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Lecture No. 3
1
Loads for Bridge Design as per BS 5400-2: 1978
KEY WORDS
2
Loads for Bridge Design
Dead load; which comprises of:
Self weights of bridge elements
The densities of the materials used are as follows:-
Concrete: 24kN/m3
Steel:78.5kN/m3
Timber: 4-8 kN/m3
Hollow bricks: 15kN/m3
Solid bricks22kN/m3
Natural stones or rock: 20-28kN/m3
Railways ballast: 19 kN/m3
Table: 2: Notional lanes for design purposes according to the carriageway width
Carriage < 4.6 4.6-7.5 7.6-11.4 11.4-15.2 15.2-19.0
Width W(m)
No.of W/3 2 3 4 5
Notional
Lanes
6
HA Loading
Figure 1: HA Loading
HA Loading
The (BD 37/01) Design Manual for Roads and Bridges says that Type
HA loading is the normal design loading for Great Britain and
adequately covers the effects of all permitted normal vehicles other
than those used for abnormal indivisible loads. Normal vehicles are
governed by the Road Vehicles (Authorised Weight) Regulations
1998, referred to as the AW Vehicles and cover vehicles up to 44
tonne gross vehicle weight. Loads from these AW vehicles are
represented by a uniformly distributed load and a knife edge load.
The loading has been enhanced to cover:
i) impact load (caused when wheels 'bounce' i.e. when stricking
potholes).
ii) overloading
iii) Lateral bunching (more than one vehicle occupying the width of a
lane).
The magnitude of the uniformly distributed load is dependent on the
loaded length as determined from the influence line for the member
under consideration. For simply supported decks this usually relates
to the span of the deck. 8
Table 3: HA Loading
Loaded length L (m) < 30m 30m - 379m > 379m
Uniform Load 30 151 L-0.475 9
(kN/m/Lane)
Knife edge load (kN/Lane) 120
Note: KEL
340
10
HB Loading
The (BD 37/0) Design Manual for Roads and Bridges in UK
says that Type HB loading requirements derive from the
nature of exceptional industrial loads (e.g. electrical
transformers, generators, pressure vessels, machine
presses, etc.) likely to use the roads in the area.
The vehicle load is represented by a four axled vehicle with
four wheels equally spaced on each axle. The load on each
axle is defined by a number of units which is dependant on
the class of road. Motorways and trunk roads require 45
units, Principal roads require 37.5 units and other public
roads require 30 units. Each unit is equivalent to 10kN.
11
HB Loading
HB loading is used for bridges which are on public highways where
they may be subjected to abnormal loads that are greater than
those arising from HA loading
12
HB Loading
Figure 4: HB Vehicle
HB Loading
0.25
1.00
1.00
1.00
0.25
Figure 5: HB Vehicle
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Combination of HA and HB Loading
25 m 25 m
Notional
Full HA
Lanes
Central reserve: No load for global analysis
1/3 HA
1/3 HA
15
Combination of HA and HB Loading
25 m 25 m
1/3 HA 1/3 HA
No Load HB Vehicle No Load
Notional
Full HA Full HA
Lanes
Central reserve: No load for global analysis
1/3 HA
1/3 HA
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Reduced loads for secondary roads
Simple, one lane bridges in rural areas may be designed using the
reduced vertical load as shown in Figure 6.
0.15
54.5 kN 13.5 kN
0.35
1.80 m
54.5 kN 13.5 kN
4.25m
2-Rear wheels + 2 - Front wheels = Total Load: 136 kN
Figure 8: Reduced vertical loads for secondary roads.
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Pedestrian and Cycle Track Bridges
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Transverse loads arise when a vehicle moves in a curve.
The forces considered above all act vertically according to the law of
gravity. When a vehicle moves at a speed of not less than 80 km/hr
in a curve, a centrifugal force, Fc, acting in the transverse section of
the bridge and directed away from the curve center results. The
resultant force is defined by the expression:
m .v 2
Fc
R
where m = mass of vehicle in Tons
v = speed of vehicle in m/s
R = radius of curve in m.
BS 5400 Part 2 gives a nominal centrifugal load defined by:
30000
Fc kN
R 150
where R is the same as above
The force Fc can be applied as a single load or subdivided into 1/3Fc
and 2/3Fc then placed at 5.0m c/c longitudinally in combination with
a vertical load of 300kN.
19
Accidental load due to skidding
On straight and curved bridges, a single point load in one single lane in
the direction of the highway shall be considered in which the nominal
load is 250 kN
20
Accidental wheel loads: This loading applies to local effects and shall
not be taken into account in determining global effects on the deck.
40 kN 50 kN 30 kN
40 kN 50 kN 30 kN
21
Pier impact (Technical Memorandum BE 1/77):
• 225 kN normal to carriageway with 75 kN parallel to
carriageway at guardrail fixing level or 750mm above
carriageway where there is no fixing,
22
Load combinations
Three principal and two secondary combinations of loads are
specified in BS 5400: Part 2:1978:
Principal combinations
Combination 1: permanent + imposed loads
Secondary Combinations
Combination 4: permanent + collision loads
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Partial Safety Factors to be Taken for Each Load
Combination
Table 4: Loads to be taken in each combination with appropriate L
Load Limit L to be considered in
Clause state combinations
number 1 2 3 4 5
5.1 Dead Steel ULS* 1.05 1,05 1.05 1,05 1.05
SLS 1.00 1,00 1.00 1,00 1.00
Concrete ULS* 1,15 1,15 1,15 1,15 1,15
SLS 1.00 1,00 1.00 1,00 1.00
5.2 Superimposed dead ULS* 1,75 1.75 1,75 1,75 1.75
SLS 1.20 1,20 1,20 1,20 1,20
5.1.2.2 & Reduced load factor ULS 1.00 1,00 1,00 1,00 1,00
52.2.2 for dead and SLS “ “ “ “ “
superimposed dead
load where this has a
more severe total effect 24
5.2 Wind:
During erection ULS 1,10
SLS 1,00
SLS 1,00
25
5.3 Temperature Restraint due to UL 1,30
range S 1,00
SL
S
Frictional bearing UL 1,30
restraint S 1,00
SL
S
Effect of temperature UL 1,00
difference S 0,80
SL
S
5.6 Differential settlement UL To be assessed and
S agreed between the
SL engineer and
S appropriate authority
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5.8 Earth Retained fill and/or ULS 1,50 1,50 1,50 1,50 1,50
pressure live load surcharge
SLS 1,00 1,00 1,00 1,00 1,00
*L 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
L may be reduced to 1.2 and 1.0 for the ULS and SLS respectively
subject to approval of the appropriate authority
** This is the only secondary live load to be considered for foot/cycle
track bridges
29
Design Internal Actions
Load Cases:
Case 1: Maximum mid span moment
Case 2: Maximum end span moment
Case 3: Maximum over support moment
Case 4: Maximum shear force at piers
Case 5: Maximum shear force at abutments
30
HA & HB Loading Examples
Reference Calculations
Carriageway = 7.3m wide
Deck span = 30m (centre to centre of bearings for a simply
supported single span)
Design for a metre width of deck :
Cl 3.2.9.3.1. Number of notional lanes
Number of notional lanes = 2
Notional lane width (bL) = 7.3/2 = 3.65m
Cl 6.2.1. Norminal HA UDL
Table 13 Loaded length = 30m
W = 28.3 kN/m (per notional lane)
Reference Calculations
Cl 6.2.2. Knife Edge Load (KEL)
KEL = 120 kN (per notional lane)
Cl 6.4.1. Distribution of HA Loading (L =30m)
For a metre width of deck :
HA UDL = 28.3/3.65 = 7.75 kN/m
HA KEL = 120/3.65 = 32.88 kN
Reference Calculations
Carriageway = 6m wide
Deck span = 34m (centre to centre of bearings for a simply
supported single span)
Design for a metre width of deck :
Cl 3.2.9.3.1. Number of notional lanes
Number of notional lanes = 2
Notional lane width (bL) = 6.0/2 = 3.0m
Cl 6.2.1. Norminal HA UDL
Table 13 Loaded length = 34m >30m
W = 151(1/L)0.475 kN/m (per notional lane)
W = 28.3 kN/m (per notional lane)
Reference Calculations
Cl 6.2.2. Knife Edge Load (KEL)
KEL = 120 kN (per notional lane)
Cl 6.4.1. Distribution of HA Loading
α2 = 0.0137[bL(40-L)+3.65(L-20)] (since L >30m)
α2 = 0.0137[3.0(40-34.0)+3.65(34.0-20)] = 0.947