BS 5400 10 1980 Scan PDF

BRITISH STANDARD BS 5400 :
-~
Part 10 :1980
Steel, concrete and

composite bridges -
Part 10: Code of practice for fatigue
ICs 93.040
U -
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]Irsue 1, Man31 1999 BS 6400 :Part 10 : 1980
Summary of pages
The foìiowing table identiñes the current issue of each page. Issue 1 indicates that a page has been introduced
for the ñrst time by amenciment. Subsequent issue numbem indicate an updated page. Vertical sideiining on
replacement pages indicates the most recent changes (amendment, addition, deletion).
Paw hue
Front cover 2 6 Original
inside front cover biank 7to42 ' Original
a 1 43 2
b blank 44 OligiMl
C blank &to48 Original
d 1 49 2
1 2 50 biank
2 2 51 2
3 2 62 biank
4 2 53 2
4a 1 64 blank
4b biank Inside back cover onginal
5 2 Back cover 2
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S T D - B S I BS 5qüü: PART 10-ENGL It780 m l b 2 q b b 7 07b7078 b 0 7 m
BS5400:Part10:1980 Issue 1, March 1999
Contents
Page Page
Foreword 1 8.2.2 Procedure 12
Cooperating organizations Back cover 8.2.3 Adjustment factors for on,class S
Recommendations details only 12
1. Scope 2 8.3 Damage calculation, single vehicle
1.1 General 2 method 12
1.2 Loading 2 8.3.1 General 12
1.3 Assessment procedures 2 8.3.2 Procedure 12
~ 1.4 Other sources of fatigue damage 2 8.4 Damage calculation, vehicle spectrum
1.5 Limitations 2 method 14
1.5.1 Steel decks 2 8.4.1 General 14
1.5.2 Reinforcement 2 8.4.2 Design spectrum 14
1.5.3 Shear connectors 2 8.4.3 Simplification of design spectrum 14
2. References 2 8.4.4 Calculation of damage 14
3. Definitions and symbols 2 9. Fatigue assessment of railway bridges 18
3.1 Definitions 2 9.1 Methods of assessment 18
3.2 Symbols 3 9.1.I General 18
4. General guidance 3 9.1.2 Simplified procedure 18
4.1 Design life 3 9.2 Assessment without damage calculation 18
4.2 Classification and workmanship 3 9.2.1 General 18
Stresses 4 9.2.2 Procedure 18
4.4 Methods of assessment 4 9.2.3 Non-standard design life 18
4.5 Factors influencing fatigue behaviour 3 9.2.4 Multiple cycles 20
5. Classification of details 4 9.3 Damage calculation 20
5.1 Classification 4 9.3.1 General 20
5.1 .I General 4 9.3.2 Design spectrum for standard loading 20
5.1.2 Classification of details in table 17 4 9.3.3 Design spectrum for non-standard
5.2 Unclassified details 4 loading 20
5.2.1 General 4 9.3.4 Simplification of spectrum 20
5.2.2 Post-welding treatments 4 9.3.5 Calculation of damage 20
5.3 Workmanship and inspection 4 1 o. Fatigue assessment of bridges carrying
5.3.1 General 4 highway and railway loading 20
5.3.2 Detrimental effects 4 11. The Palmgren-Miner rule 20
5.4 Steel decks 4 11.1 General 20
6. Stress calculations 4 11.2 Design ur-N relationship 22
6.1 General 4 11.3 Treatment of low stress cycles 22
6.1.1 Stress range for welded details 4 11.4 Procedure 22
6.1.2 Stress range for welds 4 11.5 Miner’s summation greater than unity 22
6.1.3 Effective stress range for non-welded
Appendices
details 4 23
A. Basis of ar-N relationship
6.1.4 Calculation of stresses 4 B. Cycle counting by the reservoir method 25
6.1.5 Effects to be included 5 C. Derivation of standard highway bridge
6.1.6 Effects to be ignored 5 fatigue; loading and methods of use 25
6.2 Stress in parent metal 5 D. Examples of fatigue assessment of
6.3 Stress in weld throats other than highway bridges by simplified methods 30
those attaching shear connectors 5 E. Derivation of standard railway load
6.4 Stresses in welds attaching shear
spectra 34
connectors 6 F. Examples of stress histories and cycle
6.4.1 General 6 counting procedure 38
6.4.2 Stud connectors 6 G. Testing of shear connectors 41
6.4.3 Channel and bar connectors 6 H. Explanatory notes on detail
6.5 Axial stress in bolts 6 classification 41
7. Loadings for fatigue assessment 6
7.1 Design loadings 6 Tables
7.2 Highway loading 6 1. Annual flow of commercial vehicles
7.2.1 General 6 (nc x IO*) 8
7.2.2 Standard loading 6 2. Standard load spectra for RU loading 11
7.2.3 Application of loading 6 3. Standard load spectra for RL loading 12
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7.2.4 Allowance for impact 8 4. Values of k3 for RU loading of

7.2.5 Centrifugal forces 8 railway bridges 19
7.3 Railway loading 8 5. Values of k, for railway bridges 19
7.3.1 General 8 6. Values of k5 for railway bridges 19
7.3.2 Application of loading 8 7. Values of k s for RL loading of
7.3.3 Standard load spectra 10 railway bridges 19
8. Fatigue assessment of highway 8. Design o,-N relationships and constant
bridges 12 amplitude non:propagating stress
8.1 Methods of assessment 12 range values 22
8.1.1 General 12 9. Mean-line Cr-N relationships 23
8.1.2 Simplified procedures 12 1 o. Probability factors 23
8.2 Assessment without damage 11. Typical commercial vehicle groups 27
calculation 12 12. Proportional damage from individual
8.2.1 General 12 groups of typical commercial vehicles 28
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S T D - B S I B S 5400: PART LO-ENGL 1980 m Lb211Lb9 07b7099 543 m

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Page Page
13. Typical commercial vehicle gross 12. Typical point load influence line 17
weight spectrum 29 13. Simplification of a spectrum 18
14. Typical commercial vehicle axle 14. Summary of design u,-N curves (mean
weight spectrum 29 minus twostandard deviations) 21
15. RU loading : annual traffic tonnage for 15. Summary of mean-line a,-N curves 23
standard traffic types 34 16. Typical a, -N relationship 24
16. RL loading :annual traffic tonnage and 17. Multiple paths 28
composition of standard traffic mix 34 18. Typical Miner's summation adjustment
17. Classification of details curve 29
17(a). Non-welded details 49 19. Trains included in table 2 spectra 35
20. Trains included in table 3 spectra 37
I 1177(@c)).. Welded details other than at end
connectionsofamember
Welded details at end connections of
51 21. Typical example of stress concentrations
due to geometrical discontinuity 41
22. Stress concentration factors 42
member 53 23. Failure modes at weld ends 43
Figures
- 24. Edge distance 43
i. Method of indicating minimum dass 25. Effective width for wide lap
requirements on drawings 4a connections 44
2a. Reference stress in parent metal 5 26. Type 3 failure modes 45
2b. Referem stress in weld throat
27. Type 3.6joint 46
5 28. Use of continuity plating to reduce
3. Axle arrangement of standard fatigue stress concentrations i n type 3.7 and
vehicle 7 3.8 joints 47
4. Plan of standard axle 7 29. Cruciform junction between flange
5. Designation of lanes for fatigue
plates 47
purposes 9 30. Example of a 'third' member slotted
6. Transverse location of vehicles 10 through a main member 47
7. Impact allowance at discontinuities 10 31. Example of type 3.9 or 3.1O joint 48
8. Values of a~ for different road 32. Tee junction of two flange plates 48
categories 13 33. Alternative method of joining two
9. Derivation of av and 5, for damage flange plates 48
calculation 15 34. Single fillet corner weld in bending 48
10. Damage chart for highway bridges
(values of &,) 16
11. Miner's summation adjustment factor
KF for highway bridges 17
Foreword
BS 5400 is a document combining codes of practice to Part 8 Recommendations for materials and
cover the design and construction of steel, concrete and workmanship, concrete, reinforcementand
composite bridges and specifications for the loads, prestressing tendons
materials and workmanship. It comprises the following Part 9 Bridge bearings
I Parts and Sedions: Section 9.1 Code of practice for design of
Part 1 General statement bridge bearings
Part 2 Specificationfor loads Section 9.2 Specification for materials,
I Part 3 Code of practice for design of steel bridges manufacture and installation of
Part 4 Code of practice for design of concrete bridges bridge bearings
Part 5 Code of practice for design of composite
bridges Part 1 O Code of practice for fatigue
Part 6 Specificationfor materials and workmanship,
I
A British Standard does not purport to indude all the necessary
steel provisions of a contract. Users of British Standards are
responsible fortheir correct application.
concrete, reinforcementand prestressing
tendons
Compliance with a British Standard does not of itself
confer immunity from legal obligations. I
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I.Scope 3. Definitions and symbols
1.1 General. This Part of this British Standard recommends 3.1 Definitions. For the purposes of this Part of this British
methods for the fatigue assessment of parts of bridges which Standard the following definitions apply.
are subject t o repeated fluctuations of stress. 3.1 .l fatigue. The damage, by gradual cracking of a
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1.2 Loading. Standard load spectra are given for both structural part, caused by repeated applications of a stress
highway and railway bridges. which is insufficient to induce failure by a single application.
1.3Assessment procedures. The following alternative 3.1.2 loading event. The approach, passage and
methods of fatigue assessment are described for both departure of either one train or, for short lengths, a bogie or
highway and railway bridges : axle, overa railway bridge or onevehicle over a highway
(a) simplified methods that are applicable to parts of bridge.
bridges with classified details and which are subjected to 3.1.3ioad spectrum. A tabulation showing the relative
standard loadings; frequencies of loading events of different intensities
experienced by the structure.
(b) methods using first principles that can be applied in
all circumstances. NOTE. A convenient mode of expressing a load spectrum is to
denote each load intensity as a proportion(&) of a standard load
1.4 Other sources of fatigue damage. The following and the number of occurrences of each load as a proportion ( K n )
topics are not specifically covered by this Part of this of the total number of loading events.
British Standard but their effects on the fatigue life of a
structure may need to be considered : 3.1.4standardloadspectrum. The load spectrum that
has been adopted in this Part of this British Standard,
(a) aerodynamically induced oscillations: derivedfrom the analysis of actual traff ic on typical roads or
(b) fluctuations of stress in parts of a structure immersed rail routes.
in water, which are due to wave action and/or eddy 3.1.5stress history. Arecord showing how the stress at a
induced vibrations; point varies during a loading event.
(c) reduction of fatigue life in a corrosiveatmosphere
3.1.6combinedstresshistory. A stress history resulting
(corrosion fatigue).
from two consecutive loading events, ¡.e. a single loading
7.5 Limitations event in one lane followed by a single loading event in
1.5.1 Steel decks. Highway loading is included in this another lane.
Part and is applicable to the fatigue design of welded 3.1.7 stress cycle (or cycle o f stress). A pattern of
orthotropic steel decks. However, the stress analysis and variation of stress at a point which is in the form of two
classification of details in such a deck is very complex and is opposing half-waves, or, if this does not exist, a single
beyond the scope of this Part of this British Standard. half-wave.
1.5.2 Reinforcement. The fatigue assessment of certain 3.1.8 stress range (or range of stress) (q).
Either
details associated with reinforcing bars is included in this
Part but interim criteria for unwelded bars are given in (a) in a plate or element, the greatest algebraic difference
Part 4. between the principal stresses occurring on principal
planes not more than 45" apart in any one stress cycle; or
NOTE. These criteria are at present under review and revised
criteria may be issued later as an amendment. (b) in a weld, the algebraic or vector difference between
1.5.3Shear connectors. The fatigue assessment of shear thegreatest and least vector sum of stresses in any one
connectors between concrete slabs and steel girders acting stress cycle.
compositely in flexure is covered in this Part, but the 3.1.9stressspectrum. Atabulation of the numbers of
assessment of the effects of local wheel loads on shear occurrences of all the stress ranges of different magnitudes
connectors between concrete slabs and steel plates is during a loading event.
beyond the scope of this Part of this British Standard.
This effect may, however, be ignored if the concrete slab 3.1.1 O design spectrum. A tabulation of the numbers of
alone is designed for the entire local loading. occurrences of all the stress ranges caused by all the loading
events in the load spectrum, which is to be used in fatigue
assessment of the structural part.
2. References
3.1 .ll det8ilclass. A rating given to a detail which
The titles of the standards publications referred to in this indicates its level of fatigue resistance. It is denoted by the
standard are listed on the inside back cover. following :A, 6, C, D,E, F, F2,G, S, or W.
NOTE. The maximumpemiitted d a s is the highest recommended
dass,thatcan be a c h i i with the highest wokmanship specified in
Part 6 (seetable 1i).The minimum requireddass to be speafied for
-
fabrication purposes relates to the lawest o, Ncurve in figure 14,
whkh results in a life exceeding the design Ife.
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Issue 2, March 1999 BS5400:Part10:1980
3.1.12 01 -N relationship or û r -Ncurve. The Ea, Miner's summation

quantitative relationship between Or and N f o r a detail CB Stress on the core area of a bolt, determined on
which is derived from test data on a probability basis. the basis of the minor diameter
3.1.13 design Ur-NcuWe. Theor-Nrelationship =H Limiting stress range under loading from the
adopted in this Part of this British Standard for design on standard fatigue vehicle on a highway bridge
the basis of 2.3 96 probability of failure. ON Stress on net section
QO Constant amplitude non- propagating stress
3.1 .I4 design life. The period in which a bridge is required range (ar at N = 1O')
to perform safely with an acceptable probability that it will Algebraic value of stress in a stress history
OP
not require repair. Maximum and minimum values of o p from all
o p max
3.1.I5 standard design life. 120years, adopted in this Up min stress histories produced by standard loading
Part of this British Standard. ar Range of stress (stress range) in any one cycle
3.1.I6 Miner's summation. A cumulative damage on,Ur2 Individual stress ranges (ar) in a design
summation based on the rule devised by PalmgrenandMiner. ...etc spectrum
OR rnax (UP max- up min) for a railway bridge
3.2 Symbols. Thesymbols in this Part of this British =Ri, OR2 Stress ranges (in descending order of
Standard are as follows. .. .etc magnitude) in a stress history of a railway bridge
under unit uniformly distributed loading
Net area of cross section
UT Limiting stress range under standard railway
Effective weld throat area for the particulartype
loading
of connector
GU Nominal ultimate tensile strength, t o be taken as
Number of standard deviations below the mean 1.lay unlessotherwisespecified
line Ur-Ncurve
av Value of by under loading from the standard
Life time damage factor (Miner's summation for fatigue vehicle (highway bridges)
120 million repetitions of a stress range a, in a
UVmax ( o p max - b p min) for a highway bridge
highway bridge)
U V 10 U V 2 Values of UV (in descending order of
Design stress parameterfor bolts
Parameter defining the mean line Ur-N
... etc magnitude) in any one stress history for one
lane of a highway bridge
relationship
U v iA The largest value of Qvl from all stress histories
Parameter defining the a, -Nrelationship for
(highway bridges)
two standard deviations below the mean line
Ovi B The second largest value of U V l from all stress
Value of ratio avlB/UVIA (highway bridges)
Miner'ssummation adjustment factor (highway histories (highway bridges)
ox. a y Coexistent orthogonal direct stresses
bridges)
Proportion factor for occurrences of vehicles of =Y Nominal yield strength
a specified gross weight (320 Kw kN) in any one
t Shear stress coexistent with oxand ay
Fatigue stress concentration factor for
4. G e n e r a l guidance
re-entrant corners 4.1 Design life. The design life is that period in which a
Fatigue stress concentration factor for bridge is required to perform safely with an acceptable
unreinforced apertures probabilitythat it will not require repair (see appendix A).
Ratio of actual :standard gross weightsof The standard design life for the purposes of this Part of this
vehicles, trains, bogiesor axles in a load British Standard should be taken as 120 years unless
spectrum otherwise specified.
Coefficients in the simplified assessment
procedure for a railway bridge 4.2 Classification and workmanship. Each structural steel
Base length of that portion of the point load detail is classified in accordance with table 17 (see 5.1.2). This
influence line which contains the greatest shows the maximum permitted class for different types of
ordinate (see figure 12) measured in the sûudural detail. The class denoted in table 17 determines ihe
direction of travel design of 4-Ncurve in figure 14 that may be safely used with
Applied bending moments the highest workmanship standards specified in Part 6 for the
Inverse slope of log ai/log N curve detail under consideration.
Number of repetitions to failure of stress range
01
In 5.3.1 is defined the information to be provided to the
Number of repetitionstofailure of stress ranges fabricator, to ensure that the appropriate quality standards for
bll,Or2 . . , etc., corresponding to ni, n2.. . etc., Part 6 are invoked.
repetitions of applied cycles
Number of applied repetitions of damaging stress 4.3 Stresses. Stresses should generally be calculated in
ranges bri, U r n . . .etc., in a design spectrum accordance with Part 1 of this British Standard but clause6
Number of vehicles (in millions per year) of this Part supplements the information given in Part 1.
traversing any lane of a highway bridge 4.4 M e t h o d s of assessment. All methods of assessment
Effectivevalueof nc described in this Partof this British Standard are based on
Total number of live load cycles (in millions) for the Palmgren-Miner rule for damage calculation (see
each load proportion Kw in a railway bridge clause 11).The basic methods given respectively in 8.4
Applied axial forces and 9.3for highway and railway bridges may be usedat all
Basic static strength of the stud times. The SimDlified procedures given in 8.2 and 8.3for
Elastic modulus of section highway bridges and'in 9.2 for railway bridges may be used
Partial safetyfactor for load(the product Y f , . when the conditionsstipulated in 8.2.1.8.3.1 and 9.2.1 are .
Yr2. Y a see Part 1) satisfied.
Product of Y f , .Yf2 4.5 Factors influencing fatigue behaviour. The best
Partial safetyfactorfor strength fatigue behaviour of joints is achieved by ensuring that the
Reciprocal of the antilog of the standard
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`--- structure is so detailed that the elements may deform in their
deviation of log N
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I BS5400:Patt10:1980 Issue 2,March 1999
intended ways without introducing secondary 5.1.2.4 Class A is generally inappropriate for bridge work and
deformations and stresses due to local restraints. Stresses the special inspection standards relevant to dasses B and C
may also be reduced, and hence fatigue life increased, by cannot n m H y be adiieved in the vianiiy of welds in bridge
increased thickness of parent metal or weld metal. work. (For these and other dasificationsthat should be useá
The best joint performance is achieved by avoiding pint only when special workmanship is specified see the footnote to
eccentricity and welds near free edges and by other controls table 17.)
over the q u a l ¡ of the pints. Perfomianceis adversely affected
5.1.25 The dasaficationsof taMe 17 are valid for the qualities
by concentrations of stress at holes, openings and reentrant
comers. Guidance in these aspects is given in table 17 and of steel produc& and welds which meet the requirements of
appendoc H.The eífectof residual stresses is taken into
noted.
P a r t 6 , e x c q ~ t w h *e m ~ For certain details the
I account in the dassification tables. maximum pemiitteddass depends on acceptance criteria
given in Part 6.
5. Classification of details 5.2 Unclassified details
5.1. Classification 5.2.1 General. Details not fully covered intable 17 should
5.1.1 General be treated as class G, or class W for load carrying weld
5.1.1.I For the purpose of fatigue assessment, each part of metal, unless a superior resistanceto fatigue is proved by
a constructional detail subject to fluctuating stress should, specialtests. Such tests should be suff iciently extensive to
where possible, have a particularclass designated in allowthedesign ar-Ncuwe to be determined inthe
accordance with the criteria given in table 17.Otherwise manner used for the standard classes (see appendix A).
the detail may be dealt with in accordance with 5.2. 5.2.2 Post-welding treatments. Where the
5.1.I .2The classificationof each part of a detail depends classification of table 17 does not give adequatefatigue
upon the following : resistance, the performance of weld details may be
(a) the direction of the fluctuating stress relativeto the improved by post-welding treatments such as controlled
detail ; machining, grinding or peening. When this is required the
detail should be classified by tests as given in 5.2.1.
NOTE. Propagation of cracks takes place in a direction
perpendicular to the directionof stress. 5.3 Workmanship and inspection
(b) the location of possible crack initiation a t the detail ; 5.3.1 Genera/.Where the dassification of a detail is dependent
(c) the geometrical arrangement and proportions of the upon particular manufacturing or inspection requirements,
detail; which are not generally specified in Part 6 ofthis
I (d) the methods and standards of manufacture and British Standard, the necessary standards of workmanship and
inspection. inspection should be indicated on the relevant drawings.
5.1.1.3 In welded details there are several locations a t which All areas of the structure where welded details dassified as
potentialfatigue cracks may initiate ;these are as follows : class F or higher are necessary should be shown on aie
(a) in the parent metal of either part joined adjacent to ; drawings together with the minimum required dass and an
(1)theendoftheweld, a m indicating the diredion of stress fluctuation (seefigure 1).
For inspedion purposes this information should be
(2)a weld toe,
incorporated onto the fabricator's shop in-ns.
(3) a change of direction of the weld,
(b) in thethroat of the weld. Note that a joint may have more than one dass requirement if it
experiences significant stress fluctuations in two or more
In the case of members or elements connected a t their ends
by fillet welds or partial penetration butt welds and flanges diredions.
with shear connectors, the crack initiation may occur either NOTE. The level of mawfaduringquality can affed the fatigue life of aH
in the parent metals or in the weld throat : both possibilities studural detáilc. The manufaduringquaïi determines the degree to
should be checked by taking into account the appropriate which dUmntinuities, that may a d as stress raisers. may be introduced
classificationand stress range. For other details, the during the fabricah process. Such discontinuities can act as fatigue
points, w h i i may duce the fatigue life to an unacceptable ievelfor the
classifications given in table 17 cover crack initiation at any detail under mnskath. Detailswith a high permitted dass are more
possible location in the detail. Notes on the potential modes seriously affected by such diccoriönuitiesbecause ofthe restnaionS
of failure for each detail are given in appendix H. already piaœd by table 17 on stress raisers inherent m the forrn ofthe
detail itsetf.
5.1.2 Classificationof detailsin table 17
In order to dertemine which level of quality and inspedion is required in
5.1.2.1 Table 17 is divided into three parts which accordance with Part 6,ttie minimwn required dass has to be derived.
correspondto the three basic types into which details may Ifa dass higherthan F2 is requirsdthis has to be speckd on the
be classified. These are as follows : drawings, othemrisethe requindfatigue life may not be achiwed. If a
(a) type I,non-welded details, table 17 (a) ; dass higherthan F2 is specified,but not required. an uneconomical
fakicationwouldresu#
(b) type 2, welded details on surface, table 17 (b) ;
(c) type 3, welded detailsat end connections of
members, table 17 (c).
5.1.2.2 Each classified detail is illustrated and given a type
number. Table 17 also gives various associatedcriteria and
the diagrams illustrate the geometrical features and
potential crack locations which determine the class of each
detail and are intended to assist with initial selection of the
appropriatetype number. (For important features that
changesignificantly from onetype to another see the
footnote to table 17.)
--Fat E Fat E
5.1.2.3 A detail should only be designated a particular
classificationif it complies in every respect with the Figure I.
Method of indicating minimum class requirements on
tabulated criteria appropriate to its type number. dmwings --`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

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Issue 1, March 1999 BS 5400: Part 10: 1980
5.3.2 Detrimentaleffects. The following occurrences

can result in a detail exhibiting a lower performance than its
classification would indicate :
(a) weld spatter;
(b) accidental arc strikes;
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(c) unauthorized attachments;
(d) corrosion pitting.
5.4 Steel decks. The classifications given in table 17
should not be applied to welded joints in orthotropic steel
decks of highway bridges; complex stress patterns usually
occur in such situations and specialist advice should be
sought for identifying the stress range and joint
classification.
6. Stress calculations
6.1 General
6.1.1 Stress range for welded details. The stress range
in a plate or element to be used for fatigue assessment is the
greatest algebraic difference between principal stresses
occurring on principal planes not more than 45" apart in
any one stress cycle.
6.1.2 Stressrange for welds. The stress range in a weld
is the algebraic or vector difference between the greatest
and least vector sum of stresses in any one stress cycle.
6.1.3 Effective stress range for non-welded details
For non-welded details, where the stress range is entirely
in the compression zone, thedfects of fatigue loading may
be ignored.
For non-welded details subject to stress reversals, the stress
range should be determined as in 6.1.1. The effective stress
range to be used in the fatigue assessment should be
obtained by adding 60 %of the range from zero stress to
maximum compressive stress to that part of the range from
zero stress to maximum tensile stress.
6.1.4 Calculation of stresses
6.1.4.1 Stresses should be calculated in accordance with
Part 1 of this British Standard using elastic theory and
taking account of all axial, bending and shearing stresses
occurring under the design loadings given in clause 7. NO
redistribution of loads or stresses, such as is allowed for
checking static strength a t ultimate limit state or for plastic
design procedures, should be made. For stresses in
O BSI 03-1999 4a
composite beams the modulus of elasticity of the concrete table 17, the stress should be based on the net sedion.Where
should be derived from the short term stress/strain indicated in table 17, stressconcentrationsshould be taken into
relationship (see Part 4). The stresses so calculated should account either by special analysis or by the fadors given in
be used with a material factorym = 1. figure 22 (see also H.i.2).
6.1.4.2The bending stresses in various parts of a steel
' orthotropic bridge deck may be significantly reduced as the 6.2.2 Shear stress may be neglected where it is
result of composite action with the road surfacing. numerically less than 15 %of a coexistent direct stress.
However, thiseffect should only betaken intoaccount on 6.2.3The peak and trough values of principal stress
the evidence of special tests or specialist advice. should be those on principalplanes which are not more
6.1.5 Effectsto be inchdeá. Where appropriate, the than 45" apart. This will be achieved if either
effects of the following should be included in stress (a) o ~ is atyleast double the correspondingshear
calculations : stress 7 at both peak and trough, or
(a) shear lag, restrained torsion and distortion, transverse (b) the signs of arm and r both reverse or both remain
stresses and flange curvature (seeParts 3 and 5) ; thesameatthe peakand thetrough,
(b) effective width of steel plates (see Part3) ; where
(c) cracking of concrete in compositeelements (see CX, by and are the coexistent values with
Part 5) ; appropriate signs of the two orthogonal direct stresses
(d) stresses in triangulated skeletalstructures due to load and the shear stresses at the point under consideration.
applications away from joints, member eccentricitiesat In either (a) or (b), provided that 6 2 2 a y 2 a t both peakand
joints and rigidity of joints (see Part 3). trough, the required stress range will be the algebraic
difference betweenthe numerically greater peak principal
6.1 .6€ffects tobeignored Theeffects of the following stress and the numerically greater trough principal stress.
need not be included in stress calculations :
(a) residual stresses ; 6.3 StFess in weld throats other than those attachingshear
(b) eccentricities necessarily arising in a standard detail ; connectors. The reference stress for fatigue of a weid throat
(c) stress concentrations, except as required by table 17 ; should be the vector sum ofthe shear stresses in the wekl
(d) plate buckling. metal based on an effective throat dimension as defined in
Part 3, and on the assumption that none of the load is carried in
6.2 Stress in parent metal
bearing between parent metals.This is illustrated in figure 2b. I
6.2.1 The reference stress for fatigue assessment should be When calculating the stress range, the vector difference of the
the principal stress in the parent metal adjacent to the potential greatest and the least vector sum stress may be used instead
I crack location, as shown in figure 2a. Unless otherwise noted in of the algebraic difference.
c-
I
- --,
I I ,Welded attachment
P M/z)
=(/A+
y
Design s t r e s s
-[ p-p'
M'
M-M' Potent ¡al crack Stress

iocat ion d i s t r i but ion
I Figure 2a. Reference stress in parent metal
i PNe +M 1
t = combined size of
Vector sum stress e f f e c t i v e weld throats
(from Part 3)
I
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
I Figure 2b. Reference stress in weld throat

Q BSI 03-1999 5
~
S T D - B S I BS PART 10-ENGL 198U D LbZribbS 07b7105 b77
BS5400: Part 10: 1980
6.4 Stresses in welds attaching shear connectors 7. Loadings for fatigue assessment
6.4.1 General. For shear connectors in accordance with 7.1 Design loadings. Highway and railway design
the dimensional recommendations of Part 5, the design loadingcappropriatefor bridges in the UK are given in 7.2
stresses for fatigue in the weld metal should be calculated and 7.3 respectively.
in accordance with 6.4.2 and 6.4.3. Where the dimensions The load factors YfLandYfgshould be taken as equalling I .O
of the shear connectors and/or the concrete haunches are (see Part 2).
not in accordance with Part 5, thefatigue strength should be
7.2 H i g h w a y loading
determined in accordance withappendix G of this Part.
6.4.2 Studconnectors. The stresses in the weld metal 7.2.1 General. In determining the maximum range of
fluctuating stress, generally, only the vertical effects of
attaching stud shear connectors should be calculated from
vehicular live load as given in clause 7 should be
the following expression :
considered, modified where appropriate to allow for impact
stress in weld = as given in 7.2.4. In welded membersthe dead load stress
need not be considered. In unwelded members the dead
longitudinal shear load on stud
x 425 N/mmz load stress will have to be considered in determining the
appropriate nominaIstaticstrength(fromPart5) effective stress range when compression stresses occur
6.4.3 Channelandbar connectors (see6.1.3).
6.4.3.1 The stresses in the weld metal attaching channel Centrifugal effects need only be considered for
and bar shear connectors should be calculated from the substructures (see 7.2.5).
effective throat area of weld, transverse to the shear flow, 7.2.2 Standardloading
when the concrete is of normal density and from 0.85 x
throat area when lightweight concrete is used. For the 7.2.2.1 Standardloadspectrum.The standard load spectrum
purposes of this clause the throat area should be based on a should beasshownintable I ? whichgivesthe weight
weld leg length which is the least of the dimensions intensities and relative frequencies of commercia t traffic on
tabulated below. typical trunk roads in the UK. The minimum weight taken
for a commercial vehicle is 30 kN. Ali vehicles less than
Channel connector I Bar connector 3 0 kN are ignored when considering fatigue.
Actual leg length 0.6 x actual leg length 7.2.2.2 Standardfatigue vehicle.The standard fatigue
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Thicknessof channel web O.?25 x (height i-breadth vehicte is a device used torepresent the effects of the
of bar) standard toad spectrum; for highway bridgesthis is a single
Half the thickness of half the thickness of vehicle with a weight of 320 kN.It consists of four standard
beam flange beam flange axles with the dimensions asshown in figures 3 and 4.
NOTE. See appendix C for the derivationof the standard fatigue
vehicte.
6.4.3.2 It may assist calculation to note that in normal
density concrete, where the thickness of the beam flange is 7.2.2.3 Number of vehicles.The numbers of commercial
at least twice the actual weld leg length and the weld vehicles that are assumed to travel along eachlaneof a bridge
dimensions compty with Part 5, the effective weld areas are : per year should be taken from table 1. If for any reason
vehicle numbers other than these are adopted, suitable
50 s 40 bar connectors x 200 mm long, 1697 mm2
adjustments may be made to the fatigue analysis in
25 x 25 bar connectors x 200 mm long, 1O1 8 mm2
127 and 102 channel connectors . 150 mm long, accordance with 8.2.3or 8.3.2.1(e).
1272 mm2 7.2.3 Application of loading
76 channel connectors x 150 mm long, 1081 mm2 7.2.3.1 Demarcationoflanes. For the purposes of this Part
6.5 Axial stress in bolts. The design stress for fatigue in of this British Standard the lanes should be the actual traffic
bolts complying with the requirements of BS 4395 and lanes marked on the carriageway. They should be
bolts todimerisional tolerances complying with the designated in accordance with figure 5 and the loading
requirements of BS 3692 should be calculated from the should be applied to the slow and the adjacent lanes only.
following expression : Where a crawler lane is provided it should be treated as an
F additional slow lane.
stress in bolt =: -x ( T ~ 7 .2.3.2 Path of vehicles.The mean centre line of travel of
ou
where allvehicles in any laneshould be along a path parallel to,
and within 300 mm of, the centre line of the lane asshown
F = 1.7kN/mrn2forthreadsof nominaldiameterupto25mm in figure 6. The transverse position of the centre line of the
or vehicle should be selected so as to cause the maximum
F= 2.1 kN/mmzfor threadsof nominaldiameter over 25 mm stress range in the detail being considered. In some
is the stressrange on the core area of the bolt instances it may be found that the use of multiple paths
determined on the basis of the minor diameter results in significantly less calculated damage and guidance
(TU is the nominal ultimate tensile strength of the bolt
on this is given in C.1.4.
material in kN/mmz
7.2.3.3 Standardloading.The passage of one standard
When subjected to fluctuating stresses, black bolts fatigue vehicle along the entire length of one lane should be
complying with the requirements ot BS 4190 may only be taken as one loading event.
used if they are faced under the head and turned on shank in
accordance with the requirements of BS 41 90. 7.2.3.4 Non-standardloadspectrum.If a load spectrum is
used, which differs in any wayfromthestandard load
spectrum, the passage of each vehicle forming the load
spectrum should be considered to provide a separate
loading event.
6 new u/2110503106, 01/09/2004 05:10:04 MST Questions or comments about this

-
S T D * B S I BS 5400: PART 10-ENGL 1980 D L b 2 4 b b 7 07b7LOb 503 D

BS 5400 : Part 1 O : 1980
80kN 80 kN 80 k N 80 kN (standard a x l e s )
L7.8 m 1 6.0 m
Figure 3. Axle arrangement of standard fatigue vehicle

1 1 . 8m 1
1
twin t y r e
/++-+/
150 150
tyre
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Figure4. Plan of standard axle

1586 message: please call the Document Policy Group at 1-800-451-1584.
7
Table 1. Annual flow of commercial vehicles (n, x 106)
Category o f road Number of millions of

vehicles per lane,
per year in,)
Type Carriageway Number of
layout lanes per adjacent
carriageway
Motorway I Dual 13 I 2.0 I 1.5

Motorway Dual
i!
All purpose Dual 1.5 1.o
All purpose Dual
Slip road Single
i
I
All purpose Single

All purpose Single ( l o r n * )
Slip road Single applicable
All purpose Single (7.3 m * )
applicable
*The number of vehicles in each lane of a single carriageway between 7.3 m and 1 O rn
wide should be obtained by linear interpolation.
7.2.3.5 Methodofloading. Only one vehicle should be The force assumed for any vehicle should not exceed
assumed to be on the structure at any one time and each 30000 kN
lane should be traversed separately. The effects of r-1 150
combinations of vehicles are allowed for in clause 8.
7.3 Railway loading
7.2.4 Allowance forimpact. Where a discontinuity 7.3.1 General. The loads to be considered should be the
occurs in the road surface, e.g. at an expansion joint, the
appropriate combination of the nominal live load, impact,
static stress at every point affected by a wheel, a t or within
lurching and centrifugal force, asspecified in Part 2 of this
5 m of the discontinuity, should be increased by
British Standard.
magnifying the relevant influence line, as shown in figure 7.
In welded members the dead load stress need not be
7.2.5 Centrifugal forces.The effects of any centrifugal
considered. In unwelded members thedead load stress will
force associated with the fatigue loading defined in 7.2.2
have to be considered in determining the effective stress
need only be considered for substructures ;the force should
range when compression stresses occur (see 6.1.3).
be taken as acting a t aiid parallel t G the road surface. The
magnitude of the force should be calculated a t the 7.3.2 Application of loading. The loads should be
appropriate design speed of the particular road, for the applied to the appropriate lengths of the point load
individual vehicles of the standard load spectrum shown in influence lines of not more than two tracks, so as to produce
table 11 asfo!lows : the algebraic maximum and minimum values of stress at the
WV2
detail under consideration.
the centrifugal force per axle : (kN)
127,
where
Wistheaxle load ofthevehicle (kN)
vis thedesign speed of the road (km/h)
r i s the radius of curvature at the particular lane on which
the vehicles are assumed to travel (m)
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
a se/ 8
STD-BSI BS 5400: P A R T 10-ENGL 1980 m 1b29bb9 07b7108 38b m
BS 5400: Part 10: 1980
Sl. Adj. F F Adj. SI.
Two and three lane dual carriageways
SI. Adj.
Two lane slip road
SI. SI.
Three lane single carriageway
-L -
SI. SI.
Two lane single carriageway
Kerb Layrking
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
L---_'I, II I i
SI. Adj. F
Hard shoulder or Slow lane Adjacent lane Fast lane
hard strip
NOTE. For two lane dual omit fast lane.

Figure 5. Designation of lanesfor fatigue purposes
1580 9
BS5400:Part10:1980
t
t
traffic lane
lane marking
I
i
lane marking
/'
x,
\ EquaIly I s p a c e d ,--"
P e r m i t t e d l o c a t i o n -~
of m e a n c e n t r e l i n e - M e a n c e n t r e l i n e of t r a v e l
of vehicles t (selected t o c a u s e m a x i m u m
stress range)
iI
wheels vehicle wheels
Mean p a t h s
of wheels
l
b
I 2 0 .
A l l dimensions are in millimetres

Figure 6. Transverse location o f vehicles
Discontinuity
+I- . . /
/
Adjusted stress
1 ,Influence l i n e for s t a t i c s t r e s s
I I
I
I
L5 %' I
Impact I
allowance I
1
I- ..
5 m
-4
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Figure 7. Impact allowaiice at discontiiiuities
7.3.3Standardloadspectra. Tho load s p c c i r i i i i i for ii length. However, rcfcreiicc to tables 2 aiid 3 is iiot iiecessary
p c r i i i a i i c i i t I i i i l w i i y I)rid<jc!: ; i i I ) ~ ~ x : i i~o~siiiiidatd
cl loiidiiig w h e n the iisscssiiiciit procedure g i v e i i in 9.2 is used. Where
s h o i i l d l)c iiikciì froiii oiilior i i i l ) l c 2 foi- R U loiitliiig or t;il)lc 3 the volunies of triiftic: differ f r o i i i thc 27 1O', t o i i i i c s per
for RL loiidiiig. Tlic:st: iiiI)lcs rol;iic proporitoiis of the niiiiiiiii, w l i i c h a r c i i s s i i i i i e d iii t n b l e s 2 n i i d 3, o r ~ h e r e a
staiidard l o i i d i i i g KW i o Ili(:tot;iI iiiiiiil)c:r o f iipplied c:yc:lcs desigii life other thiiii 1 2 0 y e i i r s isspecified, theappropriate
i i ~ 10'.o(:ciirriiig iii ; i d c s i g i i life of 120 yciirs and for i i values o f n K may b c obtriiiied by direct p r o p o r t i o i i .
traffic voliiiiie o127 10'.toiiiios pc:r ;iiiiiwii. They iilso NOTE. For tlic dcriviitioii of load spccira see appendix E.
a l l o w forviiriiitioiis i i i Ili(:loiidiiig c v c i i i s w i t h iiilliiciicc liiic
1589 10 message: please call the Document Policy Group at 1-800-451-1584.
S T D - B S I BS 5400: PART LO-ENGL 1980 W L b 2 4 b b S 07b7110 T 3 q m
BS 5400 : Part 1 O : 1980
U
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BS5400:Part10:1980
Table 3. S t a n d a r d load s p e c t r a for RL loading (c) determine the maximum range of stress CJV max equal
__
to the numerical value of opmax- up min. For non-welded
Group number 1 2 3 4 5 6 details the stress range should be modified as given
in 6.1.3;
Load proportion, Kw 0.55 0.45 0.35 0.25 0.15 0.05 (d) obtain the appropriate li,miting stress range OH from
0.5 0.4 0.3 0.2 0.1 O figure 8.
to to to to to to NOTE. Thesign convention used for opis immaterial provided it is
Range 0.6 0.5 0.4 0.3 0.2 0.1 applied consistently.Where stress reversal does not occur, the
Total numberof liveload cycles
value of either gP or up,,in should be taken as zero.
Length. L (m)
( n /~ 1O')forvariousloadinggroupsand 8.2.2.2 For class S details the values of UH may be adjusted
types by the factors given in 8.2.3, when appropriate.
2 9 120 189 42 O O 8.2.2.3 Where ov max does not exceed ~JH the detail may be
3 1 112 68 10 170 O considered to have a fatigue life in excess of the specified
4 O 29 75 3 74 180 design life.
5 O 6 110 O 2 75
7 O 38 65 O O 77 8.2.2.4 Where ov max exceeds CTHeither of the following
10 1 10 56 37 O 77 options may be adopted.
15 1 13 O 49 30 15 (a) The detail may be assessed by the alternative
20 1 13 O O 50 80 procedure given in 8.3 if it is not a class S detail, or by the
30 O 8 6 0 O 2 6 5 procedure given in 8.4 if it is a class S detail. However, If
22 50 1 1 3 O 0 O 80 u v max > 1.30 DH for class S details or > 1.55 CH for the
NOTE 1.1is the base length of the point load influence line (see other classesthis option will not satisfy the recommen-
figure 12). For intermediate values of 1,permissible stress ranges dations of 8.3 and 8.4.
may be derived from the spectra for the two adjacent lengths (b) The detail may be strengthened in order to reduce the
shown in the table and the values interpolated. IR values apply to value of uvmax or it may be redesigned to a higher class.
one track.
NOTE 2. The values are based on a traffic volume of 27 x 1O6 8.2.3 Adjustment factors for OH, class S details only.
tonnes per annum. The values of oHobtained from figure 8 may be adjusted by
multiplying successively by the following factors where
appropriate.
8. F a t i g u e assessment of highway bridges
(a) Non-standard design life :
8.1 Methods o f assessment 120 0.125
8.1 .IGeneral. Three procedures for the fatigue assessment factor = (design lifein Gars)
of details in highway bridges are given in 8.2,8.3and 8.4.
The selection of the appropriate procedure depends upon (b) Non-standard annual flows:
the detail classification, the design life, the load spectrum n c (from table 1 0.125
and the assumed annual flow of commercial vehicles.
8.1.2 Simplified procedures. As an alternative to the
factor = (~ nc (assumed))
where
more rigorous procedure of 8.4, the simplified procedures
nc is the annual flow in the lane loaded to produce
of 8.2 and 8.3 may be used provided the conditions stated
UVmax = Op rnax - u p min
are satisfied.
NOTE.Appendix C gives the derivation of standard highway NOTE. In the case whereupmax and upmin are produced by
bridge fatigue loading. loading in twolanes,n,should be takenasthesum ofthe flows
in those two lanes.
8.2 Assessment w i t h o u t damage calculation
(c) Reduced values of abnormal load capacity
8.2.1 General. This method determines the limiting value (see C.4.4.2) :
of the maximum range of stress for a 120 year design life
factor = 1.3 for bridges designed for 37.5 units H B
and is generally simpler but more conservative than the
factor = 1.7 for bridges designed for 25 units H B
more exact methods of 8.3 and 8.4. It should only be used
where all the following conditions are satisfied : 8.3 Damage calculation, single vehicle method
(a) the detail class is in accordance with table 17 ; 8.3.1 General. This method determines the fatigue life of
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
(b) the design life is 120 years ; the detail in question and may be used where a more precise
(c) the fatigue loading is thestandard load spectrum assessment than that provided by the method of 8.2 is
(see7.2.2.1) ; required or where the standard design life and/or the annual
flows given in table 1 are not applicable. It should only be
(d) the annual tlows of commercial vehicles are in
used where the following conditions are satisfied :
accordance with table 1.
(a) the detail class is in accordance with table 17 but is
NOTE. For class S detail only, 8.2.3 provides factors by which
non-standarddesign life, different traffic flow and design HB not class S,
loading of less than 45 units may be taken into account. (b) the fatigue loading is the standard load spectrum
8.2.2 Procedure (see 7.2.2.1).
8.2.2.1 The following procedure should be used (see 8.3.2 Procedure
appendix D) :
8.3.2.1 The following procedure should be used (see
(a) apply the standard fatigue vehicle to each slow and appendix D ) .
each adjacent lane in turn, in accordance with 7.2.3;
(a) Apply the standard fatigue vehicle to each slow lane
(b) apply the impact allowance of 7.2.4, if appro- and each adjacent lane in turn, in accordance with 7.2.3.
priate, and determinethe maximum and minimumvaluesof
principal stress or vector sum stress for weld throat, (b) Apply the impact allowance of 7.2.4, if appropriate,
OP max'and OP min occurring a t the detail being assessed, and determine the algebraic value of principal stress, or
whether resulting from the fatigue vehicle in the same lane for weld throat, the vector sum stress a t the detail being
or not;
i591 12 message: please call the Document Policy Group at 1-800-451-1584.
80 80
70 d
70
.- u)
,om 60
- 60
N
@O
a u
E 50
E
\
I 50
-z'b 40 B 40
oi
oi
C
C
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30 30
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u)
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u) D
.- 20 S 20
Y
.-
E
E
-
-1 F
F2
\
'W
W 10
1 2 5 10 20 50 100 200 1 2 5 10 20 50 100 200
(a) Dual three lane motorway (b) üual two lane motorway, dual three lane all
purpose, dual two lane all purpose
)
u'
80
-
-u)
70
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Ou,
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n v 60
B 50
C 40
30
D
E
S
F 20
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G
+ i +
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_i -- -. -- , -- - - ..
"1 2 5 10 20 50 100 200

L irni
(c) three lane all purpose, two lane all purpose (1O m), (d) two lane all purpose (7.3 rn) ;single laneslip road
two lane slip road
Figure 8. Values of O,, for different road c.ategories

13
assessed for each peak and each trough in the stress 8.3.2.2 Where the predicted fatigue life of the detail is less
history of each lane in turn (seefigure9). than the specified design life, the detail should either be
NOTE. It issufficientlyaccurate to calculate each peak or strengthened to reduce the value of oVmax or redesigned to
trough value of the direct stress and to obtain the principal stress a higher class and then re-checked as in 8.3.2.1.
by combining these with the coincident shear stress, or vice- As a guide, an approximate stress range for the same class
versa where this is more severe.
of detail can be obtained by multiplying the original value
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
(c) When the maximum and the minimum algebraic by :

values of stress cip max, cip min, result from vehicle
1
l/im+l)
predicted life
positions in thesamelane (referred toascase 1 in figure
9) the damage should be calculated for the stress ( design life
histories for each lane separately. where
rn is the inverse slope of the appropriate log ór/lOg N
When f i p niax and fip niin result from vehicle positions in
curve given in table 8.
different lanes (referred to as case 2 in figure 9) an
additional combined stress history should be derived, If the detail is to be redesigned to a higher class the
which allows for the increased maximum stress range procedure given in 11.5( b) may be used as a guide to
produced by a proportion of the vehicles travelling in assess the adequacy of the proposed detail.
alternating sequence in the two lanes. In this case the 8.4 Damage calculation, vehicle spectrum m e t h o d
damage should be calculated forthe combined stress
8.4.1 General. This method involves an explicit calculation
history as well as for the separate lane stress histories.
of Miner’s summation and may be used for any detail for
(d) Derive the stressspectrum f i v , , fiv2 etc., from each which the ur-Nrelationship is known and for any known
stress history determined from (c). load or stress spectrum.
Where a stress history contains only one peak and/or only 8.4.2 Design spectrum
one trough, only one cycle results, as shown in figure 9
8.4.2.1 The individual stress spectra for the detail being
for lanes C and D. and the stress range can be determined
assessed should be derived by traversing each vehicle in the
directly.
load spectrum along the various lanes. Account should also
Where a stress history contains two or more peaks and/or be taken of the possibility of higher stress ranges due to
two or more troughs, as shown in figure 9 for lanes A and some of the vehicles occurring simultaneously in one or
B, more than one cycle results and the individual stress more lanes and/or in alternating sequence in two lanes.
ranges should be determined by the reservoir method For non-welded details the stress range should be modified
given in appendix B. as given in 6.1.3.
(e) Determine the effective annual flow of commercial 8.4.2.2 In the absence of other evidence, allowance for
vehicles, ncmillion, appropriate to each stressspectrum impact should be made in accordance with 7.2.4. The
as follows : design spectrum should then be determined by combining
(1 ) where case 1 of figure 9 applies, Ec = n, and may be the stress spectra with the specified numbers of vehicles in
derived directly from table 1 unless different vehicle the respective lanes.
flows are adopted ; 8.4.2.3 In assessing an existing structure, a design spectrum
(2) where case 2 of figure 9 applies the effective annual may be compiled from strain readings or traffic records
flow fic should be obtained as indicated in figure 9for obtained from continuous monitoring.
case 2. 8.4.3 Simplification of design spectrum. The design
(f) For each stress range ovof each stress spectrum, spectrum may be divided into any convenient number of
determine the appropriate lifetime damage factor d , 2 o intervals, as shown in figure 13, with all the stress ranges in
from the damage chart of figure 1O and multiply each of any one interval being treated as the maximum range in that
these values by the appropriate value of Ec. For non- interval but low stress ranges should be treated in
welded details the stress range should be modified as accordance with 11.3. It should be noted thatthe use of
in 6.1.3. small intervals will reduce the conservatism in fatigue
(9) Determine the value of the adjustment factor KFfrom assessment.
figure 11 according to the base length L of the point load 8.4.4 Calculation of damage. Using the design spectrum,
influence line (see figure 12) and thestressrange ratio
KBdefined in figure 11.
For a combined stress history from two lanes (see (c)
thevalue of Miner’ssummation
=i -should becalculated in
accordance with clause 11. This value should not exceed
aboveandcase2infigure9) KBshould betakenaszero 1.Ofor the fatigue life of the detail to be acceptable.
for determining KF.
NOTE. For the derivation of K F see appendix C.
(h) Determine the predicted fatigue life of the detail from
120
fatigue life (in years) -=
IKFficdi 2 0
where the summation includes all the separate lane stress
histories as well as the combined stress history, where
appropriate.

14
- ~ ~
STDoBSI BS 5qüO: P A R T Lü-ENGL 1980 Lb2Libbî 07b71111 b8T m

BS 5400:Part 10: 1980
Lane reference" Lane stress history Lane stress Number of cycles iffective lane
spectrat per loading event low, nc
Lane A
Lane B
Lane C Wvtc
Lane D
Case 1. Highest peak and lowest trough with vehicles in same lane
lane reference* ane stress history Lane stress Uumber of cycles fect-e lane
spectrat )er loading event ow. n,
...""
%m nr
Lane A @Vin
Lane B
Lane C lcc
Lane D VCD
+ A
Case 2. Highest peak and lowest trough with vehicles in different lanes
Key
O Peak stress Stress range O,
O Trough stress for cycle shown
X Datum stress
*The lane reference letters A, B etc. should be allocated in

descending order of magnitude of stress ranges OVl A, OV1B etc.
t Values of O, should be obtained by the method given i n
appendix B.
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Figure 9. Derivation of g, and E, for damage calculation
1594 15
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BS 5400 : Part 1O : 1980
al
o0
c
C
._
c
al
.-
m
E
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
2
c
al
U
a
v)
TO
al
cc

1595 16
BS 5400 : Part 1 O : 1980
3.0 = 1.0
2.8
2.6
= 0.5
2 .I
2.2
2 .o 0.0
1.8
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
KF
1.6
1.5
1.4
1.3
1.2
1.1
1.0
1 2 3 4 5 6 aio 20 30 40 50 60 80 100 200
L (ml
NOTE 1. L is the base length of the point load influence line (see figure 12).
a v 1B
K, is the ratio -
U V 1A
where
OV1A is the largest stress range produced by loading in any one lane
O v 1B is the next largest stress range produced by loading in any other lane (OVI B < O V 1A ) .
For non-welded details the stress range should be modified as given in 6.1.3.
( K Bmay be taken as zero for the combined history of figure 9, case 2).
NOTE 2. This figure is applicable only t o detail classes B to G, F2 and W.
Figure 11. Miner's summation adjustment factor K F for highway bridges
i- f
NOTE. L is the base length of loòpcontaining the largest ordinate measured i n direction of travel. For an element of a highway
bridge loaded by more than one lane, L should be determined from the influence line for the lane producing the largest value of
OVI ( = U V 1A ) (see figure 9).
Figure 12. Typical point load influence line

17
Stress
ranges
(ff" I I
1
Simplified design spectrum
i/
I
- I Spectrum as calculated
or recorded
_____-___-
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Number of repetitions (n)
Figure 13. Simplification of a spectrum
(d) Obtain the appropriate limiting stress range CTT

9. F a t i g u e assessment of r a i l w a y bridges from the following expressions :
OT = k, x k , x k , x k , x k , x oofor RU loading
9.1 M e t h o d s of assessment
aT = k, x k 2 x k 4 x k , x k , x aofor RLloading
9.1.I General. Two methods for the fatigue assessment of
details in railway bridges are given in 9.2and 9.3.The where
choice of the appropriate method depends upon the detail k , = 1.O if the design life is 120 years, otherwise it is
classification and the nature of the loading. obtained from 9.2.3
9.1.2Simplifiedprocedure. As an alternative to the k2 = 1.O if the loading event produces only one cycle of
more rigorous method of 9.3the simplified procedure stress, otherwise it is obtained from 9.2.4
of 9.2 may be used provided the conditions stated therein k J is obtained from table 4
are satisfied. k 4 is obtained from table 5
k 5 is obtained from table 6
9.2Assessment w i t h o u t damage calculation k6 is obtained from table 7
9.2.1 General. This method determines the limiting value u. is the constant amplitude non-propagating stress
of the maximum range of stress for the specified design life. range for the appropriate class of detail and is
It should only be used where the following conditions are obtained from table 8
satisfied : NOTE. The sign convention used for opis immaterialproviding
(a) the detail class is in accordance with table 17 ; it is consistently applied. Where stress reversal does not occur
under the loading described, either op or opminshould be
(b) the loading is the standard railway bridge loading in be taken as zero.
accordance with 7.3.
9.2.2.2Where CR max does not exceed q t h e detail may be
The simplified procedure produces the same results as the considered to have a fatigue life in excess of the specified
method given in 9.3when the coefficients k,, k,, k 4 and design life.
k , (see 9.2.2)are equal to unity. In other cases the method
may be more conservative than the method given in 9.3. 9.2.2.3Where OR max is found to exceed u ~ e i t h eorf the
following options may be adopted :
9.2.2 Procedure (a) the detail may be assessed by the more precise
9.2.2.1 The following procedure should be used. procedure given in 9.3;
(a) Apply the standard railway loading in accordance (b) the detail may be strengthened in orderto reducethe
with 7.3.1 and 7.3.2. value of CTR max or it may be redesigned to a higher class.
(b) Determine the maximum and minimum values of 9.2.3Non-standard design life. Where the specified
principal stress or vector sum stress for weld throat design life is other than 120 years, the value of k, should be
up max and (T p min, occurring at the detail being assessed, taken as the lesser of either :
by loading the appropriate loops of the point load
influence line, as shown in example 4 of appendix F,
whether resulting from railway loading on the same track
I2Oin years
(a) (design life )
or not. or
(c) Determine the maximum range of stress OR max equal
to the numerical value of o p max-ap min. For non-welded
I2O
(b) (design life in years
)A7
details the stress range should be modified as given
in 6.1.3. where
m is the inverse slope of the g r -Ncurve appropriate to
the detail class and is obtained from table 8.

18
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S T D - B S I BS 5 V O O : P A R T LO-ENGL 1980 m Lb2Vbb7 07b7LLâ 225 m

BS 5400: Part 10: 1980
Heavy traffic Medium traffic Light traffic
Detail class D C B s D C B s O C B . S
E E E
F F F
F2 F2 F2
G G G
W W w
Length. L (m) Values of k3
c 3.4 1.00 1.00 1.01 1.14 1.09 1.09 1.13 1.28 1.37 1.60 1.60 1.71
3.4to 4.0 1.09 1.09 1.13 1.28 1.23 1.22 1.30 1.46 1.53 I.79 1.80 1.71
4.0to 4.6 1.23 1.22 1.30 1.46 1.37 1.36 1.46 1.46 1.71 1.79 1.80 1.71
4.6 to 7.0 1.37 1.36 1.46 1.65 1.53 1.56 1.62 1.65 1.92 2.05 2.00 1.95
7.0to 10.0 1.53 1.56 1.62 1.65 1.71 1.75 1.81 1.83 2.19 2.31 2.24 2.20
10.0to 14.0 1.71 1.75 1.62 1.65 1.92 1.95 2.03 1.83 2.46 2.31 2.50 2.20
14.0to 28.0 1.92 1.95 2.03 1.83 2.19 2.18 2.03 1.83 2.74 2.56 2.50 2.20
> 28.0 2.19 1.95 2.03 1.83 2.46 2.18 2.03 1.83 3.06 2.87 2.50 2.20
42 to 27 127to18 118to12 112to7 17to5 <5
0.89 11.0 11.13 11.27 11.42 11.6
Table 6. Values of k, for railway bridges

--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
~ _ _ _ _ _ _
O. 5 to 0.6 0.6to 0.75 0.75to 0.9 0.9to 1.0 0.0to 0.7 0.7t o 1.0
1.42 1.27 1.I 25 1 .o 1 .o 0.89
Table 7. Values of k6 for R L loading of

railway bridges
~
Detail class D C B S
E
F
F2
G
W
Length, L ( m ) Values of k6
____
.c 3.0 1.23 1.28 1.35 1.65

3.0to 3.4 1.34 1.37 1.45 1.71
3.4 t o 4.0 1.43 1.49 1.55 1.80
4.0to 10.0 1.57 1.62 1.68 1.91
10.0t o 15.0 1.77 1.79 1.90 2.10
15.0to 20.0 1.98 1.99 2.00 2.10
> 20.0 2.08 2.05 2.09 2.10
NOTE. L i s the base length of the point load influence line (see
figure 12).
IS?@ message: please call the Document Policy Group at 1-800-451-1584.
19
BS 5400 : Part 1 O : 1980
9.2.4 Multiple cycles. Where the loading event produces respective stress spectra. These should then be combined
more than one cycle of stress the value of k 2 should be with the appropriate total occurrences in the design life of
taken as : the bridge to compile the overall design spectrum. For
non-welded details the stress range should be modified as
given in 6.1.3.
9.3.3.2 In assessing an existing structure, a design spectrum
where may be compiled from strain readings or traffic records
m is definrd in 9.2.3 obtained from continuous monitoring.
DR I, DR^, OR^ etc. are the stress ranges, in descending 9.3.4 Simplification of spectrum. Where a non-
order of magnitude, at the individual cycles produced by standard loading is used in accordance with 7.1, or the
the approach, passage and departure of a unit uniformly stress ranges are obtained from strain gauge readings, the
distributed load. design spectrum should be divided into at least 1O equal
NOTE. Such cyclesshould be counted and the individual stress intervals of stress. All the stress ranges in any one interval
ranges determined by the reservoir method given in appendix B. should be treated as the mean range in that interval and low
An illustration of the multiple cycle stress history is given in stress ranges should be treated in accordance with 11.3.
example 4 of appendix F.
9.3.5 Calculation of damage. Using the design spectrum,
9.3 Damage calculation
9.3.1 Genera/. This method involves a calculation of the value of Miner's summationx$ should be calculated
Miner's summation and may be used for any detail for which in accordance with clause 11 and should not exceed 1.O
the Or -N relationship is known and for any known load or for the fatigue life of the detail to be acceptable.
stress spectra. It may also be used as a more precise
alternative to the simplified procedure of 9.2.
9.3.2 Design spectrum for standard loading 10. Fatigue assessment of bridges carrying
9.3.2.1 Applying the standard railway loading as given highway and railway loading
in 7.3.1 and 7.3.2 the value of OR max should be derived in In the case of bridges carrying both highway and railway
accordance with the procedure set out in 9.2.2.1 (a) to (c). loadings, the total damage (¡.e. 120years divided by the
The design spectrum should then be determined by the use predicted life) should be determined for each loading
of eithertable 2for RU loading ortable 3 for RLloading condition separately, in accordance with 8.3 or 8.4 and 9.3.
(amended where appropriate in accordance with 7.3.3). To obtain the total damage, the sum of the two damage
These tables indicate, for simply supported members, the values should be multiplied by a further adjustment factor
equivalent frequency of occurrence of stress ranges of which takes into account the probability of coexistence of
varying magnitudes resulting from the passage of the the two types of loading. This factor should be determined
individual trains forming various standard traffic types, for a given member after consideration of the fact that
where the stress ranges are expressed as proportions of the coincidence of highway traffic on multiple lanes and of
maximum stress range railway traffic on multiple tracks has already been taken
9.3.2.2 In the case of loading from more than one track, into account in assessing the separate damage values.
account should be taken of the possibility of stress Except a t very busy railway stations, where the probability
fluctuations arising from the passage of trains on not more of coincidence of rail and road traffic is higherthan on the
than two tracks, both separately and in combination. As an open track, the adjustment factor is not expected to exceed
approximation, the effects of two track loading may be 1.2 where the stresses from highway and railway loading
obtained by dividing UR max (see 9.3.2.1) by the are of the same sign.
coefficientk, which can be obtained from table 6.
9.3.2.3 Where the approach, passage and departure of a
unit uniformly distributed load produces more than one
cycle of stress, as for instance in multi-span longitudinal or 11. The Palmgren-Miner rule
cross members or in continuous deck slabs, all the cycles
should be taken into account. The appropriate standard 11.I General.Thevalueof M i n e r ' s s u m m a t i o n ~ ~ f o r u s e
trains of figure 19 or figure 20 should be traversed across
the relevant point load influence lines and the resulting in 8.4.4 and 9.3.5 should be determined from the following
stress histories should be analysed by the reservoir method, expression :
given in appendix B. to derive the respective stress spectra.
These should then be combined with the appropriate I"=(-+-+
N . . . . . . +-
Ni N2
annual occurrences obtained from table 15 ortable 16
proportioned for the required traffic volume and multiplied where
by the specified design life to produce the overall design n i ,n 2 . .. n, are the specified numbers of repetitions of the
spectrum. As an approximation, the effect of the additional various stress ranges in the design spectrum, which occur
cycles may be obtained by dividing either D R max in the design life of the structure.
(see 9.3.2.1 ) or OR max/k,(see 9.3.2.2) by the coefficient k2 NOTE. The number of repetitions may be modified in
which should be obtained from 9.2.4. accordance with 11.3, and for non-weldeddetails thestress
range should be modified as given in 6.1.3.
9.3.3 Design spectrum for non-standard loading
N i ,N2 . ..N, are the corresponding numbers of .
9.3.3.1 Where the loading does not comply with 7.3.1
repetitions to failure for the same stress ranges, obtained
the appropriate train should be traversed across the relevant
from 11.2.
point load influence lines and the resulting stress histories
should be analysed by the rainflow method * to derive the
*The rainflow method is described in ORE D I 28 Report No. 5 'Bending moment spectra and predicted lives of railway bridges',
publishedby the Office for Research and Experiments of the International Union of Railways. The reservoir methodof cycle counting,
described in appendix B for highway bridges. may be applied to stress historiesfor railway bridges (see example 4 of appendix F) and
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
will produce the same results as the rainflow method for many repetitions of the loading event.
I999 20
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

21
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S T D - B S I BS 5 V O O : PART LO-ENGL 1980 m LbZqbbS 07b7L21 B I T

BS 5400 : Part 1O : 1980
11.2 Design or N relationship.The number of repetitions 11.5 Miner's summation greater than unity. Ifthe
to failure Nof any one stress range g r should be obtained conditions in 8.4.4 and 9.3.5 for highwav and railway
from either of the following equations, which have been bridges respectively are not met, ¡.e. if > I.O, the
plotted in figure 16 : N
Nx : '
a = K2 following alternative actions should be considered.
Either
Loglo N: Loglo K, - m Loglo g r
(a) strengthen the detail to reduce the values of g r . The
where
strengthened detail should be satisfactory if the reduced
K2 and m have the values given in table 8 for the different values of stresses lie between the limits obtained by
detail classes. dividing the original values by the following factors :
NOTE. The values of K2 correspond to a probablity of failure of
2.3% within the design life. The basic equationsanda mean-line
plot, ¡.e. for 50 % probability of failure, are given in appendix A.
11.3Treatment o f low stress cycles. The number of
repetitions of each stress range g r less than o. should be
reduced in the proportion (ar/oo)
where
where m is obtained from table 8
o. is the stress range given by the equation in 11.2for or
N==107andtabulatzd intable8. (b) redesign the detail to a higher class. As a guide for
n
-
nay n
K, - lo, (z)
It may assist in calculations to note that :
m
when or 2 o~
upgrading to any class up to D, the value of g ofor the new
class should be between
times the value of (ioof the original class of the detail.

11.4 Procedure. The following procedure should be used
Table 8. g r N relationships and constant
in applying the Palmgren-Miner rule.
a m p l i t u d e non-propagating stress r a n g e values
(a) Determine the class of each detail in accordance with
table 17.
(b) Calculate the stresses and hence the stress ranges at W 13.0 10.16~1012 25 I
each detail in accordance with clause 6 and determine G 13.0 10.25 x 10l2 1 29
the design spectrum in accordance with 8.4 and 9.3. The F2 13.0 1 0 . 4 3 ~ 1 0 ~1 ~
number of low stress cycles should be modified in
35
accordance with 11.3. F 3.0 0.63 x 10" 40
(c) Determine the number of repetitions tofailureNof E 3.0 1 .O4x 10l2 47
each of the stress ranges in the design spectrum in D 3.0 1.52 x 10l2 53
accordance with 112. C 13.5 1 4 . 2 3 ~ 1 0 ' ~I 78
(d) Evaluate Miner's summation in accordance with 11.I B 14.0 11.01 A 1015 1100
S 18.0 12.08 i: l o z 2 I 82
NOTE. Valuesapplicable to non-standardcriteria may be obtained
from appendix A.
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

1601 22
STD.BSI BS 5400: PART LO-ENGL L980 - - -
Lb24bb9 0 7 b 7 L 2 2 7 5 b
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BS 5400 : Part 1O : 1980
Appendix A Table IO. Probability factors

Basis of a,-N relationship Probability of
A.l General. The ar-Nrelationships have been
established from statistical analyses of available 50 %
experimental data (using linear regression analysis of log ar
and log N) with minor empirical adjustments to ensure
compatability of results between the various classes. 16%
The equation given in 11.2 may be written in basic form as : 2.3% 2.0t
N x aÎ' = KO x Ad 0.14 % 3.0
where *Mean-line curve.
tThe standard design curve of 11.2.
Nis the predicted number of cycles to failure of a stress
range g r A.2 Treatment of low stress cycles. Under fluctuating
KO is the constant term relating to the mean-line of the stress of constant amplitude, there is a certain stress range
statistical analysis results below which an indefinitely large number of cycles can be
sustained. The value of this 'non-propagating stress range'
mis the inverse slope of the mean-line log or-log Ncurve varies both with the environment and with the size of any
D is the reciprocal of the anti-log of the standard initial defect in the stressed material. In clean air, a steel
deviation of log N detail which complies with the requirements of Parts 6,7 or
d i s the number of standard deviations belowthe 8 is considered to have a constant amplitude non-
mean-line. propagating range G~ equal to the value of Gr obtained from
the formula in A.l when N = 1O'.
NOTE. This corresponds to a certain probability of failure. as
shown in table 1O. When the applied fluctuating stress has varying amplitude,
The relevant values of these terms are given in tables 9 so that some of the stress ranges are greater and some less
and 1 O and the mean-line relationships are plotted in than G ~the , larger stress ranges will cause enlargement of
figure 15. the initial defect. This gradual enlargement reduces the value
of the non-propagating stress range below G ~Thus, . as
Table 9. Mean-line O r - N relationships time goes on, an increasing number of stress ranges below
I gocan themselves contribute to the further enlargement of
Detail class KO A ! m the defect. The final result is an earlierfatiguefailure than
W 0.37 x 10l2 0.654 13.0 could be predicted by assuming that all stress ranges below
1G
D
0.57 x 10'
3.29
13.99
0.662
10l2 0.561
10'2 10.617
13.0
13.0
o0are ineffective.
This phenomenon has been studied on principles derived
from fracture mechanics. It is found that an adequate
approximation to the fatigue performance so predicted can
be obtained by assuming that a certain fraction ( C , / G ~2of
stress ranges cf less than G o cause damage in accordance
)
with theformula in A.1.

C 11.08 I I O i 4 10.625 13.5
B 12.34 I O l 5 10.657 14.0
S (2.13 I O z 3 10.313 18.0
Endurance N ( c y c l e s )
NOTE. The use of these curves for calculation purposes is not recommended.
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Figurel5. Summary of mean-lineo,-Ncurves Document provided by IHS Licensee=Fluor Corp no FPPPV per administrator /use
1102 23
= L b 2 q b b S 07b7123 b y 2
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S T D - B S I B S 5400: PART 10-ENGL 1980
Thesame result can be obtained by using a notional The simplified assessment method of 8.2 gives limiting
'
log gr/log Ncurve, which has the inverse slope m -1- 2 stress ranges. For numbers of standard deviations below
where Nis greater than 107. the mean-line other than two (as used in the methods),
These points are illustrated in figure 16, which shows a these limiting stress ranges can be multiplied by the
typical log oJog Ncurve. following factors :
A.3 Fatigue l i f e f o r various failure probabilities. The Detail Numbs o f stanc rd deviations
class below1 e mean.
standard design Cr -Ncurves in figure 14 are based on two
standard deviations below the mean-line with a probability 1.6 1.o
of failure of 2.3 %. In certain cases, a higher probability of W 1.O7 1.15
failure could be acceptable, for example, where fatigue
G 1.O7 1.15
cracking would not have serious consequences, or where a
crack could be easily located and repaired. F2 1.o9 1.19
The probabilities of failure associated with various numbers F 1.o9 1.18
of standard deviations below the mean-line are given in E 1.10 1.21
table 1O. The gr -Ncurves appropriate to other numbers of D 1.O8 1.17
standard deviations below the mean-line can be derived
from the formula given in A.l. C 1.O7 1.14
Where the methods of clauses 8,9 or 11,which are based B 1.O5 1.11
on two standard deviations below the mean-line, predict S 1.O7 1.16
the fatigue life (or damage), the life (or damage) appropriate
to other numbers of standard deviations below the mean- Both tables of factors given above apply only where all the
line can be obtained by multiplying the calculated life (or stress ranges exceed the value of gocalculated in
dividing the calculated damage) by the following factors : accordance with A.2, from the formula given in A.l, with
the appropriate value of ú.
t
Detail Number of standard deviations
class below the mean-line As the value of gowill increase with a decrease in the
number of standard deviations, these factors are
conservative when applied to the simplified methods
W 1.89 2.34 of 8.2 and 8.3, with certain stress ranges below the
' G 1.86 2.28 values of bo calculated as given above. Where fatigue
damage is predicted by the methods of 8.4,g.Z and 9.3,
F2 2.20 2.85 with numbers of standard deviations other than two, the
F 2.12 2.73 appropriate values of goshould be determined and used.
E 2.38 3.18
D 2.06 2.63
C 2.02 2.56
B 1.88 2.32
S 5.71 10.21
Constant amplitude Loading

in clean air
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Endurance N (cycles) - log scale

NOTE. Only that portion of this figure shown as a full line is based on experimental evidence.
Figure 16. Typical or-Nrelationship

1 &U3 24
B S 5 4 0 0 : P a r t l O : 1980
Appendix B Appendix C
Cycle counting by the reservoir method Derivation of standard highway bridge fatigue;
loading and methods of use
B.l General. The purpose of cycle counting is to reduce an
irregular series of stress fluctuations to a simple list of stress C.l Standard loading
ranges. The method given in this appendix, and shown in the C.l.l Standardloadspectrum. (See7.2.2.1.) Table 11
figure below, is suitable when dealing with short stress shows a 25 band spectrum of commercial vehicle weights,
histories, such as those produced by individual loading axle arrangements and frequencies of occurrence, which is
events. It consists of imagining a plot of the graph of each typical of the full range of commercial traffic on a trunk road
individual stress history as a cross section of a reservoir, in the U K. Other relatively uncommon vehicle types have
which is successively drained from each low point, counting been included in the types which are nearest to them on the
one cycle for each draining operation. The result, after many basis of equivalent damage. Private cars and light vans
repetitions of the loading event, will be the same as that below 15 kN unladen weight are not included as their
obtainable by the rainflow method (see the footnote contribution to fatigue damage is negligible. Table 11
to 9.3.3). includes vehicles operating under both the Motor Vehicles
B.2 Method (Construction and Use) Regulations and the Motor
B.2.1 Derive the peak and trough values of the stress Vehicle (Authorization of Special Types) General Order.
history, dueto one loading event, in accordance The proportions of the various types of vehicles of the
with 8.3.2.1 (c). Sketch the history due to two successive spectrum have been taken from sample traffic counts. To
occurrences of this loading event. The calculated values of allow for variations in the loads being carried by similar
peak and trough stresses may be joined with straight lines vehicles, the various types have been divided into heavy,
if desired. Mark the highest peak of stress in each mediumandlightloadinggroups (H, M and L).Theaxle
occurrence. If there are two or more equal highest peaks in loads have been averaged from weighbridge records ot
one history, mark only the first such peak in each moving traffic taken between 1971 and 1974.
occurrence.
C.1.2. Standard fatigue vehicle. (See 7.2.2.2.) The
8.2.2 Join the two marked pointsand consider only that proportions of the damage caused by individual vehicle
part of the plot which falls below this line, like the section types, compared with the total damage by all vehicles,
of a full reservoir. varies between the limits shown in table 12. The standard
B.2.3 Drain the reservoirfrom the lowest point leaving the fatigue vehicle has been devised to represent the most
water that cannot escape. If there are two or more equal damaging group which, for the majority of detail classes and
lowest points the drainage may be from any one of them. influence line lengths, isgroup 4A-H.
List one cycle having a stress range u", equal to the vertical The axle spacings of the standard fatigue vehicle are the
height of water drained. sameasthosefortheshort HBvehicle (see Part2) and the
8.2.4 Repeat 8.2.3 successively with each remaining body 80 kN axle weight is equivalent to the standard 18 O00 Ib
of water until the whole reservoir is emptied, listing one axle, which has been used for some years as the datum axle
cycle at each draining operation. in the fatigue design of road pavements. As the damage
8.2.5 Compile the final list which contains all the done by the single tyred wheels on vehicles listed in table 11
individual stress ranges in descending order of magnitude is normally less than 4 %of the damage done bythe double
ovi, cv2etc. Where two or more cycles of equal stress range tyred wheels, the standard fatigue vehicle with double tyred
are recorded, list them separately. wheels gives an adequate representation of the wheel
B.2.6 For non-welded details only, a horizontal line damage for all types of vehicles.
representing zero stress should be plotted and those parts of
the stressrangesinthecompressionzone modified asin 6.1.3
Second occurrence
4 ~ ~~~ ~~ .
. +
H igbest peak , ,Imaginary reservoir
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Time
parts of t h e reserv
(NTS))
i 603 new u/2110503106, 01/09/2004 05:10:04 MST Questions or comments about this
25
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S T D * B S I BS 5 Y O O : P A R T 10-ENGL L780 lbZLibb9 07b73125 Yb5 W
BS 5400 : Part 1 O : 1980
C.1.3 Standardlane flows. (See 7.2.2.3.) The annual C.3.2 Damage factors d, (See figure 1O and 8.3.) The
flowsofcommercialvehiclesnc~~106given intablel are damage chart ot figure 1O is based on the cumulative fatigue
based on the design capacity of the particular road type, as damage caused by the design spectrum which is obtained
specified by the Department of Transport. The proportion of from the passage of the vehicles represented by the gross
commercial traffic above 15 kN unladen weight has been weight spectrum of table 1 3 over an influence line base
taken to be 20 %of all traffic for all-purpose roads and 25 % length of 25 m. It assumes 106 cycles of stress per year for
for motorways. the 120 year design life and the damage, assessed by
C.1.4 Multiplepaths. (See 7.2.3.2.) A significant Miner's summation, is given in relation to the stress range
reduction in assessed damage can be achieved by the caused by the passage of a standard fatigue vehicle.
consideration of multiple paths when the transverse The adjustment factor K, should be applied to the results
influence line profile departs rapidlyfrom the value of the from figure 1O in order to allow for influence line base
mean path ordinate. Figure 17 shows a histogram of lengths of less than 25 m and for the effects of multiple
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
occurrence of proportion factors for 1O0 mm wide intervals vehicles. The effects of numbers of vehicles other than the
of carriageway width, derived from observations of traftic 120 million assumed are allowed for by multiplying the
patterns. lifetime damage from figure 1O by nc.
The standard fatigue vehicle centre line should be traversed C.4 Adjustment factors
along the centre line of each 1 O0 mm strip and a stress C.4.1 General. Because the assessment charts of figures 8
spectrum obtained for each strip in accordance with 8.3.2, and 1O are based on the passage of single vehicles and also
with the annual flow of vehicles in any strip being derived on an assumed influence line base length of 25 m,
' from the appropriate proportion (from figure 17) L nc 1O 6
,'
(taken from table 1) . In cases where the transverse influence

adjustment factors are necessary to allow for shorter base
lengths and for the effects of combinations of vehicles.
line changes sign across the 1300 mm histogram width, These factors, which are labelled X, Y and Z in figure 18,
an alternating succession of vehicles along paths of make up the Miner's summation adjustment factor K F
opposing sign would produce a reduced number of cycles of given in figure 1 1 . Factor X is described in C.4.2 and
enhanced stress range. However, trial calculations, which factors Y and Z in C.4.3. It should be noted that the values
take into account the probability of the occurrence of of these factors cannot be determined precisely but that the
alternating sequences, have shown that the increase in values of K Fgiven are sufficiently accurate for design
damage is not significant and may be neglected. purposes.
C.2 Derivation of load spectra based o n t h e standard The adjustment factor KF has been included in the
fatigue vehicle. The principle behind the assessment derivation of figure 8 but should be applied explicitly when
procedures of 8.2 and 8.3 is that each commercial vehicle figure 1O is used. For the assessment method of 8.2 there is
in table 11 is represented by one vehicle of the same gross an additional adjustment, which may be made in the case
weight but with axle configurations identical to those of the of class S details, where the design is based on reduced H B
standard fatigue vehicle. The resulting load spectrum shown loading and this is described in C.4.4.2.
in table 13, where the variousvehicle group weightsare
C.4.2 Influence line base length less than 25 m. The X
expressed as a proportion of the standard fatigue vehicle
component of the KF adjustment factor has been obtained
gross weight, has been used in the derivation of the
by comparing the stress histories for a selection of the most
procedures of 8.2 and 8.3 instead of the complete vehicle
damaging vehicles in table 11 with those derived by
spectrum of table I l . Table 13 has been derived using a
representing the vehicles by standard fatigue vehicles with
datum influence line which is 25 m long and rectangular in the same gross weights. The two groups of vehicles were
shape. This has the effect of limiting the gross weight of the traversed across 11 different shapes of influence line, each
18 GT group so that static design stresses are not exceeded.
with à range of loop lengths, and the Miner's summation for
For values of L less than 25 m the design spectrum becomes damage calculated using the ar-Nrelationshipsfor all the
increasingly influenced by bogie and axle spacings and the detail classes except S. The X factor is the average value
weights. The weighbridge records, from which table 11 is of the ratio of damage due to the table 11 vehicles to that
derived (see C.1.1), show a wider variation in axle loads due to the equivalent standard fatigue vehicles. The scatter
than in gross vehicle loads, and an increase of 1O % in results between different influence line shapes was found
(indicated by trial calculations) over the individual values to beacceptable for design purposes.
of table 11 has been allowed in deriving the spectrum of
axle weights of table 14. When í is greater than 25 m, the
C.4.3 Multiple vehicle effects. During normal conditions
of trafficflow, instances will occur when more than one
design spectrum for individual vehicles will be proportional
vehicle will contribute to the stress in a detail at any
to the gross vehicle weight spectrum. However, a s í
particular time and the stress may be increased above that
increases, account should be taken of the contribution to
due to either vehicle alone. These multiple vehicle effects
damage done by two or more vehicles acting simultaneously.
All these effects have been catered for by means of a simple
may be sub-divided according to the following :
adjustment factor KF (see figure 11 ) which is described in (a) more than one vehicle in the same lane
moredetail in C.4. simultaneously ;
C.3 Assessment charts (b) vehicles in different lanessimultaneously causing
C.3.1 Limitingstressranges a,+. (See figure 8and 8.2.) stress of the same sign ;
The graphs of allowablestress ranges in figure 8, which are (c) vehicles in different lanes in alternating sequence
based on a 120 year design life and the appropriate traffic causing stresses of opposite signs and so increasing the
flowsfrom table 1, have been derived with the aid of the stress range.
damage chart of figure 1 O (see C.3.2). The worst The chance that damaging vehicles will be sufficiently close
assumptions have been made about the stress to each other, either in the same or different lanes, has been
contributions from each lane and about the allocation of assessed on a probability basis. Correction factors have been
traffic flows between lanes so that the results are always on derived from the comparison between the damage from the
the safe side. The adjustment factor KF,fromfigure 11, has combinations of vehicles and the damage due to such
also been included in the derivation of figure 8. vehicles on their own.

26
BS 5400 : Part 1 O : 1980
I'
I-; T I: IU IK
+I-
m o ;o 2
- -
b b
O 0
.-m
o c O 0 O O 0 0 0 0 0 O 0 0 0 0 3 0 0
N d mr- N co
-
0 0 0 0 0 O 0 O 0 0 3 0 0
N m o o 0 0 O 0 0 0 0 3 0 0
* y m
o m
0 m
0
--
O 0
<OW
o c
.-a
N
a- O
m
<r
o o o m o
m a m m m O 0 0
Q>bb
F.-
o o o m o
O 0 ?N 2 O
m
.-
O
m
.-
m W m W m O 0 0
m b b
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
coco
--
0 0
o c
.-a
c\I
O
m
.- m m m
c c
Y U
O 0
o c
.-a
hl
o c
O
m
r
comm
m o o
b m N
-
-Y
c
o
L
&
b
c\I
W - a 3
N O
o c E
-cc
N :
c
O
O O n
O CI) a
o c .- 7
vi
b r O O ?
F F O m c
>
.- 7
O 0 Co
* Y
c
O
. - v
N
O
r-
O
I-
-a i
mX
O 0 -m
r-ln .-u
Q
P
- - v)
O
O 0 O 0 O O m o o o m 0
Cohl - L o o) m - e m w m h l
o m ar. r- <D N - N - F
0 -
- -
r T r z I I
I I
r5-i
Y
L
3
E
9
N
c
g
N
-aXi
m
a
.-
m
l m ÜJ
bo
N @
E'
I
E i 9
Y
U
3
!
E
-a -g
c9
c
d
-w
mX
D U Lm
C al
m
-m3
c
U
c
m
.-
U
(ij
r
6 o
m h m hl
s
Q
Y
27
BS 5400 : Part 1O : 1 980
The effect given in (a) above is allowed for by means of C.4.4 Class S details
factor Y (see figure 18) which shows that theeffect is C.4.4.1 General. Trial calculations indicate that for class S
negligible for L less than 50 rn but increases with details, significant variations occur in the values of X
increasing L due to the greater probability of having two (see C.4.2) both with variations in L and with variations
vehicles simultaneously on the same influence line base in influence Iineshapes. Hence the adjustmentfactorx does
length. not apply to class S details and the assessment procedure
The effect given in (b) above is allowed for by means of of 8.3cannot be applied.
factor Z (see figure 18) which is given for several values of C.4.4.2 ReducedHB designloads. (See 8.2.3(c).) Table
factor K B (see figure 11), ¡.e. the ratio between the major 12 shows that the heaviest abnormal load vehicles of table
stress ranges produced by vehicles travelling separately in 11 contribute a very small percentage of the total damage for
the two lanes producing the most severe stress effect. all detail classes except class S. Hence no relaxation is
Combinations of vehicles in more than two lanes do not provided in the assessment procedures of 8.2 and 8.3for
generally increase the total damage significantly. these other classes when the bridge issubjectto reduced
The effect given in (c) above is taken account of by the values of HB loading.
additional combined stress history, referred to as case 2 in However, these heavy vehicles do contribute the greater
figure9. In thiscasethe effect of vehiclestravelling proportion of thetotal damagefor class S details and
simultaneously in two lanes may be neglected and so factor hence 8.2.3 (c) provides reduction factors where the bridge
Z can be taken as zero by making K B equal to zero. is designed to carry less than 45 units of HB loading.
Table 12. Proportional damage from individual groups of typical commercial vehicles
D t o G. F2 and W C B S
Detail class ( m = 3.0) (m = 3.5) (m = 4.0) (m = 8.0)
Group* Lr1.5 L-25 L=1.5 L-25 L=1.5 IL=25 L ~ 1 . 5 IL=25
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
18 GT-H 1% 2% 1% 5%
9 TT-H 1% 2% 1% 4%
18 GT-M and
9TT-M to 5A-H 2% 4% 3% 6% 4.72%
5A-M and L 4% 14% 4% 14% 0.02%
4A-H, M and L
4 R-H to 2 R - L
57%
35% 111%
67%
I 57%
34%
63 %
8% 0.003%
*See table 11.
of mean p a t h o f vehicles
[see f igure 6 )
y-
- -
- I
OO
/ frequency
r I 1
distribution o f
vehicles for each
100 mm interval + 11 16 18 16
+ I I
l
I
1 4 l i
I
/------------
600 mm
Figure 17. Multiple paths

1607 28
S T D - B S I ES 5 q O O : P A R T 10-ENGL
BS 5400:Part 10: 1980
a
\
\
\
\
\
\
\
\
\
\
\
\
1.
1 25 50
L íml
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Figure 18. Typical Miner's summation adjustment curve
Table 13. Typical commercial vehicle gross Table 14. Typical commercial vehicle axle
weight spectrum weight spectrum
Vehicle Proportion of Proportion Total axle Total number of axlesfor

designation standard fatigue o f total weight 106 vehicles
vehicle w o s s weioht vehicles
264 240
18GT- H 6.75 0.000 o1 231 120
18GT- M 2.38 0.000 03 176 160
9TT-H 5.03 0.000 02 165 560
9TT- M 2.34 0.000 04 154 1O0
7GT-H 4.09 0.000 03 143 780
7GT-M 2.1 3 0.000 07 121 80
110 90 040
7A- H 2.47 0.000 02 99 240 280
5A- H 1.97 0.000 28 93 320 O00
5A- M 1.13 0.01 4 50 88 59 320
5A-L 0.78 0.015 77 59 350
71 180 O00
4A- H 1 .O5 0.090
66 59 930
4A- M 0.81 0.090
61 1 65 O00
4A- L 0.45 0.090
55 290 040
4R-H 0.01 5 49 150 O00
4R-M 0.01 5 44 120 O00
4R-L 0.01 5 39 320 O00
3A- H 0.030 33 380 O00
3A- M 0.030 22 60 O00
3A- L 0.030 17 360 O00
3R-H 0.01 5 Total 2 856 O00 axles for 1O6
3R-M 0.01 5 vehicles
3R-L 0.015
2R-H 0.170 NOTE 1. This table is based o n f < 1.5 m.
2R-M 0.170
NOTE 2. These values include the 1O % increase referred t o in C.2.
2R-L 0.180
I
Total 1.0
NOTE. This table is based on L =: 25 m (rectangular loop).

I&,O8 message: please call the Document Policy Group at 1-800-451-1584.
29
S T D * B S I BS 5'400: PART LO-EFJGC
BS 5400 : Part IO: 1980
Appendix D a vertical stiffener, given that analysis, in accordance

with 8.2.2.1 (a) and (b), produces principal maximumand
Examples of fatigue assessment o f highway minimum stressvalues of 17.8 N/mm2 tensile and
bridges by simplified methods 8.0 N/mm2 compressive respectively, under the standard
D.l General. D.2 to D.4 give examples of typical fatigue vehicle, with the vehicle positioned in the same lane.
calculations for fatigue assessment. D.2.3 Classification. The potential fatigue crack should
For all detail classes, 8.2 and figure 8 provide a limiting be classified as F (from type 2.9 oftable 17 (b)), provided
stress range OH which will always be safe where standard that the weld end is not within 1O rnm of theflange toe.
loading conditions are applicable but which may be too D.2.4 Assessment using8.2
conservative in some cases. The OH values given in figure 8 From D.2.2, OP max = 17.8 N/mm2
thus provide a simple check which is very suitable for initial
'TP min = -8.0 N/mm2
design purposes.
Alternatively, 8.3 provides a more precise method for detail Henceovmax= 17.8 - (-8.0) = 25.8 N/rnm2
classes B to G and F2 and W leading to a life prediction (to (see8.2.2.1 (c)).
97.7% probability of survival) and indicating the extent of For a dual two lane motorway with L = 75 m and a class F
required changes in the detail when the predicted life is too detail,
short. CTH = 20.5 N/mm2 (seefigure8(b)).
The basic assessment procedures for a steelwork detail are Hence ov max exceeds 'TH and adequate fatigue life is not
illustrated in D.2, while the application of a combined stress demonstrated (see 8.2.2.3). By reference to 8.2.2.4
history is illustrated in D.3 (see 8.3.2.1 (c)). A typical either
procedure for shear connectors isgiven in D.4.
(a) the procedure of 8.3 may be used, since
D.2 Example using t h e basic assessment procedures ~v max < 1.55'~H
f o r a steelwork detail or
D.2.1 Type ofbridge. A threespan (50 m/75 m/45 m) (b) the detail should be strengthened to reduce GV max
twin girder highway bridge that carries a dual two lane or improved to a higher class.
motorway and is designed to carry standard UK loading.
D.2.5Assessmentusing8.3. Given thatthestress
D.2.2 Details of theproblem. These assessthe fatigue histories for each loading event (passage of the standard
resistance of the main girder bottom flanges atthe mid-span fatiguevehicle in each lane) areasfollows:
of the main span, which is adjacent to the transverse weld of
17.8
12.0
-3.5
1st carriageway, slow lane 1st carriageway, adjacent lane
10.2
-2.8
/
2nd carriageway, adjacent lane

-1.9
3 -1.5
2nd carriageway, slow lane

-0.8
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
From figure 9, in the first carriageway, the slow lane will be

designated lane A, since it has the greatest stress range (¡.e.
17.8 - (-8.0) 25.8). The reservoir method (seeappendix
B) may be used to determine the values of 'TV as shown
below :
17.8
O O
- 8.0
The values of uVfor the other lanes may be determined in a
similar way.
30
BS 5400 : Part 1O : 1980
This assessment procedure can be tabulated as follows :

UP * Range 4 2 o t ECt Damage
number Peak Trough UV Class F 7Jcd120
17.8 -8.0 25.8 0.32 D.48

1st Slow (OW A) I.5
-
I l2 O -5.5 5.5 Neglect
( <0.001)
12.0 -3.5 15.5 0.032 0.03
(Ow 6) 1.o
O -2.5 2.5 Neglect -
( < 0.001 )
10.2 -2.8 13.0 0.015 0.02
1.o
I I
( < 0.001 )
6.3 -1.5 7.8 0.001 0.00
1.5
( < 0.001 )
*See appendix B.
?See figure 10.
#Seetable 1 and figure 9.
Adjustment factor KF (see figure 11) D.2.6 Comments. The method of 8.3 predicts a fatigue life
Ks = 15.5125.8 = 0.6 that is in excess of the design life and hence a reduction in
cross section could be tolerated. By reference to 8.3.2.2,
í=75m
hence KF = 1.59 the stress range could be increased by 142 0'25i.e.by 1.04.
(120)
Total damage = LKF & d l 2o = 1.59 x 0.53 = 0.843
Estimated life = 120/0.843 = 142 years (see 8.3.2.1 (h))
In contrast, the procedure of 8.2 produces a limiting value
of oHequal to 20.5/25.8 = 0.79 times the applied
which isgreaterthanthespecifieddesign lifeof 120years
maximum stress range, thus demonstrating the
and so the detail may be regarded as satisfactory.
conservatism of this method. Nevertheless, the simplicity of
determination of OH is such that the method should, in many
cases, prove a useful 'first stage'as an alternative to the
more precise method of 8.3,or the lengthier procedure
of 8.4.
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

31
STDoBSI BS 5400: P A R T LO-ENGL 1980 II Lb2ilbb9 07b7L3L 7b7
BS 5400 : Part 1 O : 1980
D . 3 Example of t h e application of a combined stress provide adequate fatigue resistance at the lap-welded
history bracinglgusset connection.
D.3.1 Type o f bridge. A highway bridge that carries a two D.3.3 Classification.The potential fatigue crack should
lane, single carriageway, a Il-purpose road and is designed be classfied as G (from type 2.1 1 of table 17 (b)) since the
to carry standard U K loading, but is deemed to be subject to weld will be at the edge of the member (see also figure 1).
1.2 / 1O6 commercial vehicles per year, in each lane, for a D . 3 . 4 Asszssmmtusing8.2. The information given
design life of 60 years. in 0 . 3 . 1 and D.3.2 does not comply with (b) and (d)
D.3.2 Details of theproblem. Given thatthe analysis of 8.2.1 and therefore 8.2 is not applicable.
predicts, as shown in D.3.5, the forces in a transverse D.3.5 Assessment using 8.3. Assume a cross-sectional
bracing member due to the standard fatigue vehicle in area of 2200 mm * and determine the stress histories for
alternate lanes and given thatthe influence line base length passage of the standard fatigue vehicle in each lane.
is 8 m, determine an area of cross section for the member, to
Given that these areas follows :
12.9 12.9
Lane A
-12.9 -12.9
Lane E
Derive the combined stress history (see 8.3.2.1 (c) and

case 2 of figure 9).
12.9 12.9
-12.9 -1 2.9
Lane AfB
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

32
~
S T D - B S I BS 5i400: PART LO-ENGL 1980 m Lb2YbbS 0 7 b 7 1 3 2 bT5

BS 5400 : Part 1O : 1980
The stress ranges ovmay be determined by the reservoir

method (see appendix B) and the resulting stress spectra
(see figure 9)for the individual and combined lane stress
histories will be as shown below :
Lane A 54
2 cycles per
loading event
O
Lane B
O
2 cycles per
loading event
Combined A I B 5
loading event
Lane Cycle OP * Range di 2 0 ) Damage

--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
number Peak Trough O, Class G
1 12.9 O 12.9 0.055

A 1.2-. 1.2
2 12.9 4.2 8.7 0.01 0.6
B
1
2
O
-4.2
-12.9
-12.9
12.9
8.7
0.055
0.01
} 1 .;,2zl.2
= 0.6
0.03
0.01
Tfic di20 0.08
1 12.9 -12.9 25.8 1.40 7 1.22 0.84

A/ 2 -4.2 -12.9 8.7 0.01
3 12.9 4.2 8.7 0.01
*See appendix B.
?See figure 1O.
#Seefigure 9.
D.3.6 Comments. The estimated life is in excess of the 60

Adjustment factor K F (see figure 1 1 ) year design life and hence a reduction in area is allowable.
for separate histories
Kg
L =8m
= 12.9112.9= 1 .O
The reduction factor will be -
( 86) ¡.e. 0.917 (see8.3.2.2)
and hence an acceptable area will be 201 7 mm2.Repeat the

hence K F 1.81 assessment with an amended initial assumption of the area.
for a combined history NOTE. Iteration provides a solution of 2027 rnrn2.
Kg = O
L =8m
hence K F = 1.47
Total damage -= Z K FfiCd , 2 o
= 1.81 x 0.08 i 1.47x 0.86
1.41
=
Estimated life = 120/1.41= 85 years (see 8.3.2. (h))

which is greater than the specified design life of 60years
and so the detail may be regarded as satisfactory.
33
~ -~
S T D = B S I BS 5400: PART LO-ENGt 1980 II LbZqbbY 07b7133 531 =

BS 5400 : Part IO: 1980
D.4 Example of a typical procedure for shear Appendix E

i connectors
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Derivation of standard railway load spectra

D.4.1 Type of bridge, A 30 m simply supported composite
highway bridge that carries a dual carriageway all-purpose E.l R U loading. The load spectra given in table 2 have
road and is subject to standard UK loading, but which is been based on the typical trains shown in figure 19. The
limited to 37.5 units of HB loading. numbers of these trains, assumed for the three broad traffic
D.4.2 Details of theproblem. To investigate the fatigue types, areshown in table 15 together with the make-up of
capacity of the attached shear connectors (which are in the total annual tonnages. These spectra will cover most
accordance with Part 5) in a normal density reinforced traffic of this type running on lines in Europe.
concrete deck slab of flat soffit. For further information on the derivation of the spectra, the
D.4.3 Classification. Since the connectors are in following reports published by the Office for Research and
accordance with Part 5, they also comply with 6.4.1 and Experiments of the International Union of Railwaysshould
the weld throat stresses may be calculated according be consulted :
to 6.4.2 or 6.4.3. Report ORE D I 28/RP5
The potential fatigue crack should be classified as S (from Report ORE D128/RP6
type3,12oftable17(c).
Report ORE D128/RP7
D. 4.4 Assessment using 8.2. Ass u ming, for t h is exa mple,
that the shape of the shear force influence line of the girder E.2 RL loading. The load spectra given in table 3 have been
under consideration is similar to that of a single simply based on the typical trainsshown in figure 20. The numbers
supported girder, the value o f f will fie between 15 m,for of each type of train assumed for the standard spectra,
connectors a t mid-span, and 30 m for connectors at the together with the make-up of the total annual tonnages, are
ends of the member. shown in table 16.
Hence, for a dual carriageway all-purpose road and class S Table 15. R U loading : annual traffic tonnage
(see figure 8( b), with the 1.3 factor allowed for 37.5 units of for standard traffic types
HB loading (see8.2.3(c)), OH = 46 x 1.3 = 59.8 N/mm*
for connectors a t mid-span, and 0 ~ ~ x4 1.3 0 = 52 N/mm2 Train Number Total
for connectors a t the ends. annual tonnage,
The above values may be checked against o v max as tonnes per annum tonnes x I O 6
described in 8.2.2 and illustrated in D.2 or, alternatively, for Heavy
preliminary design purposes in this particular type of
7 232
example it may be noted that:
15845 13.50
at mid-span op max will equal - op min
at the ends c ~ pmin will equal zero. Total I 27.00
Hence, the limiting value of op max may be determined as: Medium 5 600 22500 13.50
29.9 N/mm2for connectors a t mid-span and 7 1120 2411 2.70
52 N/mm for connectors at the ends.
8 11120 I 6027 I 6.75
Thus for stud connectors (see 6.4.2) the maximum
allowable shear load per stud under loading from the
standard fatigue vehicle, positioned in accordance
with 7.2.3 may be expressed as :
Light
29.9 PU1425 = 0.070 Pu kN a t mid-span and
52.0 Pu1425 = 0.122 Pu kN a t the ends 14516 5.40
where 3 344 23546 8.1 O
Pu is the nominal strength of the stud from Part 5. 4 172 47093 8.1 O
Similarly, for bar or channel connectors, the maximum 5 600 4 500 2.70
allowable shear load per connector under loading from the 6 572 2 360 1.35
standard fatigue vehicle, positioned in accordance
with 7.2.3, may be expressed as : Total 127.00
29.9 x A , Y 1O-3 kN at mid-span and *See fiaure 19.
; ;1 1
52.0 s A , Y 1O-3 kN a t theends.
where Table 16. RL loading : annual traffic tonnage
A , is theeffective weld throat area in mmzforthe and composition of standard traffic mix
particular type of connector, obtained from 6.4.3.1.
ni; Number Total
D.4.5 Comments. It is not possible to use 8.3for the type* weight, of trains annual tonnage,
assessment of shear connectors as the damage chart (see tonnes per annum tonnes x 10'
figure 1O) does not include factorsfor class S details. 11 545 2.84
253 54 032 13.67
2.74
1.31
I I
26 986 5.64
6 1231 I 3463 0.80
Total 27.00
*See figure 20

34
- ~
-~
S T D * B S I B S 5400: PART LO-ENGL L 9 A O 9 LbZ‘-Ibbq 07b7139 478
BS 5400 : Part 1 O : 1980
, 6 x 2lj5; ~ ~ i 6 x I I,~ i 6
: x 18.5 i I
t
*--- 2.25
--itL*--k*
2.5 2.1
6.1 2.1 1.9
4 .O
1.5 1.5 5.2 1.5 1.5 1.5 1.5 5.2 1.5 1.5
?y$# XYIY
3.52
fW-
1 Steel train total load= 1794 t V = 80 km/h
L Q
2.6 11.5 2.6 2.6 11.5 2.6

e m
3.6
L-Q-Q-Q-L-Q-Q-Q
2 Electric multiple unit total load = 372 t V = 145 km/h
* 2.7 11.5 2.6 2.6

ir$ t $
3.2
11.5 2.6
$4 $Y
2.6
3.2
11.5 2.7
k t3.2,t$
2.7 11.5 2.6
Y $ $+
3.2
2.6 11.5 2.6 2.6
+4kk
3.2
11.5 2.7
$+ m
3 Southern Region suburban total load = 344 t V = 145 km/h
* 2.7 11.5 2.6

t %$ t
3.2
2.6
.
11.5 2.6
srt u
3.2
2.6 11.5
k$-
2.7
4 Southern Region suburban total load = 172 t V- 145 km/h
6 %20
t
JI I
1.4 2.2 6.9 2.2 3.62.6 11.5 2.6
- 2.2
++
2.2 1.8
+u
5 Diesel hauled passenger train total load= 600 t V = 160 km/h
3.3 6.7 3.3 2.6 11.5 2.6

- m
3.2
6 Electric hauled passenger train total load = 572 t V - 160km/h
Figure 19. Trains included in table 2 spectra
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

56’4 35
BS 5400 : Part 1 O : 1980
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
2.2 6.9 2.2 2 11.0 2

V V I / ! / !/I/ l/l/ m
4 4 4 4 4 4 4 4 I I
2.2 2.2 36
7 Heavy freight total load = 1120 t V = 72 km/h for medium traffic and 120 km/h tor heavy traffic
2.2
--#WX
2.2
6.9 2.2
YYAC f
2.2 3.5
5.5
+ m
8 Heavy freight total load = 1120 t V = 72 km/h for medium traffic and 120 km/h for heavy traffic
-*-
2.1
2.1
1.1 2.1
2.1 4.6
6.5
3.8
6.5 1.8 12.8 1.8
%-f?$XX+
3.7 3.7
6.5 2.1
4.6 2.1
4.4 2.1 1.8
2.1 L.5
12.8 1.8
m
L-6-B-R-B-B-B-B-B-B-B-B-B-B-S-R-B-B-R-B-B-B-B-S
9 Mixed freight total load = 852 t V = 120 km/h
NOTE. In deriving the table 2 spectra, impact effects were calculated in accordancewith the recommendationsof Leaflet 776-1 R.
publishedbythe International Union of Railways (UIC), 14 RueJean-Ray F, 75015 Paris.
Figure 19. (Concluded)

36
BS 5400: Part 10: 1980
cob
$&
O b Nh
c;oi Ob.
ni0 N h
p'g 0 6
NO N b
SOO&
N O bo
&O&& fis cZK
0. qh (vcu h o
b.0 Qih:
~ R~-&7%M4F44+mta~
2.4 7.9 2.4 2.4 8.0 2.4 2.4 8.0 2.4 2.4 8.0 2.4 2.4 7.9 2.4 2.4 8.0 2.4 2.4 7.9 2.4
A 1 I A 1 4 A A 4 4 4 A A 4 4 4 A A 4 A Ali 4 4 A 4 A l
3.2 3.1 3.1 3.2 3.2 3.2
1 total load= 246 t
z.4 7.9 2.4 2.4 8.0 2 . i 2.L 8.0 2.4 S.5 8.0 2.4 q.4 7.9 2.4, $4 8.0 2.4 2.4 Z9 $ 4 ,
A 4 4 4 4 4 A 4 li 4 4 A A 4 4 1 4 4 A A
3.2 3.î I3.î 3.2 3.2 3.9
2 total load= 253 t
3
4Q
2.4
I A
v
7.9 2.4 2.4
v v
4 4
3.2
v v
A 4
8.0 2.4 2.4
v v
A A
3.1
total load = 280 t
/ i A
Y U
Co*"O
SOG,
8.0 2.4 2.L 8.0 2.4 2.4

l A 4
3.1
A
coro.
l y
v v v v
4 4
3.2
j ~
A 4
~ c l
Y c o mm
cJic$
7.9 2.4 2.4

v v v
fio'
3.2
AV - a7
ajp Z b
8.0 2.4 2.4

3.2
7.9 2.4
.Ln
~1 4 ~ 8 . 4 : 1::1
~ 4 ~ 8 . 4 ; tl: ; L x 8 . 4 i 1::1 f.4 ~ 8 . 4 5 ~ ~ : !4x8.45:
: ~ t:I 4 x8.45 ~ I,
2 . t 8.5 $$ $.$ 7.3 2.3 2.3 8.5 2.3 2.3 7.3 2.3 2.3 7.3 2.3 2.3 8.5 2.3
4 1 A A 4 4 4 4 I A I A I A I A A A 1 4 1 1 4 4
3.3 3.2 3.3 3.2 3.3
4 total load- 203 t
4 x8.65 (+ x 8.65 Lx8.74 Lx8.74 L x 8.74 Lx8.65
2.3" 8.5 2.3 2.3 7.3 2.3 2.3 8.5 2 3 2.3

v v
I
7.3 2.3 2.3 7.3 2.3 2.3 8.5 2.3
A l A A A A A l A A A A A A A A A A A, A. A A A A
3.3 3.2 3.3 32' 3.3
5 total load = 209 t
II 14x 9.08! 14x9.081 !::! ;4xIO.l: 1::1 .

4x 10.13 r l : l 4~10.13 ::I 4x 9.08i ~ !
2.3 8.5 2.3 2.3 7.3 2.3 2.3 8.5 2.3 2.3 7.3 2.3 2.3 7.3 2.3 2.3 8.5 2.3
U V v v
4 4 4 4 4 4 A A A A 4 4 A A 4 n 4 4 4 4 4
3.3 3.2 3.3 3.2 fi 3.3
6 total load = 231 t
NOTE. In deriving the table3 spectra. an impact of 30 % wastaken for all trains and all spans
Figure 20. Trains included in table 3 spectra.
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

i616 message: please call the Document Policy Group at 1-800-451-1584.
~~~ ~
Appendix F
Examples of stress histories and cyclecounting procedure
Example1. Highway bridge. This showsthe midspan bending of simplysupported spans loaded by thestandard
fatigue vehicle and illustrates the effect of variations in L.
4 at 80 k N
%--o- --u-$
-8.1 m
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Influence line diagram Standard fatigue vehicle
I \
I
L 6 1.8 l \\ T-
I
f L/
V L
5 1 5 3 0;4
1.8 < L < 3.6
0;2
< r---w--y-/-j 3.6<L <6

/
/
/
/
/ .. ........ ......... .. .. ..
... .. .. .. .. .. ... ..
... .. .. .. .. .. .
... .. .. ... ..
... .. .. .. .
.......
...
0;1
o v2
n /
/ /---y-
/
5 2
Y otl
Stress histories Cycle counting diagrams

38
~
S T D - B S I B S 5900: P A R T LO-ENGL 1980 l b 2 4 b b 9 07b7138 0 1 3

BS 5400 : Part 1O : 1980
/
L.
.( /
\
\
E
Em
N - 9
¿’ b’ ü
m
.-cc.
C
¶
O
o
c
al
b’ 5
I
>
)
\
\
\
\
\
\ \
\
\ \
\ I
/
\
\
K
m
m
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
x
c-4
m
.
I-
O
0-2
m .-K
c D
O C
K a
I)

39
Example4. R a i l w a y bridge. This shows t h e m i d - s p a n b e n d i n g of a three-span c o n t i n u o u s b e a m l o a d e d with
standard RU loading.
4 at 250 k N
80 kNlm 80 k N l m
0.8 m
Influence line diagram RU Loading to be multiplied by the dynamic factor

L = base length of loop containing largest ordinate (measured in
direction of travel)
Loading diagram for u,,m;ix Loading diagram for upmin
Loading diagrams for stress history
2 4
3
1 5
Stress history
Cycle counting diagram
NOTE. I n examples 1 t o 4 given above, thecycle counting diagrams, for comparative purposes, follow thesame profileas thestress
history. Since the analogy depends solely on the depth of water retained i n each section, it is immaterial whether the profiles are as
illustrated or with successive peaks and troughsjoined by straight lines (as proposed i n appendix 6).
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

40
~
. _ -
-_ ~
S T D - B S I . B S 5qOO: PART 10-ENGL 1980 W 1 b 2 Y b b 9 07b71qO 771 W

B S 5 4 0 0 : P a r t I O : 1980
Appendix G Appendix H
Testing of shear connectors Explanatory notes on detail classification
G.l General. This appendix outlines the procedures which
should be followed if the fatiguestrength of shear H.l General
connectors is to be determined by testing, as required H.l .I Scope. This appendix gives background information
by 6.4.1. on the detail classifications given in tables 17(a), 17(b) and
6.2 Procedure. Test the specimens under constant 17(c). This includes notes on the potential modes of failure,
important factors influencing the class of each detail type
amplitude loading a t frequencies not exceeding 250
and some guidance on selection for design.
cycles/min. Ensurethat the frequency of the applied
loading isthe same for each specimen within a particular H.I .2 Geometricalstress concentration factors.
series of tests. Ensure also that the maximum load on any Unless otherwise indicated in table 17, the stress
connector does not exceed 0.5 times the nominal static concentrations inherent in the make-up of a welded joint
strength of the connector (determined in accordance with have been taken intoaccount in the classification of the
Part 5) with the appropriate concrete strength, at the time of detail. However, where there is a geometrical discontinuity,
testing, being determined in accordance with the such asa changeof crosssection oran aperture (see figure
requirements of BS 1881. 21 ) and/or where indicated in table 17, the resulting stress
Stresses may either be determined from the applied test load, concentrations should be determined either by special
in accordance with clause 6, or derived from strain gauge analysis or by the use of the stress concentration factors
readings. given in figure 22.
6.3 Class S criteria. To enable the weld metal attaching H.2Type 1classifications, non-welded details.
shear connectors to be classified as a class S detail, the See table 17(a).
welds should be shown by tests carried out in accordance H.2.1 Notesonpotentialmodes of failure. In
with 6.2 to have a 97.7 % probability of surviving 1O5 and unwelded steel, fatigue cracks normally initiate either at
1O7 repetitions of stress ranges of 146 N/mm2 and surface irregularities, at cornersof the cross sections, at
82 N/mmz respectively, where the stress ranges are holes and re-entrant corners or at the root of the thread for
computed in accordance with either 6.4.2 for stud bolts or screwed rods. In steel, which is holed and connected
connectors or 6.4.3 for bar and channel connectors. with rivets or bolts, failure generally initiates at the edge of
Where these conditions are not satisfied, the design 0i-N the hole and propagates acrossthe net section, but in double
relationshipforthedetail (¡.e. 2.3%probability of failure) covered joints made with H.S.F.G. bolts this is eliminated by
should be derived in accordance with appendix A and the the pretensioning, providing joint slip is avoided, and failure
method given in 8.4should be used to assessthe fatigue initiates on the surface near the boundary of the
life. compression ring due to 'fretting' under repeated strain.
P o t e n t i a l crack locations
\\ t Welded attachment
The design stress is

At the attachment thedesign
applied to the appropriate
stress is applied t o the
plain material classification
appropriate joint classification
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
/ \
Manhole or r e - e n t r a n t corner The design stress for either location should be
taken as the stress on the net section
multiplied by the stress concentration factor
Figure 21. Typical example o f stress concentrations due t o geometrical discontinuity

41
~ ~~ ~~ ~
-
S T D * B S I B S 5 q O O : PART I!-ENGL 1780 D Ib2LibbS 07b7liLi1 bllA
BS 5400 : Part 1 O : 1980
( a ) Fatigue stress concentration factor for unreinforced apertures Ku*

(based o n net stress at X)
2.6
2.4
I
2.2
2.0 Length o f ~
ct r a i g h t 2 2 r
K 1.8
RC
1.6
I
Stress
1.I
fluctuation
1.2
1.o
o;
O o .2 0.4 0.6 O .8 1.o
(b) Fatigue stress concentration factor for re-entrant corners K,,

(based on net stress at X)
Figure 22. Stress concentration factors
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

42
~
STD.BSI BS 5400: PART LO-ENGL L780 LbZ'lbb9 0767342 544

Iscue 2, March 1999 BS 5400: Part 10 : 1980
H.2.2 Oeneralcomments. In welded construction, material which has previously been fully heat-treated, but
fatigue failurewill rarely occur in a region of unwelded such components should be subject to specialtest and
materialsincethe fatiguestrength of the welded joints will inspection procedures.
usually be much lower. For the use of black bolts complyingwith the
requirementsof BS 4190 and subjected to fluctuating
tensile loads, see 6'5.
Where bolts or screwed rods are pre-tensioned to a value in
excess of an applied external load, stress fluctuations will be
H.2.3 Comments onparticular d e t a i l types governed by the elasticity of the pre-compressed elements.
The increase in tension will rarely exceed 1O % of an
Type 1.3. All visible signs of drag lines should be removed external load applied concentrically with the bolt axis, but
from the flamecut edge by grinding or machining. where the load is eccentric, a further increase will result
Types 1.3and 1.4.The presence of an aperture or re-entrant from prying action.
corner impliesthe existence of a stress concentration and the H.3Type 2 classifications, welded details on surface
design stressshould be the stress on the net section of member. Seetable 17(b).
multiplied by the relevant stress concentrationfactor (see
figure 22). H.3.1 Notes onpotenti8lmodes o f failure.Seefigure28
Type 1.4.The controlled flame cutting procedureshould When the weld is essentially parallel to the direction of
ensure that the resulting surface hardness is not sufficient to stressing, fatigue cracks wit1 normally initiate at the weld
cause cracking. ends, but when the weld is transverse, cracking will initiate
a t the weld toes. In either case the cracks will then
Type 1.5.Thistype may be deemed to include bolt holesfor propagate into the stressed element. For attachments
attaching light bracing members where there is negligible connected by single welds, cracks in parent metal may also
transference of stress from the main member in the direction initiate from the weld root. Cracks in stressed weld metal
of Qr. will initiatefromtheweldroot (seetype3.1 l).Awayfrom
Type 1.6.This covers connections designed in accordance weld ends, fatigue cracks normally initiate at stop-start
with Part 3 for slip resistance at the ultimate limit state and positions, or if these are not present, at weld surface ripples.
where secondary out-of-plane bending of the joint is With the weld reinforcementdressed flush, failure tends to
restrained or does not occur (¡.e. double-covered symmetric be associated with weld defects.
joints). Failure initiates by fretting in front of the hole.
H-3.2 Generalcomments.
Type 1.12. Thisclassification appliestofailureattherootof H.3.2.1 Edge distance. (See figure 24.) No edge distance
the thread in normal commercialquality threaded criterion exists for continuous or regularly intermittent welds
components. Attention should be paid to the details of head awayfromtheendsof anattachment (seetypec 2.1 to2.5).
fillets, waisted shanks and thread run-out in components, However, a criterion exists (types 2.6 to 2.1 O) to limit the
not covered by an appropriate British Standard, to ensure possibility of local stress concentrations occurring a t
that they have satisfactory fatigue resistance. A higher unwelded corners asa result of, for example, undercut, weld
fatigue resistance can be obtained with a rolled thread on
Long attachment Short a t t a ch m en t s
Weld failure cracks (type.3.11 I l---l
v 1
Crack types Crack types 2.9 or 2.10
2.6.2.7 or 2.0 ( o r 2.11 i f on edge)
(or 2.11 a t edge)
NOTE. For classification purposes, an 'attachment'should be
taken as the adjacent structural element connected by welding to
the stressed element under consideration.Apart from the
particular dimensional requirementsgiven for each type in table
17(b). the relative size of the 'stressed element'and the
'attachment' is not a criterion.
Figure 23. Failure modes a t weld ends
Avoid or g r i n d out to a smooth profile,
any undercut to these,exposed corneE
-d ¡-Edge distancd
(to toe of weid)
(a)
Figure 24. Edge distance
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

O BSI 03-1999 43
S T D - B S I BS 5i100: P A R T LO-ENGL 1980 Lb2LibbS 07b71q3 LiBO
BS5400:Part10:1980
I spatter and excessive leg sire at stop-start positionsor cause local buckling (see Part 3). If intermediate gaps
accidental ovenweave in manual welding. Although this longer than 2.5 hare required the class should be reduced to
criterion can be specifid onlyfor the ‘width’ direction of an F. This type also includes tack welds to the edges of
element,it &equallyimportantto ensure that no accidental longitudinal backing strips irrespective of spacing, provided
undercutting occurs on the unwelded corners of, for that the welds comply in all respects with the workmanship
exampte, cover plates or box members (see figure 24 (b) requirementsfor permanent welds and that any undercut on
and (c)). Where it does occur, it should subsequently be the backing strip is ground smooth. The effects of tack welds
ground out toa smooth profile. which aresubsequently fully ground out or incorporated
into the butt weld by fusion, need not be considered.
Part 5recommends the provision of a minimum edge
distanceof 25 mmfor shear connectors, hence the Type 2.7.The classification may be deemed to include stress
criterion given in this part will automatically be met. concentrations arising from normal eccentricities in the
thickness direction.
H .3.2.2Artachment ofpermanent backing strips. If a
permanent backing strip is used in making longitudinal butt This includes Parent metal adjacent to the ends of
weld& joinfiitshould be continuous or made continuous flange cover Plates regardless of the shape ofthe ends.
by welding. These welds and those attaching the backing Tyvpes27and2.8. Where a narrow attachment is
strip should atsocomply with the relevant dass transferring the entire load out of a wide member, as in the
requirements.Theclassificationwill reduce to E or F (type case of a welded lap type connection between, for example,
3.3 or 3.4) at any butt welds in the backing strip or class E a cross brace and a gusset, the stress in the gusset at the end
a t any permanent tack weld (see H.3.3, type2.4). It should of the cross brace will vary substantially across the section.
E2
be noted that transverse butt welds on backing strips may be For assessing the stress in the gusset the effective width
downgraded bytackweldscloseto their ends (see H.4.3, should be taken asshown in figure 25.
type 3.4).
H.3.2.3 Stress concentrations. These are increased, and Gusset
hence the fatigue strength is reduced, where :
(a) the weld ends or toes are on,or near, an unwelded SLope=l:2
corner oftheelement (see H.3.2.1) ; r.
(b) theattachment is’long’ in the direction of stressing,
I --.
and as a result, transfer of a part of the load in the element Effective X
to and from theattachment will occur through welds width X
adjacent to its ends;
(c) such load transfer is through joints which are not
Crack i-,’
symmetrical about both axes of cross section of the
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
stressed element.
H.3.2.4 Weidforms Full or partial penetration butt welded
joints of Tform (such as would connect attachments to the NOTE. For failure in the cross brace at X the cross brace is the
surface of a stressed element) should be completed by fillet ‘rnember’and thegusset is the ’attachment‘.
welds of leg length at least equal to 25 % of the thickness of
Figure 25. Effective width for wide connections
the attachment. The filletsexclude the possibility of an
increase in stress concentration arising a t an acute re-entrant rype2.70. This applies where any applied shear stress range
angle between theelement surface and thetoe ofthe weld, is (numerically) greaterthan 50% of a co-existent applied
and thus, in considering the effects on the stressed element, direct stress range.
it is immaterial whetherthe attachment is fillet or butt
Experimental evidence indicates that where significant
welded to the surface, since a similar toe profile results in
stress with direct stress, the use of
both cases.
principal stress values may be conservative and
H.3.2.5 Tack welds. Tack welds, unless carefully ground out accordingly the is upgraded.
or buried in a subsequent run, will provide potential crack
locationssimilar to any other weld end. Their use in the Type 2.7 7. This type applies regardless of the shape of the
end of the attachment. In all cases, care should be taken t o
fabrication process should be strictly controlled.
avoid undercut on element corners orto grind it out to a
NOTE. Apartfromthewidth transverse to u, neithertheshapeof smooth profite should it occur. In particular, weld returns
the end of an attachment nor the orientation orcontinuityof the across a corner should be avoidedand the use of cover
weld at its end affects the class.
plates wider than the flange, to which they are attached, is
H.3.3 Commentson particular detail types not recommended.
Type 2.7 Finish machining should be in the direction of H.4 Type 3 classifications, welded details a t end
ur. Thesignificance of defects should be determined with connections of member. See table 17 (c).
the aid of specialist advice and/or by the use of a fracture H-4.1 Notes onpotentía/,,,odes offailure- (seefigure
mechanicsanalysis. The N.D.T. technique should be 26.) With the ends of butt welds machined flush with the
selected with a view t o ensuring the detection of such plate edges, or as otherwise given below, fatigue cracks in
significant defects. This type is only recommended for use in the as-welded condition normally at the weldtoe
bridgeworks in exceptional circumstances. and propagate into the parent metal, so that the fatigue
Type22.Accidental stop-starts are not uncommon in strength depends largely upon the toe profile of the weld. If
automatic processes. Repair to the standard of a C the reinforcement of a butt weld is dressed flush, failure can
classification should be the subject of specialist advice and occur in the weld material if minor weld defects are exposed,
inspection and should not be undertaken in bridgeworks. e.g. surface porosity in the dressing area (see H.4.3, type
Type2.4.The limiting gap ratiomlh applies even though 3.3).
adjacent welds may be on opposite sides of a narrow In the case of butt welds made on a permanent backing,
attachment (as in the case of a longitudinal stiffener with fatigue cracks initiateat the weld metal-strip junction and
staggeredfillet welds). Long gaps between intermittent then propagate into the weld metal.
fillet weldcare not as they increase the risk In fillet or partial penetration butt welds, fatigue cracks in
of corrosion and, in the case of compression members, may weld metal will normally initiate from the weld
BS 5400:Part 10: 1980
or 3.3
3.2
e--+ or 3.3 t 3? -5
w
NOTE. Fatiguecracks in reinforcing bars will normally initiate in
similar locations to those for structuraljoints, given similar stress
conditions and joint geometry.
Figure 26. Type 3 failure modes
H.4.2 Generalcomments dependent upon the welding procedures adopted.

H.4.2.1 Misalignments. The classifications may be deemed Accordingly, their use is not recommended unless subject
to include for the effects of any accidental misalignments up to special tests and strict procedural control.
to the maximum value specified in Part 6, provided that the H.4.2.6 Partialpenetration butt welds. All butt welds
root sides of joints with single sided preparations (¡.e. single transmitting stress between ends of plates, sections or
bevel -J, -U or -Vforms) are back-gouged to a total width built-up members in bridgeworks should be full penetration,
at least equal to half the thickness of the thinner element. except where permitted in types 3.8 and 3.1 O (junctions
H.4.2.2 Design stresses. For elements where out-of-plane with transverse members). In these latter cases, even
bending is resisted by contiguous construction (e.g. beam though the joint may be required to carry wholly
flanges supported by webs, wide plates supported by compressive stresses and the non-penetrated surfaces may
effectively continuous stiffeners, etc.) eccentricities due to be machined to fit, for fatigue purposes, the total stress
axial misalignments in the thickness direction may be fluctuation should be considered to be transmitted through
neglected. Where such support is not provided (e.g. tension the welds (e.g. column caps and bearing stiffeners).
links) the design stress should include an allowance forthe H.4.2.7 Welding of reinforcing bars for concrete. Welding
bending effects of any intentional misalignment, ¡.e. the of reinforcement shouldcomply with Parts7 and 8. Lap
nominal distance between the centres of thicknessof the welding of bars is not classified since adequate control --`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
two abutting components. For components tapered in cannot be exercised overthe profile of the root beads and its
thickness, the centre of the untapered section should be use is not recommended under fatigue conditions.
used. H.4.3 Comments on particular detailtypes
H.4.2.3Hementedges. In all cases,failurestend to be Type3.1.Thesignificance of defectsshould be determined
associated with plateedges and careshould betaken to with the aid of specialist advice and/or by the use of a
avoid undercut atthe weld toes on the corners of the cross fracture mechanics analysis. The N.D.T. technique should
section of the stressed element (or on the edge at the toes be selected with a view to ensuring the detection of such
of any return welds). Should it occur, any undercut should significant defects. This classshould not normally be used
be ground out to a smooth profile. in bridgeworks (see5.1.2.5):
H.4.2.4 Part width welds. Butt type welds may also occur Type 3.2.Shop welds made entirely in the downhand
within the length of a member or individual plate as, for position, either manually or by an automatic process other
example, in the case of : than submerged arc, tend to have a better reinforcement
(a) a plug weld to fill a small hole; shapefrom the point of view of fatigue than positional, site
(b) a weld closing a temporaryaccess hole with an infill or submerged arc welds (¡.e. larger re-entrant angles at the .
plate ; toes and more uniform profiles). Accordingly, to cater for
exceptional circumstances, joints made in this manner may
(c) a hole or slot for a transverse member to slot through be up-graded to class D.
a wider member.
Types3.2and3.3. Thickness variations and surface
Although such geometries have not been given specific
misalignments up to the maximum values specified in Part 6
categories in table 17(c), types 3.3 and 3.4 may be deemed
may bedeemedto beincluded (seeH.4.2.1).
to cover plug and infill plate weldsand types 3.7 and 3.8
may be deemed to cover slotted members. See also H.4.3. These types do not normally include joints between rolled
or built-up sections. See the note to type 3.6.
H.4.2.5 Joints weldedfrom oneside only. Unless made on
a permanent backing (type 3.4) welds made entirely from Type 3.3.Grinding smooth the reinforcement of butt welds
one side are not classified since the root profile will be until flush with the plate surface on both sides is generally
1624 45
BS 5400 : Part 1O : 1980
beneficial. Provided that N.D.T. is done after grinding, this weld is made on a permanent backing (type 3.4, see figure
treatment can be assumed to raise the class to D. 27). Dressing of th.e weld reinforcement is advised to
overcome poor reinforcement shape resulting from the
Types3.3and3.4.These types may be used for holes which
greater misalignments which may occur in the jointing of
are either filled with plugs of weld metal or welded infill
sections.
plates. Such holes may also be required for stitching
laminations or repairing lamellartears. The welds should be NOTE. This joint is frequently made using a semi-circularcope
full penetration and should be considered to be equivalent hole.This gives improved access to the flange butt welds when
webs or longitudinal stiffeners have already been attached. The
to type 3.3 or, if welded onto permanent backing material, end of the web butt weld at the cope hole can be considered to be
type 3.4. The slot or hole dimensions should be in equivalent to class D with a stress concentrationfactor of 2.4
accordance with appendix A of BS 5135 : 1974. providedthat the end of the butt weld and the reinforcement
Plug weldsshould not be used in bridgeworksfor within a distance equal to the radius (7) are ground flush. Cope
transmitting tensile force across two lapping plates. Their holes of 45 mitreare not recommended.
use for transmitting shear force is not recommended for Types3.7and3.8.Weld metal failure will not govern with
major structural connections, but where they have to be full penetration welds.
used, failure through the weld throat should be considered Where the third member is a plate it may be assumed that
to be class W, based on the minimum throat area projected plane sections remain plane in the main members and that
in the a r direction. axial and bending stress distribution in the a r direction are
Type 3.4.If the backing strip is fillet or tack welded to the unaffected. Where the third member is an open shape, for
plate (type 2.9) the detail class will not be reduced below example, an I section or a hollow tube, particularly if
class F unless permanently tacked within 1O mm of the different in width, a discontinuity in the main memberstress
memberedge,in whichcaseitwill beclassG (type2.11). pattern will occur. In this case the stress parameter should
Type3.5.The effect of the stress concentration at the corner be the peak stress concentration at the joint. In the absence
of the joint between two individual plates of different of published data on a particular joint configuration, the
widths in line may be included in the clascification. Where stress concentration factor may have to be determined by
tbe end of one plate is butt welded to the side of another, finite element or model analysis.
refer to type 3.9. Plane sections may be assumed to remain plane where the
Stress concentrations due to abrupt changes of width can main member stress can be continued through the transverse
often be avoided by tapering the wider plate (see types 3.2, member by additional continuity plating of comparable
3.3 and 3.4). cross-sectional area, which is in line with the main member
components (seefigure28). In thistype of connection it is
Type 3.6. Butt welds between rolled sections or between importantthatthejoint regionsofthe third memberare
built-up sections are prone to weld defects, which are checked before welding for lameller rolling defects and after
difficult to detect, in the region of the web/flange junction welding for lamellar tears.
(see f igure 27). Special preparations, procedures and
inspection may be undertaken in exceptional Where two flat plates intersect in the same plane, as in the
circumstances and type 3.3 may then be applied unless the case of flanges at the junction of two girders, thestress
concentration factor due to the abrupt change of width
should be used (see figure 29). If the weld is a full
penetration butt carried out in accordance with all the
recommendations for type 3.5 the detail may be classed as
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
F2 without applying a stress concentration factor.
These types may be deemed to cover the case where a
narrow third member isslotted through a single main
member awayfrom an end connection (see figure 30). In
this case, the third member should beassumed to transmit
the stress which the parent material would have carried
before the slot was cut. If the length of the slot is longer
than 150 mm in the or direction, type 3.7 (full penetration
buttjoints) should be reclassed from F to F2.Note thatthis
detail should generally be avoided, when possible, asslots
aredifficultto cut accuratelyandfit-upforwelding isoften
poor. Where member B is called upon to carry high tensile
stress, a slot in A avoids any risk from lamellar tears.
However, with respect tostress fluctuation in member B the
detail shown in figure 30 is type 2.1 1 (class G) at pointy.
If B is critical and A is not, circular cut-outs at the corners of
Figure 27. Type 3.6 joint B will improve the class to F (type 2.9).

46
S T D - B S I BS 5900: PART 10-ENGL 1980 Iib2qbb7 07b7liqb 1 q T
BS5400:Part10:1980
Typical stress p a t t e r n s
wit hout with
6 OSt,
i I
Through
thickness
direct ion
Detail X (cruciform joint)
Figure28. Use of continuity plating t o reducestress concentrations in type3.7 and 3.8 joints
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
Typical
Figure 29. Cruciform junction between flange plates
Class
cut out
CI ass
Class
A
Alternative detail if mernber'B' is critical

NOTE. Main mernber'A isslotted, 'third' mernber'B' is
continuous and is welded all round the slot to'A.
Figure30. Exampleof a'third' member slotted through a main member

47
~~ ~- ~
-
STD-BSI BS 5qOO: PART LO-ENGL 1980 m L b 2 q b b 9 07b7L47 02b
BS 5400 : Part 1 O : 1980
I ïype3.8. In a fillet welded joint, weld metal failure (see

type 3.1 1) will normally govern, unless the total weld Stress distribution
leg length is about twice the element thickness. It will also
govern in a partial penetration butt welded joint except
where reinforced with fillet welds of adequate size.
\ :I
I
Types3.9and3.70. These detail types are distinguished

from types3.7 and 3.8 by the absence of a similar member in
line on the far side of the joint. In this case an axial
component in the first member will induce bending moment
0;-
and hence curvature in the transverse member. Unless the
latter is very stiff in bending an uneven stress distribution
will result. Members with bolted end connectionsvia
transversely welded end plates are particularly susceptible
to local increase of stress (see figure 31 ). Note that if the
transverse member is an open or hollow section, local
bending will increasethe peak stress further (as in the case I
of types 3.7 and 3.8).
As far asfatigue failureof thetransverse member is Figure 31. Example of type3.9 or 3.lOjoint
concerned, the first member is treated as a type 2
attachment and the stress parameter is the stress in the
transverse member without the application of a stress Full Penetration
concentration factor. In hollow or open transverse members butt weld
thisstress is often magnified by local bending of the walls.
Often the load is transmitted from a member to a transverse
member primarily via flange plates in the same plane. This
can occur in the case of a junction between cross girders and
main girders, diagonals and truss chords, or in vierendeel ransverse
frames (see figure 32). If the transverse member is relatively
stiff (;.e. its width is at least 1.5times the width of the first
member) and a full penetration butt weld is used in
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
accordance with the recommendations of type 3.5, the

classification in this particular case may be considered to be
effectively F2 with a stress concentration factor of unity.
Otherwise the class shall be F with the appropriate stress
concentration factor (see comment on detail types 3.7 and
3.8). Note that in the case of trusses, secondary stresses due
to joint fixity should be taken into account. The fatigue concentration factor o;
strength of both flange plates may be improved by the
insertion of a smoothly radiused gusset plate in the Figure 32. Tee junction of t w o flange plates
transverse member so that all butt welds are well away from
re-entrant corners (see figure 33).
Type3.71. ClassWisprimarilyintendedtoapplytoall
fillet or partial penetration butt weld joints where bending
action across the throat does not occur. Where lapped joints
are welded on two or more sides, or tee or cruciform joints
are welded from both sides (as shown in table 17(c)), such
bending action is normally prevented. In certain cases
difficulty of access may only allow welding to be done on
one side of the joint. This applies particularlyto small
hollow members with welded corners, which if subject to
loading that distorts the cross section, may cause failure of
thecornerweld in bending (seefigure34). Whereaxial
stress is also present, the stress range a t the face of the weld
may be different from that a t the root. Failure from ripples or
stop-start positions on the face may give a higher strength 1 ‘u
than class W, but expert adviceshould be sought if a higher o;
strength is required. In most casesfailurefrom stress
fluctuation in this root will be critical and this should always Figure 33. Alternative method of joining t w o flange plates
be classified as W.
Type 3.72. The stress ratio and effective weld size criteria of
this clause are intended to aid in the exclusion of premature \
failures by local crushing of theconcrete, by tearing of the
attached flange or in the body of the connector.
This type covers embedded shear connectors a t any
position along a girder. The reference to ‘end connections’ in
the title of table 17(c) refers to the end of the member in
which failure occurs ; in this case the welded end of the
shear connector.
Type3.73. Single sided manual metal arc procedures, with
or without the use of backing materia!, are not recommended Corner detail
unless specialist advice is sought. Weld metal failure need
not be considered. Figure 34. Single fillet corner weld in bending
S T D - B S I B S 5400: PART LO-ENGL 1980 œ Lb24bb9 07b7148 T b 2 œ
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~~ ~-
S T D - B S I BS 5900: PART LO-ENGL 3980 M l b 2 9 b b 9 0767353 5 5 7
Standards publications referred to

~s i a a i Methods of testing concrete
BS 3643 I S 0 metric screw threads
BS 3692 I S 0 metric precision hexagon bolts, screws and nuts
BS 4190 I S 0 metric black hexagon bolts, screws and nuts
BS 4395 High strength friction grip bolts and associated nuts and washers for structural engineering
BS 4604 The use of high strength friction grip bolts i n structural steelwork. Metric series
BS 5135 Metal-arc welding of carbon and carbon manganese steels
BS 5400 Steel concrete and composite bridges
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S T D - B S I B S 5400: PART 10-ENGL la780 L b $ q b b S 0767352. 493 H
, . I
BS 5400 : Part10 : 1980

This British Standard, having been prepared under the direction of implementing the standard, of necessary details such as symbols and
the Civil Engineering and Building Structures Standards Committee, size, type or grade designations. Enquiries should be addressed t o
was published under the authority of the Executive Board and the Publications Manager, BSI, Linford Wood, Milton Keynes
comes into effect on 3 1 January 1 9 8 0 MK14 6LE. The number for telephone enquiries i s O908 220022
and for telex 825777.
(,British Standards Institution, 1980
Contract requirements. A British Standard does not purport t o
ISBN O 580 10567 9
include all the necessary provisions of a contract. Users of British
The following BCI references relate to the work on this standard : Standards are responsible for their correct application.
Committee reference CSB/30 Draft for comment 74/13197 DC
Revision of British Standards. British Standards are revised, when
British Standards Institution. Incorporated by Royal Charter, BSI is necessary, by the issue either of amendments or of revised editions
the independent national body for the preparation of British It is important that users of British Standards should ascertain that
Standards. It i s the UK member of the International Organization they are in possession of the latest amendments or editions.
for Standardization and UK sponsor of the British National Automatic updating service. BSI provides an economic, individual
Committee of the International Electrotechiiical Commission. and automatic standards updating service called PLUS. Details are
In addition t o the preparation and promulgation of standards, BSI available from BSI Enquiry Section at Milton Keynes, telephone
offers specialist services including the provision of information 0908 221 166, telex 825777.
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Enquiry Section, BSI, Milton Keynes MK14 6LE. telephone supplemented each month by BSl News which is available t o
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Copyright. Users of British Standards are reminded that copyright revisions, amendments and withdrawn standards. Any person who.
subsists in all BSI publications. No part of this publication may be when making use of a British Standard, encounters an inaccuracy or
reproduced in any form without the prior permission in writing of ambiguity, is requested t o notify BSI without delay in order that
BSI. This does not preclude the free use, in the course of the matter may be investigated and appropriate action taken.
Cooperating organizations
The Civil Engineering and Building Structures Standards Committee. Department of the Environment (Transport and Road Research
under whose direction this British Standard was prepared, consists Laboratory)
o f representatives from the following Government departments and Department of Transport
scientific and industrial organizations Federation of Civil Engineering Contractors
Association of Consulting Engineers Greater London Council
Association of County Councils Institution of Civil Engineers
British Constructional Steelwork Association Institution of Highway Engineers
British Precast Concrete Federation Ltd. Institution of Municipal Engineers
British Railways Board Institution of Structural Engineers
British Steel Industry London Transport Executive
Cement and Concrete Association Ministry of Defence
Concrete Society Limited Sand and Gravel Association Ltd.
Constructional Steel Research and Development Organization Scottish Development Department
Department of the Environment (Building Research Establishment) Welding Institute
K
O
Amd. No. Date of issue Text affected O
..
W
al
a
o..
British Standards Institution 2 Park Street London W1A 2BS Telephone 01-629 9000 Telex 266933
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
8903 - 9 - 0 6k- B CSBl30

S T D - B S I BS 5’400: PART LO-ENGL 1980 = lb24bb7 0 7 b 7 L 5 3 32T D
nirssp%sá AMD 9352
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Amendment No. 1
published and effective from 15 March 1999
to BS 5400 : Part 10 : 1980
Steel, concrete and composite bridges -

Part 10. Code of practice for fatigue
Instructions for replacement of pages

The foìloaing pages contain new or revised text. Please remove any superseded pages and insert the new or
revised pages in the position given in the sumnwy of pages (see page a). Where oniy one of the two pages on
each sheet has been updated, the other page has been reprinted.
Front cover and inside front cover

aandb
candd
land2
3and4
4a and 4b
5
43
49
51
53
Back cover
You may wish to retain the superseded pages, e.g. for reference purposes. if so please n w k theni “Superseded by
issue Y, where “ X is the appropriate issue number. If you do not wish to retain the superseded pages, please
destroy theni.

S T D * B S I B S 5 9 0 0 : P A R T LO-ENGL 1980 L b 2 9 b b 9 07b7L59 2 b b
BRITISH STANDARD BS 5400 :
Part 10 : 1980
Steel, concrete and

composite bridges -
Part 10: Code of practice for fatigue
ICs 93.040
NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW

--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

S T D - B S I BS 5900: PART L O - E N G L 1980 D L b 2 9 b b 7 0 7 b 7 L 5 5 L T 2
IssUel,March1999 BS 6400 :Part 10 :1980
Summary of pages
The foiìowing table identiñes the current issue of each page. M e 1 inàicam that a page has been inmduced
for the ffrst time by amenciment Subsequent issue numben indicate an updated page. Vertical sidelining on
repiacement pages indicates the most recent changes (amenciment, addition, deletion).
pwe bue
Front cover 2 6 OIigiMl
h i d e h n t cover blank 7to42 Onginal
a 1 43 2
b blank 44 Oliginai
C blank &it4348 Original
d 1 49 2
1 2 50 biank
2 2 51 2
3 2 62 blank
4 2 53 2
4a 1 64 blank
4b blank inside back cover Original
5 2 Back cover 2
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O BSI 03-1999 new u/2110503106, 01/09/2004 05:10:04 MST Questions or comments about this a
~
S T D - B S I BS 5qOO: PART LO-ENGL 1980 W Lb24bb9 07b715b O39

BS 5400: Part 10: 1980 Issue 1, March 1999
Contents
Page Page
Foreword 1 8.2.2 Procedure 12
Cooperating organizations Back cover 8.2.3 Adjustment factors for OH, class S
I Recommendations details only 12
1. Scope 2 8.3 Damage calculation, single vehicle
1.1 General 2 method 12
1.2 Loading 2 8.3.1 General 12
1.3 Assessment procedures 2 8.3.2 Procedure 12
1.4 Other sources of fatigue damage 2 8.4 Damage calculation, vehicle spectrum
1.5 Limitations 2 method 14
1.5.1 Steel decks 2 8.4.1 General 14
1.5.2 Reinforcement 2 8.4.2 Design spectrum 14
1.5.3 Shear connectors 2 8.4.3 Simplification of design spectrum 14
2. References 2 8.4.4 Calculation of damage 14
3. Definitions and symbols 2 9. Fatigue assessment of railway bridges 18
3.1 Definitions 2 9.1 Methods of assessment 18
3.2 Symbols 3 9.1.1 General 18
4. General guidance 3 9.1.2 Simplified procedure 18
1 4.1 Design life 3 9.2 Assessment without damage calculation 18

4.2 Classification and workmanship 3 9.2.1 General 18
4.3 Stresses 4 9.2.2 Procedure 18
4.4 Methods of assessment 4 9.2.3 Non-standard design life 18
4.5 Factors influencing fatigue behaviour 3 9.2.4 Multiple cycles 20
5. Classification of details 4 9.3 Damage calculation 20
5.1 Classification 4 9.3.1 General 20
5.1.1 General 4 9.3.2 Design spectrum for standard loading 20
5.1.2 Classification of details in table 17 4 9.3.3 Design spectrum for non-standard
5.2 Unclassified details 4 loading 20
5.2.1 General 4 9.3.4 Simplification of spectrum 20
5.2.2 Post-welding treatments 4 9.3.5 Calculation of damage 20
5.3 Workmanship and inspection 4 1 o. Fatigue assessment of bridges carrying
5.3.1 General 4 highway and railway loading 20
5.3.2 Detrimental effects 4 11. The Palmgren-Miner rule 20
5.4 Steel decks 4 11.1 General 20
6. Stress calculations 4 11.2 Design or-N relationship 22
6.1 General 4 11.3 Treatment of low stress cycles 22
6.1.1 Stress range for welded details 4 11.4 Procedure 22
6.1.2 Stress range for welds 4 11.5 Miner's summation greater than unity 22
6.1.3 Effective stress range for non-welded Append ices
details 4 A. Basis of o,-N relationship 23
6.1.4 Calculation of stresses 4 B. Cycle counting by the reservoir method 25
6.1.5 Effects to be included 5 C. Derivation of standard highway bridge
6.1.6 Effects to be ignored 5 fatigue ; loading and methods of use 25
6.2 Stress in parent metal 5 D. Examples of fatigue assessment of
6.3 Stress in weld throats other than highway bridges by simplified methods 30
those attaching shear connectors 5 E. Derivation of standard railway load
6.4 Stresses in welds attaching shear
spectra 34
connectors 6 F. Examples of stress histories and cycle
6.4.1 General 6 counting procedure 38
6.4.2 Stud connectors 6 G. Testing of shear connectors 41
6.4.3 Channel and bar connectors 6 H. Explanatory notes on detail
6.5 Axial stress in bolts 6 classification 41
7. Loadings for fatigue assessment 6
7.1 Design loadings 6 Tables
7.2 Highway loading 6 1. Annual flow of commercial vehicles
7.2.1 General 6 (nc x 1 O*) 8
7.2.2 Standard loading 6 2. Standard load spectra for RU loading 11
7.2.3 Application of loading 6 3. Standard load spectra for RL loading 12
7.2.4 Allowance for impact 8 4. Values of k3 for RU loading of
7.2.5 Centrifugal forces 8 railway bridges 19
7.3 Railway loading . 8 5. Values of k, for railway bridges 19
7.3.1 General 8 6. Values of k5 for railway bridges 19
7.3.2 Application of loading 8 7. Values of k, for RL loading of
7.3.3 Standard load spectra 10 railway bridges 19
8. Fatigue assessment of highway 8. Design gr-N relationships and constant
bridges 12 amplitude non;propagating stress
8.1 Methods of assessment 12 range values 22
8.1.1 General 12 9. Mean-line Fr-N relationships 23
8.1.2 Simplified procedures 12 IO. Probability factors 23
8.2 Assessment without damage ti. Typical commercial vehicle groups 27
calculation 12 12.
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Proportional damage from individual
8.2.1 General 12 groups of typical commercial vehicles 28
d O BSI 03-1999
S T D - B S I BS 5400: P A R T LO-ENGL 1980 = Lb24bb7 07b7L57 T75 m
Page Page
13. Typical commercial vehicle gross 12. Typical point load influence line 17
weight spectrum 29 13. Simplification of a spectrum 18
14. Typical commercial vehicle axle 14. Summary of design o,-N curves (mean
weight spectrum ' 29 minus two standard deviations) 21
15. RU loading :annual traffic tonnage for 15. Summary of mean-line a,-N curves 23
standard traffic types 34 16. Typical a,-N relationship 24
16. RL loading :annual traffic tonnage and 17. Multiple paths 28
composition of standard traffic mix 34 18. Typical Miner's summation adjustment
17. Classificationof details curve 29
17(a). Non-welded details 49 19. Trains included in table 2 spectra 35
20. Trains included in table 3 spectra 37
I 17(b). Welded details other than at end
corwrectionsofamemôer
17(c). Welded details at end mnections of
51 21. Typical example of stress concentrations
due to geometrical discontinuity 41
22. Stress concentration factors 42
member 53 23. Failure modes at weld ends 43
Figures 24. Edge distance 43
1. Method of indicatingminimum dass 25. Effective width for wide lap
requirements on drawings 4a connections 44
a. Reference stress in parent metai 5 26. Type 3 failure modes 45
27. Type 3.6 joint 46
2b. Reference sires in weld throat 5
28. Use of continuity plating to reduce
3. Axle arrangement of standard fatigue stress concentrations i n type 3.7 and
vehicle 7 3.8 joints 47
4. Plan of standard axle 7
29. Cruciform junction between flange
5. Designation of lanes for fatigue plates 47
purposes 9
30. Example of a 'third' member slotted
6. Transverse location of vehicles 10 through a main member 47
7. Impact allowance a t discontinuities 10 31. Example of type 3.9 or 3.1O joint 48
8. Values of o~ for different road Tee junction of two flange plates 48
32.
categories 13 Alternative method of joining two
33.
9. Derivation of ov and 5, for damage flange plates 48
calculation 15 34. Single fillet corner weld in bending 48
1o. Damage chart for highway bridges
(valuesof 16
11. Miner's summation adjustment factor
KF for highway bridges 17
Foreword
BS 5400 is a document combining codes of practiceto Part 8 Recommendationsfor materialsand
cover the design and construction of steel, concrete and workmanship, concrete, reinforcementand
composite bridges and specifications for the loads, prestressing tendons
materials and workmanship. It comprises the following Part 9 Bridge bearings
1 Parts and Sections: Section 9.1 Code of practice for design of
Part 1 General statement bridge bearings
Part 2 Specificationfor loads Section 9.2 Specificationfor materials,
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1 Part 3 Code of practice for design of steel bridges manufacture and installation of
Part 4 Code of practice for design of concrete bridges bridge bearings
Part 5 Code of practice for design of composite
Part 10 Code of practice for fatigue
bridges
I
A British Standard does not purport to indude all the necessary
steel provisions of a contract. Users of British Standards are
responsible for their correct application.
concrete, reinforcementand prestressing
tendons
Compliance with a British Standard does not of itself
confer immunity from legal obligations. I
O BCI 03-1999 1
S T D - B S I B S 5400: PART LO-ENGL 1980 l b 2 4 b b 9 07b7158 901
BS 5400 :Part 1O : 1980 Issue 2,March 1999
1. Scope 3. Definitions and symbols
1 .I General. This Part of this British Standard recommends 3.1 Definitions. For the purposes of this Part of this British
methodsforthe fatigue assessment of partsof bridges which Standard the following definitions apply.
are subject t o repeated fluctuations of stress. 3.1 .I fatigue. The damage, by gradual cracking of a
1.2 Loading. Standard load spectra are given for both structural part, caused by repeated applications of a stress
highway and railway bridges. which is insufficient to induce failure by a single application.
1.3 Assessment procedures. The following alternative 3.1.2 lorrdhg event. The approach, passage and
methods of fatigue assessment are described f o i both departure of either one train or, for short lengths, a bogie or
highway and railway bridges : axle, over a railway bridge or onevehicle over a highway
(a) simplified methods that are applicable to parts of bridge.
bridges with classified details and which are subjected to 3.1.3108d spectrum. A tabulation showing the relative
standard loadings ; frequencies of loading events of different intensities
(b) methods using first principles that can be applied in experienced by the structure.
all circumstances. NOTE. A convenient mode of expressing a load spectrum is to
denote each load intensity as a proportion ( K w ) of a standard load
1.4 Other sources of fatigue damage. The following and the number of occurrences of each load as a proportion (Kn)
topicsare not specifically covered by this Part of this of the total number of loadingevents.
British Standard but their effects on the fatigue life of a
structure may need to be considered : 3.1.4standardloadspectrum. The load spectrum that
has been adopted in this Part of this British Standard,
(a) aerodynamically induced oscillations-; derivedfrom the analysis of actual traff ic on typical roads or
(b) fluctuations of stress in parts of a structure immersed rail routes.
in water, which are due to wave action and/or eddy
3.1.5 stress history. A record showing how the stress at a
induced vibrations; point varies during a loading event.
(c) reduction of fatigue life in a corrosiveatmosphere
3.1.6 combinedstress history. A stress history resulting
(corrosion fatigue).
from two consecutive loading events, ¡.e. a single loading
1.5 Limitations event in one lane followed by a single loading event in
1.5.1 Steeldecks. Highway loading is included in this another lane.
Part and is applicable to the fatigue design of welded 3.1.7stress cycle (or cycle ofstress). A pattern of
orthotropic steel decks. However, the stress analysis and variation of stress at a point which is in the form of two
classification of details in such a deck isvery complex and is opposing half-waves, or, if this does not exist, a single
beyond the scope of this Part of this British Standard. half-wave.
1.5.2 Reinforcement. The fatigue assessmentof certain 3.1.8stressrange (orrange ofstress) (Or). Either
detailsassociated with reinforcing bars is included in this
Part but interim criteria for unwelded barsare given in (a) in a plate or element, the greatest algebraic difference
Part 4. between the principal stresses occurring on principal
NOTE. These criteria are at present under review and revised planes not more than 45" apart in any one stress cycle; or
criteria may be issued later as an amendment. (b) in a weld, the algebraic or vector difference between
1.5.3Shearconnectors.The fatigue assessment of shear thegreatest and least vector sum of stresses in any one
connectors between concrete slabs and steel girders acting stress cycle.
compositely in flexure is covered in this Part, but the 3.1.9stressspectrum. A tabulation of the numbers of
assessment of the effects of local wheel loads on shear occurrences of all thestress ranges of different magnitudes
connectors between concrete slabs and steel plates is during a loading event.
beyond the scope of this Part of this British Standard.
This effect may, however, be ignored if the concrete slab 3.1.10designspectrum. Atabulationofthenumbersof
alone isdesigned forthe entire local loading. occurrencesof all the stress ranges caused by all the loading
events in the load spectrum, which is to be used in fatigue
assessment of the structural part.
2. References
3.1.1 1 detailclass. A rating given to a detail which
The titles of the standards publications referred to in this indicatesits level of fatigue resistance. It is denoted by the
standard are listed on the inside back cover. following :A, B, C.D. E, F, F2, G, S, or W.
NOTE. The maximumpernutted dass is the highest recommended
dass,that can be achieved with the highest workmanship specified in
Part 6 (seetable 1i).The minimum requireddass to be speciriadfor
fabricabionpurposes relatesto the kWest q - N curve in ñgure 14,
which results in a life exceeding the design life.
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
2 O BSI 03-1999
S T D - B S I B S 5 Y O O : P A R T LO-ENGL 1780 m L b 2 4 b b 7 07b7L57 848 m
issue 2, March 1999 BS5400:Part10:1980
3.1.1 2 ar -N relationship or ar-Ncurve. The :x Miner's summation

quantitative relationship between gr and Nfor a detail 00 Stress on the core area of a bolt, determined on
which is derived from test data on a probability basis. the basis of the minor diameter
3.1.13 design ar-Ncurve. The or-Nrelationship UH Limiting stress range under loading from the
adopted in this Part of this British Standard for design on standard fatigue vehicle on a highway bridge
the basis of 2.3 %probability of failure. UN Stress on net section
00 Constant amplitude non-propagating stress
3.1.1 4 design life. The period in which a bridge is required range (arat N= 1O')
to perform safely with an acceptable probability that it will Algebraic value of stress in a stress history
not require repair. Maximum and minimum valuesof upfrom all
op max
3.1.1 5 standard design life. 120 years, adopted i n this
Part of this British Standard.
a p min
or
} stress histories produced by standardloading
Range of stress (stress range) in any one cycle
3.1.1 6 Miner's summation. A cumulativedamage Ort, br2 Individual stress ranges (Or) in a design
summation based on the rule devised by PalmgrenandMiner. ...etc spectrum
OR rnax (Op rnax - upmin) for a railway bridge
3.2Symbols. The symbols in this Part of this British mi,Q I Stress ranges (in descending order of
Standard are as follows. , ..etc magnitude) in a stress history of a railway bridge
under unit uniformly distributed loading
Net area of cross section Limiting stress range under standard railway
OT
Effectiveweld throat area forthe particulartype loading
of connector Nominal ultimate tensile strength, to be taken as
CU
Number of standard deviations below the mean 1.lay unless otherwise specified
line ar-hlcutve Value of gr under loading from the standard
OV
Life time damage factor (Miner's summation for fatigue vehicle (highway bridges)
120 million repetitions of a stress range a, in a (Up max- ap min) for a highway bridge
Bv max
highway bridge)
Gv1, U V 2 Values of av(in descending order of
Designstress parameter for bolts
Parameter defining the mean line ar-N
. .. etc magnitude) in any one stress history for one
lame of a highway bridge
relationship
bvr A The largest value of avl from all stress histories
Parameter defining the ar-Nrelationship for
(highway bridges)
two standard deviations below the mean line
%iB The second largest value of avrfrom all stress
Value of ratio ov1B/CV~A(highway bridges)
Miner's summation adjustment factor (highway histories (highway bridges)
bridges) ax, a y Coexistent orthogonal direct stresses
GY Nominal yield strength
Proportion factor for occurrencesof vehicles of
a specified gross weight (320 Kw kN) in any one 7 Shear stress coexistent with oxand ay
Fatigue stress concentrationfactor for
4. General guidance
re-entrant corners 4.1 Design life. The design life is that period in which a
Fatigue stress concentration factor for bridge is required to perform safely with an acceptable
unreinforced apertures probability that it will not require repair (see appendix A).
Ratio of actual :standard gross weights of The standard design life for the purposes of this Part of this
vehicles, trains, bogies or axles in a load British Standard should be taken as 120 years unless
spectrum otherwise specified.
Coefficients in the simplified assessment
procedure for a railway bridge 4.2 Classification and workmanship. Each structural steel
Basa length of that portion of the point load detail is classified in accordance with table 17 (see5.1.2). This
influence line which contains the greatest shows the maximum permitteddass for ditferent types of
ordinate (see figure 12) measured in the structural detail. The dass denoted in table 17 determines the
direction of travel design of q- N curve in figure 14 that may be safely used with
Applied bending moments the highest workmanship standards specified in Patt 6 for the
Inverse slope of log ar/log Ncurve detail under consideration.
Number of repetitions to failure of stress range
gr
In 5.3.1 is defined the infomation to be provided to the
Number of repetitionsto failure of stress ranges fabricator, to ensure that the appropriate quality standards for
art, Ur2 .. . etc., corresponding to nl, n2.. . etc., Patt 6 are invoked.
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
repetitionsof applied cycles

Number of applied repetitions of damaging stress 4.3 Stresses. Stresses should generally be calculated in
ranges a,,,a r z . . .etc., in a design spectrum accordance with Part 1 of this British Standard but clause6
Number of vehicles (in millions per year) of this Part supplements the information given in Part 1.
traversing any lane of a highway bridge 4.4Methods o f assessment. All methods of assessment
Effectivevalueofnc described in this Part of this British Standard are based on
Total number of live load cycles (in millions) for the Palmgren-Miner rule for damage calculation (see
each load proportion Kw in a railway bridge clause I l ) . The basic methods given respectively in 8.4
Applied axial forces and 9.3for highway and railway bridges may be usedat all
Basic static strength of the stud times. The simplified procedures given in 8.2 and 8.3for
Elastic modulus of section highway bridges and in 9.2 for railway bridges may be used
Partial safetyfactor for load(the product Y f i . when the conditions stipulated in 8.2.1,8.3.1 and 9.2.1 are.
Y f z.Yf3,see Part 1) satisfied.
Product of Yfl .Yfz 4.5 Factors influencing fatigue behaviour. The best
Partial safety factor for strength fatigue behaviour of joints is achieved by ensuring that the
Reciprocal of the antilog of the standard structure is so detailed that the elements may deform in their
deviation of log N
O BSI 03-1999 3
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S T D - B S I BS 5'400: PART 10-ENGL 1980 1b2'4bbS 07b71b0 CbT

BS 5400:Part 10: 1980 Issue 2, March 1999
intended ways without introducing secondary 51.2.4 Class A is generally inappropriatefor bridge work and
deformations and stresses due to local restraints. Stresses the special inspection standards relevant to dasses B and C
may also be reduced, and hence fatigue life increased, by cannot nomwily be achieved in the vicinity of welds in bridge
I
increased thickness of parent metal or weld metal. work. (For îhese and other dassifications that shoukl be used
The best joint performance is achieved by avoiding joint only when special workmanship is specified see the footnote to
eccentricity and welds near free edges and by other controls table 17.)
over the quality of the joints.Performance is adversely aífected
5.1.25 The dassifimtionsof tabie 17 are valid for the qualities
by conoentrations of stress at holes, openings and reentrant
of sted producEs and weids which meet the requimmnts of
comers.Guidance in these aspects is given in table 17 and
Part 6. except where olhetwise
* noted. For certain details the
I append¡ H. The effect of residual stresses is taken into
account in the d a s s h t i o n tables.
maximumpermitted dass depends on acceptance criteria
given in Part 6.
5. C l a s s i f i c a t i o n of d e t a i l s 5.2 Unctasdfied details
5.1. Classification
5.2.1 Genere/. Details not fully covered in table 17 should
5.1.1 General be treated as class G, or class W for load carrying weld
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
5.1 .i.1 For the purpose of fatigue assessment, each part of metal, unless a superior resistanceto fatigue is proved by
a constructionaldetail subject to fluctuating stress should, special tests. Such testsshould besufficiently extensive to
where possible, have a particularclass designated in allowthedesign o,-Ncurve to be determined inthe
accordance with the criteria given in table 17. Otherwise manner used for the standard classes (see appendix A).
the detail may be dealt with in accordance with 5.2. 5.2.2 Post-weldingtreatments.Where the
5.1.1.2The classificationof each part of a detail depends classification of table 17 does not giveadequatefatigue
upon the following : resistance, the performance of weld details may be
(a) the direction of the fluctuating stress relativeto the improved by post-welding treatments such as controlled
detail; machining, grinding or peening. When this is required the
detail should be classified by tests as given i n 5.2.1.
NOTE. Propagation of cracks takes place in a direction
perpendicular to the directionof stress. 5.3 Workmanship and inspection
(b) the location of possible crack initiation at the detail; 5.3.1 General. Where the dassiñcaüon of a detail is dependent
(c) the geometricalarrangement and proportions of the upon particular manufacturing or inspection requirements,
detail; which are not generally s e e d in Part 6 ofthis
I (d) the methods and standards of manufacture and
inspection.
British Standard, the necessary standards of workmanship and
inspection should be indicated on the relevant drawings.
5.1.1.3 In welded details there are several locations a t which All areas of the structure where welded details dacsiñed as
potentialfatigue cracks may initiate; these are as follows : dass F or higher are necessary should be shown on aie
(a) in the parent metal of either part joined adjacent to ; drawings together with the minimum required dass and an
(1) theend of the weld, a m indicating the diredion of ctress fluctuation (see îlgure 1).
For inspection purposes this information should be
(2) a weld toe,
inmrporatedonto the fabricator's shop instructions.
(3) a change of direction of the weld,
(b) in the throat of the weld. Note that a joint may have morethan one dass requirement if it
experiences significant stress fluduations in two or more
In the case of members or elements connected a t their ends
by fillet welds or partial penetrationbutt welds and flanges directions.
with shear connectors, the crack initiation may occur either NOTE.The levei of manufacturingquality can affedthe fatigue life of ail
in the parent metals or in the weld throat: both possibilities studural detaüs. The manufaduringquari determinas the degree to
should be checked by taking into account the appropriate which discontinuities, that may act as sbess raisers, may be introduced
during the fabrication process. Such discontinub can act as fatigue
classificationand stress range. For other details, the points,wh¡¡ may ieduc# the fatigue k t 0 an UMaZpbble h l forthe
classifications given in table 17 cover crack initiation a t any detail under considaration. ùetaüs wiih a high permitteddass are more
possible IoCation in thedetail. Notes on the potentiaímodes seriously affeckd by such diccontinuities because ofthe restridions
of failure for each detail are given in appendix H. already placed by table 17 on stress raisers inherent in theforni ofthe
detail itself.
5.1.2 Classification of âetaiisin table 17
in order to dertemine whikh level of quality and inspecaon is required in
5.1 2.1 Table 17 is divided into three parts which accordancewith Pari 6, the minimum required dass has to be derived.
correspondto the three basic types into which details may Ifa dass higherthanF2 is required this has to be specilied on the
be classified. These are as follows : drawings. othemisetherequiredfaiigue life may not be achieved. Ifa
(a) typel, non-weldeddetails, table 17 (a); dass higheithanF2 D speuned, but not required, an unecommiical
fabricaaonwould result
(b) type 2, welded details on surface, table 17 (b) ;
(c) type 3, welded details a t end connections of
members, table 17 (c).
5.1.2.2 Each classified detail is illustrated and given a type
number. Table 17 also gives various associatedcriteria and
the diagrams illustrate the geometricalfeatures and
potential crack locations which determine the class of each
detail and are intendedto assist with initial selection of the
appropriate type number. (For important features that
change significantly from one type to another see the
C - C -
"i
Fat
cc
E
footnote totable 17.) Fat E FalE

5.1 2 . 3 A detail should only be designated a particular
Figure I.Method of indicatingminimum class mquirements on
classification if it complies in every respect with the
tabulated criteria appropriate to its type number. drawings
1
1
message: please call the Document Policy Group at 1-800-451-1584. O BSI 03-1999
S T D * B S I B S 5900: PART L O - E N G L 1780 W 1b24bb7 07b7LbZ 4Tb =
5.3.2 Detrimentaleffects. The following occurrences

can result in a detail exhibiting a lower performance than its
classification would indicate :
(a) weld spatter ;
(b) accidental arc strikes ;
(c) unauthorized attachments:
(d) corrosion pitting.
5.4 Steel decks. The classifications given in table 17
should not be applied to welded joints in orthotropic steel
decks of highway bridges ;complex stress patterns usually
occur in such situations and specialist advice should be
soughtfor identifying the stress range and joint
classification.
6. Stress calculations
6.1 Generat
6.1.1 Stress range for welded details. The stress range
in a plate or element to be used for fatigueassessment is the
greatest algebraic difference between principal stresses
occurring on principal planes not more than 45" apart in
any one stress cycle.
6.1.2 Stress range for welds. The stress range in a weld
is the algebraic or vector difference between the greatest
and least vector sum of stresses in any one stress cycle.
6.1.3 Effective stress range for non- welded details
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
For non-welded details, where the stress range is entirely

in the compression zone, the.effects of fatigue loading may
be ignored.
For non-welded details subject to stress reversals, the stress
rangeshould be determined as in 6.1.1. The effectivestress
range to be used in the fatigue assessment should be
obtained by adding 60%of therange from zero stressto
maximum compressive stress to that part of the range from
zero stress to maximum tensile stress.
6.1.4 Calculation of stresses
6.1.4.1 Stressesshould be calculated in accordance with
Part 1 of this British Standard using elastic theory and
taking account of all axial, bending and shearing stresses
occurring under the design loadings given in clause 7. No
redistribution of loads or stresses, such as is allowed for
checking static strength at ultimate limit state or for plastic
design procedures, should be made. For stresses in
O BSI 03-1999 4a
S T D O B S I B S 5400: PART L O - E N G L 1980 m LbZllbbS 07b7362 3 3 2 m
Issue 2,March 1999 BS 5400 : Part 1O : 1980
composite beams the modulus of elasticity of the concrete table 17, the stress should be based on the net section.Where
should be derived from the short term stresshtrain indicated in table 17, stress concentrations should be taken into
relationship (see Part4). Thestressessocalculatedshould account either by special analysis or by the factors given in
be used with a material factor Y m = 1. figure 22 (see also H.1.2).
6.1.4.2 The bendingstresses in various parts of a steel
' orthotropic bridge deck may be significantly reduced as the 6.2.2 Shear stress may be neglected where it is
result of compositeaction with the road surfacing. numerically less than 15 %of a coexistent direct stress.
However, this effect should only betaken into account on 6.2.3The peak and trough values of principal stress
the evidence of special tests or specialist advice. should be thoseon principalplanes which are not more
6.1 .S€ffects to bt?included. Where appropriate, the than 45" apart. This will be achieved if either
effects of the following should be included in stress (a) a m is at least double the corresponding shear
calculations : stress T at both peak and trough, or
(a) shear lag, restrained torsion and distortion, transverse (b) the signs of uruy and 7 both reverse or both remain
stresses and flange curvature (see Parts 3 and 5) ; the same at the peak and the trough,
(b) effective width of steel plates (see Part3) ; where
(c) cracking of concrete in composite elements (see ax, ayand r are the coexistent values with
Part 5) ; appropriate signs of the two orthogonal direct stresses
(d) stresses in triangulated skeletal structures due to load and the shear stresses at the point under consideration.
In either (a) or (b), provided that uxz2 ayzat both peakand
applications away from joints, member eccentricitiesat
trough, the required stress range will be the algebraic
jointsand rigidity of joints (see Part3).
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
difference betweenthe numerically greater peak principal
6.1.6 Effects to be ignored. The effects of the following stress and the numerically greater trough principal stress.
need not be included in stress calculations :
(a) residualstresses ; 6.3 Stress in w l d throats other than those attaching shear
(b) eccentricities necessarily arising in a standard detail ; connectors. The referencestress for fatigue of a weld throat
(c) stress concentrations, except as required by table 17 ; should be the vector sum of the shear stresses in the weld
(d) plate buckling. metal based on an effedive throat dimension as defined in
Part 3, and on the assumption that none ofthe load is carried in
6.2 Stress in parent metal bearing between parent metals.This is illustrated in figure 2b. I
6.2.1 The reference stress for fatigue assessment should be When calculating the stress range, the vector difference of the
the principal stress in the parent metal adjacent to the potential greatest and the least vector sum stress may be used instead
I crack location, as shown in figure 2a. Unless otherwise noted in of the algebraic difference.
A Î--- \
!/Welded attachment
P M/z)
=(/A+
f j Design s t r e s s
I
M' /
LM-M' P o t e n t i a l crack / Stress M J

locat ion d i s t r i but ion
I Figure 2a. Referencestress in parent metal
Vector sum stress
I Figure 2b. Referencestress in weid throat

E' BSI 03-1999 5
BS5400:PartlO:1980
6.4 Stresses in welds attaching shear connectors 7. Loadingsfor fatigue assessment

6.4.1 General. For shear connectors in accordance with 7.1 Design loadings. Highway and railway design
the dimensional recommendations of Part 5, the design loadings appropriatefor bridges in the UK are given in 7.2
stresses for fatigue in the weld metal should be calculated and 7.3respectively.
in accordance with 6.4.2 and 6.4.3. Where the dimensions TheloadfactorsYfLand’Yf3shouldbetakenasequalling 1.O
, of the shear connectors and/ortheconcrete haunches are (see Part 2).
not in accordance with Part 5, thefatigue strength should be
7.2 H i g h w a y loading
determined in accordance with appendix G of this Part.
6.4.2 Studconnectors. The stresses in the weld metal 7.2.1 Genera/. In determining the maximum range of
fluctuating stress, generally, only the vertical effects of
attaching stud shear connectors should be calculated from
vehicular live load as given in clause7 should be
considered, modified whereappropriate to allow for impact
stress in weld = as given in 7.2.4. In welded members the dead load stress
longitudinal shear load on stud need not be considered. in unwelded members the dead
x 425 N/mm2 load stress will have to be considered in determining the
appropriate nominaIstaticstrength(fromPart 5) effective stress range when compression stresses occur
6.4.3 Chennelandber connectors (see 6.1.3).
6.4.3.1 Thestresses in the weld metal attaching channel Centrifugal effects need only be considered for
and bar shear connectors should be calculated from the substructures (see 7.2.5).
effective throat area of weld, transverse to the shear flow, 7.2.2 Standardf oading
when the concrete is of normal density and from 0.85 x
throat area when lightweight concrete is used. For the 7.2.2.1 Standardloadspectrum. The standard load spectrum
purposes of this clause the throat area should be based on a should be asshown in table 11 which gives the weight
weld leg length which is the least of the dimensions intensities and relative frequencies of commercial traffic on
tabulated below. typical trunk roads in the UK. The minimum weight taken
for a commercial vehicle is 30 kN. Ali vehicles less than
Channel connector I Bar connecior 3 0 kN are ignored when considering fatigue.
Actual leg length 0.6 x actual leg length 7.2.2.2 Standardfatigue vehicle. The standard fatigue
Thickness of channel web +
0.1 25 x (height breadth vehicle is a device used torepresent the effects of the
of bar) standard toad spectrum ;for highway bridges this is a single
Half the thickness of half the thickness of vehicle with a weight of 320 kN. It consists of four standard
beam flange beam flange axles with the dimensions as shown in figures 3 and 4.
NOTE. See appendix C for the derivation of the standard fatigue
vehicle.
6.4.3.2 It may assist calculation to note that in normal
density concrete, where the thickness of the beam flange is 7.2.2.3 Number o f vehicles. The numbers of commercial
a t least twice the actual weld leg length and the weld vehicles that are assumed totravel along eachlaneofa bridge
dimensions comply with Part 5, the effectiue weld areas are : per year should be taken from table 1. If for any reason
vehicle numbers other than these are adopted, suitable
50 s 40 bar connectors x 200 mm long, 1697 mm2
adjustments may be made to the fatigue analysis in
25 x 25 bar connectors z 200 mm long, 1O1 8 mm2
accordance with 8.2.3 or 8.3.2.1 (e).
127 and 102 channel connectors . 150 mm long,
1272 mm2 7.2.3 Application o f foading
76 channel connectors <: 150 mm long. 1081 mm2 7.2.3.1 Demarcation oflanes. For the purposes of this Part
6.5 Axial stress in bolts. The design stress for fatigue in of this British Standard the lanesshould be the actual traffic
bolts complying with the requirements of BS 4395 and lanes marked on the carriageway. They should be
bolts todimensional tolerances complying with the designated in accordance with figure 5 and the loading
requirements of BS 3692 should be calculated from the should be applied to the slow and the adjacent lanes only.
following expression : Where a crawler lane is provided it should be treated as an --`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
F additional slow lane.

stress in bolt =: -% bg 7.2.3.2 Path of vehicles. The mean centre line of travel of
CU
where allvehicles in any laneshoutd be along a path parallel to,
and within 300 rnm of, the centre line of the lane asshown
F= 1.7kN/mm Zforthreads of nominaldiameter upto 25mm in figure 6.The transverse position of the centre line of the
or
vehicle should be selected so as to cause the maximum
F = 2.1 kNlmm2for threadsof nominal diameter over25 mm stress range in the detail being considered. In some
is the stress range on the core area of the bolt instances it may be found that the use of multiple paths
determined on the basis of the minor diameter results in significantly less calculated damage and guidance
QU is the nominal ultimatetensile strength of the bolt
on this is given in C.1.4.
material in kN/mm2
7.2.3.3 Standardloading. The passage of one standard
When subjected to fluctuating stresses, black bolts fatigue vehicle along the entire length of one lane should be
complying with the requirements of BS 4190 may only be taken as one loading event.
used if they are faced under the head and turned on shank in
accordance with the requirements of BS 41 90. 7.2.3.4 Non-standardloadspectrum. If a load spectrum is
used, which differs in any way from thestandard load
spectrum, the passage of eachvehicleforming the load
spectrum should be considered to provide a separate
loading event.

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S T D - B S I B S 5400: P A R T 1 0 - E N G L 1 9 8 0 D Zb2Libb9 07b71bV L O 5 E

H.2.2 Generalcomments. In welded construction, material which has previously been fully heat-treated, but
fatigue failure will rarely occur in a region of unwelded such componentsshould be subiect to specialtest and
materialsince the fatigue strength of the welded joints will inspection procedures.
usually be much lower. For the use of black bolts complying with the
requirementsof BS4190and subjected to fluctuating
tensile loads, S B 6.5.
~
Where bolts or screwed rods are pre-tensioned to a value in
excess of an applied external load, stress fluctuations will be
H.2.3 Comments onparticular detail types governed by the elasticity of the pre-compressed elements.
The increase in tension will rarely exceed 1O % of an
Type 7.3.All visible signs of drag lines should be removed external load applied concentrically with the bolt axis, but
from the flamecut edge by grinding or machining. where the load is eccentric, a further increase will result
Types 1.3and 1.4.The presence of an aperture or re-entrant from prying action.
corner implies the existence of a stress concentration and the H.3Type 2 classifications, welded details on surface
design stress should be the stress on the net section of member. See table 17(b).
multiplied by the relevant stress concentration factor (see
figure 22). H.3.1 Notes on potentialmodes of failure.Seefigure23.
Type 7.4. l h e controlled flame cutting procedureshould When the weld is essentially parallel to the direction of
ensure that the resulting surface hardness is not sufficient to stressing, fatigue cracks will normally initiate at the weld
cause cracking. ends, but when the weld is transverse, cracking will initiate
a t the weld toes. In either case the cracks will then
Type 7.5.Thistype may be deemed to include bolt holesfor propagate into the stressed element. For attachments
attaching light bracing members where there is negligible connected by single welds, cracks in parent metal may also
transference of stress from the main member in the direction initiate from the weld root. Cracks in stressed weld metal
of gr. will initiatefrom theweldroot (seetype3.1 l).Awayfrom
Type I .6. This covers connections designed in accordance weld ends, fatigue cracks normally initiate at stop-start
with Part 3 for slip resistance at the ultimate limit state and positions, or if these are not present, at weld surface ripples.
where secondary out-of-plane bending of the joint is With the weld reinforcement dressed flush, failure tends t o
restrained or does not occur (¡.e. double-covered symmetric beassociated with weld defects.
joints). Failure initiates by fretting in front of the hole.
H.3.2 General comments.
Type 1-12.Thisclassification appliestofailureatthe root of H.3.2.1 Edge distance. (See figure 24.) No edge distance
the thread in normal commercialquality threaded criterion exists for continuous or regularly intermittent welds
components. Attention should be paid to the details of head away from the ends of an attachment (see types 2.1 to 2.5).
fillets, waisted shanks and thread run-out in components, However, a criterion exists (types 2.6 to 2.1 O) to ¡¡mit the
not covered by an appropriate British Standard, to ensure possibility of local stress concentrations occurring at
that they have satisfactory fatigue resistance.A higher unwelded corners as a result of, for example, undercut, weid
fatigue resistance can be obtained with a rolled thread on
Long attachment Short a t ta ch ment c
A A
f \ f
Weid failure cracks ítype.3.11 I
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
r I
w I
Crack types Crack types 2.9 or 2.10
2.6.2.7 or 2.0 (or 2.11 i f on edge)
(or 2.11 a t edge1
NOTE. For classification purposes, a n 'attachment' should be
taken as the adjacent structural element connected by welding to
the stressed element under consideration. Apart from the
particular dimensional requirementsgiven for each type in table
17(b), the relativesize of the 'stressed element'and the
'attachment' is not a criterion.
Figure 23. Failure modes a t weld ends
Avoid or g r i n d out to a smooth profile,
any undercut to these
Figure 24. Edge distance

O BSI 03-1999 43
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STD.BS1 BS 5400: P A R T LO-ENGL 1980 M 1bZLibbS 07b7LbC O Y 1

BS 54OO:Part 10: 1980
spatter and excessive leg size at stop-start positions or cause local buckling (see Part 3). If intermediate gaps
accidental overweave in manual welding. Although this longer than 2.5 h are required the class should be reduced to
criterioncan be specified onlyfor the'width'direction of an F. This type also includes tack welds to the edges of
element, itisequally important to ensure that no accidental longitudinal backing strips irrespective of spacing, provided
undercutting occurs on the unwelded corners of, for thatthe welds comply in all respects with the workmanship
example, cover plates or box members (see figure 24 (b) requirementsfor permanent welds and that any undercut on
and (c)). Where it does occur, it should subsequently be the backing strip is ground smooth, The effects of tack welds
ground out toa smooth profile. which aresubsequently fully ground out or incorporated
into the butt weld by fusion, need not be considered.
Part 5recommends the provision of a minimum edge
distanceof 25 mmfor shear connectors, hence the Type 2.7.The classification may be deemed to include stress
criterion given in this part will automatically be met. concentrations arising from normal eccentricities in the
thickness direction.
H.3.2.2Att8chment ofpermanentbacking strips. If a
permanent backing strip is used in making longitudinal butt This type includes parent metal adjacent to lhe ends of
welded joints it should be continuous or made continuous flange cover plates regardless of the shape of the ends.
by welding. These welds and those attaching the backing Types2.7and2.8. Where a narrow attachment is
strip should alsocomply with the relevant class transferring the entire load out of a wide member, as in the
requirements. The classjfication will reduce to E or F (type case of a welded lap type connection between, for example,
3.3 or 3.4) at any butt welds in the backing strip or class E a cross brace and a gusset, the stress in the gusset at the end
a t any permanent tack weld (see H.3.3, type 2.4). It should of the cross brace will vary substantially across the section.
be noted that transverse butt welds on backing strips may be For assessing the stress in the gusset the effective width
downgraded by tack welds close to their ends (see H.4.3, should be taken asshown in figure 25.
type 3.4).
H.3.2.3 Stress concentrations. These are increased, and
hence the fatiguestrength is reduced, where :
(a) the weld ends or toes are on, or near, an unwelded
corner of theelement (see H.3.2.1) ;
(b) theattachment is'long' in thedirection of stressing,
and asa result, transfer of a part of the load inthe element
to and from the attachment will occur through welds
adjacent to its ends ;
(c) suchload transfer is through joints which are not
symmetrical about both axes of cross section of the
stressed element.
H.3.2.4 Weldforms. Full or partial penetration buttwelded /
jointsof Tform (such as would connect attachmentstothe NOTE. For failure in the cross brace at X the cross brace is the
surface of a stressed element) should be completed by fillet 'member'and thegusset isthe'attachment'.
welds of leg length at least equal to 25 % of the thickness of Figure 25. Effective width forwide lap connections
the attachment. The fillets exclude the possibility of an
increase in stress concentration arising a t an acute re-entrant Type 2. ?O. This applies where any applied shear stress range
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---
angle between the element surface and the toe of the weld, is (numerically) greaterthan 50% of a Co-existent applied
and thus, in considering the effects on ?hestressed element, direct stress range.
it is immaterial whetherthe attachment is fillet or butt
Experimental evidence indicates that where significant
welded to the surface, since a similar toe profile results in
shear stress co-exists with direct stress, the use of
both cases.
principal stress values may be conservative and
H.3.2.5 Tack welds. Tack welds, unless carefully ground out accordingly the classification is upgraded.
or buried in a subsequent run, will provide potential crack
Type 2.7 7 . This type applies regardless of the shape of the
locationssimilarto any other weld end. Their use in the
end of the attachment. In all cases, careshould be taken to
fabrication process should be strictly controlled.
avoid undercut on element corners orto grind it out to a
NOTE. Apart from the width transverse to u,, neither the shape of smooth profite should it occur. In particular, weld returns
the end of an attachment nor the orientation orcontinuityof the across a corner should be avoided and the use of cover
weld at its end affects the class.
plates wider than the flange, to which they are attached, is
H.3.3 Comments on particular detail types not recommended.
Type 2.1 Finish machining should be in the direction of H.4 Type3 classifications, welded details a t end
Or. The significance of defects should be determined with connections of member. See table 17(c).
the aid of specialist advice and/or by the use of a fracture H.4.1 Notes onpotentklmodes o f failure. (See figure
mechanicsanalysis. The N.D.T. techniqueshould be 26.) With the ends of butt welds machined flush with the
selected with a view t o ensuring the detection of such plate edges, or as otherwise given below, fatigue cracks in
significantdefects. This type is only recommended for use in the as-welded condition normally initiate at the weld toe
bridgeworks in exceptional circumstances. and propagate into the parent metal, so that the fatigue
Type2.2.Accidental stop-starts are not uncommon in strength depends largely upon the toe profile of the weld. If
automatic processes. Repair to the standard of a C the reinforcement of a butt weld is dressed flush, failure can
classification should be the subject of specialist advice and occur in the weid material if minor weld defects are exposed,
inspection and should not be undertaken in bridgeworks. e.g. surface porosity in the dressing area (see H.4.3, type
Type2.4. The limiting gap ratio m/h applies even though 3.3).
adjacent welds may be on opposite sides of a narrow In the case of butt welds made on a permanent backing,
attachment (as in the case of a longitudinal stiffener with fatigue cracks initiateat the weld metal-strip junction and
staggeredfillet welds). Long gaps between intermittent then propagate into the weld metal.
fillet welds are not recommended as they increase the risk In fillet or partial penetration butt welds, fatigue cracks in
of corrosion and, in the case of compression members, may weld metal will normally initiate from the weld root.
S T D - B S I B S 5 Y O O : P A R T LO-ENGL 1780 Lb2YbbS 07b7Lbb T88
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S T D - B S I B S 5 9 0 0 : PART LO-ENGL 1980
Standards publications referred to

BS 1881 Methodr of testing concrete
BS 3643 IS0 metric #rm threads
BS 3692 I S 0 metric precision hexagon bolts, screws and nuts
BS 4190 I S 0 metrk bbck hexagon bolts, screws and nuts
BS 4395 High strength friaion grip bolts and srr0ci.t.d nuts 8nd washers for structural enpineering
BS 4604 Tho u# of high strength friction grip bolts in structural steelwork. Metric series
BS 5135 Metalacc welding of carbon and carbon mangenese s t d s
BS 5400 Steel concrete and amposits briMges
--`,,,,``````,`,``,,`,,,``,,``-`-`,,`,,`,`,,`---

Issue 2, March 1999 BS 5400 : Part10 : 1980
This British Standard, having been prepared under the direction of In iespocise to orders for internaibnalstandards, it is BSI policy to
the Civil Engineeringnd Buiiding Structures Standards Committee, suppiy the S I implemenîaîionof thosethaî have been published
was published under the authority of the Executive Board and as BritishStandards,unless &herwise requested.
comes into e f f m on 31 January 1980
Q BSI 03-1999 Information on standards
ISBN O 580 10567 9
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Committees responsible for this British Standard

The Civil Engineeringand Building Structures Standards Committee, Department of the Environment ITransport and Road Research
under whose direction this British Standard was prepared, consists Laboratory 1
~
oí representativesfrom the following Government departments and Department of Transport
scient if ic and industrial organizations: Federation of Civil Engineering Contractors
Association of Consulting Engineers Greater London Council
Association of County Councils Institution of Civil Engineers
British Constructional Steelwork Association Institution of Highway Engineers
British Precast Concrete Federation Ltd. Institution of Municipal Engineers
British Railways Board Institution of Structural Engineers
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Department of the Environment (Building Research Establishment) Welding Institute
Amd. No. Date of issue Text affected
9352 March 1999 Indicated by a sideline
-
Briitish Standards Institution * 389 Chiswick High Road London W4 4AL Telephone O181 996 9ooo Fa%O181 996 7400 -
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_____ ~
S T D - B S I BS 5400: P A R T 10-ENGL 1480 M 1b24bb7 0 7 b 7 1 7 1 3 4 5 m
Issue 2, Malel1999 ES 5400 : Pari 10 : 1980
Tiblr 17. ClrnHiwtion of dniila

(O Non-weldeddanils
I I I I
ary-
nwlNmmuI I I I I ! I I I I I
49
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kSue2,Marai1999 BS 5400 : Pan 10 : 1980
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51

'f new u/2110503106, 01/09/2004 05:10:04 MST Questions or comments about this
issue 2. Mar& 1999 8s y100 :Pan 10 : 1980
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BRITISH STANDARD BS 5400 :

Steel, concrete and

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7.2.4 Allowance for impact 8 4. Values of k3 for RU loading of

S T D - B S I B S 5400: PART LO-ENGL 1980 m Lb211Lb9 07b7099 543 m

3.1.12 01 -N relationship or û r -Ncurve. The Ea, Miner's summation

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5.3.2 Detrimentaleffects. The following occurrences

M-M' Potent ¡al crack Stress

I Figure 2b. Reference stress in weld throat

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S T D * B S I BS 5400: PART 10-ENGL 1980 D L b 2 4 b b 7 07b7LOb 503 D

Figure 3. Axle arrangement of standard fatigue vehicle

Figure4. Plan of standard axle

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Category o f road Number of millions of

Motorway I Dual 13 I 2.0 I 1.5

All purpose Single

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Sl. Adj. F F Adj. SI.

Two and three lane dual carriageways

Two lane slip road

Three lane single carriageway

Two lane single carriageway

NOTE. For two lane dual omit fast lane.

A l l dimensions are in millimetres

Figure 7. Impact allowaiice at discontiiiuities

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"1 2 5 10 20 50 100 200

Figure 8. Values of O,, for different road c.ategories

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(c) When the maximum and the minimum algebraic by :

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STDoBSI BS 5qüO: P A R T Lü-ENGL 1980 Lb2Libbî 07b71111 b8T m

*The lane reference letters A, B etc. should be allocated in

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Figure 11. Miner's summation adjustment factor K F for highway bridges

Figure 12. Typical point load influence line

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(d) Obtain the appropriate limiting stress range CTT

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S T D - B S I BS 5 V O O : P A R T LO-ENGL 1980 m Lb2Vbb7 07b7LLâ 225 m

Heavy traffic Medium traffic Light traffic

42 to 27 127to18 118to12 112to7 17to5 <5

0.89 11.0 11.13 11.27 11.42 11.6

Table 6. Values of k, for railway bridges

1.42 1.27 1.I 25 1 .o 1 .o 0.89

Table 7. Values of k6 for R L loading of

.c 3.0 1.23 1.28 1.35 1.65

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S T D - B S I BS 5 V O O : PART LO-ENGL 1980 m LbZqbbS 07b7L21 B I T

times the value of (ioof the original class of the detail.

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Appendix A Table IO. Probability factors

with theformula in A.1.

S T D - B S I B S 5400: PART 10-ENGL 1980

Constant amplitude Loading

Endurance N (cycles) - log scale

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S T D * B S I BS 5 Y O O : P A R T 10-ENGL L780 lbZLibb9 07b73125 Yb5 W