sae NAVYIARMYIAIR NATO STANDARDISATION AGREEMENT. (STANAG) MILITARY LOAD CLASSIFICATION OF BR! ES, FER TS AND VEHICLES: ‘Summary 4, Aim 2, Agreement 3, General 44. Classes and hypothetical vehicles 5. Loads set up by hypothetical vehicles 6 7 8 8 Miltary Load Classification curves Miltary Load Classification of vehicles General parameters for Miltary Load Classification of ll bridges Miltary Load Classification of civilian fixed bridges. 410 Miltary Load Classification of miltary fixed and floating brides. rats or femmes Annexes Characteristics of hypothetical vehicles used for miltary load classification of vehicles and bridges Unit bending moment and shear force Military load classification curves. Military load classification of vehicles narrower than the hypothetical vehicle Examples Reference software and national depository authorities Expedient method for temporary miltary load classification ‘Caution and risk crossing definiton References of expedient load rating methodologies for civilian fxed bridges =zommoop > Related Document: 'STANAG 2010 ENGR - Miltary Load Classification Markings (Edition 5 18/11/80) 16 ‘Stenag 2021 ations NATO UNCLASSIFIEDlM 1, The aim of this agreement isto standards for NATO forces, a method of computing the Miltary Load Classification (MLC inthe fext) of ries, ferries and rafts (including their landing stages) and vehictes. AGREEMENT 2. Paricipating nations agree that NATO forces will use the miltary load classification ‘method given below. The conditions and standards of miltary load classification given inthis agreement are not intended to govern existing or future cv bridge design or construction, GENERAL 3 a. The procedure detailed below gives a standard method of enabiing bridges, ferries, rafts (including their landing stages) and laden vehicles to be allocated a MLC number indicating the relationship between the load Carrying capacty ofthe former and the effect produced by the latter. lf the vehicle MLC is less than or equal to the MLC ofthe bridge, forry or raft (and of its landing stage). the vehicle can cross the bridge or be embarked fn the ferry oF raf; otherwise it must be diverted, It may eventually cross in Coneltions defined in paragraph 3c Under exceptional operational conditions, this prohibition may be ited on special decision ofthe theatre commander inthe operational zone, or on that ofthe civil authorities in areas under their control ‘The method of marking the appropriate MLC on bridges, feries, rafts (including ther landing stages) and vehicies is delailed in STANAG 2010. ‘On campaign in an emergency situation, an additonal quick and simple ‘method '8 proposed for a temporary classification of the military or civil vehicles or combinations that have not yet been classified. Also expedient ‘methods are proposed for a temporary classification of cvilan fixed bridges not yet classified 26 ‘Stanag 2021 Eaton 6 NATO UNCLASSIFIEDDETAILS OF AGREEMENT 4. Classes and hypothetical vehicles 14, Thirty-two hypothetical vehicles (16 tracked vehicles and 16 wheeled vehicles - wheeled vehicles have various axle and wheel configurations) are defined by their main characteristics In Si units (Annex A) and establish tmiry-wo ‘standard classes between MLC 4 and MLC 180. inclusive, ‘Additonal characteristics (height of centre of gravity, side wind area and height of centre of pressure) are also defined but are required only for the classification of bridges, ferries and rafts. The vehicle with a MLC 0 is considered to have a zero mass . The mass in "short tons" (907 kg) of each hypothetical tracked vehicle is chosen as the MLC, but the mass of the hypothetical wheeled vehicie is Afferent from its MLC ‘6 In addition, for each wheeled vehicle miltary load class, a maximum single axle load, a tyre oad and a nominal ground contact width, an axe load and ‘1 nominai ground contact length, and an axle whee! spacing and a nominal jround contact width are specie. 5. Loads set up by hypothetical vehicles {, The maximum bending moments and shear forces set up by elther of the hyfothetcal vehicles or by the maximum single-axle load on spans from 1 m to 100 ms have been caleulated '. In order to simplify subsequent plotting of the MLC curves, the bending moments are divided by the corresponding span and called «unit bending moments (©, The tables 1 through 4 in Annex B give these unit bending moments and shear forces in I units for both tracked and wheeled hypothetical vehicles, ane Stanay 2021 Eaton NATO_UNCLASSIFIED4d. The coresponding calculations have been carried out (1) With no allowance for dynamic coefficients or vehicle offset. (2) On the assumption thatthe nearest ground contact points of vehicies - wheeled or tracked - are 30.50 m ‘apart? Miltary load classification curves a ‘The sues representing the unit bending moments and shear forces as a functon of span have been plotted for each major MLC on spans from 1m. 0 100 m, and are given in SI units in Annex C. “The MLC curves are plotted separately for wheeled and tracked vehicles. ‘They must be recalculated for all the other ries and cats single-span—oridges: ‘configurations of bridge MILITARY LOAD CLASSIFICATION OF VEHICLES » 2hes seo ‘Miltary load classieation of venices ‘Solo vehicles, the normal components of vehicle combinations, nd trailers are classified in thelr fuly laden state according the procedures a and b defined below. For the others cases, see the procedure c defined below. Muitary oad classi cal (1) To classify a given single vehicle or combination, it is necessary to ‘calculate the maximum unit bending moments and shear forces which it produces on the various reference spans. The values so oblained are plotted over the MLC curves of Annex C. (@) The assumptions in paragraph 5 above are made when calculating values for ploting. The MLC of the vehicle is determined by linear Interpolation between the MLC euros. at the point which gives tho highest MLC. Wheeled vehicles will be classified by Inear interpolation ‘between the curves on Annex C (figures 1 through 4). Tracked vehicles, will be classified by linear interpolation between the curves on Annex C {figures & through 8). ‘3050 - 100 et, standardconvy spacing ued in STANAG 2021 (a) Twotyical Clase 30 tockad veils ar 38 881m bewoon cartes of mass {0} Twotypieal Class 30 wheel’ wehices ae 38437 botwoon cores of macs rine mover and semester 9 Yair ona un 4n6 Stanag 2021 Eston 6 NATO UNCLASSIFIED(9) For vehicles nartower than the hypothetical vehicle, the interpolated MLC is adjusted for vehicle wieth effect. For vehicles wider than the hhypothetical vehicle, no such adjustment is made. The total width ‘across ground contact points ofthe widest axle of a wheeled vehicle or Vehicle ‘combination or of the tracks for a tracked vehicle to be classed, is compared with that of the equivalent hypothetical vehicle having the same ciass. The latler width is obtained by linear interpolation between the ground contact widths of the standard hypothetical vehicles. ‘This determines the diference in width, and reference to Annex D will show, as a function ofthis afference, how much the inerpolated MLC. ‘must be increased. A comparison of width is made with the hypothetical wheeled or racked vehicle as appropriate (4) When the ground contact length ofa single tye of an ade i significant (ie a large wheeled vehicle) and is known, this axle load may be ‘equated fo a oad evenly distributed over the ground contact length. In such cases, the limitations stated in Annex A, columns § to 7, are not to bbe taken into consideration (8) Atthe end ofthe calculations, the MLC as calculated shall be rounded off to the nearest whole figure (eg calculated MLC. 58.2 rounded off to [MLC 56 or calculated MLC 49.5 rounded off to MLC 50). (8) Examples of calculation for determining the MLC of sx vehicles are ven in Annex . (7) Rapid and highly accurate results may be oblained by means of a ‘computer, without the need for plotting the curves. In this case, i recommended to use the reference software described in. Annex F. (8) The reference software is the only means to calculate and determine, under the responsibilty ofthe national oficial authorities, the permanent MLC ofa vehicie. (Annex F contains particulars of the software national depository authors) », Expedient military load classification method (temporary) (1) On campaign in an emergency situation, the MLC of an unclassified vehicle or combination may be assessed easily and quickly, by factoring the equivalent total laden mass indicated on” the ‘manufacture’s plate or in the operating manual. Ths results in a temporary MLC which cannot be marked on the vehicle. This method aso allows a temporary MLC to be allocated to an uniaden vehicle or combination by factoring the equivalent unladen mass indicated on the manufacturer's plate or the operating manual (2) If the total aden mass of the vehicle or combination is expressed in tonnes (metric tons), the temporary MLC will be calculated according 10 the folowing method: 5/16 ‘Stanag 2021 Editon 6 NATO UNCLASSIFIED‘fora tracked vehicle: temporary MLC = mass x 1.20 * fora wheeled vehicle: temporary MLC = mass x 1.25 (@) Ifthe total laden mass of the vehicle or conbination is expressed in short tons, the temporary MLC wil be calculated according to the foliowing method: {fora tracked vehicle: temporary MLC = mass x 1.10 “fora wheeled vehicle: temporary MLC = mass x 1.15 (4) A pocket reminder is given in Annex G for the personnel in charge of crossing sits. (8) Examples of calculations used to determine the temoorary MLC of four vehicles are given in Annex G. ©. Special cases (1) A.vehicle may temporariy receive an MLC number in the unladen of partial load configuration (@) Vehicle toad combinations made up of their normal components receive a MLC for the whole train, laden or unlden as appropriate. For Ssemitralers, the calculation is done with the normal distibution of weight transfer to the tractors articulation point (e fifth wheel). If both Vehicles are wheeled or both are tracked, the combination vehicle MLC willbe considered as a wheeled or tracked vehicle MLC respectively The MLC of combined vehicle formed from a tracked vehicle and 3 wheeled vehicle shal be calculated under the conditions described in para 7e (3). In this case, the MLC type shall be the same as the front Vehicle (wheeled or tracked). @) For a vehicle train of two vehicles, one towing another not normally associated with it, the combined MLC should be calculated as follows: (@) Ifthe sum ofthe two vehicles’ MLC is less than 60, the combined miltary load classification number of the tain will be taken as nine-tenths of that sum, (©) Ifthe sum of the two vehicles’ MLC is 60 or over, that sum must bbe taken as the combined MLC of the tran. (4) Baggage and other pole-type tralers witha rated capacity of 1.5 tonnes. fr less wil not receive a separate MLC but wll be combined with theit towing vehicles for MLC purposes. ene ‘Stanag 2021 Eaton S| NATO UNCLASSIFIED(5) The MLC of vohicles (or trailers or vehicle trains) of a total loaded mass. of 3 tonnes or les will be optional (©) Inthe case of hybrid vehicles with a combination of axles and tracks assembled on the same chassis, they shal be considered as wheeled Vehicles with large wheels, with the tye ground centac length equal to the track length (7) For vehicles of MLC in excess of 150, calculation is carried out by ‘extrapolating classes MLC 120 to MLC 150, without the width factor Special attention shall be integrated in the software confirming this ‘extrapolation is approximate (®) For vehicles of MLC under 4, calculation is cariec out by interpolating classes MLC 0 to MLC 4, without the width factor. Special attention shall be integrated in the software confirming this extrapolation is approximate, 8 ion ofall bridges Overview Military Load Classification ‘MLC) of bridges is used to ensure safe passage ‘across all types of bridges by wheeled and tracked military and civilian vehicles The folowing parameters and methodologies are provided for guidance to establish this common load rating system and are not intended to be detailed instructions for the design of bridges. The bridges and bridging equipment discussed in paragraphs 8. through 10. cover both civilan and military single land mult-span fixed bridgirg, as well as miltary floating bridges, rafts, and ferries. Paragraph 8. provides general parameters that are applicable to the analytical load rating ofall bridges regardless of type. Criteria that are specific fe bridge type (cviian or miliary) sre covered in paragraphs 9. through 10. ‘Because each country may prefer to develop their own specific procedures for classification, no specific methodologies are mandated. However, in order to ensure a consistent level of safety, any methodology should adhere to the {guidelines and minimum criteria outined in paragraphs 8. through 10. (1) The criteria listed in paragraphs 8. through 10. will provide for MLCs lunder "Normal Crossing" conditions. A normal crossing allows Unrestricted use of bridge for cWvilan bridges and normal accepted restrictions for miltary bridges, forall vehicles under standard convoy ‘operation, operating at or below the MLC defined by the parameters of 76 ‘Stanag 202° Eation 8 NATO UNCLASSIFIED,@ this document. Only the rating associated with the namal crossing for a particular bridge may be permanently posted for that aidge, Certain tactical or emergency situations, such as the need to cross higher miftary oad classes or obtain longer spans, may require the use Sf more contolad erating criteria andlor the use af lass airingent Safely citer, For these situations a rating associated with "Caution Crossing" or "Risk Crossing" conditions may be determined necessary. ‘This document does not describe ratings under these crossing conditions, however, suggested citeia and conditions for caution and tisk crossing conditions are provided in Annex H. The decision to use these ofteria should be made at appropriate commard levels using due ‘caution considering the degree of urgency and the level of safely ‘acceptable tothe mission or situation © Tracked and wheeled ratinas ‘AlLbidges shale cated foc both wheeled ans raced vehicles (dul rating). 4. Vehicular lve loadings o @ ° Stanag 2021 Eaton § Vehicular loadings are defined by the hypothetical vehicles in Annex A, ‘The MLC in Column 1 ‘The hypothetical tacked vehicle in Column 2 ‘The hypothetical wheeled vehiele In Column 3 ‘The hypothetical maximum single axe load in Coluran 4 ‘The hypothetical tyre load and nominal ground contact width in Column 6 ‘The hypothetical axle load and nominal ground contact length in Column 6. ‘The hypothetical axle whecl epacing and nominal ground contact width in Colum 7. ‘Shear and moment loading effects for longitudinal beams are defined in ‘Annex B, The most ertical loads (global or local wheel or axle) induced by any of the above hypothetical vehicle conditions (with impact factor) Wil be used in determining the bridge MLC. For tracked vehicles the footprint wil be defined as a uniform load distrbuted over both tracks, with the length and width of the track defined in Annex A for each load class. The maximum local load ‘applied by a tracked vehicle road wheel will also be checked against the ‘maximum local load corresponding to half of the maximum single axle toad (column 4 in Annex A) For wheeled vehicles, the wheel load may be applied as a point load or 28a uniform applied load. This uniform load would be applied over the ane NATO UNCLASSIFIEDload distribution area developed forthe tyre assuming a ground contact width and a ground contact length defined in Annex A for each load lass. The point load would be applied at the centre of the load distibution area (4) The maximum tyre ground pressure can be up to 1100 kNim? (11.2 kalem), e. Safety facto {A safety factor appropriate to the bridge type and mission must be included in the consideration when determining a bridge rating. The safety factor should reflect a high degree of confidence for the bridge under specific loading levels and ffequencies and consider both the static and fatique le characteristics of the bridge. Due to the fact each country has ts own procedure and safety factors, no speci method wil imposed. 1. Dynamic effect Dynamic effect (sometimes called « impact»), must be taken into account when establishing the bridge MLC rating. No rules for this impact factor are given, but it should conform to the standard practice of the nation for bridge ‘and vehicle types expected to use the bridge, 9 ‘spacing, the rating shal be established for the worst case positon ofthe ‘convoy on the bridge, (@) For rats and ferries, the convoy spacing criteria does not apply. The minimum adjacent spacing between ground contact points of two or ‘more vehicles positioned side by side shal be 0.15 m. h. Bridge roadway (trafic area) widths Minimum desirable roadway widths are summarised below. In the event that the prescribed width fiqures shown below are not met by an existing or future bridge then the rating ofthis bridge shall not be downgraded. In this case, the bridge width shall be marked in accordance with STANAG 2010 and appropriate taficking restrictions shal be affixed. ‘The following are the desirable mirimum clear roadway widths between 96 Stanag 2021 Eton NATO UNCLASSIFIEDkerbs Classification (inclusive) One-way trafic Two-way trafic 412 275m 5.50m 1330 335m 550m 3170 4am 730m 71-100 45m 820m above 100 5om not allowed (1) Tsayarato) same tme and the combined effects of which equal those of a single flow. (2) Nattow bridges ‘Bridges narrower than 5.50 m shall not be rated for two-way traffic, (@) Clearance For though truss bridges. with superstructure elements above and ‘upwards from the deck level with a height of 0.30 m and more, there ‘must be a minimum clear distance of 0.25 m between the nside of the kero ard the inside of these elements i. Headroom “The desiratle minimum headroom for bridges fs 4.50 m. Where a bridge has less headroom than this the rating wil not be reduced but the headroom wil ‘be marked in accordance with STANAG 2010, 1. Special Marking It may be possible for the safe passage of vehicles if most but not all of the [prescribed characteristics are mel, such as a bridge that can cary the load ‘But does not meet the geometric crieria. In these cases any devation from a ‘Specific citsia such as : current velocity, vehicle speed, eccenricty, width ‘0r height must be clearly dentfled by commonly accepted markings. 1018 Sana 2001 Eaton NATO UNCLASSIFIED© lita load cassication of cvior fed bridges General ‘The following paragraphs address the MLC of civilan fixed bridges. Paragraphs 9b, and 8c. describe the requirements for analytical load ratings, while paragraphs 9d. and Ge. descrive expedient and damaged bridge assessments, respectively. Permanent MLCs of cian bridges shall only be ‘obtained using the analytical method. Civilan bridges classified with the expedient methods may only be given temporary ratings and must be re- Classified analytically as soon as practical. The extent of usage for temporary MLCs is a command decision (1) Vehicular ve loadings are described in paragraph 8d. MLC calculations ‘must account for normal crossing of the vehicular loadings anywhere on the roadway surface. The critical postion willbe that which produces: the greatest stress conditions as determined by static analysis. Masonry ‘or brick arches should be checked for the maximum single axle load in Column 4 of Annex Aor for the racked vehicle load in Column 2. (2) The dead load shall consist of the weight of al structural elements plue all appurtenances such as ralings, utiites, etc. Ifthe bridge will be utized during times of heavy mud’or snow, these loadings may also require consideration ° For civiian bridges, the superstructure is almost always the controling feature in bridge classification. Because they must span large distances, superstructure elements must be made as ightweight as possible (ie. their designs must. be optimised). This can. be done effectively since ‘superstructure loadings are normally predictable. Substructures for bridges, fon the other hand, must be much more conservaive (ess efficient) in desig to account for unpredictable loadings (stream and ice flow, barge impact, Sic) and uninown Sol cocions. "he subsite. be eek nies it appears to be significantly deferiorated, unstable due To scour or settlement, or improperly designed or constructed. 16 ‘Stenag 2021 Eaton NATO UNCLASSIFIED4. Expedient Classification ‘An expedient classification method is one that will provide an allowable bridge MLC to be assigned to a bridge structure based on limited data and aralytical effort. This method shall only be used in situations where time or available bridge data does not permit a complete analytical cassification as ‘described in paragraph 8. MLCs resulting from an expedien: method shall ict be posted permanently on the bridge. References for varous expedient MLC methodologies are provided in Annex I. Any expedient methodologies shall be based on standard engineering principles and adhere to the following minimum orteria (1), Avatable data, Avaliable data may be limited to only those exterior ‘dimensions ofthe bridge superstructure that are rapidly obtainable. (2) Methodology development. Expedient methodologies may consist of generic pre-established tables that can be easily and rapidly utllsed with only imited data, a defined in paragraph 9.4. (1). The engineering analyses used for development of the expedient methodoogies must be documented and adhere to paragraphs @.a. through 9.¢ Any required assumptions about unknown bridge dimensions or deta must be analytically conservative and provide minimum levels of safety in accordance with paragraph 8e. © Damages Bridges ‘The same criteria as oulined in paragraphs 8. through 9. shall be utilised for the MLC of damaged bridges, However, special consideration must be given to the damaged members and their effect on the MLC. Whereas these ‘members may not have conttoled the MLC of the bridge in its undamagea state, they may control inthe damaged state. 10 a. Generel ‘The classification of military modular or tactical fixed and floating bridges. rafis and ferries is typically accomplished as part of a rigorous standard evelopment process where the desired MLC is'a design objective. Since Safely ‘actors are generally low and weight mits minimise overdesign, this process typically includes a detailed design and analysis process followed by 8 thorough test programme to verify that design requirements are achieved. 428 Stanag 2021 Eaton § NATO UNCLASSI‘These toads may include wind, snow, braking, footwalk, and hydrodynamic forces. The which of these or other loads are applicable and how tb apply them is. {dependent on bridge type or use and the national cades used in design. ©. Normal situation For new stuctues or structures already in service wih known data @ permanent MLC is assigned toa Bridge once it passes the normal in-service Acceptance ciieria for a county. This process wil include calculators ‘ormally verified by load tesing. Por fied bridges, the hypothetical vehicles with the comesponging shear and bending moment curves Wil be used In Conjunction ‘with standard analytical and. test procedures of the country ohcEred to determine the allowable safe MLC ofa parcutar bridge 6. Special situations In some exceptional or urgent situations it may be desirable or necessary to use bridges supplied by private industy or to use bridges of a nonNATO ‘county for whieh a perrmanent MLC has not Deen offealy assigned by national authorities. These bridges may be given a temporary rating. This [MLC wil be given for use under specified conditions and only forthe specific ‘campaign oF exercise provided data supporting this MLC. can be oblained Bridges supplied by private industry which are advertised by that company on the open world market with a standard NATO MLC may be assigned a temporary rating up to that level provided the company warrants the MLC andior offers test and analytical data supporting this MLC to the satisfaction ofthe national authorities. Bridges of non-NATO countries may be assigned 8 temporary MLC if uficientintligance data i= available to identi the allowable load capacity of the equipment and a correlation between the data ‘and a standard hypathetcal load can be made. Once the specific campaign fo exercise has ended, or as time permits, the bridge may be given a ‘permanent rating by taking it through the standard procedures to very the Mic ©. The following parameters are unigue to the miltary load ol floating bridges, ris and ferries and shoulg ese equipment 1316 Stanag 2021 Eatior 6 NATO UNCLASSIFIED(1) General Floating stuctues may be either of continuous or sscretefotation degre a (@) Continuous flotation structures or continuous bridge structures on discrete floating elements resemble 2 beam on an elastic foundation and therefore cannot utilse the shear and bending moment curves of Annex C to determine their MLCS, (b) Discrete flotation structures in_general_ consist of individual ‘Pontoons that support a bridge superstructure, The floating support and the bridge structure spanning the floats must be considered separately when determining the maximum allowatle MLC. 2) Vehicle loadings For floating structures the geometric and weight measurements prescribed for each hypothetical vehicle MLC are used to describe @ ‘common standard load from both a strength and hydrostatiomydrodynamic perspective. (@)_ Determination of loads and safe limits It should be noted that for a floating structure either stress or hhydrostatichyerodynamic criteria could govern the allowable MLC: therefore, floating structures must be checked for both strength criteria (abilty to withstand the load) and hydrostaicMydrodynamic criteria (abilty to remain stable and floating), The lower of these MLCs must Be Used fo establish the allowable safe MLC. In addition foating structures ‘must also consider loads applied by the hydrodynamic forces caused by current velocity or propulsion through the water, anchorage systems, impacts from floating debris, and grounding (4) Curent speed ‘As a reference datum it is necessary to define a standard current speed (taken at the mid-stream surface of the water). For situations where this ‘Standard current epeed ie not applicable (bridge or raf wae proviously Classified at another current speed or where the current speed for the Specific operation Is known not fo exceed a lower valve) the bridge oF raft may be classified temporarily for these condition. In this case the allowable current speed will be specifically signpostee along with the bridge MLC for that ste, sans ‘Stanag 2021 Eaton NATO UNCLASSIFIED15) ‘Stenag 2021 Eaions It should be noted that these criteria assume a water desth of 2.50 m or ‘more under the bottom surface of the equipment being used when loaded tothe classified capacity. Whore the depth is shallower the load carrying capacity of the bridge or raf can be degraded. The standard Curtent speeds for permanent MLC. are given below Current Speeds. Floating bridge Construction and normal laden use 2.50 mis Unladen equipment survival 350m’ Raft Construction and normal laden use 2.50 mis Unladen equipment survival 350m Classification of floating bridges, rafts and ferries For floating bridges with wave lengths greater than 30.£0 m the MLC ‘ating shal be established for the worst case alignment ofthe convoy on the bridge, (@) Strength classification criteria ‘The strength MLC shall be established by the participating nation by using the dotalled hypothetical vehicles and spacing crteria as the design oad in conjunction withthe normal desigr methods and procedures ofthat nation. Rafts do not require the convoy spacing and therefore the strength criteria must take this condition into consideration, (©) Hydrostatic and hydrodynamic criteria ‘The hypothetical vehicles described in Annex A wil define the weight and geomelly Io be used when! determining the alowable Safe limits under the standard current speeds as described above. ‘The table below shows the minimum allowable freeboard for the bridge or rat wth the vehicle considered fo the rating positioned in the most critical eccentric positon. (In general, ihe maximum expected eccentricity is more for a bridge, because the eccentricity is less controlable’ than for a raft where eccenticiy canbe controled). Approximately 20 % reserve of buoyancy n stil water is. Fecommended and distrbution between flotation anits may be considered. Particular attention will be given to permissible side Slope of bridge or raft during normal use, 1518 NATO UNCLASSIFIEDStanag 2021 Eston 8 © @ ro) Minimum Freeboard of Pontoon under normal use (normal load, current speed of 2.50 mis, water depth of 2.50 m or mere) Floating Support Bow Side (mm) and Stern (mm) Pheumatic Floats 100 Rigid Open Pontoons 225 125 Rigid Closed Pontoons 150 100, Rigid Continuous Closed Pontoons 0 o Salty (Once the minimum freeboard of the floating units under normal conditions has been checked the bridge or raft stabity wil be checked at 2.8 mis to ensure safety and stability. Tne minimum freeboard may be exceeded under these conditions Clessfication for ferties, cats with multiple loads Ferries and rafts may be given @ nominal MLC (wih only one vehicle on board) and a maximum MLC. that represents the sum of the MLCs of several vehicles (the MLC of each vehicle s no greater than the nominal MLC ) that can be on the raf simultaneously. This, MLC is theoretically equal to or greater than the nominal MLC Propulsion and Anchorage Propuision and anchorage _systems/subsystems must _ be Considered when establishing the MLC of bridges, rafts and ferries. ‘The capability may be either integral or separate from the bridge being classified. The prescribed holding, anchorage or propulsion system (such as pushing boats or tugs, integral propulsion units of inboard or outboard motors, and/or anchorage) must have the capability to hold a bridge in place with the maximum loads at the ‘maximum current speed. or push a raft loaded with the maximum allewable load at the maximum curent speed plus 0.30 m/s, in both cases. sane NATO_UNCLASSIFI‘NATO UNCLASSIFIED ‘Ealtion (CHARACTERISTICS OF HYPOTHETICAL VEHICLES USED FOR THE RATING OF. 1 ‘THE MLC OF VEHICLES AND BRIDGES Annex A page 116 - | Sime 200 ean NATO UNCLASSIFIEDeu)? | fle) BET | aa |- |? | tie) BEE | oa | eh > sree ; = FS Le | es |:Sap HA pare BPIBA PRIATa | FS ea — lt aah | Se i ite | week (AT) 53 [ods po ome en SPHEA PODEL BRA PSRNATO UNCLASSIFIED Complementary characteristics of hypothetical vehicles Vehicle MLC Heightof Side wind Height centre of centre of surface pressure sravity (m) (m2) 7» 7 Tor 7 Tie 5 Los 823 120 2 107 93 123 16 109 10.08 125, 20 12 10.9% 128 24 1a 118s 130 30 Lis B33 134 tracked 40 124 1347 140 50 130 194 Lar 60 136 20 133 0 192 22.26 159 80 Las 2433 165 90 Use 26.79 in 100 160 29.06 L 2 1m 3359 190. 1301.90 4045 2.09 4 240 6.12 220 5 240 1224 220 240 2024 220 6 240 25.17 220 2 240 32.66 220 2% 240 38.10 220 30240 5 220 wheeled 40 240 45 220 30 240 45 220 6 = 240 45 220 1m 220 45 230 80 200 45 220 9 200 45 220 100 2.00 45 220 120-200 45 220 1502.00 45 220, [These vehicle characteristies only serve as references forthe Classification of bridges, Terie] anc rafts, = Annex A page 616 = NATO UNCLASSIFIED‘NATO UNCLASSIFIED: ANNEX Bio STANAG 2021 (Edition 6) INIT BENDING MOMENTS AND SHEAR FORCES, Table 1: unit send led vehicles “Table 2: shear forees of wheeled vehicles ‘Table 3 : unit tending moments of tacked vebicles ‘Table 4: shear forces of tracked vehicles Sana 2021 Een 6 ‘NATOUNCLASSIFIEDpace Peel ee alseblsieteale Beles STOIN3A G3733HM (90) SLNAWOW ONIGNaE LINN | 91924 (34130) Nvds\UWT BENDING MOMENT : WHEELED VEHICLES UBM (KN) ‘Span (metres)saronan 313 (op S940 WWAHS #2 500. 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Sore Sree Lee, steer sere Serr ee eZ cere ett Scere eter eect wert (Sau13W) NvdsSHEAR FORCE : WHEELED VEHICLES SHEAR FORCE : WHEELED VEHICLES **eeeRe 8 8 8 eB BETe rer Toor sree Seer [ors tae erie weer feret | 8 seer Looet| rue ter terete aes seer eett to eet eeor erat 6b ere west [see | Tet Test ore [or BEDE seat are t ire feat sre to zest tear ere seat sect ore erat Sec | coe era a Pese [oe ect arartise ee oeoaT era eee oa Sott See ea Sea eee ars zest oe fet earlier fri fae sce west oe Fo scLere seat wear see i sear bare ere arectiee ores ste fare oe eres seit Soe erect ert STaEt eats feet ast eee seat Serie re west eer ieee Sertec er ai erties 7 aetl est Ee cir scorlesr ee srr eeter tt eee ses Paseo a + Teel SITOIHIA G3yOVEL (9) S4NaWOW ONIGNAS LINN : € 91¢eL, (S343) NVds4 6 Span (metres)[COLT OC OTOT erana [os ess [ee [BEET BEETI| e566 {68 2081 (reve Lee tor [ee (OF coil 2 se [wr vec [PS Ors [ee er LTE PEE SETTERS 9522 | Soe eT ror 5 trolls soe [39 WETG Ler Sey [TEE sr [96s [16200 ersec [ve cer er err Tero eT z0ues [sb eta] veoop| te ess so ter [este] [ec forest Tees | teow [Sova ep tee [at sr [ee Eze erie Fe fagsse [12 02 [seco | coor Lee tor [ier eeeai lense E vee [or occ [coo] to ey [oe woe [au Ee Pecstloe sel 36; fongss [cracs tz cov [ovtse [ever rose Lec err lore [orece soote teeters Lah oe zor Ivece [eres [eee oop Ler exe [oreee [e400 Testy eeser 2reeet tee reget ocate Teotee 10 ee fir Tee toe tecer BESET Brest eer Set ZEST Esa Se S39 Eo eee ar Zeer sostT See ie Beer ostse PCO nese wae F SmTOIA Gayo (000 s30404 BVaHS “791981 (S344) NVdS.(Eaton 6) MILITARY LOAD CLASSIFICATION CURV! 4 wheeled v Figure 5: unit bending moments of tracked vehicles (sans 1 100 Figure 6: unit bending moments of tracked vehicles (spans Lo 10m 7: shear forces of tracked vehicles pans | to 100-m) Figure 8 : shear forces of tracked vehicles (spans Lo 10:m “Annex 6 page 1 tong 2001 Ein 8 NATO UNCLASSIFIED‘Span (metres) ~Aanex C page 29- omg 21 BinAmex Cpige 39+’ oN ‘Saag 201 Ean NATO.UNCLASSIFIEDAnnex Cpage 58- 4 ® Span (metres) Sng 01 Finnit bend 100 ‘Span (metres) Annes C pgs (9 { \y Tal — RY 3 ae ° ‘Sng 21 EtonUBM (kN) ‘Seng 21 Bias |NGTO.UNCLASSIFIED‘NATO UNCLASSIFIED. ANNEX Dc STANAG 2021 ediion 6) ILITARY LOAD CLASSIFICATION OF VEHICLES NARROWER THAN THE HYPOTHETICAL VEHICLE Amex D page 1/5 = Stang 2021 Een 6 ‘NATO UNCLASSIFIED.NATO UNCLASSIFIED [Definition of the total width across ground contact points of vehicles a ‘Wheeled vehicle a | ye “outide tae fare) 7 A [r= Tracked vehicle || ‘ing ack it (oad edge of chs) | | Annex D page 23 } Stang 2021 Eston 6 NATOUNCLASSIFIED |‘NATO UNCLASSIFIED ion of vehicles narrower than the hypothetical vehicle W idth correction factor MLC correction ( 0 10 20 30 40 50 60 70 80 90 Deviation from standard vehicle w idth (em) Slope of he curve = 6725 (je 6% per 25 dem width) [Find the difference between the width of the vehicle to be classified and the standard] lvehicle width, by comparing its width across ground contact points with that of the| lhypothetical vehicle (tracked or wheeled depending on the circumstances) of the same| IMLLC . The difference in width, ifthe vehicle is narrower, then shows on the abovs lgraph, by what proportion the number of interpolated MLC must be increased. Ther‘ is no correction factor if the vehicle is wider than the hypothetical vehicle of the same| IMLC. = Annex D page 33 Stang 202 Eon 6 NATO UNCLASSIFIEDNATO UNCLASSFIED ANNEXE to ‘STANAG 2021 ‘Edition 6) EXAMPLES Example: Simple wheeled vehicle Example 2: Combined whesled vehicle Example 3 Tracked vehicle Example 4: Large wheeled vehicle Example $: Vehicle of MLC > 150 Example 6: Vehicle of MLC <4 anor pape VF ‘Stang 2021 Eaton 6 NATO UNCLASSIFIEDNATO UNCLASSIFIED Example 1 ‘Simple wheeled vehicle : English Leyland DAF truck Ale loads : 4.42 t (forward axe), 6.16 t (rear ale) Soacing : 3.950 m ‘Wath 2.450 m ‘Calculation Uncorrected MLC = 10.803 ‘determined by shear force forthe span 45m ‘Corrected MLC = 10,803 Rounded to 11 9 MLC= 41 e020 ‘Stenag 2021 Elon NATO UNCLASSIFIEDNATO UNCLASSIFIED Example 2 Combined wheeled vohicle : US Heavy Equipment Tranaport System (tractor M1070 + semi-trailer M 1000 NATO code : 2920-01-318-8902 (tractor) _2330-01-303-8832 (semitraller) Data ‘Axle loads: 9,389 (foward axle), 10.384 t, 9.708 t, 9.045 1, 12.773, 129191, 12.8191 14.016 , 13.025 t (rear aie) Spacing : 3.982 m, 1.837 m, 1.549 m, 4.547 m, 1.842 m, 1.829 m, 1.829, 1.842m Width 3.68 m Calculation Uncorrected MLC = 95.583, determined by shear force for the span 40.m Corrected MLC = 95.583 Rounded to 96 > MLc=96 Stanag 2021 Eaton 5NATO UNCLASSIFIED Example 3 ‘Tracked vehicle ; German LEOPARD 2 AS [NATO cade : 2350-12-327-6892 Data Mass : 59.83 ¢ Track length : 4.93 m Width 3.42 m Calculation Uncorrected MLC = 65.654 Determined by unit bending moment For the span of 55 m Corrected MLC = 65.971 Rounded to 68 > mLo= 66 Staneg 2021 Etior 8 NATO UNCLASSIFIEDNATO UNCLASSIFIED Example 4 Large wheeled vehicle : German amphibious M3: NATO cade = 5420-12-329-3728 Data ‘Axle loads : 12.36 t (foward axe), 12.891 (ear axle) ‘Spacing : 6.5m Footprint length : 0.465 m (forward axle ), 0.485 m (rear axle) With 2.46 m Calculation Uncorrected MLC = 26.127 Determined by unit bending moment For the span of 2.50 m Corrected MLC = 26.127 Rounded to 26 > Mu “ener pe 7 ‘Stanag 2021 Eaton NATO UNCLASSIFIEDNATO UNCLASSIFIED Example Vehicle of MLC > 180 : US Army m 412 Data ‘Axle loads : 65.862 t (forward axle) 11.408 t (rear axle) Spacing :3.81 m Footprint length: 0.8 m (forward axle), 0.8 m (rear axle) With: 3.558 m Calculation Uncorrected MLC = 402.175 Determined by unt bending moment For the span of 4 m Rounded to 402 > MLC = 402 tt] Stanag 2021 Eatin NATO UNCLASSFIEDNATO UNCLASSIFIED Example 6 Vehicle of MLC <4 : French vehicle P4 Data Axle loads: 11 (forward axle, 1.49 (rear axle) Spacing : 2.40 m Wiath £1.60 m Calculation Uncorrected MLC = 2.796 determined by shear foree for the span 3.50 m Corrected MLC = 2.796 Rounded 103 > MLC=3 ‘Annex E page 7NATO UNCLASSIEIEN ANNEX Fg STANAG 2021 [REFERENCE SOFTWARE ‘AND ‘SOFTWARE NATIONAL DEPOSITORY AUTHORITIES. Annex F page 16 sang 2021 Eon ‘NATO UNCLASSIFIED:NATO UNCLASSIFIED + Name of software/Version : VMLC version V2.2 + Software responsible party: = Service : DGA/DCE/ETAS * Address : BTAS Route de La + Telephone : (33). 2.41.93.69.01, = Fax: (3)2.41.93.65.04 + Eomail: etas. shunt VMLC ») 1 BP 36 49460 Montreuil-higné coleane.com (wa Vattention du responsable du logiciel + Brief description of functions This software makes it possible to caleulate the MLC of wheeled, tracked or hybrid vehicles, The value of MLC compared to that ofthe bridge, ferry or raft makes it possible for the commander in charge of the crossing to decide whether oF not a vehicle crossing is permissible. * Computer language : Visual Basic. Aim of simulation : identity the MLC ofa vehicle in accondance with STANAG 2021 + Type of simulation : digital + Models input : geometric and gravimetric characteristics of vehicles (ground out-to- ‘out roadway width, length of tracks on ground, weight 0° tacked vehicle, distance between ales, load per axle, pneumatics ground length) = Models output : vehicle MLC, span and type of stress (shear forces or bending ‘moment conditioning the class value of shear forces and bending moments generated inthe span, + Units used : Intemational System. ~ Languages used: French or English according to preference + Average modelling time : <1 minute (input ofthe data) ~ Average execution time : < 2 minutes on a PC ecuipped with a 66 MHz ‘microprocessor. + Keeping users results in a data base + Possibility of graphical results, + Necessary data processing equipment PC or compatible, equipped with = memory of 32 Mbytes, a disk reader 3.50 inches, = management software such as WINDOWS V3.1 of 95 ot NT oF 98, = s.computer spreadsheet (graphical results). + Documentation = theoretical manual giving assumptions and physical phenomena taken into account in the modeling process, in French and in English, user manual, in French and in English (@ocuments available in paper and computer version) Annex F page 21 ‘Seng 202 ion NATO UNCLASSIFIEDNATO UNCLAS NATIONAL AUTHORITIES IN CHARGE OF THE MLC OF THE VEHICLES AND DEPOSITORY OF THE SOFTWARE + Belgium Ecole du Génie- 3 Génie Bureau d'Etudes Rue de Dave, 270 B.S100 JAMBES Tel: (32)81.3239.88 FAX : G2).81.32.39,99 + Luxembourg ‘Armée Luxembourgoise Etat-Major ‘Bureau Logistique/HNS/Contrdle des Mouverents (¢MMCO) BP 1873 L-1018 LUXEMBOURG Tel: (352).48,88,36-246 FAX : (352) 48,88.36-240 Canada Directorate of Field Support Equipment Programm Management DFSEPM 5-4 "National Defense Headquarters OTTAWA, ONTARIO Tel: (613) .997.1606 FAX : (613). 994.9619 Denmark Danish Army Materiel Command ‘Arsenalve} 55 DK - 9800 IJORRING “Tel (45)99-26-11-11 FAX :(45)99-24-14-79 + Prance Section Technique de "Armée de Terre ‘Groupement Mobilté BP 292 ‘00841 Armées Tel: 3).01.39.67.33.36, ~ Anmex F page 316 ~ Stang 202 Eon 6 NATO UNCLASSIFIEDNATOUNCLASSIFIED FAX :(33).01.39.6734.96 + Germany BWB, KGIv4a Ferd, -Sauertruch-St.1 56073 KOBLENZ Tel: (49), 261.400.63.63 FAX :(49)251,400,63.32 + Greece Engineer Diretorate HAGS- Defense Planning&Programming Div Stratopedo Papagou Holargos ATHENS Tel: (30).1.655.28.65 FAX :(30).1 652.0801 stay Ispetiorato delle Armi dell” Esercito Piazza Maresiallo Giardino, 49 (00123 ROMA Tel: (39).06.473.58.760 FAX :(39).05.372.46.09 + Netherlands Ecole du Gérie GOCIKC/Exteme Plannen Lunettenkazere Lunettenlaan 201 5263 NT VUGHT Tel: (31), 73 68.81.856 FAX: 31).73.68.81.570 *Norway ‘Norvegian Amy Engineer School “Engineer Regiment Hvalsmoen 1N-3500 HONEFOSS Tel (47). 3217.63.21 FAX: (47).3217.63.25 ~Aneox f page al6~ Sung 2021 taton ‘NATOUNCLASSIFIEDNATO UNCLASSIRED: + Portugal EME-DIV OP . Museu de Anilharia 100 LISBOA Tel: 51)1.88.82.131 FAX : (351)1.88.62.036 + Spain Jefatura de Organica y Material 28240 HOYO DE MANZANARES Tel: (4). 91.856.61.22 FAX : (30,91.856.77.95 Turkey Kara Kuvvetleri ISDBSKLIGI 6100 ANEARA Tel: (90)312.411.55.31 FAX ; (0.312.418.39.05 + United-Kingdom DERA/LSA, ‘Chobham Lane Chertsey, Surrey, KT 16 OBE. Tel: 48).1344.63.0.44 FAX : (44). 1344.63.30.99 + United states US Army TACOM AMSTA-TR-E-ELE21 ‘Warren, Michigan 48397-5000 Tel: 1.810.574.5608 FAX: 1,810574,7944 ‘+ Hungary ‘Techinial Engineering Branch of Logistics Gen. Management of HDF POB2S 'H-1885 BUDAPEST Annex F page 6 Suna 202 Eon 6 ‘NATO UNCLASSIFIED:‘NATO UNCLASSIFIED Tel: (36).1.149.17.90 FAX: (36)1.149.7.90 + Poland Engineering Department of Land Forces Command 416 Pulawska Ste 00-909 WARSAW 60 Tel (48).22.6870.075 PAX : (48) 22.6870.204 + Czech Republic Vojensky technieky ustay pozemniho vojska (VTUPV) {68203 VYSKOV. Tel: (420),507.3031.02 FAX : (420) 507.3031.05 Amex F page 66 - sag 2021 bon NATO UNCLASSIFIEDev ANNEX Gto STANAG 2021 (Edition 6) EXPEDIENT METHOD FOR TEMPORARY. MILITARY LOAD CLASSIFICATION OF VEHICLES Pocket reminder Examples Example 1 Whecld vehicle in tonnes (atic tons) Example2 Tracked vehicle in tonnes (metre tons Example3 : Whecled vehicle in shorttons cle in shortons ‘Exampled —: Tracked ve aa pane =] ‘Stenag 7091 Eton NATO UNCLASSIFIEDNATO UNCLASSIFIED POCKET REMINDER Expecient and temporary classification on campaign ‘of military or cluilian vohicloe ‘according to STANAG 2021, technical manus) In short tons look at manufacturer's plate or technica manus) ass of vehicle or combination [Mass of vehicle or combination [Wheeled Temporary MLC = MASS X 125 vehicle Tracked Temporary MLC = MASS X120 vehicle Temporary MLC = MASS X 7.15 Temporary MLC = MASS X 1.10 stanag 2021 Eaton 6 Note : refer to STANAG 2021 for calculation of the permanent MLC of the vehicle NATO UNCLASSIFIEDNATO UNCLASSIFIED Example 1 : wheeled vehicle in metric tons Vehicle Weiaht: Temporary MLC So matic ton Vehicle EBG tank Weiaht: EBG fighting weight = 41.2 tonnes TemporayMLC — MLCp=41.2X 1.20= 49.5 So (Lp EBG = 60 Example2:whesled vehicle in short tons Vehicle Com! a Weight: ‘Tractor + Semitraler laden = 118.4 tons Temporary MLC MLCp = 115.4X 1.19 = 192.7 So Veticle ‘Weight [M1A2 tank fighting weight = 69.5 tons Temporary MLC MLCp=69.5X1.10= 76.4 So ‘LCp MIA ~arsexG pe 3 ‘Stenag 2021 Eaon6 ALO UNCLASSIFIED‘NATO UNCLASSIFIED, ANNEX Hi STANAG 2021 ‘(aition 6) ‘(CAUTION AND RISK CROSSING DEFINITION Annex H page 1/3 - Stang 2021 on 6 NATO UNCLASSIFIEDNATO UNCLASSIFIED: ‘Caution crosting and risk crossing 1. Caution Crossing - ‘A.Caution Crossing allows , with the same safety as Normal Crossing, 1» cross with heavier vehicles or with longer spans hy adapting use ennditions Regarding bridge crossings, the vehicles must be driven along the centeline ofthe way. They are guided and their speed must not exceed 5 kimk, Braking, accelerating and ‘changing gears ae forbidden, Regarding fixed bridges, vehicles are only allowed to eross one at a time on each independent structural span, Regarding floating bridges, several vehicles are allowed to cross only with a distance between vehicles greater than the one exablished during the conception of the bridge. This value (which must never be lower than 30.5 m) will not appear on the bridge but inthe technical documents pu at the disposal ofthe engineerin charge ofthe bidee. Regarding ferries and rafts, the vehicles must be loaded at low speed and guided They are setup in onder to respect the safety and buoyancy of the sytem. They are braked and put on blocks. Otherwise, itis necessary 10 avoid any manoeuvres of the ferry or raft that would cause swirls and brusque changes of direction, For analytical classifications at this crossing level, the same loading and safety factor requirements of paragraphs 8, through 10. still apply, except tha impact factor isnot require. Additionally, to reflect vehicles driving along the bridge centreline, outside girders and trusses may be assumed to carry a minimum of 1/2 the live load, Loed distribution will not change for multi-girders bridges. 2. Risk Crossing. ‘A Risk Crossing allows trafficking with heavier vehicles of with longer spans oF With higher current speeds than a Caution Crossing by adepting all the safety factors. Regarding bridges, the vehicles ross one by one per span which is strcturlly independent. They must be driven along. the centreline of the way. They are guided and theit speed must not excced 5 hun, Braking, acclerting wn! changing years ate forbidden. Annex H page 25 - Sang 202 Eon ‘NATO UNCLASSIFIED:NATO UNCLASSIFIED Regarding ferries and rafls, the vehicles must be loaded at low speed and guided. They are set up in order to respect the safety and buyancy of the system. They are braked 1nd put on blocks. Otherwise, it is necessary to avoid any manoeuvres ofthe ferry or raft that would cause swirls and brusque changes of direction For analytical classifications at this crossing level, use all ofthe same assumptions as for Caution Crossing, except the safety factors discussed in paragraph 8. and 10.e. may ‘be lowered to minimum acceptable values. Note that low safety factors often mean that the probability of bridge failure is greatly increased and even if failure does not occur, permanent damage to the structure may fccur. Structural stresses may be equal to or slightly exceed yield limits, but not exceed ultimate limits. For floating equipments, the probability of sinkage or capsizing is also realy increased = Annex: H page 3/3 - nag 2021 Eaton 6 ‘NATO UNCLASSIFIEDNALOUNCLASSIED: STANAG 202, ‘Edkion 6) ‘REFERENCES OF EXPEDIENT LOAD RATING METHODOLOGIES OR CIVILIAN FIXED BRIDGES Annex I page V2 Stang 2021 Editon ‘NATO UNCLASSIFIED:NATO UNCLASS Expediont meth United Kingdom methodolagy _: ME VOL II-Field Engineering Pamphlet 7 B-08/94 + United States methodology + Track Commander's Bridge Crossing Booklet GTA S-7-12-06/91 * Danish methodology : NODKLAS BRO HRN 510.005.0596 + French methodology ‘GEN 130: Memento des techniques du Genie Annex page 22 ‘sung 2021 on 6 NATO UNCLASSI