UDC 624.21.042 : 625.745.

1 DEUTSCHE NORM December 198

I I

Road and foot bridges

Design loads I 1072
StraBen- und Wegbrücken; Lastannahmen Supersedes November 1967 edition.

in keeping with current practice in standards published by the International Organizationfor Standardization (/SO), a comma
has been used throughout as the decimal marker.

Contents
Page Page
1 Field of application .......... 1 4.1.4 Non-uniform heating of associated
bridge components ......................... 7
2 Classification of loads and load cases . . . . . . . . . . . 1 4.1.5 Superposition of thermal effects . . . . . . . . . . . . . 7
3 Main loads .... 2 4.2 Wind loads.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.1 Dead loads.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4.2.1 Wind direction and wind load . . . . . . . . . . . . . . . . 7
3.1.1 Self weight of structural components.. . . . . . . . . 2 4.2.2 Wind-loaded areas .......................... 7
3.1.2 Permanent earth loads . . . . . . . . . . . . . . . . . . . . . . . 2 4.2.3 Erection loads . . . . . . . . 8
3.1.3 Loads from utility lines and other dead loads . . 2 8
3.2 Prestress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4.3 Snow loads ....................... 9
3.3 Standard imposed loads . . . . . . . . . . . . . . . . . . . . . . . 2 4.4 Loads due to braking and starting of vehicles
3.3.1 Bridge classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 (braking loads) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.3.2 Subdivision of carriageway into notional lanes . 2 4.5 Resistances to movement and deformation
3.3.3 Loading of bridge deck.. . . . . . . . . . . . . . . of bearings and carriageway expansion joints.. . 9
3.3.4 Vibration coefficients 4.6 Dynamic effects on movable bridges.. . . . . . . . . . 10
3.3.5 Exceptional imposed 4.7 Loads acting on safety fences . . . . . . . . . . . . . . . . . 10
3.3.6 Standard imposed loads on bridges 4.8 Loads caused by inspection trolleys . . . . . . . . . . . 10
subject to railway loading.. . . . . . . . . . . . . . . . . . . . 5 5 Exceptional loads.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.3.7 Standard imposed loads on foot bridges 5.1 Exceptional loads during erection
and cycle track bridges.. ..................... 6 5.2 Loads due to possible foundation
3.3.8 Imposed loads for the assessment of fatigue life . 6 5.3 Road vehicle collision loads . . . . . . . . . . . . . . . . . . . 10
3.3.9 Standard imposed loads 5.4 Loads arising from lateral impact against
on structure backfills.. . . . . . . . . . . . . . . . . . . . . . . . 6 raised kerbs and safety fences . . . . . . . . . . . . . . . . 10
3.4 Loads due to shrinkage of concrete 6 6 Special analyses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.5 Loads due to probable foundation se 6 6.1 Movements at bearings and at carriageway
3.6 Loads arising from lifting for the purpose expansion joints .............................. 11
of replacing the bearings.. . . . . . . . . . . . . . . . . . . . . . 6 6.2 Verification of structural adequacy. . . . . . . . . . . . . 11
4 Additional loads ......................... Appendix A Additional information relating to the
4.1 Thermal effects. . . . . . . . . . . . . . . . . . . . . . . . . .
4.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A . l General . . . . . . . . . . . . . . . . . . .
4.1.2 Loads due to temperature fluctuations A.2 Additional information
4.1.3 Loads due to temperature differences. . . . . . . . . 6 Standards and other documents referred t o . . . . . . . . 14

1 Field of application 2 Classification of loads and load cases

(1) This standard deals with the effects to be taken into (1) The design loads shall be classified as follows (see
consideration for the design and construction of road and Supplement 1 to DIN 1072):
foot bridges, and specifies the design loads which are to be a) Main loads (H):
used in the calculation instead of the effects actually dead loads (see subclause 3.1):
arising.
prestress (see subclause 3.2);
(2) The design loads are also to be used for reclassifying standard imposed loads (see subclause 3.3);
existing road and foot bridges. They are also intended to be
used, as appropriate, in respect of other structures loads due to shrinkage of concrete (see subclause3.4);
associated with highways, which are subject to highway loads due to probable foundation settlement (see sub-
traffic loads, such as culverts and retaining walls. clause 3.5);
(3) Exceptional loads, such as those due to rail vehicle loads arising from lifting for the purpose of replacing
collision, icing, ship collision, seismic action, as well as the bearings (see subclause 3.6).
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design loads for exceptional cases are not covered in this b) Additional loads (Z):
standard. If allowance has to be made for such loads, then thermal effects (see subclause 4.1);
the approval of the responsible authority shall be sought wind loads (see subclause 4.2);
(see Supplement 1 to DIN 1072")). snow loads (see subclause 4.3);
(4) For railway bridges, the building regulations and loads due to braking and starting of vehicles (braking
operating instructions applicable to the railway track con- loads) (see subclause 4.4);
cerned shall also be observed (see Supplement 1 to
DIN 1072). *) December 1985 edition.

Continued on pages 2 to 14

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 Page 2 DIN 1072

resistances to movement and deformation of bearings Parts 1 and 2. Relieving effects arising herefrom shall not
and carriageway expansion joints (see subclause 4.5); be taken into consideration if a temporary or permanent
dynamic effects on movable bridges (see subclause 4.6); removal of the soil masses is to be expected. If soil masses
loads acting on safety fences (see subclause 4.7); are installed at a later date, the intermediate conditions
are to be taken into consideration (see Supplement 1 to
loads caused by inspection trolleys (see subclause 4.8).
DIN 1072).
c) Exceptional loads (S):
(2) The effects from soil surcharges and earth pressures
exceptional loads arising during erection (see sub- on the freedom of movement of structural elements shall
clause 5.1); be taken into consideration.
loads due to possible foundation settlement (see sub-
clause 5.2); 3.1.3 Loads from utility lines and other dead loads
road vehicle collision loads (see subclause 5.3); Loads arising from utility lines and other dead loads shall
loads arising from lateral impact against raised kerbs also be considered. If it is possible that the effect of such
and safety fences (see subclause 5.4). loads may be temporarily or permanently interrupted, any
more unfavourable loading conditions arising therefrom
(2) Consideration shall be given to the effects of creep are to be taken into consideration.
and relaxation and their respective causes.
(3) For the purposes of calculating carriageway expan-
sion joints and by way of departure from paragraphl, 3.2 Prestress
item b), the braking load shall be taken as the main load. Prestress can be generated by prestressing tendons, by
(4) In their least favourable combination, the main loads the systematic modification of the bearing conditions, by
constitute load case H; in their least favourable combina- preloading or by other means.
tion, the main loads plus the additional loads constitute
load case HZ. 3.3 Standard imposed loads
(5) If the stress in a structural component arising from 3.3.1 Bridge classes
one individual additional load is greater than the stress aris-
ing from the main loads minus the dead loads, and minus (1) Road and foot bridges shall be classified into bridge
the prestress if applicable, then this additional load is to be classes according to their loadability. In this connection, a
regarded as the main load. Load case H shall in this case be distinction is to be drawn between standard bridge classes
taken as including this additional load and the dead loads, (see table 1) and revised bridge classes (see table 2). The
and the prestress, if applicable. standard imposed loads shall be used in the calculation in
accordance with table 1 or table 2, their least favourable
(6) The exceptional loads dealt with in subclauses 5.1 position being assumed (see Supplement 1 to DIN 1072).
to 5.4 shall be considered separately in each case, or, if
applicable, in conjunction with the main loads and addi- (2) The standard classes assigned to the various types of
tional loads. highway and unclassified road are specified in tablel, line 4
(see Supplement 1 to DIN 1072).
3 Main loads (3) See subclause 3.3.7 for the standard imposed loads to
be assumed for foot bridges and cycle track bridges.
3.1 Dead loads
3.1.1 Self weight of structural components 3.3.2 Subdivision of carriageway into notional lanes
(1) The self weight of structural components shall be (1) The deck surface area shall be subdivided into adja-
determined as specified in the relevant standards and cent notional lanes, a main traffic lane and a secondary
codes of practice, such as DIN 1055 Parts 1 and 2. traffic lane each 3 m in width, and into the section of the
(2) The self weights determined on the basis of the deck situated outside the above-mentioned notional lanes,
dimensions shown on the working drawings shall be com- which comprises the verge (footways and cycle tracks) in-
pared with the assumed self weights. If the stresses and/or cluding the raised kerbs, and the central reserve (see
factors of safety resulting from incorrect assumptions with Supplement 1 to DIN 1072).
regard to load and cross section are not more than 3%less (2) The carriageway shall be deemed to comprise the
favourable than the permissible values, then it will not be total running surface situated between the raised kerbs,
necessary, as a rule, to repeat the calculation on the basis irrespective of any marker strips which may exist (see
of the corrected assumptions, unless the system is excep- Supplement 1 to DIN 1072).
tionally susceptible to such inaccuracies. (3) Irrespective of the actual number of traffic lanes and
(3) An additional load of 0 5 kN/m2,assumed to act on the of the existence of a central reserve, each bridge shall be
total carriageway area, shall be considered, to take assumed to comprise only one single main traffic lane and
account of an additional deck surfacing applied to create a one single secondary traffic lane. In the case of separate
levelling gradient (see Supplement 1 to DIN 1072). superstructures, one main traffic lane and one secondary
(4) For bascule bridges, instead of the load specified in traffic lane shall be assumed for each superstructure. In the
paragraph 3 above, an additional load of k 0,25 kN/m2, case of non-divided substructures, only one single main
assumed to act on the total deck surface, shall be con- traffic lane and one single secondary traffic lane shall be
sidered when calculating drive mechanisms including lock- considered in all cases (see Supplement 1 to DIN 1072,
ing devices, to allow for inaccuracies in the determination subclause 3.3.3).
of the self weight at the various intermediate positions. (4) The main traffic lane and the secondary traffic lane
(5) If more unfavourable load conditions should occur in shall in each case be assumed to be situated so as to cause
special cases as a result of the partial or total removal of the most adverse effect in the structural element con-
the deck surfacing and/or of the caps, these are to be taken sidered, on the carriageway or carriageways; as a general
into consideration (see also subclause 3.3.5 paragraph 1 rule, this is parallel to the direction of the carriageway axis.
and Supplement 1 to DIN 1072). For bridges on which the carriageway width is not the same
throughout, the main traffic lane and secondary traffic lane
3.1.2 Permanent earth loads shall be assumed either parallel to the raised kerb or in an
(1) The effects arising from soil surcharges and earth intermediate direction, if this causes the more adverse
pressures shall be determined as specified in DIN 1055 effect.

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 DIN 1072 Page 3

Table I. Standard imposed loads assigned to standard bridge classes Dimensions in m

Bridge class 60/30 Bridge class 30/30

Heavy lorry (SLW)

One individual axle

I SLW 30 I

0,2 0,2 92
TT-tr-
I
1
c 3
0-
1
f

L
I

6.0 L 6.0 J
Axle load: 130 kN
Total load: 600 kN. Total load: 300 kN. (see Explanatory notes
Wheel load: 1O0 kN. Wheel load: 50 kN. relating to subclause 3.3.1
Substitute area load p' = 33,3 kN/m2. Substitute area load p'= 16,7 kN/m2. in Supplement 1 to DIN 1072).

Loading of deck surface between the raised kerbs (carriageway)

HS. pi =5kNlm* XSLW 1

30spi
N$pZ=3kNlm2~SìW 30$p2 %

HS - main traffic lane, allowance being made for the vibration coefficient, q.
NS - secondary traffic lane, no allowance being made for the vibration coefficient.
For remaining areas, p 2 = 3 kN/m2, no allowance being made for the vibration coefficient.
(See subclause 3.3.4 for p.)

Loading of deck surface except for carriageway (footways and cycle tracks, verges, central reserve):
the least favourable value given in line 3, items a) to c) below, shall be considered, no allowance being made for the
vibration coefficient.

a) p 2 = 3 kN/m2, together with the remaining loads as in line 2, HS to be considered with allowance being made for 9.

b) p3=5kN/m2, loads as in line 2 not being considered (only applicable to the loading of individual structural
elements such as footway slabs, longitudinal girders, cantilever slabs, cross girders).

c) For the parts of the bridge not protected against collision by means of a safety fence (applicable only to the
loading of individual structural elements as described in line 3, item b) above), the following shall apply:
The wheel load, P , shall be taken as 50kN and the tyre contact area as 0,2 X 0,4, no allowance being made for the
loads as in line 2.
Where existing bridges of former classes 30.45 and 60 can be reclassified into classes 30/30 or 60/30, the wheel
load can be taken as 40kN and the tyre contact area as 0,2 X 0,3, no allowance being made for the loads as in
line 2.

Correlation of revised bridge classes and types of road or highway')

Bridge class 60/30: BAB, B, L, K, S.
Bridge class 30/30: K, S , G,W.

1) BAB: federal motorways; B: federal highways; L: provincial (Land) highways;S: urban or municipal thoroughfares, town
streets; K: district roads, county roads; G: municipal unclassified roads; common ways; parish roads; W: farm tracks.

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Table 2. Standard imposed loads assigned to the revised bridge classes Dimension in m

Bridge classes 16116.12112 1). 919, 616 and 313

Lorry (LKW)

n Bridge class 16/16 12/12 919 616 313

Total load, in kN 160 120 90 60 30

- 3,O
Substitute area load p',
in kNlm2

Front wheels
~ ~ l l o a d 30

Tyre contact
width, bl
' 1 1 1 1 1
I I 1 I I
8,9

0,26
6,7

20

0,20
5,O

15

0,18
4,O

1:,,4
3,O

0,14

Wheel load,
5o 40 30 20 10
in kN
Rear wheels
Tyre contact
0.40 0.30 0.26 0.20 0.20
Width, b2

Load,in kN 110 110 90 60 30

One One
individual individual
axle axle Tyre 'Ontact 0,40 0.40 0.30 0.26 0,20
width, b3

Loading of deck surface between the raised kerbs (carriageway)

NSt P2

*) If necessary, individual wheel loads may be considered instead.

HS - main traffic lane, allowance being made for the vibration coefficient, y.
NS - secondary traffic lane, no allowance being made for the vibration coefficient.
For remaining areas, p 2 shall be assumed, no allowance being made for the vibration coefficient.
(See subclause 3.3.4for y.)

Loading of deck surface except for carriageway (footways and cycle tracks, verges, central reserve):
the least favourable value given in line 3, items a) to c) below, shall be considered, no allowance being made for the
vibration coefficient.

a) p 2 in accordance with line 2, together with the remaining loads as in line 2, HS to be considered with allowance
being made for p.

b) p3 = 5 kNlm2, loads as in line 2 not being considered (only applicable to the loading of individual structural
elements such as footway slabs, longitudinal girders, cantilever slabs, cross girders).

c) For the parts of the bridge not protected against collision (applicable only to the loading of individual structural
elements as described in line 3, item b) above), the following shall apply:
For existing classes 12/12 and 16/16 bridges, the wheel load shall be taken as 40 kN and the tyre contact area
as 0,2 X 0,3,no allowance being made for the loads as in line 2.
For new class 12/12 bridgc.s'), the wheel load shall be taken as 50 kN and the tyre contact area as 0,2 X 0,4, no
allowance being made for the loads as in line 2.

1) The design loads assigned to bridge class 12/12 used for reclassifying existing road and foot bridges may also be per-
mitted by the responsible authority for the design of new bridges.
2) Values featured in computation tables may also be used, with a 1 : 2 split-up of the wheel loads between the front axle
and the rear axle.

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 DIN 1072 Page 5

3.3.3 Loading of bridge deck for one rail track in addition, shall be multiplied by the vibra-
(1) The main traffic lane shall be assumed to be loaded at tion coefficient, cp (see Supplement 1 to DIN 1072) when
the least favourable point with a standard vehicle (heavy lorry designing the bridge components, including bearings, sup-
(SLW) in accordance with table 1 or lorry (LKW) in accord- port plinths, supporting benches and columns, but exclud-
ance with table 2). Area load p, shall be assumed to act in ing abutments, piers and foundation structures including
front of and to the rear of this lorry in accordance with foundation joints.
table 1 or table 2 (line 2 in each case). As a rule, the longi- (2) The following loads shall be used in the calculation, no
tudinal axis of the standard vehicle is to coincide with the allowance being made for the vibration coefficient: stand-
axis of the main traffic lane. By way of departure therefrom, ard imposed loads which arise outside the main traffic lane,
for individual structural elements such as slabs, longi- standard imposed loads on foot bridges and cycle track
tudinal and cross girders which are situated at the edges of bridges, and standard imposed loads acting on the backfill
the carriageway, the standard vehicle shall be assumed to of structures.
be moved sideways into their least favourable position so (3) For road bridges of all types, the vibration coefficient
that one wheel comes into contactwith the raised kerb; this shall be:
shall also apply to the specified individual axle loads (see
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a) for structures not embedded in fill,

Supplement 1 to DIN 1072).
(p= 1.4 - 0,008 lq 2 1,O; (1)
(2) The secondary traffic lane is to be assumed to be
loaded with an SLW 30 heavy lorry in the case of standard b) for structures embedded in fill,
class bridges, next to the standard vehicle placed on the cp = 1,4 - 0,008 I,+, - 0,1 hi 2 1,O. (2)
main traffic lane; in the case of revised class bridges, the In the above equations,
lane shall be taken as being loaded with the appropriate
lq is the relevant length, in m;
lorryfeatured in table 2, if this gives a less favourable result,
it being assumed that the two vehicles are standing side by
hi is the height of fill covering the structure, in m.
side so as to act as a single load. Load p2 in accordance (4) The following lengths shall be taken for lq (see Supple-
with table 1 or table 2 (line 2 in each case) shall be assumed ment 1 to DIN 1072):
to act in front of and to the rear of the standard vehicle. If when calculating the stress resultants from the direct
the deck surface situated outside the main traffic lane is loading of a structural element, the span or the canti-
not wide enough for a complete secondary traffic lane, lever length of said structural element, or the shorter
then the individual wheel loads of the second standard span in the case of cross-tensioned slabs;
vehicle shall be considered in thecase of bridge classesl6/ when calculating the stress resultants from the indirect
16,12/12,9/9, 6/6and 3/3 (see Supplement 1 to DIN 1072). loading of a structural element, either the span of said
(3) The parts of the deck surface situated outside the element or the span of the loadbearing members via
above-mentioned traffic lanes shall be assumed to be which the loading is transmitted onto the structural
loaded with load p2 in accordance with table 1 or table 2 element: in this connection, the greater of the two
(line 2 in each case). values may be used for 1,;
(4) For the loading of the deck surface area, all standard for loadbearing members which are stressed by com-
imposed loads which have a relieving effect, including indi- ponents of both indirect and direct loading, the relevant
vidual axle and wheel loads, shall be ignored. value for each of these components shall be used for ;,Z
(5) Influence areas, more than 30 m long, allocated the for continuous girders (including hinged girders), the
same sign (plus or minus), may be evaluated on the basis of arithmetic mean of all the spans: for loads acting
area load p’ in accordance with table 1 or table 2 (line 1 in directly on cantilever arms, and in panels with spans
each case), instead of on the basis of the individual loads of shorter than 0,7 times the longest span, the cantilever
standard vehicles. This load may also be adopted for vaults length or the shorter span shall be used for 1,. irrespec-
in the cases featured in DIN 1075, April 1981 edition, sub- tive of the position of the cross section under investiga-
clause 6.2, and for abutments. tion.
(6) Load p2 shall be assumed as the minimum load on
footways and cycle tracks and on verges and the central 3.3.5 Exceptional imposed loads
reserve. For the loading of individual structural elements (1) With the deck surfacing partially removed and/or with
(footway slabs, longitudinal girders, cantilever slabs, cross the caps removed (see subclause 3.1.1, paragraph 5), the
girders, etc.), this load shall be increased to loadp3 = 5 kN/m2 standard imposed loads may be treated as additional
unless load p2, in conjunction with the loads on the car- loads; in this case, clause 2, paragraph 5 is not applicable
riageway zone, is the determining factor. In cases where (see Supplement 1 to DIN 1072).
footways, cycle tracks and verges and the central reserve (2) With the bridge lifted for the purpose of replacing the
are not protected against vehicle collision by means of a bearings (see subclause 3.6), the standard imposed loads
safety fence, a load case corresponding to a single wheel may be reduced by half, the vibration coefficient being
load of 50 kN shall be assumed in addition for classes 60/ taken into consideration.
30, 30/30 and 12/12 bridges. When reclassifying existing
bridges, the calculation may be based on a single wheel 3.3.6 Standard imposed loads on bridges
load of 40 kN in accordance with table 1 or table 2 (line 3, subject t o railway loading
item c) in each case). This calculation may be dispensed (1) If, on railway bridges, railway trains circulate on a
with in the case of classes 9/9,6/6 and 3/3 bridges (see separate rail track that cannot be travelled over by road
Supplement 1 to DIN 1072). vehicles, both the railway loading or the relevant load
patterns and the road standard imposed loads shall be
3.3.4 Vibration coefficients assumed to be in their least favourable position.
(1) The standard imposed loads assumed to act on the (2) If the rail track area can be also travelled over by road
main traffic lane, and in the case of rail tracks I ) , the loading vehicles, the following load cases shall be considered
separately and individually in respect of the standard
1) It may become necessary in some cases to use different imposed loads.
calculation principles as a result of the data provided by a) Simultaneous loading by road and rail loads. In this
the rail traffic organization. connection, either two rail tracks shall assumed to be

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loaded with rail vehicles in their least favourable con- 3.4 Loads due to shrinkage of concrete
figuration, and the remaining deck surface area loaded The effects arising from shrinkage of concrete may be
with load p2 in accordance with table 1or table 2 (line 2 taken into consideration. This is mandatory, however, if the
in each case), or rail vehicles shall be assumed to be in stresses caused by shrinkage have a more adverse effect.
their least favourable position on one rail track and the
remaining deck surface area shall be assumed to be
3.5 Loads due to probable foundation settlement
loaded in accordance with subclause 3.3.3 as for road
bridges without rail tracks. The translational and rotational movements of supports to
be expected as a result of foundation settlement which
b) Loading exclusively by road loads on the total decksur- may arise shall be taken into consideration. If a complete or
face, as for road bridges without rail tracks.
partial re-establishment of the design supporting condi-
3.3.7 Standard imposed loads on foot bridges tions is planned, the temporarily permitted translational
and cycle track bridges and rotational movements shall be allowed for in the calcu-
lation (see Supplement l to DIN 1072).
(1) Foot bridges and cycle track bridges shall be loaded
with an area load, p3, of 5kN/m2. Where loadbearing
members have a clear span exceeding 10m, the area load 3.6 Loads arising from lifting for the purpose of
in kN/m2,for such members and for their supports may be replacing the bearings
reduced to p4 = 5,5 - 0,051, with 1 in m, but shall not be The lifting of the supported element concerned in its indi-
lower than 4 kN/m2. vidual support lines shall be taken into consideration in
(2) In addition to the structural analysis in respect of the each case in connection with the replacement of bearings
loads in accordance with paragraph 1, it may be necessary, or of bearing components. The lifting height shall be taken
especially in the case of slender, slightly dampened struc- as 1 cm, unless the type of bearing used demands a greater
tures, to carry out vibration studies. value (see subclause 3.3.5,paragraph 2 and subclause 4.4,
paragraph 3 for the standard imposed loads and the brak-
3.3.8 Imposed loads for the assessment of fatigue life ing load, which both have to be used in the calculation; see
As regards the verification of the vibration displacement also Supplement 1 to DIN 1072).
amplitude required in the relevant design standards, the
stress fluctuations caused by frequently varying imposed 4 Additional loads
loads shall be calculated on the basis of the standard 4.1 Thermal effects
imposed loads (including vibration coefficient), allowing for
a reduction factor a in accordance with figure 1.As regards 4.1.1 General
loads arising from rail vehicles, a shall be equal to 1,0, (1) The following definitions shall apply.
unless the rail traffic organization gives any particular A temperature fluctuation is a uniform change in the centre
instructions in this respect (seesupplement 1 to DIN 1072). of gravity temperature of all the structural elements.
A temperature difference is a temperature gradient
running between opposite edges of a structural element.
Uneven heating is a discontinuity between the centre of
gravity temperatures of individual structural elements
which do not have a continuous connection or joint.
(2) The specifications relating to composite bridges shall
also apply to steel bridges with a concrete slab lying on top,
and those relating to concrete bridges shall also apply to
bridges with concrete-encased rolled steel girders.

4.1.2 Loads due to temperature fluctuations

(1) Temperature fluctuations relating to steel bridges,
composite bridgesand concrete bridges shall be taken into
consideration in accordance with table 3, column 2, in
relation to an assumed erection temperature of +lO°C.
1- Temperature fluctuations may be ignored in the case of

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wooden bridges (see Supplement 1 to DIN 1072).
In the diagram, 1 is the span or cantilever length (see (2) For concrete components with a minimum thickness
of not less than 0,7 m, or for concrete components which
Supplement 1 to DIN 1072).
are less exposed to temperature fluctuations because of
the provision of fills or other precautionary measures, the
Figure 1. Reduction coefficient a values specified in table 3, column 2 may be reduced by 5 K
in each case (see Supplement 1 to DIN 1072).

3.3.9 Standard imposed loads on structure backfills 4.1.3 Loads due to temperature differences
Traffic areas situated behind abutments, abutment walls (1) Temperature differences shall generally be taken into
and other structural components contiguous with the consideration by assuming a linear temperature gradient
ground shall be assumed to be loaded with the standard between the outer faces of a structural element lying at
imposed loads in accordance with subclause 3.3.3 in their opposite ends, which may exhibit differing temperatures by
least favourable arrangement. Instead of using the individ- virtue of their location. Temperature differences may be
ual loads (single or concentrated loads) of the standard ignored in the case of wooden bridges (see Supplement 1
vehicles, the calculation may be based on load p'in accord- to DIN 1072).
ance with table 1 or table 2 (line 1 in each case). For the (2) The temperature differences to be assumed for the
purpose of determining the load components due to the superstructures are governed by the basic shape of the
ea.rth pressure, the load may be assumed to act at a 30° cross section. For deck bridges, the temperature differ-
angle to the descending vertical. ences between the upper and underside shall be obtained

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 1 2 3 4 5 6

fluctuations
+
about 1o"c, Conditions during condition, Conditions during Final condition,
in K erection, no erection, no
with with
deck surfacing, deck surfacing, deck surfacing
deck surfacing
unprotected unprotected

Steel
bridges
*35 15 10 5 5

Composite
bridges
8

Concrete
bridges
10 7 3,5 I 3,5

from table 3, columns 3 to 6, for steel bridges, for com- 4.2 Wind loads
posite bridges and for concrete (reinforced concrete, pre- The following specifications shall apply for bridges, the
stressed concrete) bridges. These temperature differ- superstructures of which are not to be regarded as being
ences shall be taken into consideration in respect of the susceptible to vibration under the effect of wind. For
longitudinal direction, and also in respect of the transverse superstructures which are susceptible to vibration (these
direction if this is of any significance. As a rule, however, a may for example include suspension bridges, guyed
temperature gradient across individual structural elements (cable-stayed) girder bridges, narrow girder bridges with
may be ignored (see Supplement 1 to DIN 1072). very long spans), more detailed investigations are recom-
(3) In the case of the simultaneous effect of temperature mended; this shall also apply to exceptional conditions
differences as in paragraph 2and astandard imposed load during erection (see Supplement 1 to DIN 1072).
as in accordance with subclauses 3.3.1 to 3.3.7, acting
unfavourably, the following cases shall be verified (see 4.2.1 Wind direction and wind load
Supplement 1 to DIN 1072): (1) The wind direction shall be assumed to be hori-
a) full standard imposed load, 70°/o of temperature differ- zontal.2) The wind load shall also be assumed, as a general
ence; rule, to act horizontally (see Supplement 1 to DIN 1072).
b) 70% of standard imposed load, full temperature differ- (2) The magnitude of the wind load on bridges, including
ence. piers and columns, shall be taken from table 4. For super-
(4) If significant, a temperature gradient of 5 K across structures, the height of the wind-loaded area shall be
individual structural elements shall be assumed for deemed to be the difference in height of the deck surface
columns, piers and similar concrete structures. and ground level, or the mean water level (see Supple-
ment 1 to DIN 1072).
4.1.4 Non-uniform heating
(3) The wind load shall be assumed to act separately
of associated bridge components either transverse to, or along the longitudinal axis of the
In special cases, the non-uniform heating of associated bridge.
bridge components shall be taken into consideration. (4) The wind load acting on the superstructure may, for
f 1 5 K shall be taken as a non-uniform rise in temperature simplicity, generally be assumed to act as a load uniformly
of associated components of steel bridges and composite distributed over the total wind-loaded area. It shall be
bridges (for example tie rod and arch, cables and stiffening superposed on other loads so as to cause the most adverse
beams, top chord and bottom chord of trusses). The same effect. For calculations of bridges with traffic, the vertical
--````,,-`-`,,`,,`,`,,`---

value shall apply for differences in temperature between imposed loads may be taken as acting in a relieving man-
concrete or timber structures on the one hand and ner, as knife edge loads in the axis of the main traffic lane
exposed steel elements on the other (for example, a pre- with not more than 5 kNlm.
stressed concrete bridge with diagonal cables which are not
concrete-encased, or a wooden bridge with steel tie rods). (5) The wind load shall be assumed as a moving load
A non-umiform heating of + 5 K shall be considered for when calculating the web members of the wind bracings.
associated components made of concrete (for example tie 4.2.2 Wind-loaded areas
rod and arch of a two-centred arch).
(1) The areas exposed to wind shall be determined as an
4.1.5 Superposition of thermal effects approximation from the actual dimensions of the bridge
When superposing the temperature fluctuations, temper- components. The following specifications shall apply in
ature differences and the effects of non-uniform heating of respect of the wind-loaded areas (see Supplement 1 to
associated bridge components, the maximum differences DIN 1072).
between the temperatures in the border zone of any two (2) For load cases exclusive of imposed loads, the follow-
arbitrarily selected structural components shall not ing shall be considered wind-loaded areas:
exceed:
a) 20 K for steel bridges, composite bridges and concrete 2) In some cases, for example in the case of suspension
bridges with exposed steel elements; bridges and cable-stayed girder bridges, it may become
b) 10 K for concrete bridges, between different concrete necessary to consider also wind directions which devi-
structural elements. ate from the horizontal.

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1 2 3 4

Load case inclusive

Load case exclusive of imposed loads
Height of wind-loaded area of imposed loads
above ground Superstructure without Superstructure with or
noise protection wall, Superstructure with without noise protection
noise protection wall
piers, columns wall, piers, columns

1 O up to 20m 1.75 kN/m2 1,45kN/m2 0,90 kN/m2

2 Over 20 up to 50m 2,lO k N h 2 1,75k N h 2 1,lO kN/m2

3 Over 50 up to 100m 2,50 kN/m2 2,05 k N h 2 1,25kN/m2

a) for superstructures with solid web main girders, the barriers, the wind load shall be assumed to act on a point no
windward faces of the front main girder, those of parts lower than the level of the deck surface (see Supplement 1
of other main girders higher than the front girder, and to DIN 1072).
any parts of the carriageway profile exposed to the 4.2.3 Erection loads
wind;
( 1 ) When considering the erection loads, the wind load
b) for superstructures with braced main girders, any parts may be taken as 0.7 times the values given in table 4,
of the carriageway profile and of all main girders situ- column 2 (see Supplement 1 to DIN 1072).
ated above and below the carriageway profile, however
in total not more than the windward face of the car- (2) When considering a state of erection which is not
riageway profile plus the parts of the superstructure likely to last more than one day, the wind load may be
assumed to be of solid web construction, situated reduced to 0,2 times the values given in table 4, column 2, if
above and below it; it is firmly established that the wind speed will remain less
than 2 0 m l s during this time. In this connection, it will be
c) for superstructures with noise barriers, in addition the necessary to check the meteorological conditions and
windward face of one single noise barrier per super- follow the trend of weather development and to prepare
structure, if it is higher than the above-mentioned safety measures in good time for the case that the wind
faces; speed exceeds the above value.
d) for superstructures with several main girders in the (3) When considering the erection loads, it may also
erection stage, the windward faces of two main girders become necessary to take the downward components of
as long as there is no continuous deck surface. the wind load into account also, particularly in the case of
(3) For load cases inclusive of imposed loads, the follow- structures which jut out to a considerable extent.
ing shall be considered wind-loaded areas: (4) In the case of cantilevered erection of the superstruc-
a) for superstructures with solid web main girders, the ture in two directions, and of similar sensitive conditions
windward faces of the front main girder, those of parts during erection, in respect of which the assumption of wind
of other main girders higher than the front girder, and loads distributed over the wind-loaded areas in a non-
any parts of the carriageway profile with and without uniform manner will result in less favourable stresses, the
traffic, exposed to the wind; one part of the wind-loaded area shall be assumed to be
b) for superstructures with braced main girders, any parts loaded with the full wind load and the other part with half
of the carriageway profile with and without trafficand of the wind load. The two parts shall be selected in such a way
all main girders situated above and below that profile, that the least favourable stress is generated in each case.
however in total not more than the windward face of the 4.2.4 Wind loads on movable bridges
carriageway profile with and without traffic plus the
(1) For movable bridges in the fully open position, the
parts of the superstructure assumed to be of solid web calculation shall be based on 0,7 times the values given in
construction, situated above and below it; arched
table 4, column 2 for the final position, viz.:
girders with a spandrel-braced or attached carriageway
shall be treated like braced main girders; a) for bascule bridges, the wind load shall be assumed to
act along the longitudinal bridge axis on the total
c) as regards the traffic lanes on road bridges with and surface of the bascule (flap), or at right angles to this
without rail traffic, a height of 3,50m shall be assumed,
direction, the wind load shall be assumed to act on the
and in the case of foot bridges and cycle track bridges,
wind-loaded areas specified in subclause 4.2.2;
a height of 1,80m. If a noise barrier is taller than the
carriageway profile with traffic, the height of the former b) for lift bridges, the wind load shall beassurned to act on
shall be used in the calculation. the wind-loaded areas specified in subclause 4.2.2;
c) for swing bridges, the wind load shall be assumed to act
(4) In the case of bridges with separate superstructures,
on the wind-loaded areas of one cantilever arm in each
each of the superstructures shall be design for the full wind
case, in accordance with subclause 4.2.2.
load acting from both directions.
(2) For all intermediate positions of the bridge, the calcu-
(5) The wind-loaded areas to be assumed for the calcula- lation shall be based on 0,3 times the values given in table 4,
tion of the loadbearing structure shall also be taken into column 2, with the wind load assumed to act on the same
consideration when calculating the abutments and piers. In areas as above; in the case of bascule bridges, these values
addition, the windward faces of all pier and lift tower walls shall be multiplied by sin a, a being the angle of inclination
shall be considered. of the bridge to the horizontal. In addition, a wind load of
(6) The wind load shall be assumed toact upon thecentre f 0 , 2k N h 2 acting vertically on the floor area or flap area
of gravity of the wind-loaded area (see, however, sub- shall be considered for all intermediate positions. Wind
clause 4.2.3, paragraph 4 in respect of conditions during loads having a stress relieving effect shall be ignored (see
erection); for deck bridges, and for bridges with noise Supplement 1 to DIN 1072).

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4.3 Snow loads (vaults) and subclause 7.1.2(abutments connected to the

superstructure).
(1) In most cases, snow loads may be ignored in respect
of the structure in its final state. However, for movable (8) Movement resistances of roller bearings and sliding
bridges in the fully open position, with the exception of bearings shall not be used for reducing the braking load.
bascule bridges, a least favourable partial or full snow load- (9) For carriageway expansion joints4), a braking load
ing of the decksurface of 0,75 kN/m2 shall be assumed. For equal to 0,6 times the maximum wheel loads applicable to
roofed-over bridges, the snow load shall be taken as speci- these elements in accordance with the bridge class con-
fied in DIN 1055 Part 5. cerned (see tables 1 and 2) shall be assumed, with a maxi-
(2) For erection, the snow load shall generally be taken as mum of 39 kN.The braking loads shall also be calculated for
0,8times the values specified in DIN 1055 Part 5. These adjoining structural elements (see Supplement 1 to
values may be reduced to a minimum of 0 3 0 kN/m2 pro- DIN 1072).
vided that measures scheduled for snow clearance are
effectively carried out. Except for cases where the stability 4.5 Resistances to movement and deformationof
has to be verified in accordance with subclause 6.2, the bearings and carriageway expansion joints
snow load may generally be taken as acting on the total
deck surface area (see Supplement 1 to DIN 1072). (1) The movement resistance parameters dependent on
the type of construction of the bearings (¡.e. rolling and
sliding resistances) and the deformation resistance param-
4.4 Loads due to braking and starting of vehicles
eters are to be obtained from the relevant approval notifi-
(braking loads)
cations or from the standards of the DIN 4141 series.
(1) The braking load of road vehicles shall be assumed to
be 25% of the main traffic lane loading consisting of the (2) Rolling and sliding resistances of bearings in respect
of vertical loads shall be calculated with due allowance
standard vehicle and of load p i , but in any event it shall be
being made for the bearing force arising from dead loads;
assumed to be not less than one-third of the loads of the
where the movement resistances do not have a relieving
standard vehicles on the main traffic lane and on the
effect, half the standard imposed load in accordance with
secondary traffic lane; however, the maximum braking load
table 1 or table 2 and also the full imposed load of any rail
:o be used shall not exceed 900kN, no vibration coefficient
vehicles present shall be additionally considered (without
being taken into account (see Supplement 1 to DIN 1072).
taking into account the vibration coefficient in each case).
(2) The loaded length relevant within the above limits is (3) The sliding resistances of bearings or bearing compo-
given by the load distribution resulting from the least
nents which are capable of moving in the longitudinal direc-
favourable superposition of the braking load and the stand-
tion of the bridge and which have to absorb horizontal
ard imposed load investigated in each case (see Supple-
loads acting at right angles to the bridge axis shall be deter-
ment 1 to DIN 1072).
mined either from the sum of the constraining stresses, for
(3) When considering the replacement of bearings, the example as a result of the thermal effects, foundation
braking load of road vehicles may be reduced accordingly, settlement, warping of the bridge, or shall be assumed to be
in addition to the reduction of the standard imposed load equal to 0,3 times the wind loads; the greater of the two
(see subclause 3.3.5, paragraph 2). values shall be used in the calculation (see Supplement 1 to
(4) The braking load of railvehicles3) shall be assumed to DIN 1072).
be one-eighth of all the axle loads, no allowance being (4) The following shall apply to bearings, pendulums and
made for any vibration coefficient, up to a loaded length of elevated piles of conventional design, in respect of which
50m; in the case of longer loaded. lengths. it will suffice to no data are obtainable from either an approval notification
assume a value of one-twentieth of the axle loads for those or from standards of the DIN 4141 series.
axles acting outside the 50 m length. In the case of twin-
In the case of roller bearings, the rolling resistanceshall
track rail tracks, the braking load shall be considered for
be assumed to be 5 % of the bearing force (see Supple-
both tracks as being of the same magnitude and acting in
ment 1 to DIN 1072).
the same direction. The superposition of the braking loads
of road and rail vehicles shall be effected on the lines of In the case of elevated pile bearings or pendulums with
subclause 3.3.6. a rolling face radius equal to half the pendulum height,
the rolling resistance shall be assumed to be the same
( 5 ) The braking load shall be assumed to act at the level of
as for roller bearings,for heights up to 0,3 m.For heights
the deck surface or of the top surface of the rail. For
above 3m, the rolling resistance may be reduced down
simplicity, it may be assumed to act at the level of the sup-
to 1 YOof the bearing force; intermediate values shall be
ports, if this does not result in a significant change in stress.
linearly interpolated.
(6) If braking forces above ground level act on the struc- In the case of pendulums or elevated piles with a rolling
ture, a distribution of the load in the backfill at an angle
face radius not equal to half the height, and in cases
of 30"in both the horizontal and vertical planes, ¡.e. both
where the rotational movements are not effected by
downwards and sideways, shall be assumed. In most cases,
rolling faces but by elastic, plastic or hydraulic articula-
their action need only be calculated for the structural
tions, an unscheduled tilt of I 1 YO shall be taken into
element directly affected (for example the wall of a
consideration in addition to the tilt caused by the
chamber), including the connection to adjoining structural
scheduled movements.
elements.
(5) In the case of deformation bearings, deformation
(7) The braking load may be ignored if it obviously exerts resistances arising from a horizontal deformation of the
no influence on the safety of the structure or of the struc-
bearings of not less than 1 cm shall be considered for each
tural element. This shall apply, for example, to structures as
direction of movement, when dimensioning the structure.
described in DIN 1075,April 1981 edition, subclause 6.2
(6) The reaction forces arising from rolling and sliding
resistances, deformation resistances and tilts shall be
3) It may become necessary to consider different braking assumed to act on the fixed bearings. DIN 4141 Part 1 ,
loads on the basis of data supplied by the rail traffic September 1984 edition, subclause 3.3shall apply to the
organization. superposition of the rolling and sliding resistances of
4) The braking load shall be regarded in this case as a main several bearings, and also to the structural elements dealt
load in accordance with clause 2,paragraph 5. with in paragraph (4).item b) of this subclause. For struc-

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tural elements in accordance with paragraph (4), item c) into consideration in accordance with the data given in the
of this subclause, the reaction forces arising from design standards, in their least favourable composition and
scheduled and unscheduled tilts shall be assumed to act in superposition with the main loads, and additional loads if
fully on the fixed bearings so as to cause the most adverse applicable, no allowance being made for probable founda-
effect. tion settlement. Subclause 3.5 shall apply if it is intended to
(7) In the absence of a more accurate verification, the re-establish the scheduled support conditions either
reaction forces on the fixed bearings arising from rolling wholly or partly (see Supplement 1 to DIN 1072, sub-
and sliding resistances and from the braking load shall be clause 3.5).
superposed in full (see Supplement 1 to DIN 1072).
(8) Deformation resistances from carriageway expansion 5.3 Road vehicle collision loads
joints shall be considered in addition to the other load
cases (see Supplement 1 to DIN 1072).
(1) Supports, frame legs, end members of trusses and
similar members shall be dealt with as follows (see Supple-
ment 1 to DIN 1072).
4.6 Dynamic effects on movable bridges a) As a rule, they shall be designed to withstand collision
In the case of movable bridges, it will also be necessary to by road vehicles and be protected by special
investigate the load conditions which arise as a result of the measures5).
motion of the superstructures, caused by the acceleration
b) They shall be designed to withstand collision by road
or deceleration of their mass.
vehicles when situated on, or next to, roads and streets
within built-up areas where the speed limit is 50 kmlh or
4.7 Loads acting on safety fences less, and in all cases when situated next to parish roads,
Safety fences shall be assumed to be loaded with 0,8 kNlm unclassified roads and major farm tracks.6)
horizontally at stringer height outwardly and inwardly. c) They are not required to be designed to withstand colli-
Where safety fences are subject to stressing by any addi- sion by road vehicles nor shall they be protected by
tional loads, such as those caused by lighting fittings, or by special measures if they are protected against the risk
roller loads of inspection trolleys, then these loads are also of collision by virtue of their location, orwhere concrete
to be considered. structural elements complying with DIN 1075,April 1981
edition, subclause 10.2,last but one and last para-
4.8 Loads caused by inspection trolleys graphs, are concerned.
Loads caused by inspection trolleys shall be considered (2) In addition to unfavourablyacting main loadsas speci-
taking account of the scheduled utilization and mode of fied in clause 3, the following horizontal loadsshall be used
operation of the trolley. in the calculation, assumed to act at a height of 1.2m above
the deck surface:
parallel to direction of travel: +lo00 kN;
5 Exceptional loads normal to direction of travel: 500 kN.
5.1 Exceptional loads during erection The above two loads need not be assumed to act at the
(1) Exceptional loads during erection comprise the same time. The distribution of force in the structural
following (see Supplement 1 to DIN 1072). elements directly affected, and into the bearings or con-
Effects arising during erection which are caused by nections arranged at their extremities shall be considered
items of construction equipment and scaffolding, and (see Supplement 1 to DIN 1072).
also by stored or transported building materials and
structural elements. Such effects, if they are significant, 5.4 Loads arising from lateral impact against
and this includes a consideration of the dynamic com- raised kerbs and safety fences
ponents arising from the lifting and lowering of the (1) Raised kerbs and safety fences on carriageways, such
items concerned, shall be determined systematically as parapet walls, shall be assumed to be loaded in each
and considered in their least favourable position under case with a load allowing for lateral impact in accordance
all conditions possible during erection. with table 5, in addition to loading with unfavourably acting
Unscheduled horizontal forces due to inevitable imper- main loads. These loads shall not be superposed and they
fections. The structure shall be protected against such shall be used in the calculation with no allowance being
forces in every stage of the erection, including protec- made for the vibration coefficient (see Supplement 1 to
tion in the longitudinal and transverse directions DIN 1072).
against lifting and lowering operations; these horizontal
forces shall be considered for all the structural
elements present, including auxiliary supports. In the 5) Special measures in accordance with subclause 5.3
absence of an accurate verification, these forces shall shall be deemed to include safety fences which are to be
be calculated on the basis of a 1% unscheduled tilt of installed with a distance of not less than 1 m between its
the structural elements or of the auxiliary supports. front face and the front face of the structural element to
-
All effects arisina" durina bridae assemblv. -
- . such as liftinn
- be protected, and concrete plinths placed close to the
structural elements to be protected; these plinths shall
or lowering of supports.
have a height of not less than 0,s m and shall protrude
(2) The exceptional erection loads shall be regarded as from the outer edge of the structural element con-
main loads or classified as dead loads in accordance with cerned not less than 21-17parallel to the direction of
clause 2,paragraph (5). traffic, and not less than 0,5m at right angles to the
direction of traffic.
5-2 Loads due to possible foundation settlement 6) Existing structural elements not designed to withstand
The rotational and translational movements of supports vehicular collision shall be protected by special
caused by possible foundation settlement shall be taken measures.

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Table 5. Substitute loads arising from lateral impact Table 6. Hypothetical limit values of temperature

2 3 1

Parapets or similar Hypothetical Hypothetical

Raised kerbs and which are situated Type of bridge maximum minimum
safety fences more than temperature temperature
Bridge class which can be
directly
collided with
behind the front
edge of a safety
fence
1
Steel bridges and
composite bridges
I
I

+75OC 1
I

-5OOC

I Concrete bridges and I I1

60130

30/30 1
100kN

50kN 1
50 kN

25kN 1 bridges with concrete-

encased rolled steel
1 +500c -400c

girders
16/16,12/12 I Wheel load Half of wheel load
9/9,6/6,3/3 of a rear wheel of a rear wheel
b) As regards the adjustment of bearings and of carriage-
way expansion joints, it is not the erection temperature
(2) The load shall be assumed to act parallel to and of +lO°C as specified in subclause 4.1 which shall be
normal to fhe carriageway, 0,05m below the top edge of regarded as relevant, but the actual mean temperature
the structural element, at a height above the deck surface
of the structure at the time the final connection to the
not exceeding 1,20m. The concentrated load may be taken
fixed bearings is effected (see Supplement 1 to
as a knife edge load evenly distributed over a length of
0,5 m. In rigid structural elements the load may be assumed
DIN 1072).
t o act at an angle of 459 Imposed loads and additional loads c) Hypothetical limit values of temperature in accordance
with a relieving effect shall not be taken into account simul- with table 6 below shall be adopted for the temperature
taneously. fluctuations (see Supplement 1 to DIN 1072).
(3) As a rule, the absorption of the lateral impact shall be
verified in accordance with the design standards in respect d) Deviations from the values given in table 6 are per-
of: mitted in the following cases (see Supplement l to
DIN 1072).
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a) the impacted structural element itself;

When considering the stages of erection and in cases
b) the structural element immediately supporting it.
where bearings and carriageway expansion joints are
(See Supplement 1 to DIN 1072) adjusted accurately on the basis of measurements of
(4) For safety fences including posts and connections, the average temperature of the structure upon comple-
verification in accordance with paragraph (3), item a) of tion of the final connection to the fixed bearings, the
this subclause may be dispensed with. If the design of the limit values of temperature specified in table 6 may be
immediately supporting structural elements requires the decreased by 15K each, both the maximum and the
specification of a load, a load of 25 kN acting on each post
minimum values in the case of bridges of the types
at the centre of the safety fence shall be assumed (see
Supplement 1 to DIN 1072) described in line 1, and by 10K each in the case of
bridges of the types described in line 2.
If the datum point is altered during erection, additional
uncertainties shall be allowed for by increasing the
6 Special analyses
specified upper and lower limit values of temperature
6.1 Movements at bearings and at carriageway by 15K each or by 10 K each, in the calculation for the
expansion joints final condition.
(1) The movements at bearings and carriageway expan-
sion joints shall be determined for the state of use, the (4) As regards structural analysis, the specifications of
following factors being taken into consideration in their paragraph (3) above shall only be deemed relevant for
least favourable combination in accordance with the speci- bearings and bearing joints, and for carriageway expansion
fications given in clauses 3, 4 and, if appropriate, in joints and their anchorages. As regards the structural
clause 5; the following conditions during erection shall also analysis of all other structural elements in the design of
be taken into account. which movement is an influencing factor, the movements
a) Superstructure: thermal effects, prestress, shrinkage concerned shall be determined in accordance with para-
and creep of the concrete, and effects arising from graph (1).
deformation (for example from the tangent angles of
rotation at the points of support);
b) Supports: translational or rotational movements (see 6.2 Verification of structural adequacy
Supplement 1 to DIN 1072). (1) Verification of structural adequacy is to cover safety
against sliding, lifting and overturning. The structural
(2) For bearings, the specifications relating to minimum
adequacy of bearing joints (with and without anchorages)
values given in DIN 4141 Part 1, September 1984 edition,
and of foundation joints shall be verified in cases where it
subclause 4.4 and clause 5 shall be taken into account.
cannot be taken for granted (see Supplement 1 to
(3) The following shall apply in addition forthe determina- DIN 1072).
tion of the movements at roller and sliding bearings and at
carriageway expansion joints, and on pendulums and (2) Safety against sliding in the bearing joint shall be veri-
elevated piles (see Supplement 1 to DIN 1072). fied in accordance with DIN 4141 Part l , and safetyagainst
a) Loads due to creep and shrinkage are to be taken into sliding in the foundation joint shall be verified in accord-
account with a factor of 1,3 if they act unfavourably. ance with DIN 1054.

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(3) Verification of safety against lifting and overturning Table 7. Values of yfto be used in the verification
shall be carried out in addition to the analyses required in of safety against lifting and overturning
the design standards for the state of use and/or the theo-
retical state of failure. Proof shall be deemed to have been 1 2
provided if the absorbable stress resultants in the joints
investigated, reduced by dividing them by the partial resist- Types of load Yf
ance factor, y,,,, are at least equal to those resulting from
the loads multiplied by the partial load factor, yf. 1 All loads unless otherwise specified 1.3
(4) The partial load factor, Y[,as in table 7 shall be used in Dead loads (except for those due to
the verification, taking the working loads in their least
earth pressure)
favourable combination. For the various stages of erection
(see subclause 4.2.3, paragraphs 3 and 4), it may be neces- a) acting favourably 0,95
sary in some cases to consider vertical wind load compo- b) acting unfavourably 1,05*)
nents; snow loads shall be assumed to act on partial areas
so as to cause the most adverse effect. The stress resul- Favourable earth pressure loads if per-
tants shall be calculated on the basis of the stiffnesses in mitted as analysis factors
the state of use. The bearing positions to be considered in
the analysis shall be allowed for using a factor of 1,0 in 4 I Prestress of loadbearing structure
accordance with subclause 6.1, paragraph 1 (see Supple-
ment 1 to DIN 1072). Lifting for the purpose of renewing
bearings
(5) If the distance between the abutments or other sup-
ports provided to prevent any rotational movement of the
superstructure exceeds 50 m, a load case in which the main
6 I Thermal effects (see table 3)
traffic lane is loaded with load p s equal to 9,0kN/m2 (not Imposed loads with a relieving effect, 1 ,o
allowing for any vibration coefficient) shall be adopted for 7 in accordance with subclause 4.2.1,
the verification of safety against overturning in the case of
paragraph 4
bridge classes 60/30and 30/30, instead of the standard
imposed loads in accordance with table 1 and of the wind Loads due to possible foundation settle-
loads, provided that this load case is less favourable (see ment (including loads due to probable
8
Supplement 1 to DIN 1072). foundation settlement)
(6) The values of the partial resistance factor, y,,,, are to
be obtained from Appendix A. Alternatively, if the calcula- 9 I Loads arising during erection
tion is carried out using the stresses permissible for the
state of use, the verification shall be based on the Resistances to movement and deforma-
increased permissible stresses as in Appendix A (see O tion of bearings and carriageway expan-
Supplement 1 to DIN 1072). sion joints O
(7) If anchorages are necessary in the case of bearings
which are susceptible to lifting by reason of their design
1 I Loads caused by inspection trolleys
and construction, the anchorages are to be prestressed so *) Differences in humidity may require a higher value in
as to prevent any elongation when loaded with the loads the case of wooden structures.
multiplied by the partial safety factor, yf.
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 DIN 1072 Page 13

Appendix A
Additional information relating to the verification of structural adequacy
A.l General
The information given below shall apply to the resistances for which allowance is to be made in the verification of safety
against lifting and overturning of road and foot bridges in accordance with subclause 6.2.
Note. Following inclusion of this information in the relevant design standards when these are revised, this appendix may be
withdrawn.

A.2 Additional information

(1) In the verification of safety against lifting and overturning in accordance with subclause 6.2,thefollowingvaluesof ya,s
specified in table A.l, or the stresses permissible for the state of use, applicable to load case H and multiplied by the coef-
ficient given in table A.2, shall be adopted (see Supplement 1 to DIN 1072).
(2) Loads from constraint and due to anchoring forces shall be determined on the basis of the equilibrium conditions and
the associated compatibility of deformation, taking account of the applicable material parameters. For prestressed anchors,
(e.g. high-stress friction grip bolts or prestressing tendons), the initial strain shall be assumed with a factor of 1,O.

Table A.l Partial resistance factor, y,,,

I I 1 1 2

Structural material Ym

1 Reinforcing steel; ym related to yield point, ps

I I 2 Prestressing steel; y,,, related to 0.2 proof stress, (see approval notification) I
Concrete; ym related to a theoretical value of compressive strength, ßR, of 0,6 ßWN as in DIN 4227
Part 1 (see also table A.2, line 4)

Subsoil, shear failure; verification in accordance with DIN 4017 Part 2, August 1979 edition, sub-
l 1'3

clause 8.1. Reference parameter: loading with qp = y,,,.

1 2

-
I I í Structurai steel
Structural material

I
I
Coefficient

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2 Bearings in accordance with standards of the DIN 4141 series

3 1,3
Bolts (based on the values specified in DIN 18800 Part 1, March 1981 edition, table 10)
I I
Concrete partial area pressure (based on the values specified in DIN 1075, April 1981 edition, sub-
clauses 8.2 and 8.3)

5 Wood

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 Page 14 DIN 1072

Standards referred to
DIN 1054 Subsoil; permissible loading of subsoil
DIN Design loads for buildings; materials, building materials and structural members, dead load and angle of
1055 Part 1
friction
DIN 1055 Part 2 Design loads for buildings; soil characteristics, density, angle of friction, cohesion, angle of wall friction
DIN 1055 Part 5 Design loads for buildings; imposed loads, snow load and ice load
Supplement 1 to
DIN 1072 Road and foot bridges; design loads, explanatory notes
DIN 1075 Concrete bridges; design and construction
DIN 4017 Part 2 Subsoil; shear failure calculations for shallow foundations with oblique and eccentric loading
DIN 4141 Part 1 Structural bearings; general design rules
DIN 4227 Part 1 Prestressed concrete; partially or totally prestressed structural components made of normal weight
concrete
DIN 18800 Part 1 Steel structures; design and construction

Previous editions
DIN 1183: 10.33: DIN 1072: 07.25, 10.27, 09.31, 10.39, 04.41, 09.44, 06.52, 11.67.

Amendments
In comparison with the November 1967 edition, the standard has been completely revised and brought into line with the

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present state of the art.

International Patent Classification

E01 D 1/00

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