ENGM030

Overview of Unit 4
Bridge Deck Loading and Analysis
„ Introduction to Unit 4
Unit 4: „ Loads for Foot / Cycle Track Bridges
BS5400
Traffic Loads on „

„ EN1991
Other Bridges „ Loads for Railway Bridges
„ BS5400
EN1991
Dr. Muhammad Imran Rafiq „

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Bridge Loads
LOADS

PERMANENT TRANSIENT

BS5400--2
BS5400 DEAD SUPER IMPOSED ENVIRONMENT TRAFIC CONSTRUCTION
LOADS DEAD LOADS Wind Plant, Equipment and
Snow and Ice Erection method.
MATERIALS Earthquake
Creep Temperature
Shrinkage Flood, etc.

SETTLEMENT PRIMARY SECONDARY

Differential settlement of Vertical loads due to the Horizontal loads due to
supports etc. mass of traffic. change in speed or
direction.

FILLING MATERIAL
Vertical Earth Pressure
Horizontal Earth Pressure
NORMAL ABNORMAL EXCEPTIONAL

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Foot / Cycle Track Bridges Foot / Cycle Track Bridges

Primary Loads Secondary Loads
„ Pedestrian loading is heavier than cycle
traffic loading.
Horizontal Loading on pedestrian parapets
parapets::
„ Live loads are treated as UDL, uniformly „
„ For the design of elements supporting pedestrian parapets,
parapets, the
distributed along the length and width.
width. nominal load is taken as 1.4 kN / m length applied at the top of
parapet
p p and acting g horizontally.
y
„ Loaded lengths of 36m and less, UDL = „ For the design of parapets a separate standard is available in the
DMRB manual.
5kN/m2. „ Acts in conjunction with the nominal pedestrian live load.
„ Loaded lengths of >36m, UDL = k x 5kN/m2.
K = (nominal HA UDL for appropriate L x
10) / (L + 270)

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 Foot/Cycle Track Bridges
Foot / Cycle Track Bridges
Secondary Loads Secondary Loads
„ Vehicle collision loads on bridge supports
„ Similar provisions as for highway bridges
„ The details of the collision loads are given in BD 60/04.
„ Vehicle collision loads on bridge superstructures
„ Nominal loads on supports are given by
„ Not similar provisions as that for the highway bridge.
„ For the bridge clearance of more than 5.7m, vehicle
collision load on superstructure need not be applied.
„ For clearance of less than 5.7m, impact requirements
shall be obtained from appropriate authority.

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Foot / Cycle Track Bridges

Other Considerations
Foot / Cycle Track Bridges
„ Crowd Loading where exceptional crowd of public is „ Partial factors for the design loading calculations
expected, e.g. Bridge serving sports stadium.
„ Horizontal Dynamic LoadLoad:: where fundamental horizontal are
frequency of the loaded bridge is less than 1.5 Hz. To be
agreed by appropriate authority. ULS SLS
„ Vibration Effects
Effects:: due to vibration induced by resonance
with the movement of users and by deliberately induced Comb. 1 1.50 1.00
vibration. To be agreed by appropriate authority.
Comb. 2 & 3 1.25 1.00

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Example 7
Calculate the nominal loading required for a
foot/cycle track bridge if BS EN 1991
1991--2
„ Span = 30m, width = 2.5m

„ Span = 40m,
40m width = 3.5m
3 5m

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 Vertical Load Models Vertical Load Models
Uniformly distributed load model, , qfk

„ Three load models are defined. „ On unfavourable parts of influence surface.

„ A uniformly distribution load, qfk „ Both Longitudinally and transversely
„ A Concentrated load, Qfwk „ Load Model 4, where high risk of dense
„ Load representing
p g service vehicle,, Qserv crowd, e.g. Bridge serving sports stadium.
„ For other cases,
120
q fk = 2.0 + kN / m 2
L + 30
2.5kN / m 2 ≤ q fk ≤ 5.0kN / m 2

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Vertical Load Models Vertical Load Models

Concentrated Load Model, Qfwk Service Vehicle, Qserv

„ A characteristic value of 10kN, applied over „ If permanent provision to prevent access,

0.1m. no need to consider this.
„ Primarily for local effects
„ Ignore if service vehicle is to be used
Ignore, used.

Qsv1 = 115 kN and Qsv2 = 65 kN

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Horizontal Load Models Traffic Load Groups

„ A horizontal (longitudinal) force, Qflk. „ Two mutually exclusive group of loads.

„ Applied at deck pavement level. „ Combined with non-
non-traffic loads.
„ Considered sufficient for longitudinal
stability check only.
only
„ Characteristic value = 60% of total weight of
service vehicle, i.e. 108 kN.
„ Act simultaneously with service vehicle.

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 Overview of Unit 4 Railway Bridges
„ Introduction to Unit 4 „ Standard primary railway loading in the UK
consists of two types.
„ Loads for Foot / Cycle Track Bridges „ RU Loading:
Loading:
„ BS5400 „ Derived by a Committee of the International Union of
„ EN1991 Railways.
„ Covers present and anticipated future loading on
„ Loads for Railway Bridges railways in GB and the Continent of Europe.
„ BS5400 „ RL Loading:
Loading:
„ EN1991 „ Derived by the London Transport Executive
„ Covers present and anticipated loading on lines to carry
rapid transit passenger stock and light engineering
works trains.

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RU Loading Nominal RU Loading

„ RU loading allows for all combinations of „ Nominal RU loading consists of four 250kN
vehicles currently running or projected to concentrated loads proceeded and followed by a
run on railways in the Continent of Europe UDL of 80kN/m.
including United Kingdom. „ Does not include dynamic effects.

„ Includes all main line locomotives of 1.4m

gauge and above.
„ Derivation in Appendix D of BS5400:2.

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Dynamic Effects for RU

Nominal SW/0 Loading
Loading
„ For continuous bridges, SW/0 loading is applied „ The RU & SW/0 loading is multiplied by dynamic factors to
as a separate loading case. account for impact, oscillation, and other dynamic effects.
„ Nominal SW/0 loading consists of two UDLs of
133kN/m, each 15m long separated by 5.3m.
„ Does not include dynamic effects
effects.

„ Where L is the length of influence line for deflection of the

element.
„ Effect is greater for shorter span i.e. 2.0 for L ≤ 3.6m.
3.6m.
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 Dynamic Effects for RU
RL Loading
Loading
For unsymmetrical influence lines, L is twice the distance between the point at
„
which the greatest ordinate occurs and the nearest end point of the influence „ RL loading is the reduced loading for use
line.
only on passenger rapid transit railway
systems on separate lines.
lines.
„ Examples include London Underground.
L = Twice this distance
„ In case of floor
members, 3m should
be added to the length
of influence line as an
allowance for load
distribution through
track.
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Dynamic Effects for RL

Nominal RL Loading
Loading
„ Nominal RL loading consists of a single 200kN „ When evaluating for moment and shear, the
concentrated load coupled with a UDL of 50kN/m for
loaded lengths of upto 100m. dynamic factor is taken as 1.2.
„ For lengths in excess of 100m, the UDL is reduced to „ For un-
un-ballasted tracks; for rail bearers and
25kN/m for loaded lengths in excess of 100m.
„ Does not include dynamic effects. single--track cross girders, this dynamic
single
f t is
factor i increased
i d tto 1.4.
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„ The dynamic factor is reduced to 1.0 for
temporary works when rail traffic speeds are
limited to 25km/h.
„ Alternatively, two concentrated nominal loads, one of
Alternatively,
300kN and other of 150kN, spaced at 2.4m intervals shall
„ Dynamic factor in this case is a function of
be used where this generates more severe effects. This speed and not the span.
includes dynamic effects.
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Dispersal of Concentrated Application of standard

Load loading
„ Concentrated loads applied to the rail are distributed both „ RL Loading
Loading::
longitudinally and transversely
transversely.. „ Applied to each and every track.
„ Longitudinal distribution is due to the continuous rail, and load is „ Any number of lengths of UDL may be applied.
applied to more than one sleepers.
„ 2/3rd of a concentrated load applied to one sleeper will be taken by that „ Total length of 50kN/m shall not exceed 100m.
sleeper. „ Concentrated loads are only applied once per track.
„ Remaining 1/3rd will be transmitted to adjacent sleepers. „ RU Loading:
„ Where ballast depth is at least 200mm
200mm, only half of the concentrated load „ A li d tto each
Applied h ttrack
k ffor one or ttwo ttrack
kbbridge.
id
applied to one sleeper will be transmitted to bridge deck by that sleeper.
„ Remaining half will be transmitted equally to adjacent sleepers
sleepers.. „ For bridge with more than 2 tracks, approval by relevant authority.
„ Transverse distribution (over a certain area) is due to the sleeper and „ SW/0 Loading
ballast. „ Additional and separate loading case for continuous bridges.
„ Uniformly distributed at the lower level of sleeper „ Requirements of relevant authority.
„ Lesser of „ Not required for fatigue check.
„ 800mm each side of the centreline of the rail
„ Twice the distance from the centreline of rail to the nearer end of sleeper „ Not to be repeated along the track.
„ Curtailment is not required even though it may have a reliving
effect.

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 Other Loading effects Railway Bridges
Nosing
„ Lurching: „ Nosing covers for the lateral loads applied by the train on
„ Lurching results from the temporary transfer of part of to the tracks.
the live loading from one rail to another, the total track „ Nominal load of 100kN is considered
load remaining unaltered.
„ Acting horizontally in either direction at right angle to the
„ Dynamic
y a ce effects
ec s o
of RU
U loading
oad g iss su
sufficient
c e too take
a e track at rail level.
level
account of lurching.
„ Applied only at one track for multiple track bridges.
„ For RL loading; 0.56 of the track load is applied on one
rail and 0.44 on the other.
„ If a member support more than two tracks, lurching is
ignored.

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Railway Bridges Railway Bridges

Centrifugal Loads Longitudinal Loads
„ Due to traction and braking.
„ All tracks can be considered occupied.
„ Nominal centrifugal load acting radially at a height of
1.8m above rail level is calculated as
P (vt + 10) 2 × f
Fc =
127 r
„ P = static equivalent UDL for bending moment for RU
loading; a UDL of 40kN/m multiplied by L for RL loading.
„ r = radius of curvature (m)
„ Vt = greatest speed predicted on the curve (km/h)
„ .

„ L = loaded length of the member

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Vertical Load Models

„ Load Model 71
BS EN 1991
1991--2 „ Load Model SW/0
„ Load Model SW/2
„ Load Model HSLM
„ Load Model “unloaded train”

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 Vertical Load Models Vertical Load Models
Load Model 71 Load Model 71 - Application

„ Represents static effect of vertical loading of „ LM71 is applied once to a track

normal rail traffic. „ For structure carrying two tracks,
„ LM71 applied to one track or both tracks.
„ For structure carrying three or more tracks,
„ LM71 applied to one track, or two tracks, or 0.75 times
LM71 to three or more tracks.

„ Same as RU loading in BS5400-

BS5400-2.
„ Multiplied by ‘α
‘α’ to account for loading heavier /
lighter than normal traffic, = 1.1 for UK loading.

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Vertical Load Models Vertical Load Models

Load Model SW/0 Load Model SW/0 - Application

„ Represents static effect of vertical loading of „ SW/0 be applied once to a track.

normal rail traffic on continuous beams. „ For structure carrying two tracks,
„ SW/0 applied to one track or both tracks.
=133 kN/m =133 kN/m

=15m c =5.3m „ For structure carrying three or more tracks,

„ SW/0 applied to one track, or two tracks, or 0.75 times
SW/0 to three or more tracks.
„ Multiplied by ‘α
‘α’ = 1.1 for UK loading. „ Any continuous structures designed for
LM71 must be checked for LM SW/0.

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Vertical Load Models Vertical Load Models

Load Model SW/2 Load Model SW/2 - Application

„ Represents static effect of vertical loading of „ SW/2 be applied once to a track.

heavy rail traffic. „ For structure carrying two or more tracks,
„ SW/2 applied to one track only
=150 kN/m =150 kN/m
„ LM71 or LM SW/0 applied to one other track
=25m c =7
c  7.0m
0m

„ UK National annex excludes its use for UK

bridges.
„ May be specified for individual projects.

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 Vertical Load Models Vertical Load Models
Load Model ‘Unloaded Train’ Load Model ‘HSLM’

„ Represents the effects of unloaded train. „ Represents the effects of a passenger train at
„ A vertical UDL, qvk, of 10kN/m. speed exceeding 200 km/h.
„ Use limited to specific verifications, e.g. Lateral „ Consists of two separate Universal Trains with
stability variable coach lengths (6.4.6.1.1 of EN1991-
EN1991-2).
„ Details in Appendix 2 of EN1990. „ HSLM-A
HSLM-
„ Any length of qvk may be considered. „ HSLM--B
HSLM

„ Considered for the design of structures carrying „ Used for dynamic analysis of bridges designed for
one track only. international lines.

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Load Applications Group of Loads

„ Designed for required number and position
of tracks.
„ Designed for greatest number of tracks
geometrically
g y and structurally
yppossible.
„ Regardless of intended track positions
„ Keeping the minimum spacing and gauge
clearance
„ Traffic actions producing relieving effects be
ignored.
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End of Unit 4

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