X-002 SM _M030_Lecture 2 and 3_Highway Loads

Department of Civil and Environmental Engineering
ENGM030: Bridge Loading and Analysis
Unit 2: Highway Bridge Loads
Dr Stergios A Mitoulis
University of Surrey, Guildford, 12 October 2015

Overview
Introduction to Eurocodes
Influence Line Diagram
Highway Traffic Loads
ENGM030 Bridge Deck Loading and Analysis Overview 2

Reading Suggestions
BS EN 1990: Basis of Structural Design

National Annex to BS EN 1990
Guide to the use of EN 1990
BS EN 1991-2:2003 Eurocode 1 - Part 2:

Actions on structures. Traffic loads on bridges
NA to BS EN 1991-2:2003 (National Annex)
Any book on ‘Influence line diagram’
ENGM030 Bridge Deck Loading and Analysis Suggestions 3

Symbols and terms of reference
Uncertainty modelling-Representative and

Design values
Design Situations
Limit State requirements (ULS & SLS)
ENGM030 Bridge Deck Loading and Analysis Introduction 4

Classification of actions
a) variation in time:
— permanent actions (G), e.g. self-weight of structures, fixed
equipment and road surfacings
— variable actions (Q), e.g. imposed loads, wind loads or snow
— accidental actions (A), e.g. explosions, or impact from vehicles
b) spatial variation:
— fixed actions, e.g. self-weight;
— free actions, e.g. movable imposed loads, wind loads, snow
c) nature and/or the structural response:
— static actions, which do not cause significant acceleration of
the structure or structural member;
— dynamic actions, which cause significant acceleration of the
structure or structural member (inertia loads)
ENGM030 Bridge Deck Loading and Analysis Actions 5
Classification of actions
ENGM030 Bridge Deck Loading and Analysis Actions 6

Design working life
The design working life is the assumed period for which a
structure is to be used for its intended purpose with anticipated
maintenance but without major repair being necessary
Table 2.1 (EC1-1) - Design working life classification
ENGM030 Bridge Deck Loading and Analysis Working life 7

Actions
Self Weight ENVIRONMENT TRAFFIC CONSTRUCTION

Wind Plant, Equipment
Snow, Ice, and Erection
Road Surfacing Temperature, etc. method
Earthquake
Explosion
Ground motion
Fixed Equipment
Vertical Loads Horizontal Loads Vehicle

Materials Vertical loads Horizontal loads Impact
Creep due to the mass due to change in
Geotechnical
Shrinkage of traffic. speed or direction. Floods
…
Settlement FILLING MATERIAL

Differential Load Load Load Load Vertical Earth Pressure
settlement of Model 1 Model 2 Model 3 Model 4 Horizontal Earth Pressure
supports etc. Ground Water Pressure
ground, ground-
water, and free
water
prestress
Subscripts
Symbols (EC 1-1) k = characteristic
d = design
G = permanent actions m = mean
Q = variable actions
ind=indirect
A = accidental actions (an imposed or constrained
deformation or an imposed
acceleration caused, for
AE = Seismic actions example, by temperature
changes, moisture variation,
E = effect of actions uneven settlement or
earthquakes)
X = material property rep=representative

(value used for the
α = geometric property verification of a limit state)
R = resistance of member / structure

Terms and symbols (EC 1-1)
frequent value of a variable action [Ψ1Qk;]
the value determined such that:
- the total time, within a chosen period of time, during which it is exceeded for a
specified part, or
- the frequency with which it is exceeded, is limited to a given value
quasi-permanent value of a variable action [Ψ2Qk;]

the value determined such that the total time, within a chosen period of time,
during which it is exceeded is a considerable part of the chosen period of time
Qk Characteristic value of a single variable action

Qk1 Characteristic value of the variable action
The following may be assumed for the time-varying part for most cases of characteristic
values of variable actions:
— the intended probability is [0,98];
— the reference period is [one] year.
Other Terminologies
Strength vs Resistance
Strength is a material/section property
usually given in units of stress
Resistance the maximum load-carrying

resistance of a structure or structural part
(member / structure)

Dominant and non-dominant variable actions
Eurocode uses the concept of dominant
(leading) and
non-dominant (accompanying) variable for
combining different variable actions for design
All variable actions other than the dominant
variable are non-dominant variable actions
If unsure, have to try different possibilities to
obtain most unfavourable effects
(critical design situations)

Symbol and terms of reference
Uncertainty modelling, Representative

and Design values
Design Situations
Limit State requirements

Modelling Random Uncertainty
(Strength)
Tensile Strength = 460 N/mm2 (Deterministic)
Say 20 samples were tested.
Partial factors:
γF for actions, also accounting for model
uncertainties and dimensional variations
γM for a material property
fck γR for resistance
γs for actions
Normal frequency distribution of

Average Strength: mean strengths
Characteristic Strength: fck
Modelling Random Uncertainty (Loads)
Loads on a bridge fluctuate throughout the design life
Intervals in Weeks
Load
Interval in Days
Loads Time
Maximum Weekly Load
Maximum Daily Load Maximum Load for 120 years

Modelling Random Uncertainty (Loads)
load
95% characteristic value

Confidence
nominal value: a characteristic value established from an appropriate

document such as a European Standard or Prestandard.”
characteristic value of an action:

the principal representative value of an action.
-fixed on statistical bases (a prescribed probability of not being exceeded on the
unfavourable side)

Representative values, actions
Representative value of variable action, Frep
Characteristic value, Qk
dominant
Combination value, ψ0 Qk
Frequent value, ψ1 Qk
non-dominant
Quasi-permanent value, ψ2 Qk

Design values
Design value for actions, Fd = γF Frep
Design value of effects (results) of actions,
(moment, shear stress

Ed=ƔSd E{ɣf,i Frep,i; ad} displacement etc)
γSd represent: action and/or action effect
model uncertainty
Design value of material properties
Xd = η Xk / γΜ
Design resistance
Uncertainty modelling, representative and

Design values
Design Situations
Limit State requirements

Design Situations
Persistent Design Situations
for periods of the same order as design life
Conditions of normal use
Transient Design Situations

temporary conditions applicable to the structure,
e.g. during execution or repair
Accidental Design Situations

Situations involving exceptional conditions
Impact, explosion, fire, etc.
Seismic Situations
subjected to seismic events

Uncertainty modelling, representative and
Design values
Design Situations
Limit States

Limit states
Safety requirements (ULS)
Fitness for purpose (SLS)
Structural resistance adequate for required
period of time in fire (FIRE resistance)
Damage proportional to event (robustness)
Deterioration should not impair the
performance over design working life
(durability)
Controllable damage under earthquakes
(capacity design)
ENGM030 Bridge Deck Loading and Analysis Limit states 22
Resilience
Three words describe structural resiliency:

-robustness
-redundancy
-recovery
A structure’s ability to absorb disastrous impacts with timely

returns to normal function/condition is known as structural
resilience.

Robustness EN 1991-1-7
"Robustness is the ability of a structure to
withstand events like fire, explosions, impact
or the consequences of human error, without
being damaged to an extent disproportionate
to the original cause."
Ultimate Limit States
EQU: Loss of static equilibrium
STR: Internal failure or excessive deformation
GEO: failure or excessive deformation of the
ground
FAT: fatigue failure of the structure
Rd > Ed for each case

Ultimate Limit States
EQU: Loss of static equilibrium of the structure, i.e. ‘overturning’
STR: Internal failure or excessive deformation of the structure or its
structural members, including footings, piles, basement walls,
etc. This generally concerns the strength of the materials of a
structure, or the stability of its members.
GEO: Failure or excessive deformation of the ground or
foundations on which the structure sits
26
Combination of actions ULS
Sec. 6.4.3 of EN 1990 defines the
combinations of actions for various design
situations
Persistent and Transient design situation
Qk,1” Qk,i
Accidental design situation

Serviceability Limit States
Two categories of SLS
Irreversible limit states, e.g. crack width
Reversible limit states, e.g. deflection
Three different combination of loads

Characteristic (rare) combination
Irreversible limit states
Frequent combination
Reversible limit states
Quasi-permanent combination
Long-term, e.g. appearance
Combination of actions SLS
Characteristic (rare) combination
Frequent combination
Quasi-Permanent combination
Design values of
actions for use in the
combination of
actions:

(tandem system)
(c) Dr. Muhammad

ENGM030 Bridge Deck Loading and Analysis Imran Rafiq 30 24
ψ-factors 30
Representative value, actions
ENGM030 Bridge Deck Loading and Analysis ψ-factors 31

Overview
Introduction to Euro Codes

Analysis using ILD
ENGM030 Bridge Deck Loading and Analysis IL 33

Influence lines
Influence line (statics) = is a graph illustrating the variation of an
action (reaction, moment, shear, deflection etc) when a unit load
moves on the static system
Influence lines provide a systematic procedure to
determine variation of the load effects at a given
point/section in the structure when applied load moves
Influence lines are useful visual aid to determine the
distribution of the primary traffic loads to give
maximum responses
Can be used to calculate the values of the stress
resultants
Generally used by Bridge Engineers in a qualitative
manner to locate critical regions for loading

Construction of ILD
Influence lines can be constructed for:
Support Reactions
Bending moments
Shear Forces
Deflections etc

Construction of ILD
Support Reaction “1” (unit load)
x
A B
L
Influence Line for RB
RB = 1(x)/L
1
X RB influence line 0.75
0 0 0.5
L/4 ¼ 0.25
L/2 ½
3L/4 ¾
L 1 L

Construction of ILD
Moment and Shear at Point C
x “1”
RB = 1(x)/L
RA = 1(L-x)/L A C B
0.5L
L
“1” MC
VC = -x/L x < 0.5L
VC
MC = x/2 B
A
“1”
x > 0.5L MC
VC
VC = (L-x)/L
A B
MC =(L-x)/2

Construction of ILD
Moment and Shear at Point C
“1” “1”
VC MC x < 0.5L x > 0.5L VC MC
A B A B
VC = -x/L VC = (L-x)/L
MC = x/2 MC =(L-x)/2
0.25L
“1” 0.5
“1”
ILD for BM at Point C -0.5

ILD for SF at Point C

Analysis using ILD
For POINT loads BM = ordinate x shorter span x P , where P is the point load
For UDL’s BM = area under influence line x shorter span x w , where w is the UDL

Analysis using ILD
Can be used to calculate the moments and forces in bridge members
directly if the bridge consists of either one lane or equally loaded
lanes
a0 a1 a2 a3 a4 a5 a0 a1 a2 a3 a4 a5
Usual Case l Usual Case
l = spacing between ordinates

Analysis using ILD

Analysis using ILD
Example 1: A continuous slab bridge
consists of 2 spans L1 = 23.5m and
L2 = 47m respectively. If the bridge has a
single lane only and is subjected to a
UDL of 30kN/m and a point load of
150kN at worst position, use influence
lines to determine:
1) The BM at the centre of the long span
2) The BM at the centre of short span
3) The BM at the central support
Unit 2
Example 1: Influence line Diagram
1) BM at the centre of long span

span ratio=23.5/47=1/2
l=distance between ordinates 47/6=7.83m
sum of ordinates=0.082+0.21+0.375+0.235+0.113=1.015
BM,UDL=7.83x1.015x23.5x30=5602.95kNm
BM,p.l.=0.375x23.5x150=1321.88kNm (point load)
Total BM= 6924.8kNm
2) BM at the centre of shorter span
sum of ordinates=0.629
BM,UDL=1736.8kNm
BM,p.l.=775.3 kNm (point load)
Total BM= 2512.06kNm
The UDL was applied only to the span under study to obtain maxBM.
3) BM at central support
note 1: both spans should be loaded to obtain maximum BM
note 2: point load will be located at the max coordinate , i.e. at the longer
span
a) BM at the central support due to load on the longer span
BM longer span=5373.4kNm
BM,p.l. longer span=881.25 kNm (point load)
b) BM central support due to load on short span
BM short span=670.98kNm
Total BM over central support BM=5373.4+881.25+670.98=6925.63 kNm
44
ILD for Continuous Structures-Mid-span
The shape rather than the actual values are a
dominant features of each line.
cusp humped Area
1 2 3 draped 4 5 6
draped Area
Influence Line for the BM at mid-span section of span 2-3
A cusped section followed by alternate humped
and draped sections.
This pattern can be used to sketch ILD for any
number of equal or unequal spans.
ILD for Continuous Structures- support
Humped Area
2 3 4 5 6
1
draped Area
Influence Line for the BM at support 3
Two adjacent draped sections followed by

alternate humped and draped sections.
The shape provides visual picture of where
to place the loads to maximize the effects.

ILD for Continuous Structures
1 2 3 4 5 6 1 2 3 4 5 6
Influence Line for the BM at mid-span
Influence Line for the BM at support 3
section of span 2-3
The shaded areas show regions where loads

should be provided; Adverse areas.
Non shaded areas are reliving areas.
Under normal circumstances, maximum
moments are generally taken as
loading the adjacent spans for internal support
loading the single span only for mid-span regions
must be checked for alternate options for sensitivity

Loaded Length
Loaded length is the full base length of the
adverse area
ILD for mid-span
Loaded Length

Loaded Length
For more than one adverse areas, e.g. continuous
construction, the loaded length should be taken as full
base length or sum of full base lengths of any combination
of the adverse areas selected.
ILD for MidPoint of Left Span
L1 L2 L3
Loaded Length = L1 + L3
= L1

Loaded Length
For more than one adverse areas, e.g. continuous
construction, the loaded length should be taken as full
base length or sum of full base lengths of any combination
of the adverse areas selected.
ILD for MidPoint of Left Span
L1 L2 L3 L4 L5
Loaded Length = L1 + L3 + L5
= L1 + L3
= L1

ILD for Trusses
Axial forces in bridge trusses varies with
moving loads across the bridge
Influence lines are useful in this context to
determine the loaded length to give the
worst credible effect
Warren Truss
ILD for Trusses
B
Force remains positive for A

member A, Loaded length is
selected as full length of the
bridge +
Both negative and positive
ILD for force in member A
forces are present in member
B. Suitable loaded lengths
should be selected for +
maximum effects -
ILD for force in member B

End of IL
53
Overview
Introduction to Euro Codes

Carriageway and notional lanes
Vertical traffic actions
Horizontal traffic actions
Group of traffic actions
ENGM030 Bridge Deck Loading and Analysis Loads 55

Carriageway width
Carriageway width w is the width between raised kerbs or
vehicle restraint systems
For removable central reserve, carriageway width w is
the total width, including central reservation
For permanent central reserve, each part of the
carriageway should be separately divided into notional
lanes.
ENGM030 Bridge Deck Loading and Analysis Lanes 56

Notional Lanes
Carriageway width is the width between raised kerbs or
vehicle restraint systems.
Notional lanes are arbitrary traffic lanes for design purpose

No. Of Notional lanes
Example 1: 11 m wide slab bridge; 0.5m
wide edge stiffening on each side. Notional
Lanes =?

59
Example 2: 11 m wide slab bridge; 0.5m wide
edge stiffening on each side. Removable
central reserve; Notional Lanes =?

61
Example 3: 13 m wide slab bridge; 0.5m wide
edge stiffening on each side. 1m Permanent
central reserve; Notional Lanes =?

Location and numbering of the lanes for design
Useful notes
Lane nos. are interchangeable, i.e. location is not
related to their numbering
A lane no. should appear only once. For each
individual verification (e.g. ULS), the most adverse
effects should be chosen
Separate lane numbering for each carriageway, for
two separate parts on two independent decks.
If two decks supported on same piers, one
numbering for the two parts for substructure design

No. of Notional lanes
Example 4: 5m wide deck (existing) with a
6m wide deck extension. Both on different
substructures.
existing
extension

Example 4: 5m wide deck (existing) with a 6m
wide deck extension. Both on same
substructures.

For Superstructure
For Substructure
67

Vertical Traffic Actions
Four Load Models (LM) are defined in
EN1991-2.
Two more predominant are LM1 and LM2,
which represent the normal traffic loads for
bridges
LM3 refers to special vehicle
LM4 is a crowd loading model
Representation of actions: The load models defined in this section do not describe
actual loads. They have been selected and calibrated so that their effects (with
dynamic amplification included where indicated) represent the effects of the actual traffic
in the year 2000 in European countries.

Department of Civil and Environmental Engineering
ENGM030: Bridge Deck Loading and Analysis
Unit 2: Highway Bridge Loads

Part II
Dr Stergios A Mitoulis
University of Surrey, Guildford, 12 October 2015

Tandem System (TS)
assembly of two consecutive axles considered to be simultaneously
loaded axle
axle 1 axle 2
Plan view of TS of LM1 Plan view of TS of LM2

total vertical load 600kN total vertical load 400kN
72
Load Model 1 (EC 1-3, §4.3.2)
LM1 is similar to HA loading of BS5400
Consists of two partial systems:
1. UDL System, αq qk
2. ONE Tandem System (TS) per lane,αQ Qk, where αQ=adjustment factor
αQ,max=1
LM1 characteristic values:

Application of LM1
TS placed centrally for global analysis.
Placed for most unfavourable
effects for local analysis,
Spacing can also be reduced.
Dispersal through pavement
and concrete slab at 1:1. 2.5kN/m2
300kN 300kN
9kN/m2
200kN 200kN 2.5kN/m2
Note: Loads are based on 100kN 100kN 2.5kN/m2

Ecode NOT UK’s NA
2.5kN/m2
Application of tandem systems for local verifications
Where general and local effects can be
calculated separately, the general effects may be
300kN 300 kN calculated by using the following simplified
alternative rules:
a) the second and third tandem systems are

200kN 200 kN replaced by a second tandem system with axle
weight equal to :
(200αQ2 + 100αQ3) kN, or
b) for span lengths greater than 10 meters, each
tandem system is placed in each lane by a one-
axle concentrated load:
600 αQ1 kN on Lane Number 1
300/2=150kN 400 αQ2 kN on Lane Number 2
200 αQ3 kN on Lane Number 3

Load Model 1
Adjustment factors given in National Annex
(NA to BS EN 1991-2:2003)
NAD: National Application Document

Example 2
Determine LM1 values for the following
loaded lengths.
17m
50m
149m

Unit 2
Example 2
Assuming only one lane on the bridge of 3m width

(A) q1k=9kN/m2 & Q1k=300kN [Table 4.2]
αq1=0.61 for Lane 1
αQ1=1.0 for Lane 1 [Table NA1]
Hence, the UDL αq1q1k=5.5kN/m2 and the axle weight is
αQ1Q1k=300kN/axle
The above are regardless the length of the span

Load Model 2 (single axle) (EC 1-3, §4.3.3)
Single axle load, βQ Qak
Qak = 400kN (dynamic amplification is included)
Distributed equally between two wheels Plan view of TS of LM2
(200+200kN) kerb
Generally critical for loaded lengths between 3 to
7m (i.e. small span bridges).
One or both wheel may be applied.
400kN
βQ =1.0 (=αQ1)
National Annex choose wheel size as
0.4 x 0.4m (not 0.35 x 0.60 m)
Dispersal at 1:1 through pavement and concrete
deck slab (for local analysis)
Additional amplification factor within 6m from joint
D = distance in m of
x-section under consideration

Dispersal of concentrated loads
(EC 1-3, §4.3.3)
This model should be considered for general as well as local
verifications.
Dispersal at 1:1 through pavement and concrete deck slab.

80
Example 3
Determine LM1 loading requirements for a
simple span of 35m. Assume carriageway
width of 10m.

Unit 2
Example 3
L=35m
Carriageway width w=10m
Table 4.1 BS EN 1991-2
No of notional lanes nl=3
width of the notional lane wl=3m
remaining area=1m
Table 4.2 BS EN 1991-2 & Table NA-1 (National Annex)
Lane 1:
αq1q1k=0.61 9= 5.5kN/m2
αQ1Q1k=1 300= 300kN/axle
Lane 3:
Lane 2: αq3q3k=2.2 2.5= 5.5kN/m2
αq2q2k=2.2 2.5= 5.5kN/m2 αQ3Q3k=1 100= 100kN/axle
αQ2Q2k=1 200= 200kN/axle
Remaining area:
αqrqrk=2.2 2.5= 5.5kN/m2
2m
150kN 150kN
150kN 150kN
100kN 100kN
100kN 100kN
50kN 50kN
50kN 50kN
Note 1: For global analysis the tandem axle is placed in the mid
(transversely) of the lane
Note 2: The longitudinal position of tandem axle is located such as
to produce maxBM in the deck (see IL)
Case 1:
Tandem axle arranged such that the resultant lies on the mid-span of
deck
Case 2:
The tandem axle is positioned such that the resultant and one axle
bisects the CL (centreline) of the deck. In this case the maxBM will
be under the axle (under consideration), not the CL of the deck.
Depending upon the span, qk and Qk either Case 1 or Case 2 will be

governing since M,UDL will be reduced away from the midpoint.
Most critical position for point loads
When a group of wheel loads are acting on a simply supported
member, the absolute maximum BM at a point is given when
half the distance between the resultant of the wheel loads and
the wheel next to it coincides with the centreline of the span.
The point of maximum BM is under the wheel considered.
CL R
wheel load: W W
x x
R=2w
Position of the resultant giving maxBM

Example 4
Show plan arrangement for LM1 loading to
give:
Worst bending moment (BM)
Worst shear force (SF)
Worst Support Reaction (SR)
Two spans of 20m each

Carriageway width = 11 meters

Unit 2
Example 4
Use only LM1 and make use of 2-span IL to determine the max loads
Lane width w=3m
Remaining area 2m
a1) Critical (worst) sagging BM (positive moment at midspan)
2
5.5kN/m Lane 1
5.5kN/m2 Lane 2
2
5.5kN/m Lane 3
5.5kN/m2 remaining
span 1 span 2
Note 1: The longitudinal position of the tandem axel should be based on
influence lines (or FEM models) and is not the midspan if the deck is continuous.
Note 2: The interaction between UDL and tandem axel should be considered
while positioning loads
Note 3: For global analysis, the tandem axle is placed centrally in the lane in
transverse position.
Load Model 3-Special Vehicles
Also termed as Special Vehicle (SV)
To be used for main route bridges
Not actual loads but models
NA2.16 defines the special vehicles (National Annex: NA to
BS EN 1991-2:2003). Represents the max effects that could
be taken induced by actual vehicles in accordance with the
Special Type General Order (STGO) vehicles and
Special Order (SO) Regulations
3 SV models for STGO: SV80, SV100, SV196
4 SOV models (Special Order Vehicles)
Reflects abnormal and exceptional vehicle loads

(in BS5400 terms).
Load Model 3 - SV80

Load Model 3-SV100

Load Model 3- SV196
95
Load Model 3-Special Order Vehicles
Maximum total weight of SO trailer units up to 250 tonnes
96
ENGM030 Bridge Deck Loading and Analysis Loads
(c) Dr. Muhammad Imran Rafiq 66 96
DAF for LM3 (based on: NA.2.16.3)
Dynamic Amplification Factors for the SV and SOV vehicles
97
Application of special vehicle models on the
carriageway
The SV or SOV vehicle loading
should be combined with Load
Model together with the load
adjustment factors given in NA.2.12
as follows:
i) Only one SV or SOV model

vehicle should be considered on
any one superstructure
ii) The LM1 should be considered

to be at the "frequent“ values. The
loading should be applied to each
notional lane and the remaining
Typical application of SV or SOV and Load
area of the bridge deck. Model 1 loading when the SV or SOV vehicle
lies fully within a notional lane
98
carriageway
Typical application of SV or SOV
and Load Model 1 loading when
the SV or SOV vehicle straddles
two adjacent lanes
Distance to the far edge <2.5m
99
Load Application
100
Example 5
Geometry of the bridge identical to Example 3.
Show plan arrangement for highway loading to
give
Worst credible BM
Worst credible SF
for loaded length of 35m, and carriageway width of

10m.
Assume SV100 for LM3.

L=35m
Carriageway width w=10m
Table 4.1 BS EN 1991-2
No of notional lanes nl=3
width of the notional lane wl=3m
remaining area=1m
Note 1: For LM1 only look at Example 3
Note 2: When the two loading models (LM1 & LM2) are combined the
following cases can be considered:

Total length of the SV100: 0.35+5x1.2=6.35m
Dynamic amplification Factor for each wheel :
DAF=1.12 [Table NA.2]
Hence, each axle has a weight: w=1.12x165=184.8kN
Worst credible bending moment
The maxBM would be developed when the max loads are applied on
mid-span:
5m 5m
4.125kN/m2 SV100 Lane 1
4.125kN/m2 unloaded areas Lane 2
4.125kN/m2 Lane 3
CL
4.125kN/m2 remaining
L=35m
Worst credible bending moment
Second alternative loading:
5m 5m
4.125kN/m2 SV100 Lane 1
4.125kN/m2 Lane 2
4.125kN/m2 Lane 3
4.125kN/m2 CL remaining
L=35m
105
Note 3: When LM1 and LM3 are combined the characteristic value of
LM3 is combined with the frequent value of LM1 (see group of loads: gr5
of Table NA.3)
Recall:
frequent value of a variable action [Ψ1Qk1] is the non-dominant value, it
corresponds to reversible limit states and the combination is the following:
Example 6
Show plan arrangement for loading to give
worst bending moment.
Two spans of 20m each with carriageway
width = 11m.
Use SV80 for LM3.

Critical (worst) sagging BM (positive moment at midspan)
Note 1: The maxBM would be either in the first or the second span.
Note 2: The bridge is symmetric with respect the transverse centreline of
the deck (above the piers)
SV80
*where 2 is the distance that gives

maxBM (distance 2 can be 1,2m
or 5m or 9m)
DAF=1.16
Wheel load w=1.16x130=
150.8kN
Critical length of the
SV80 = 0.35+5x1.2=6.35m
SV80 gives maxBM when distance
2 is the minimum
Unloaded area
5m 5m
6.35m
m
SV80 Lane 1
4.1kN/m2 4.1kN/m2 Lane 2

2
4.1kN/m Lane 3
4.1kN/m2 remaining
span 1 = 20m span 2 =20m
max coordinate of IL
2a) Critical (worst) hogging BM (negative moment at support)
Unloaded area
5m 5m
6.35m
SV80 Lane 1
2 2
4.1kN/m 4.1kN/m Lane 2
2
4.1kN/m Lane 3
4.1kN/m2 remaining
span 1= 20m span 2 =20m
max coordinate of IL max coordinate of IL

2b) Critical (worst) hogging BM (negative moment at support)
Alternatively, the maxBM at support would be developed if the SV80 is
above the pier and it spreads along the deck with its max length:
Critical length of the SV80 = 0.35+4X1.2+9=14.15m
Unloaded area
5m 5m
14.15m
SV80 Lane 1
4.1kN/m 2 4.1kN/m 2 Lane 2
4.1kN/m 2 Lane 3
4.1kN/m 2 remaining
span 1= 20m span 2 =20m
max coordinate of IL max coordinate of IL

carriageway

Example 7
Show plan arrangement for highway loading to give:
Worst credible BM
Worst credible SF
The beam-slab bridge

have a loaded length of
35m, and carriageway
width of 10m.
Assume SV100 for LM3.

10,00
0,50
1,75 2,50 2,50 2,50
A B C D
For each beam the lateral position of SV100 will be different. To develop
maxBM on the beam one line of wheels should be located on the
considered beam.
BEAM A
0,75 0,50
1,75 2,50 2,50 2,50
A B C D
10,00
Option 1: Lane 1 is in series with the SV100. Rest of the lanes on the right
of the SV100.
BEAM A
L an e 1 : 3 ,0 0 m L an e 2 : 3 ,0 0 m
1 ,9 3 < 2 .5 m
1 ,0 8
0 ,5 0
1 ,7 5 2 ,5 0 2 ,5 0 2 ,5 0
A B C D
1 0 ,0 0
Option 2: SV100 straddles Lanes 1 and 2. 5m before and 5m after the

SV100 the area of the deck is unloaded.
BEAM B
Lane 1: 3,00m
3,00 0,50
1,75 2,50 2,50 2,50
A B C D
10,00
Option 1: Lane 1 lies along the SV100. Lane 2 is on the left (closer to
beam B).
Lane 1: 3,00m Lane 2: 3,00m Lane 3: 3,00m
2,08<2.5m
0,50
1,75 2,50 2,50 2,50
A B C D
10,00
Option 2: Lane 1 lies along the SV100. Lane 2 is on the right. Lane 2 is
unloaded because the distance from the far end is smaller than 2.5m.
Lane 3: 3,00m Lane 1: 3,00m Lane 2: 3,00m
0,50
1,75 2,50 2,50 2,50
A B C D
10,00
Option 3: Lane 1 lies along the SV100. The rest of the lanes should be
placed to give most unfavourable BM and shear actions.
Load Model 4 (for transient design situations)
Also termed as crowd loading
Applied on bridges where crowd load is
more likely, e.g. bridges serving sports
stadium, or close to town centres
Used for general verification only
Transient design situations only
UDL of 5 kN/m2
Includes dynamic amplification

Footway Loading (EC1-2 §5.3.2)
For bridges serving town centres and sports
stadium, use LM4.
For all other bridges
qfk is the characteristic value of vertical loading on non-public

footpath (uniformly distributed load)
L is the loaded length in [m]
Footway Loading (EC1-2 §5.3.2)



Horizontal Traffic Actions
Longitudinal forces
Breaking and acceleration forces (>300kN)
Transverse forces
Centrifugal forces
Due to Skewed breaking / acceleration
Actions for accidental design situations

Collision of vehicle under the bridge
Collision of vehicle on the bridge deck

Breaking and Acceleration (EC1-2 §4.4.1)
The horizontal force, Qlk, (braking force) is
a function of vertical forces (friction)
Breaking/acceleration are equal, but
opposite in direction.
For LM1; Qlk is obtained from:
Applied to Lane 1 where LM1 is highest

Long. Breaking and Acceleration
For LM3: More severe of either:
(a) breaking or (b) acceleration force
Breaking force (NA to BS EN 1991-2:2003NA.2.18.1)
Qlk,S = δ▪w Basic Axle Load
SV or SOV Deceleration factor, δ
SV80 0.5
SV100 0.4
SV196 0.25
All SOV Vehicles 0.2
Acceleration force = 10% of gross weight

of SV or SOV; distributed between axles
and wheels in proportion to vertical loads
Long. Breaking and Acceleration
The horizontal force transmitted by
expansion joints or applied to structural
members that can be loaded by only one
axle should be defined.
Recommended value:

Longitudinal forces
Breaking and acceleration forces
Transverse forces
Centrifugal forces

From vehicle under the bridge
From vehicle on the bridge deck

Centrifugal Forces (EC1 §4.4.1)
Significant for horizontally curved bridge with radius less
than 1500 m
Acting at finished surface level in transverse direction
Depends on the vertical forces
For LM1:
r horizontal radius of the carriageway centreline [m]

Qv = total vertical concentrated load of tandem system of
LM1

Centrifugal Forces (NA.2.18.2)
For LM3:
Applied at wheels / axles positions in proportion to weights

Skewed Breaking / Acceleration
A transverse braking force Qtrk = 25% of
longitudinal breaking or acceleration force
(EC1-2 §4.4.2(4)) should be taken into account.
For loaded lengths of up to 120m,
minQtrk = 50 % of longitudinal breaking (Qlk)
or the acceleration force (NA.2.20)
For loaded length of more than 120m,
minQtrk = 280 kN (NA.2.20)

Longitudinal forces
Breaking and acceleration forces
Transverse forces
Centrifugal forces

From vehicle under the bridge
From vehicle on the bridge deck

Actions under Bridge
Collision Forces on Piers
1000kN in direction of vehicle travel or
500kN perpendicular to vehicle travel
Applied at 1.25m above

adjacent ground level
For bridge over waterway,
rail traffic special loads to
be applied as given in
EN 1991-1-7

Collisions on decks
Collision Force on Deck
First option is to prevent these through
protective measures.

Collision forces on kerbs (EC1-2 §4.7.3.2)
A lateral force of 100 kN at a

depth of 0.05m below top of
kerb
Distributed over 0.5m length of
kerb / upstrand.
A vertical load of 0.75αQ1Q1k
applied simultaneously if more
severe

Action over Bridge(EC1-2§4.7.3.3 7 Table NA.6)
Collision force on vehicle restraint system
Distributed uniformly over 3m length at top of

vehicle restraint system
0.75 times LM1 load as vertical load
Action over Bridge
Vehicle on footways of road bridge (EC1-2 §4.7.3.1)
One accidental axle load, αQ2Q2k is placed and
oriented to get most adverse effect
A single wheel alone may be considered if necessary
Examples showing locations of loads

from vehicles on footways and
cycle tracks of road bridges


Group of Bridges Characteristic actions

Group of Bridges Characteristic actions (EC 1-1 §4.5.2)
141
End of Session 2

Learning Outcomes
On attending the session, participants are expected to be
able to:
Demonstrate an understanding of the Limit State
Philosophy as applied to the analysis and design
Apply various load combinations for the analysis
and design as specified in Eurocodes and NA
Understand and utilise ‘influence lines method’ for
the analysis and to establish loaded lengths
Demonstrate an understanding of
Primary loads on Highway Bridges
Secondary loads on Highway Bridges
Application of loads to get maximum loading effects
ENGM030 Bridge Deck Loading and Analysis Outcomes 143

X-002 SM _M030_Lecture 2 and 3_Highway Loads

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Department of Civil and Environmental Engineering

ENGM030: Bridge Loading and Analysis

Unit 2: Highway Bridge Loads

University of Surrey, Guildford, 12 October 2015

ENGM030 Bridge Deck Loading and Analysis Overview 2

BS EN 1990: Basis of Structural Design

BS EN 1991-2:2003 Eurocode 1 - Part 2:

Any book on ‘Influence line diagram’

ENGM030 Bridge Deck Loading and Analysis Suggestions 3

Symbols and terms of reference

Uncertainty modelling-Representative and

Limit State requirements (ULS & SLS)

ENGM030 Bridge Deck Loading and Analysis Introduction 4

ENGM030 Bridge Deck Loading and Analysis Actions 6

Table 2.1 (EC1-1) - Design working life classification

ENGM030 Bridge Deck Loading and Analysis Working life 7

Self Weight ENVIRONMENT TRAFFIC CONSTRUCTION

Vertical Loads Horizontal Loads Vehicle

Settlement FILLING MATERIAL

X = material property rep=representative

R = resistance of member / structure

ENGM030 Bridge Deck Loading and Analysis Introduction 9

quasi-permanent value of a variable action [Ψ2Qk;]

Qk Characteristic value of a single variable action

Resistance the maximum load-carrying

ENGM030 Bridge Deck Loading and Analysis Introduction 11

ENGM030 Bridge Deck Loading and Analysis Introduction 12

Uncertainty modelling, Representative

Limit State requirements

ENGM030 Bridge Deck Loading and Analysis Introduction 13

Normal frequency distribution of

Maximum Daily Load Maximum Load for 120 years

95% characteristic value

nominal value: a characteristic value established from an appropriate

characteristic value of an action:

ENGM030 Bridge Deck Loading and Analysis Introduction 16

ENGM030 Bridge Deck Loading and Analysis Introduction 17

(moment, shear stress

Uncertainty modelling, representative and

Limit State requirements

ENGM030 Bridge Deck Loading and Analysis Introduction 19

Transient Design Situations

Accidental Design Situations

ENGM030 Bridge Deck Loading and Analysis Introduction 20

ENGM030 Bridge Deck Loading and Analysis Introduction 21

Three words describe structural resiliency:

A structure’s ability to absorb disastrous impacts with timely

ENGM030 Bridge Deck Loading and Analysis Limit states 23

Rd > Ed for each case

ENGM030 Bridge Deck Loading and Analysis Limit states 25

Accidental design situation

ENGM030 Bridge Deck Loading and Analysis Limit states 27

Three different combination of loads

ENGM030 Bridge Deck Loading and Analysis Limit states 29

(c) Dr. Muhammad

ENGM030 Bridge Deck Loading and Analysis ψ-factors 31

Influence Line Diagram

Highway Traffic Loads

ENGM030 Bridge Deck Loading and Analysis Overview 32

ENGM030 Bridge Deck Loading and Analysis IL 33

ENGM030 Bridge Deck Loading and Analysis IL 34

ENGM030 Bridge Deck Loading and Analysis IL 35

ENGM030 Bridge Deck Loading and Analysis IL 36

ENGM030 Bridge Deck Loading and Analysis IL 37