
Solid d = d, d = d, 0'. d,
whichever IS greoter
________.__
Mulilple beams or girders Throuh bridges - box or plate girders
- deck ot any position verticolly
Figure 4(a) Typical superstructures to which figure 5 applies
Re-entront vRe-entront ongle < 175'
<angle in soffit of slob
Figure 4(b) Typical superstructures that require wind tunnel tests
Figure 4(c) Depth to be used in deriving AI
dL= 2.5m above the highway corriogeway, or
3.7m above the roil level, or
1.25m above footway or cycle track
i(1) Superstructures where the depth of the
superstructure ( d l or d2) exceeds d L
0
b
(2) Superstructures where the depth of the
superstructure ( d , or d2) is less than dL
Open Solid
.parapet
I-d,
poropet
dc
d L p __c
Open
.poropet
b
r T ! U
dlrT I I
Parapet
Open
Solid
Open
Solid
Superstructures
without live load
d = d,
d = d,
d =' d,
d = d2
iuperstructures
vith live load
d = d,
d = $
d = d L
d = d, -1
Figure 4(d) Depth d to be used in deriving C,
Figure 4 vpical superstructuresto which Figure 5 applies; those that require wind
tunnel tests and depth d to be used for deriving A , and C,
0
August 2001 At35

Appendix A
Volume 1 Section3
Part 14 BD 37/01
2 8
2 6
2 4
2 2
2 0
0 1 8
0
c 1 6
%
U
Y= 1 4
a
0
U
-
cn ' 2
e
0 1 0
O H
OB
0 4
0 2
n
0 0 2 0 4 0 6 0 8 1 0 1 2 1 4 1 6 1.8 2 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32
Ratio b/d
Figure 5. Drag coefficient C, for superstructures with solid elevation
NOTES to figure 5
I
, NOTE 1. These values are given for vertical elevations and for horizontal wind. -
NOTE 2. Where the windward faceis inclined to the vertical, the drag coefficient C, may be reduced by 0.5% per degree of inclination from
the vertical, subject to a maximum reduction of 30%.
NOTE 3. Where the windward face consists of a vertical and a sloping part or two sloping parts inclined at different angles, C, shall be
derived as follows.
For each part of the face, the depth shall be taken as the total vertical depth of the face (ie over all parts), and values of C, derived in
accordance with notes 1 and 2.
These separate values of C, shall be applied to the appropriate area of the face.
NOTE 4. Where a superstructure is superelevated, C, shall be increased by 3% per degree of inclination to the horizontal, but not by more
than 25%.
NOTE 5. Where a superstructure is subject to inclined wind not exceeding 5" inclination, C, shall be increased by 15%.Where the angle of
inclination exceeds So,the drag coefficient shall be derived from tests.
NOTE 6. Where the superstructure is superelevated and also subject to inclined wind, the drag coefficient C, shall be specially investigated.
NOTE 7. Where two generally similar superstructures are separated transversely by a gap not exceeding Im, the drag coefficient for the
combined superstructure shall be obtained by taking b as the combined width of the superstructure. In assessing the distribution of the
transverse wind load between the two separate superstructures (see 5.3.3.1.2(c)) the drag coefficient C, for the windward superstructure
shall be taken as that of the windward superstructure alone, and the drag coefficient C, of the leeward superstructure shall be the difference
between that of the combined superstructure and that of the windward superstructure. for the purposes of determining this distribution, if
b/d is greater than 12 the broken line in figure 5 shall be used to derive C,. The load on the leeward structure is generally opposite in sign to
that on the windward superstructure.
Where the gap exceeds 1m, C, for each superstructure shall be derived separately,without any allowancebeing made for shielding.
AI36 August 2001

Volume 1 Section3
Part 14 BD 37/01
0
. Appendix A
Cornnosite Version of BS 5400: Part 2
Solidityratio For flatsided For round members where
members d is diameter of member
dV, <6m2/s dV,16m2/s
0.1 1.9 or 1.2 or 0.7
0.2 1.8 dVc 1.2 dVc 0.8
0.3 1.7 1.2 0.8
0.4 1.7 1.1 0.8
0.5 - 1.6 1.1 0.8
5.3.3.4 Drag coefficient C, for all truss girder superstructures
(a)
truss and for the deck shall be derived as follows.
Superstructureswithout live load. The drag coefficient C, for each
Spacingratio
Less than 1
2
3
4
5
6
(1) For a windward truss, C, shall be taken from table 6.
~~ ~~~~ ~~
Valueofq for solidityratio of:
0.1 0.2 0.3 0.4 0.5
1.0 0.90 0.80 0.60 0.45
1.o 0.90 0.80 0.65 0.50
1.o 0.95 0.80 0.70 0.55
1.o 0.95 0.85 0.70 0.60
1.o 0.95 0.85 0.75 0.65
1.o 0.95 0.90 0.80 0.70
Table 6. Drag coefficient C, for a single truss
The solidity ratio of the truss is the ratio of the net area to the overall area
of the truss.
(2)
coefficient shall be taken as qCD.Values of q are given in table 7.
For the leeward truss of a superstructurewith two trusses the drag
Table 7. Shielding factor 1
0
0
The spacing ratio is the distance between centresof trustess divided by
the depth of the windward truss.
(3) Where a superstructurehas more than two trusses, the drag
coefficient for the truss adjacent to the windward truss shall be derived as
specified in (2). The coefficient for all other trusses shall be taken as
equalto this value.
(4)
1.1.
For the deck construction the drag coefficient C, shall be taken as
6)and for the deck shall be as for the superstructurewithout live load. C, for
unshielded parts of the live load shallbe taken as 1.45.
Superstructureswith live load. The drag coefficient C, for each truss
August2001 AI37

Appendix A
Volume 1 Section3
Part 14 BD 37/01
5.3.3.5
parapet or fence, C, shall be taken from table 8.
Where there are two parapets or fences on a bridge, the value of C, for the leeward
element shall be taken as equal to that of the windward element. Where there are more
than two parapets or fences the values of C, shall be taken from table 8 for the two
elements having the greatest unshielded effect.
Drag coefficient C, for parapets and safety fences. For the windward
Whereparapets have mesh panels, considerationshallbe given to the possibility of the
mesh becoming filled with ice. In these circumstances,the parapet shallbe considered as
solid.
5.3.3.6
table 9. For piers with crosssectionsdissimilarto those given in table 9, wind tunnel tests
shallbe carried out.
Drag coefficientC, for piers. The drag coefficient shall be taken from
C, shallbe derived for eachpier, without reductionfor shielding.
Nominal longitudinalwind load.The nominal longitudinalwind load P, (in N), taken as5.3.4
acting at the centroidsof the appropriate areas, shallbe the more severeof either:
( 4 thenominal longitudinalwind load on the superstructure,PLs,alone;or
(b)
nominal longitudinalwind load onthe live load,PLL,derived separately,as specifiedas
appropriate in 5.3.4.1 to 5.3.4.3.
the sum of the nominal longitudinalwind load on the superstructure,PLs,and the
0 '

Volume 1 Section3 Appendix A
Part 14 BD 37/01 Composite Version O ~ B S 540b: Part 2
0
Table 8. Drag coefficient C, for parapets and safety fences
Circular sections dVde 6 1.2
(whereV, in m/s and din m) dVd>6 0.7
NOTE:On relievingareas useV, insteadof V,
Flat members with rectangular
corners, crash barrier rails and
solid parapets 2.2
Square members diagonal to wind 1.5
0
~
Circular stranded cables 1.2
2
Rectangular members with
circular corners r > d /12 1.1"
circular corners r > d /12 1.5*
1
circular corners r > d /24 2.1
*Forsectionswith intermediateproportions,C, maybe obtainedby interpolation
August 2001 8/39

Appendix A
Volume 1 Section3
Part 14 BD 37/01
Table 9. Drag coefficient C, for piers
Plan shape
I+
l 1
U-
l 2
SQUARE
OCTAGONAL-0
12 SIDED POLYGON
CIRCLE WITH SMOOTH
SURFACE WHERE tv, 1.
0
, , .6 m2/s
CIRCLE WITH SMOOTH
SURFACE WHERE tVd <
6 rn2/s. ALSO
CIRCLE WITH ROUGH
SURFACE OR WITH
PROJECTIONS
0
height
COfor pier ratios of
breadth
1 2 4 6 10 20 40
1.3 1.4 1.5 1.6 1.7 1.9 2.1
1.3 1.4 1.5 1.6 1.8 2.0 2.2
1.3 1.4 1.5 1.6 1.8 2.0 2.2
1.2 1.3 1.4 1.5 1.6 1.8 2.0
1.0 1.1 1.2 1.3 1.4 1.5 1.7
0.8 0.9 1.0 1.1 1.2 1.3 1.4
0.8 0.8 0.8 0.9 0.9 1.0 1.2
0.8 0.8 0.8 0.8 0.8 ’ 0.9 1.1
1.0 1.1 1.1 1.2 1.2 1.3 1.4
0.7 0.8 0.9 0.9 1.0 1.1 1.3
0.5 0.5 0.5 0.5 0.5 0.6 0.6
~ ~~
0.7 0.7 0.8 0.8 0.9 1.0 1.2
NOTE I. After erection of the superstructure, C,’shall be derived for a heighthreadth ratio of 40.
NOTE 2. For a rectangular pier with radiused corners, the value of C , derived from table 9 shall be multiplied by (1-1 S r h ) or 0.5, whichever
isgreater.
NOTE 3. For a pier with triangular nosings, C, shall be derived as for the rectangle encompassing the outer edges of the pier.
NOTE 4. For a pier tapering with height, C, shall be derived for each of the unit heights into which the support has been subdivided (see
Note 3 to tables 3 to 5). Mean values oft and b for each unit height shall be used to evaluate th.The overall pier height and the mean breadth
of each unit height shall be used to evaluateheighthreadth.
NOTE 5: On relieving areas use Vrinstead of V,.
AI40 August 2001

Volume 1 Section 3
Part 14 BD 37/01
Appendix A
5.3.4.1 All superstructures with solid elevation
P,, = 0.25qA,CD
where
q is as defined in 5.3.3, the appropriate value of VdorVrfor superstructures
with or without live load being adopted
A, is as defined in 5.3.3.1.2 and 5.3.3.1.3 for the superstructurealone
C, is the drag coefficient for the superstructure(excluding reduction for
inclined webs) as defined in 5.3.3.3,but not less than 1.3.
5.3.4.2 All truss girder superstructures
P,, = 0.5qAlC,
where
q is as defined in 5.3.3, the appropriate value of VdorVrfor structureswith or
without live load being adopted
A, is as defined in 5.3.3.1.4 (a)
C, is as defined in 5.3.3.4 (a), C, being adopted where appropriate.
Live load on all superstructures
PLL= 0.5qAlC,
5.3.4.3
where
q is as defined in 5.3.3
A, is the area of live load derived from the depth 4, as given in figure 4 and
the appropriate horizontal wind loaded length as defined in note 1 to table 3.
C, = 1.45
5.3.4.4 Parapets and safety fences
(a)
(b)
(c)
With vertical infill members, P, = OAP1
With two or three horizontal rails only, P, = 0.4P1
With mesh panels, P, = 0.6P1
where PIis the appropriatenominal transverse wind load on the element.
5.3.4.5
derived from a horizontal wind acting at 45O to the longitudinal axis on the areas of each
bracket not shieldedby a fascia girder or adjacent bracket. The drag coefficient C, shall
be taken from table 8.
Cantileverbrackets extending outside main girders or trusses. P, is the load
August 2001 AJ41

Appendix A
Volume 1 Section 3
Part 14 BD 37/01
5.3.4.6
axis of the bridge shallbe taken as
Piers.The load derivedfrom a horizontalwind actingalongthe longitudinal
5.3.5
p, = qA,C,
where
4is the solidarea inprojectedelevationnormalto the longitudinalwind
direction (in m2)
C , is the drag coefficient,taken from table 9, with values of b and t
interchanged.
lominal vertical wind load. An upward or downwardnominal vertical wind loac
(in N), acting at the centroidsof the appropriate areas, for all superstructuresshallbe derived from
0P" = 9 A3C,
where
A3is the area in plan (in m')
C, is the lift coefficient defined as:
1b
CL=0.75 1--( 1-0.2a)
[ 20d
but 0.15 <C, <0.90
where
ais the sum of the angle of superelevationand the wind inclinationto be considered 0(taken as a positive number in the aboveequation, irrespectiveof the inclination and
superelevation)
a exceeds loo,the value of C, shall be determinedby testing
Figure 6. Lift coefficientC,
N 4 2 August 2001

Volume 1 Section3
Part 14 BD 37/01
Appendix A
5.3.6
the other loads in combination 2, as appropriate, taking four separate cases:
Load combination.The wind loads P,, P, and P, shall be considered in combination with
(a) P, alone;
(b) P, in combination with & Pv;
(c) P, alone;
(d) OSP, in combination with P, & 0.5Pv.
5.3.7 Design loads. For design loads the factory, shall be taken as follows:
Wind considered with For the ultimate
limit state limit state
For the serviceability
(a) erection 1.1 1.o
(b) dead load plus superimposed
dead load only, and for members
primarily resisting wind loads 1.4 I .o
(c) appropriate combination 2 loads 1.1 1.o
(d) relieving effects of wind 1.o 1.o
5.3.8 Overturningeffects.Where overturning effects are being investigated the wind load
shall also be considered in combination with vertical traffic live load. Where the vertical traffic live
load has a relieving effect, this load shall be limited to one notional lane or one track only, and
shall have the following value:
on highway bridges, not more than 6kN/m of bridge;
on railway bridges, not more than 12kN/m of bridge.
5.3.8.1
relieving effect, y, for both ultimate limit states and serviceability limit states shall be
taken as 1.O.
Load factor for relieving vertical live load. For live load producing a
5.3.9
required by the appropriate DMRB standard or as agreed with the appropriate authority.
Aerodynamic effects. Aerodynamic effects shall be taken into account as and when
February 2002 N43

Appendix A
Volume 1 Section 3
Part 14 BD 37/01
NATIONAL GRID 1 1AbOUl -11
UTM GRID
3 ZONE 30U 4
- -~
NOTE. The isotherms are derived from Meteorological Office data
Figure 7. Isotherms of minimum shade air temperature (in "C)
AI44 February2002

Volume 1 Section 3
Part 14 BD 37/01
Appendix A
NOTE. The isotherms are derived from Meteorological Office data
0 ,Figure8. Isotherms of maximum shade air temperature (in "C)
May 2002 - Correction AI45

Appendix A
Volume 1 Section 3
Part 14 BD 37/01
5.4 Temperature
5.4.1
radiation etc, cause the following:
General. Daily and seasonal fluctuations in shade air temperature, solar radiation, re-
(a)
govern its movement.
Changes in the effective temperature of a bridge superstructure which, in turn
The effective temperature is a theoretical temperature derived by weighting and adding
temperatures at various levels within the superstructure. The weighting is in the ratio of
the area of cross-section at the various levels to the total area of cross-section of the
superstructure. (See also Appendix C). Over a period of time there will be a minimum, a
maximum, and a range of effective bridge temperature, resulting in loads and/or load
effects within the superstructure due to:
(1)
(eg portal frame, arch, flexible pier, elastomeric bearings) referred to as
temperature restraint; and
(2)
associated expansion and contraction, referred to as frictional bearing restraint.
restraint of associated expansion or contraction by the form of construction
0
friction at roller or sliding bearings where the form of the structure permits
(b) Differences in temperature between the top surface and other levels in the
superstructure. These are referred to as temperature differences and they result in loads
and/or load effects within the superstructure.
Effective bridge temperatures for design purposes are derived from the isotherms of shade air
temperature shown in figures 7 and 8. These shade air temperatures are appropriate to mean sea
level in open country and a 120-yearreturn period.
NOTE 1.
temperature during a period of extreme environmental conditions.
It is only possible to relate the effective bridge temperature to the shade air
NOTE 2. Daily and seasonal fluctuations in shade air temperature, solar radiation, etc., also
cause changes in the temperature of other structural elements such as piers, towers and cables. In
the absence of codified values for effective temperatures of, and temperature differences within,
these elements, appropriate values should be derived from first principles.
5.4.2
minimum and maximum shade air temperatures for the location of the bridge shall be obtained
from the maps of isotherms shown in figures 7 and 8.
0
Minimum and maximum shade air temperatures.For all bridges, 1 in 120 year
For footkycle track bridges, subject to the agreement of the appropriate authority, a return period
of 50 years may be adopted, and the shade air temperatures may be reduced as specified in 5.4.2.1.
Carriageway joints and similar equipment that will be replaced during the life of the structure may
be designed for temperatures related to a 50-year return period and the shade air temperature may
be reduced as specified in 5.4.2.1.
During erection, a 50 year return period may be adopted for all bridges and the shade air
temperatures may be reduced as specified in 5.4.2.1. Alternatively, where a particular erection will
be completed within a period of one or two days for which reliable shade air temperature and
temperature range predictions can be made, these may be adopted.
AI46 Correction - May 2002

Volume 1 Section 3
Part 14 BD 37/01
Appendix A
5.4.2.1
temperature, as derived from figure 7, shall be adjusted by the addition of 2°C.
Adjustment for a 50-year return period. The minimum shade air
The maximum shade air temperature, as derived from figure 8, shall be adjusted by the
subtraction of 2°C.
5.4.2.2
temperature shall be adjusted for height above sea level by subtracting 0.5"C per lOOm
height for minimum shade air temperatures and 1.O"C per lOOm height for maximum
shade air temperatures.
Adjustment for height above mean sea level. The values of shade air
5.4.2.3
where the minimum values diverge from the values given in figure 7 as, for example,
frost pockets and sheltered low lying areas where the minimum may be substantially
lower, or in urban areas (except London) and coastal sites, where the minimum may be
higher, than that indicated by figure 7. These divergences shall be taken into
consideration. (In coastal areas, values are likely to be 1"C higher than the values given in
figure 7.)
Divergence from minimum shade air temperature. There are locations
5.4.3 Minimum and maximum effective bridge temperatures.The minimum and maximum
effective bridge temperatures for different types of construction shall be derived from the minimum
and maximum shade air temperatures by reference to tables 10and I 1 respectively. The different
types of construction are as shown in figure 9. The minimum and maximum effective bridge
temperatures will be either 1 in 120year or I in 50 year values depending on the return period
adopted for the shade air temperature.
5.4.3.1 Adjustment for thickness of surfacing. The effective bridge temperatures are
dependent on the depth of surfacing on the bridge deck and the values given in tables 10
and 11 assume depths of 40mm for groups 1 and 2 and lOOmm for groups 3 and 4. Where
the depth of surfacing differs from these values, the minimum and maximum effective
bridge temperatures may be adjusted by the amounts given in table 12.
February2002 AI47

Appendix A
Volume 1 Section 3
Part 14 BD 37/01
Table 10. Minimum effective bridge temperature
Minimum
shade air
temperature
"C
-24
-23
-22
-21
-20
-19
-18
-17
-16
-15
- 14
-13
-12
-1 1
-10
- 9
- 8
- 7
- 6
- 5
Minimum effective bridge temperature
Type of superstructure
Group 1
"C
-26
-25
-24
-23
-22
-21
-20
- 18
- 17
-16
-15
-14
-13
-12
-1 1
-10
- 9
- 8
- 7
-i9
Group 2
"C
-25
-24
-23
-22
-21
-20
-19
-18
-17
-16
-15
-14
-13
-12
-11
-10
- 9
- 8
- 7
- 6
Table 11. Maximum effective bridge temperature
Maximum
shade air
temperature
"C
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
Group 3
"C
-19
-18
-18
-17
-17
- 16
-15
-15
-14
-13
-12
-11
-10
- 10
- 9
- 8
- 7
- 6
- 5
- 4
Group 4
"C
-14
-13
-13
-12
-12
-1 1
-11
-10
-10
- 9
- 9
- 8
- 7
- 6
- 6
- 5
- 4
- 3
- 3
- 2
Maximum effective bridge temperature
Type of su
Group 1
"C
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
mtructure
Group 2
"C
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
Group 3
"C
31
32
33
34
34
35
36
36
37
37
38
39
39
40
40
Group 4
"C
27
28
29
29
30
31
32
32
33
33
34
35
36
36
37 I
j AI48 February2002
I
0

Volume 1 Section 3
Part 14 BD 37/01
Appendix A
Group Type of construction Temperature difference ('C)
1. Steel deck on steel box girders
40mm surfacing
2. Steel deck on steel truss or plate girders
r 40mm surfacing
11"
3. Concrete deck on steel box, truss or plate girders
,-1OOrnm surfacing
I I.-I 2, .. '-fh
4. Concrete slab or concrete deck on concrete
beams or box girders
,-lOOmm surfacing
.'... ..'.......:;'.Ih.
7lOOmm surfacing
-h
Positive temperature difference
h,= O.1m T,= 14'C
h,= 0.2m T,= 8%
h,= 0.3m T,= 4'C
h,= 0.5m T, = 21%
Reverse temperature difference
T7!ihT = 6 C h,=
0.5m
T, = 5% h,= O.lm
--f h.= 0.6h
0.2 3.5
2E
h
h,= 0.3h but S 0.15m
h, = 0.3hbut 2 0.10m
but 5 0.25rn
h,= 0 3 buts (O.1m +
surfacing depth in metres)
(for thin slabs, h,is limited
h,= h, = 0.20h but 5 0.25m
hr= hj= 0.25h but S 0.20m
by h - h,- h,)
," 1 1TI 1T, s'm0.4 4.5 1.4 1.0 3.5
?; 0.2 8.5 3.5 0.5 0.6 6.5 1.8 1.5 5.0
0.4 12.0 3.0 1.5 0.8 7.6 1.7 1.5 6.0
0.6 13.0 3.0 2.0 1.0 8.0 1.5 1.5 6.3
2 0.8 13.5 3.0 2.5 t 1.5 8.4 0.5 1.0 6.5
Figure 9. Temperaturedifference for different types of construction0
August2001 AJ49

Roy Belton: Design manual for roads and bridges - loads for highway bridges

Roy Belton: Design manual for roads and bridges - loads for highway bridges

Empfohlen

Empfohlen

Weitere ähnliche Inhalte

Was ist angesagt?

Was ist angesagt? (20)

Andere mochten auch

Andere mochten auch (18)

Mehr von Roy Belton

Mehr von Roy Belton (6)

Kürzlich hochgeladen

Kürzlich hochgeladen (20)

Roy Belton: Design manual for roads and bridges - loads for highway bridges