Source: https://www.scribd.com/document/118551539/bridge-manual
Timestamp: 2017-02-21 17:37:40
Document Index: 69079150

Matched Legal Cases: ['art 10', 'art 2', 'art 2', 'art 2', 'art 2', 'art 3', 'art 2', 'art 2', 'art 10', 'art 2', 'art14', 'art14']

bridge manual | Structural Load | Bridge
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3.1 3.2 Introduction ................................................................................................. 3-3 Traffic Loads - Gravity Effects..................................................................... 3-3
3.2.1 3.2.2 3.2.3 3.2.4 3.2.5 3.2.6 General....................................................................................................3-3 Loads.......................................................................................................3-3 Transverse Load Position ........................................................................3-5 Combination of Traffic Loads ...................................................................3-6 Dynamic Load Factor...............................................................................3-6 Fatigue ....................................................................................................3-7
Traffic Loads - Horizontal Effects................................................................ 3-8
3.3.1 3.3.2 Braking and Traction................................................................................3-8 Centrifugal Force .....................................................................................3-8
Loads Other Than Traffic............................................................................ 3-8
3.4.1 3.4.2 3.4.3 3.4.4 3.4.5 3.4.6 3.4.7 3.4.8 3.4.9 3.4.10 3.4.11 3.4.12 Dead Load ...............................................................................................3-8 Superimposed Dead Load .......................................................................3-8 Earthquake ..............................................................................................3-9 Shortening ...............................................................................................3-9 Wind ........................................................................................................3-9 Temperature Effects ..............................................................................3-10 Construction Loads................................................................................3-11 Water Pressure......................................................................................3-12
Groundwater on Buried Surfaces...........................................................3-13 Water Ponding.......................................................................................3-13 Snow......................................................................................................3-13
Earth Loads ...........................................................................................3-14
BRIDGE MANUAL SECTION 3: DESIGN LOADING
3.4.13 3.4.14 3.4.15 3.4.16 3.4.17 3.4.18 Loads on Kerbs, Guardrails, Barriers and Handrails ..............................3-14 Loads on Footpaths and Cycle Tracks...................................................3-14 Vibration ................................................................................................3-15
Settlement, Subsidence and Ground Deformation .................................3-15
Forces Locked-In by the Erection Sequence .........................................3-15 Collision Loads ......................................................................................3-16
Combination of Load Effects .....................................................................3-17 References ................................................................................................3-20
3.2. but for design of other members.5.Gravity Effects
Traffic loading shall be HN-HO-72.1
Introduction All structures shall be designed for the following loads.5 kN/m2. The first is a uniform load of 3. there are two alternative wheel contact areas. For design of deck slabs. In addition. A detailed description of this loading and its application is given below. and is the load applied to a 3m wide strip of deck.
3. spaced at 5m. there is a pair of axle loads of 240 kN each. In addition to the uniform load. except for lightly trafficked rural bridges . It consists of.1. The loads described shall be used for design of all members from deck slabs to main members and foundations. as necessary to produce the worst effect on the member under consideration.
.refer to Appendix D.2. and the one that has the most adverse effect on the member being considered shall be used.
(b) HO (Overload) Loading
An element of overweight loading is also shown diagrammatically in Figure 3. which may be continuous or discontinuous over the length of the bridge.1
Traffic Loads . regardless of the length of bridge or number of spans. The element consists of two parts. the same uniform load as described above. In this case.1. the wheel contact areas shown shall be used. firstly. 3m wide. running the entire length of the structure. a pair of axle loads of 120 kN each. spaced at 5m. Only one pair of axle loads shall exist in each load element. which shall be considered to act in various combinations. shall be placed to give the worst effect on the member being designed. It is shown diagrammatically in Figure 3. as set out in 3. such detail is unnecessary and point or line loads may be assumed.
3.2 Loads (a) HN (Normal) Loading
An element of normal loading represents a single stream of legal traffic.2
Figure 3.1 HN-HO-72 Traffic Loading
. load elements are not restricted by the lanes as above.2. The roadway shall be divided into a number of load lanes of equal width as follows:Width of Roadway Less than 6. but not less than 3m centres transversely.4m 13.7m but less than 13.3 Transverse Load Position (a)
The above load elements shall be applied to an area defined as the roadway. the slab shall also be checked under an HN wheel load factored by the dynamic load factor. if any.8m Number of Load Lanes 1 2 3 4 5
Note: Load lanes as defined above are not to be confused with traffic lanes as physically marked on the road surface. at such spacing as will give the worst effect. The wheel shall be positioned with its outer edge at the outer edge of the slab or kerb. but may have as much eccentricity within the lane as their width of 3m allows.1m but less than 20. Even if the number of traffic lanes as finally marked on the bridge will be different from that obtained from the table above. but shall be placed anywhere within the roadway and on the median. the number tabulated shall be used for design purposes. the load elements shall be applied within each load lane as defined above. the cycle track shall also be included in the roadway for design purposes. A raised median shall not be included in the roadway.BRIDGE MANUAL SECTION 3: DESIGN LOADING
3. whether or not it is in the first instance separated by a guardrail. This may be treated as a Group 4 (overload) combination.0m 6.1m 17. If the bridge carries a cycle track adjacent to and on the same level as the carriageway and shoulders.7m 9.
For design of main members. The roadway includes carriageway and shoulders. For design of deck slabs and median slabs and their immediate supporting members.4m but less than 17. The roadway is bounded by either the face of a kerb or the face of a guardrail or other barrier.0m but less than 9. In order to represent a vehicle which has penetrated the guardrail or handrail and mounted the kerb.
2. complying with the rules for positioning set out in 3. except that for top slabs of culvert type structures. The dynamic load factor for use in the design of components which are below ground level shall be 1. to allow for the fact that vibration is damped out by the soil. where appropriate.9 0.0 0.4
Combination of Traffic Loads
Two combinations of traffic loads shall be used for design purposes.2.
.5 Dynamic Load Factor
Normal live load and overload shall be multiplied by the dynamic load factor applicable to the material and location in the structure of the member being designed. chosen so as to give the most adverse effect on the member being considered.55
This reduction factor shall be applied to the overload as well as the normal live load.
3.6 0. The number of design lanes that are loaded shall be selected to maximise the load affect on the structural member under consideration.2.
In this combination.2. the dynamic load factor shall be reduced linearly with depth of fill.7 0.8 0. The dynamic load factor for use in the design of all components which are above ground level shall be taken from Figure 3. from 1.00 for 1m of fill.3. any one element of HN loading in the live load combination shall be replaced by an element of HO loading.0. thus: Number of Elements 1 2 3 4 5 6 or more Reduction Factor 1.30 for zero fill to 1.3-6
3. as many elements of HN loading shall be placed on the bridge as will give the worst effect on the member being considered. the total loading may be multiplied by a factor varying according to the number of elements in the load case.
(a) Normal Live Load
In this combination. To allow for the improbability of concurrent loading.
2 may be used. including dynamic effects.2.2.2 : Dynamic Load Factor for Components Above Ground Level and for Bearings
The loading used in the fatigue assessment shall at least represent the expected service loading over the design life of the structure.BRIDGE MANUAL SECTION 3: DESIGN LOADING
L is the span length for positive moment. their magnitudes. Figure 3. A standard fatigue load spectrum for New Zealand traffic conditions is not available. The loading in BS 5400: Part 10: 1980(1) clause 7. In a case where fatigue details significantly influence the design. and the number of applications of each nominal loading event. and the average of adjacent span lengths for negative moment. taking account of current and likely future traffic. an appropriate loading spectrum shall be developed. but is likely to predict fatigue lives shorter than those which would be achieved in practice.
. This should be simulated by a set of nominal loading events described by the distribution of the loads.
it may be appropriate to allow for a greater force. plus an allowance for embedded steel. at any position on the deck surface. The magnitude of the force shall be the greater of two skidding axle loads as above.
3. but the dynamic load factor of 3. kerbs. km/h R = radius.g.2.2 Centrifugal Force
A structure on a curve shall be designed for a horizontal radial force equal to the following proportion of the live load.3-8
BRIDGE MANUAL SECTION 3: DESIGN LOADING Traffic Loads .4.2. When calculating the weight of concrete members. in each lane containing traffic headed in the same direction.3. care shall be taken to use a density appropriate to the aggregates available in the area. guardrails.2 Superimposed Dead Load
This shall consist of all permanent loads added after the structural system becomes complete. Consequent displacement of the structure shall be allowed for. It shall include handrails. lamp standards.
C = 0. or 10% of the live load which is applied to the section of superstructure. and any other permanent load added or removed before the structural system becomes complete. Consequent displacement of the structure shall be allowed for.3
3.008 S 2 / R
C = centrifugal force as a proportion of live load S = design speed. a horizontal longitudinal force shall be applied at deck surface level in each section of superstructure between expansion joints. or for a bridge on a grade. m.Horizontal Effects
3.4 shall be applied.1
Loads Other Than Traffic
This shall consist of the weight of the structural members. In some cases. 3. services and
.4. e. equal to 70% of an HN axle load.
The force shall be applied 2m above the road surface level. on the approach to an intersection.1
For local effects. The reduction factors of 3. a horizontal longitudinal force..3. to represent a skidding axle. shall be applied across the width of any load lane.4
3. but the consequent variation in wheel loads need not be considered in deck design.5 shall not be applied. For effects on the bridge as a whole.
The design gust wind speeds acting on adverse areas of a bridge without live load being present. Part 2. Clause 2. Transmission of horizontal forces from superstructure to substructure by bearing restraint shall be allowed for.BRIDGE MANUAL SECTION 3: DESIGN LOADING
road surfacing. whether the intention is to surface the bridge immediately or not.4. An allowance shall be made for future services in addition to the weight of actual services installed at the time of construction. For footbridges with spans exceeding 30 m.5 kN/m2.
.4. creep and prestressing shall be allowed for in continuous and statically indeterminate structures. giving consideration to wind acting on adverse and relieving areas as defined in Clause 3.5 of that standard. Part 2(5).3 for the annual probability of exceedance corresponding to the importance of the bridge as defined in 2.2.4 Shortening
The effects of shrinkage and creep of concrete. for the ultimate and serviceability limit states. by considering: • • • The possibility of earthquake motions in any horizontal direction The potential effects of vertical earthquake motions The available structure ductility.
The magnitude of the force and the required structure ductility shall be obtained from Section 5.3 Earthquake
The design shall allow for the effects of earthquakes. for which aerodynamic effects may be critical.4. the principles forming the basis of BD 49/01. In composite structures.3.5 Wind (a)
Wind load shall be applied to a bridge in accordance with the principles set out in BS 5400. Specification for Loads(2). Design Rules for Aerodynamic Effects on Bridges(4) shall be applied.3. The section rigidity assumed for a reinforced concrete pier which resists the resulting forces shall be that of the cracked section.
3. Clause 5.1.
3. The secondary effects of shrinkage. Surfacing shall be allowed for at 1.2 to 2. and shortening due to prestressing shall be taken into account. The effects of creep in the pier in reducing the forces may be taken into account. differential shrinkage between elements shall be allowed for. contained within BD 37/01 Appendix A(3). shall be calculated in accordance with AS/NZS 1170.25 kN/m2 shall be applied as a uniformly distributed load over the full width and length of the bridge deck. A minimum allowance of 0.
3 .6.3 to 5.3. Tc. In the case of a truss bridge. and Tg are factors defined in.3. as defined in (a) above. For the case where wind load is applied to a bridge structure and live load on the bridge. m/s and Vr m/s.3. both longitudinal and transverse. the maximum site gust wind speed acting on adverse areas shall be the lesser of 37 m/s and Vd m/s as specified above. contained within BD 37/01 Appendix A(3). the temperature variation shall be assumed to occur only through the deck and stringers.
(b) Differential Temperature Change
Allowance shall be made for stresses.10
BRIDGE MANUAL SECTION 3: DESIGN LOADING The design gust wind speeds acting on relieving areas of a bridge without live load being present shall be derived from the following equation: Vr = Vd.
3. Sections 5. as specified above. The height of a bridge shall be measured from ground level or minimum water level to the deck level.
. Part 2(2).6
Temperature Effects (a) Overall Temperature Changes
Allowance shall be made for both forces and movements resulting from variations in the mean temperature of the structure.3.Tc/(Sb.4. and any chord members attached to the deck. Part 2. BS 5400. Specification for Loads(2).
Wind forces shall be calculated using the method of BS 5400. and the effective coexistent value of wind gust speed acting on parts affording relief shall be taken as the lesser of 37 x Sc/Sb. Clause 5. resulting from the temperature variation through the depth of the structure shown in Figure 3. and not through web members or chord members remote from the deck.Sc. and derived from. The criteria shall be used for all structural types and all materials except timber.Tg) Where: Vr = design gust wind speed acting on relieving areas Vd = design gust wind speed acting on adverse areas Sc. as below: For steel structures For concrete structures ± 25oC ± 20oC
The section rigidity assumed for a reinforced concrete pier that resists the forces shall be that of the cracked section. Sb.
3: Temperature Variation With Depth Note that: (i) For structures shallower than 1400mm. For analysis of reinforced concrete members under differential temperature. Load Group 5B should be used. the value of T may be reduced to 27°C. because of the anticipated method of construction. the properties of the cracked section shall be used.
3. the temporary unsurfaced condition shall also be checked. This does not obviate the necessity of checking.33TP".11
Figure 3. the capacity of the structure for the contractor's actual equipment. For this condition. the two parts of the solid curve are to be superimposed.4. with the above reduced temperature load replacing the term "0. (ii) On a bridge that is to be surfaced.
. during construction.BRIDGE MANUAL SECTION 3: DESIGN LOADING
3 .7 Construction Loads
Allowance shall be made for the weight of any falsework or plant that must be carried by the structure.
wedge-nosed. as below
For pressures acting on faces normal to the direction of flow.3 . For pressures acting normal to the direction of flow.12
Water Pressure (a)
3.25 0.35 0.1 For a square ended pier For a circular pier For a pier with semi-circular ends For a pier with angled ends (i.5
The flood flows for which water pressure shall be considered shall be as specified in 2. the angle of attack factor is dependent on the angle of attack of the pier or superstructure to the direction of the water flow and shall be taken as follows.
Buoyancy shall be allowed for in assessing vertical reactions with which water pressure must be combined.e. the pier shape factor shall be taken as: 0.45 0.2. The flow producing ordinary water pressure shall be taken as the flow with an average recurrence interval (ARI) of 1 year.3.45 0. as below:
P = KV 2
= pressure in kPa on projected area = water velocity in m/s at the level being considered = pier shape factor x angle of attack factor.4 1.4.8
All piers subject to the force of flowing water shall be designed to resist a pressure acting on their face area normal to the flow. varying with depth below surface level. Calculations of water pressure under flood
. sharper than 90°) For a superstructure
Slab or wall type piers angled to the direction of the flow and partially or fully submerged superstructures inclined by superelevation shall also be designed for pressure perpendicular to their plane due to the water flow acting on their area parallel to the water flow. with coefficients for intermediate angles being interpolated: Angle of attack 0° 5° 10° 20° 30° or greater Factor 0 0.7 0.35 0.
3.3. Conservatively the ground water level may be taken as being at the ground surface provided that artesian or sub-artesian pressures are not present.4. Pressure shall be calculated using the formula in (a) above. dimension A in Figure 3.5. but as a guide.4. with K = 0. long term and weather dependent fluctuations. and considering the reliability and robustness of any drainage measures incorporated in the design. with allowance for seasonal.4 : Debris Raft for Pier Design
. The size of the raft is a matter of judgement.BRIDGE MANUAL SECTION 3: DESIGN LOADING
3 . The groundwater pressure shall correspond to not less than the ground water level with a 1/50 probability of exceedance.4. Dimension B should be half the sum of adjacent span lengths but not greater than 15m.
Where a significant amount of driftwood is carried. water pressure shall also be allowed for on a driftwood raft lodged against the pier. with a suitable margin on the scour depth.9 Groundwater on Buried Surfaces
Groundwater pressures shall be based on the groundwater levels and pressures measured from an appropriate programme of site investigations.11 Snow
Snow loading need only be considered at the ultimate limit state for footbridges.13
conditions shall make allowance for scour. The design snow load shall be determined from AS/NZS 1170 Part 3 for the annual probability of exceedance corresponding to the importance of the bridge as defined in 2.4 should be half the water depth. but not greater than 3m. Consideration shall also be given to flood situations and also incidents such as possible break in any water pipes or other drainage services.10 Water Ponding
The load resulting from water ponding shall be calculated from the expected quantity of water that can collect when primary drainage does not function.
It also includes negative skin friction (downdrag) loads on piles. Earth retaining members shall be designed for either static earth pressure plus live load surcharge where appropriate.0 kPa as given by the expression 5. compaction and drainage provisions of the backfill. a maximum of half the benefit due to static earth pressure shall be used in the load combination.
Earth Loads (a)
A footpath or cycle track on the same level as the roadway (whether or not separated by a guardrail) shall be included as part of the roadway. Loads on foundations due to downdrag (or negative friction) and to plastic soil deformation.6m of fill. an increase in static earth pressure reduces total moment in some positions in the structure. guardrails. between the limits of 1.4. at-rest or passive earth pressure shall be used as appropriate.4.12
Earth loads shall include horizontal static earth pressure (active.4. Barriers and Handrails
3. In some structures. or earthquake earth pressure in accordance with 5. Guardrails. In calculating static earth pressures. for example concrete slab frame bridges. the loaded length in metres. When calculating the total design moment at those positions.0 . A footpath or cycle track raised above the roadway behind a kerb (whether or not separated by a guardrail) shall be designed for a uniformly distributed load as follows:
when traffic loads are not considered in the same load case. at-rest and passive).
The effects of earthquake induced site instability.S/30. Active. Live load effects may be assumed equal to those of a surcharge pressure caused by 0. surcharge pressure and hydrostatic pressure from groundwater.6.
3. whichever is more severe. vertical earth pressure. is that length of footpath or cycle track which results in the worst effect on the member being analysed. and designed for the loads in 3. when traffic loads are considered in the same load case.2.3 . differential movements and liquefaction shall be considered.0 kPa.5 and 4.13
Loads on Kerbs. consideration shall be given to the influence of wall stiffness. where S. shall be included. barriers and handrails shall be designed in accordance with Appendix B. horizontal earthquake earth pressure. foundation and tie-back stiffness (where appropriate) and the type. Water pressure shall also be allowed for unless an adequate drainage system is provided. 5.14 Loads on Footpaths and Cycle Tracks.
A footpath or cycle track on a highway bridge.g. In all cases where there is a likelihood of crowd loading.0 kPa should be considered. such as due to groundwater changes. shall be designed as in (b). Where there is potential for subsidence of the ground. Part 2(2).
.e.0 kPa. falsework and construction equipment acting on structural elements as they are built-in. and those where vehicles are likely to be stationary for a significant portion of the time (i.4. These may arise due to the weight of formwork.17 Forces Locked-In by the Erection Sequence
Forces that are locked-in to a structure due to the erection sequence shall be allowed for.16 Settlement. and the performance requirements for the road link shall be taken into consideration in the development and design of appropriate mitigation measures. The secondary effects of prestressing shall be included with the effects of shortening in 3. but without the overload. underneath the roadway. The design load for this purpose shall be taken as the two 120 kN axles of one HN load element.BRIDGE MANUAL SECTION 3: DESIGN LOADING
3 .2 . Examples are access to a sports stadium.
3.055 m/s. Subsidence and Ground Deformation
Horizontal and vertical forces and displacements induced on or within the structure as a result of settlement. subsidence or ground deformation in the vicinity of the structure or approach embankment shall be taken into account.S/25. contained within BD 37/01 Appendix A(3).4. Other bridges should comply with the criteria where economically justifiable. Appendix B. the maximum value of 5.. or where the bridge could become a vantage point to view a public event. where S is as defined in (b). A foot or cycle track bridge without traffic shall be designed for a uniformly distributed load between the limits of 2.
3. regardless of the loaded length.0 and 5. Pedestrian and cycle bridges shall conform to the requirements of BS 5400. as given by the expression 6. with or without traffic signals).15
The structure shall also be checked for an overload case consisting of the HN wheel loads positioned with wheel outer edges at the outer edge of the slab. the effects of this on the structures.4. The criteria below shall be complied with for bridges carrying significant pedestrian or cycle traffic. near intersections. The maximum vertical velocity during a cycle of vibration due to the design load shall be limited to 0. positioned out of reach of the traffic. mining.
3.4. liquefaction etc.15
All highway bridges shall be checked for the effects of vibration due to traffic loads.
A nominal collision load of 50kN (equivalent static load) shall be considered to act as a single point load on the bridge superstructure at any location along the bridge and in any direction between the horizontal and vertically upwards. The load shall be applied 1. Vehicle collision load on the supports and on the superstructure shall be considered to act non-concurrently.18
Piers and abutments supporting road bridges over other roads. suitable protective barriers shall be provided. rail crossings should be a clear span between abutments. An exception to the above requirements will be considered where providing such protection would be impractical or the costs would be excessive. Flexible barriers shall be positioned to allow for the dynamic deflection of the barrier.
(b) Collision Load from Road Traffic
Where the piers or abutments supporting an overbridge are not located behind rigid or flexible traffic barriers meeting performance level 4 or higher.16
Collision Loads (a) General
3. or at the level of the outer soffit corners of a box girder or slab superstructure. and any variations to the requirements of this Manual are subject to the agreement of Transit New Zealand.3 .5 m of a rail track centreline.2 m above ground level. except that their effect on elastomeric bearings shall be considered at the serviceability limit state. and they are located within 5. providing that the structure has sufficient redundancy to prevent collapse. Such cases require justification. Where piers and abutments are located within clear zones.
(c) Bridge Piers Adjacent to Railways
Where possible. The requirements of the Transit New Zealand Geometric Design Manual for clear zones shall also be met. Alternatively. Collision loads need only be considered at the ultimate limit state. Where piers are necessary. as set out in Appendix B. they shall be designed to resist a nominal equivalent static load of 1000 kN applied at an angle of 10 degrees from the direction of the centreline of the road passing under the bridge.0 m of the edge of the underlying road carriageway. they shall be designed to resist the following minimum impact loads applied simultaneously (equivalent static loads):
. The load shall be applied at the level of the soffit of the outside girders. and they are situated within 5.4. a protective barrier system shall be provided. railways or navigable rivers shall be designed to resist accidental collision loads. Vehicle collision loads on bridge abutments need not be considered when abutments are protected from collision by earth embankments.
2. The load groups specified cover general conditions. Bridge piers shall either be protected by auxiliary structures designed to absorb the impact energy.
3 . this case shall be considered. The required seismic resistance of structures during construction is difficult to specify in a general manner. the following abbreviations are used: CF CN CO DL EL = = = = = Centrifugal effects of traffic loads Construction loads.4 shall be combined in groups as shown in Tables 3.g. at 2 m above rail level. vulnerability of the structure and surroundings at each stage. Provision shall also be made for other loads where these might be critical. including superimposed dead load Locked-in forces due to the erection sequence
. Design loads shall be assessed and included in the Design Statement.
(d) Ship Impact on Bridge Piers
Possible impact loads from shipping shall be considered. vehicle or ship impact on piers. if a worse effect is obtained by omitting one or more of the transient items..BRIDGE MANUAL SECTION 3: DESIGN LOADING 2000 kN parallel to the rails 1000 kN normal to the rails Both loads shall be applied horizontally.5 Combination of Load Effects The effects of the loads described in 3. Variables such as duration of construction stage. and cost to temporarily improve the seismic resistance shall all be taken into account. e.
In any group. The designer shall be satisfied that the load components of Group 5C give adequate protection in the circumstances being considered.1 and 3.17
In addition. or they shall be designed to resist impact from vessels operating under both normal conditions and extreme events that could occur during the life of the bridge. any requirements of the appropriate railway authority shall be satisfied. In the tables. and as specified below. including loads on an incomplete structure Collision loads Dead load. 3.2 to 3.
33TP DL + EL + GW + EP + OW + SG + 0.33TP + CN DL + EL + GW + EP + OW + SG + 0.1: Load Combinations for the Serviceability Limit State Group 1A 1B 2A 2B 2C 3A 3B 3C 4 5A 5B 5C Note: Loads DL + EL + GW + EP + OW + SG + ST + CF + 1.33WD + CN DL + EL + GW + EP + OW + SG + 0.33TP DL + EL + GW + EP + FW + PW + SG + ST + WD DL + EL + GW + EP + OW + SG + ST + CO + 0.35LLxI + FP + HE DL + EL + GW + EP + OW + SG + ST + EQ + 0. the 1.35 factor applied to normal live load (LL) is to allow for the effects of closed-up stationary vehicles. 2B and 2C.3 . For combinations 1A. Combination 3C only applies to the design of elastomeric bearings.
.33 TP DL + EL + GW + EP + OW + SG + ST + OLxI + 0.35LLxI + FP + HE + WD DL + EL + GW + EP + FW + PW + SG + ST + CF + 1. replacement of the "permanent load" by "0. with scour Ground water Horizontal effects of traffic loads Dynamic load factor Normal live load (gravity effects) Overload combination of traffic loads (gravity effects) Ordinary water pressure and buoyancy Water ponding Shortening effects Snow load Settlement Temperature effects.35LLxI + FP + HE + TP DL + EL + GW + EP + OW + SG + ST + CF + 1.33EQ + CN Where the effect of a possible reduction in permanent load is critical. overall and differential Design load for consideration of member strength Wind load
Table 3.9 x permanent load" shall be considered.5FP + 0. 2A.18
BRIDGE MANUAL SECTION 3: DESIGN LOADING EP EQ FP FW GW HE I LL OL OW PW SG SN ST TP U WD = = = = = = = = = = = = = = = = = Earth pressure Earthquake effects Pedestrian and cycle track live load Flood water pressure and buoyancy.35LLxI + FP DL + EL + GW + EP + OW + SG + ST + TP DL + EL + GW + EP + OW + SG + ST + CF + 1.
2.8 whichever is more severe. to allow for vertical acceleration.35 (DL + EL + EP + OW + SG + 0.35 (DL + EL + EP + OW + SG + ST + CF + LLxI + FP + HE) + GW + WD U = 1.00 (kDL + EL + 1.33WD U = 1.35 (DL + EL + EP + OW + SG + 1.10(CF + OLxI) + 0. Combination 3D applies only to the design of footbridges.35 (EP + OW) + SG + ST + 2.35EP + OW + SG + ST + 1.20 (DL + EL + EP + OW + SG + ST + TP) + GW + PW + SN + 0.33TP) + GW U = 1.BRIDGE MANUAL SECTION 3: DESIGN LOADING Table 3.33TP) + GW U = 1.6 Note : Where the effect of a possible reduction in a permanent load is critical.25TP) + GW
3 .3 or 0.
.33WD U = 1.33TP) + GW U = 1.30FP) + GW U = 1.10 (DL + EL + 1.35 (EP + OW) + SG + ST + EQ + 0. replacement of "permanent load" by "permanent load/j" shall be considered (where j is the load factor outside the bracket).20 (DL + EL + EP + OW + SG + ST + CF + LLxI + FP + HE + TP) + GW U = 1.35 (DL + EL + EP + SG + ST + CF + LLxI + FP + HE) + GW + FW + PW U = 1.33TP + 1.10CN) + GW U = 1.00 (DL + EL + 1.35 (DL + EL + EP + OW + SG + 0.35 (DL + EL + EP + OW + SG + ST + 1.33EQ + 1.67(CF + LLxI) + 1.10CN) + GW
* k = 1. k=1.35EP + OW + SG + ST + 1.10CN) + GW + 0.35 (DL + EL + 1.0 when considering the vertical earthquake response specified by clause 5.25 EP + SG + ST) + GW + FW + PW + WD U = 1.19
U = 1.00CO + 0.35 (DL + EL + 1.2: Load Combinations and Load Factors for the Ultimate Limit State Group 1A 1B 2A 2B 2C 3A* 3B 3C 3D 4 5A 5B 5C Loads and Load Factors U = 1.70FP + 0.
BS 5400.20
3. Loads for Highway Bridges. BD 49/01. The Highways Agency. London AS/NZS 1170. Standards Australia and Standards New Zealand jointly. Part 2: Wind Actions. Part 10:1980. “Code of Practice for Fatigue”. Part 2:1978. London.6
(1) (2) (3) (4) (5) BS 5400: Steel.2:2002 Structural Design Actions. “Specification for Loads”.3 . Steel Concrete and Composite Bridges. Design Rules for Aerodynamic Effects on Bridges. Concrete and Composite Bridges. 2001. BD 37/01. British Standards Institute. British Standards Institute. 2001. The Highways Agency.
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