Din en 1991-1-7 - Na

September 2019
DIN EN 1991-1-7/NA
D
ICS 91.010.30 Supersedes
DIN EN 199117/NA:201012
National Annex –
Nationally determined parameters –
Eurocode 1: Actions on structures – Part 17: General actions – Accidental
actions,
English translation of DIN EN 1991-1-7/NA:2019-09
Nationaler Anhang –
National festgelegte Parameter –
Eurocode 1: Einwirkungen auf Tragwerke – Teil 17: Allgemeine Einwirkungen –
Außergewöhnliche Einwirkungen,
Englische Übersetzung von DIN EN 1991-1-7/NA:2019-09
Annexe Nationale –
Paramètres déterminés au plan national –
Eurocode 1: Actions sur les structures – Partie 17: Actions générales – Actions accidentelles,
Traduction anglaise de DIN EN 1991-1-7/NA:2019-09
Normen-Download-Beuth-O Reilly Concrete-KdNr.8136183-LfNr.9333211001-2020-05-14 15:53
Document comprises 33 pages
Translation by DIN-Sprachendienst.
In case of doubt, the German-language original shall be considered authoritative.
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DIN EN 1991-1-7/NA:2019-09
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Contents
Page
Foreword ................................................................................................................................................................................... 3
NA.1 Scope ............................................................................................................................................................................ 4
NA.2 National provisions for the application of DIN EN 1991-1-7:2010-12 in conjunction with
DIN EN 1991-1-7/A1:2014-08 ............................................................................................................................. 4
NA.2.1 General ........................................................................................................................................................................ 4
NA.2.2 Nationally determined parameters and explanations ............................................................................... 6
Annex NA.E (normative) Actions from debris ........................................................................................................... 32
NCI Bibliography ................................................................................................................................................................... 33
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DIN EN 1991-1-7/NA:2019-09
Foreword
This document has been prepared by Working Committee NA 005-51-02 AA “Actions on structures (national
mirror committee for CEN/TC 250/SC 1)” of DIN-Normenausschuss Bauwesen (DIN Standards Committee
Building and Civil Engineering).
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. DIN shall not be held responsible for identifying any or all such patent rights.
This document is the National Annex to DIN EN 1991-1-7:2010-12 Actions on structures — Part 1-7 General
actions — Accidental actions and to DIN EN 1991-1-7/A1:2014-08 Actions on structures — Part 1-7: General
actions — Accidental actions, Amendment 1
European Standard EN 1991-1-7 allows national safety parameters, referred to as Nationally Determined
Parameters (NDPs), to be specified for a number of points. The NDPs cover alternative verification methods,
the provision of individual values and the selection of classes from designated classification systems. The
relevant parts of the text are identified in the European Standard by references to the possibility of national
choice and are listed in NA.2.1. In addition, this National Annex includes non-contradictory complementary
information (NCI) for the application of DIN EN 1991-1-7:2010-12 and DIN EN 1991-1-7/A1:2014-08.
Amendments
This standard differs from DIN EN 1991-1-7/NA:2010-12 as follows:
a) modifications have been made to 4.3.1, Impact on supporting substructures;
b) modifications have been made to 4.5, Accidental actions caused by derailed rail traffic under or adjacent
to structures;
c) modifications have been made to reflect DIN EN 1991-1-7/A1:2014-08;
d) the standard has been editorially revised.
Previous editions
DIN 1055-9: 2003-08

DIN EN 1991-1-7/NA: 2010-12
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NA.1 Scope
This National Annex contains national provisions relating to accidental actions on buildings, civil
engineering and infrastructure works, and rules for establishing strategies for safeguarding such structures
against accidental actions, that are to be taken into consideration when applying DIN EN 1991-1-7:2010-12
and DIN EN 1991-1-7/A1:2014-08 in Germany.
This National Annex is an integral part of DIN EN 1991-1-7:2010-12 and DIN EN 1991-1-7/A1:2014-08.
NA.2 National provisions for the application of DIN EN 1991-1-7:2010-12 in

conjunction with DIN EN 1991-1-7/A1:2014-08
NA.2.1 General
DIN EN 1991-1-7:2010-12 and DIN EN 1991-1-7/A1:2014-08 refer to the option of choosing Nationally
Determined Parameters (NDPs) at the following places in the text:
Paragraph Item
2 (2) Note: Classification of accidental actions
3.1 (2) Note 4: Loads
3.2 (1) Note 3: Levels of acceptable risks
3.3 (2) Note 1: Defined accidental actions for buildings
3.3 (2) Note 2: Limitation of localised failure
3.3 (2) Note 3: Choice of strategies
3.4 (1) Note 4: Consequence classes
3.4 (2) Note: Design approaches
4.1 (1) Note 1: Accidental actions on lightweight structures
4.1 (1) Note 3: Guidance on the transmission of impact forces to foundations
4.3.1 (1) Note 1: Design values of vehicle impact forces
4.3.1 (1) Note 2: Impact forces as a function of the distance from traffic lanes
Note 3: Structures and parts of structures for which vehicle impact forces do not need to be
4.3.1 (1)
taken into account
4.3.1 (2) Note: Alternative impact rules
4.3.1 (3) Note: Conditions of impact from road vehicles
4.3.2 (1) Note 1: Clearances, protection measures and design values for superstructures
4.3.2 (1) Note 3: Reduction factor rF for impact forces on superstructures
4.3.2 (1) Note 4: Impact forces on the underside of bridge decks

4.3.2 (2) Note: Use of Fdy
4.3.2 (3) Note: Dimensions and positions of impact areas

4.4 (1) Note: Design value of the impact force from forklift trucks
4.5 (1) Note: Type of rail traffic
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Paragraph Item
4.5.1.2 (1) Note 1: Classification of structures for impact forces
4.5.1.2 (1) Note 2: Classification of temporary structures and auxiliary construction works
4.5.1.4 (1) Note: Design values of impact forces from derailed traffic
4.5.1.4 (2) Note: Reduction of impact forces
4.5.1.4 (3) Note: Point of application for impact forces
4.5.1.4 (4) Note: Impact forces for speeds up to 50 km/h
4.5.1.4 (5) Note: Impact forces for speeds greater than 120 km/h
4.5.1.5 (1) Note: Requirements for Class B structures
4.5.2 (1) Note: Areas beyond track ends
4.5.2 (4) Note: Design values of impact forces on end impact walls
4.6.1 (3) Note 1: Classification of seagoing ships
4.6.2 (1) Note: Design values of impact forces from river and canal traffic
4.6.2 (2) Note: Friction coefficient
4.6.2 (3) Note 1: Size and position of impact areas for river and canal traffic
4.6.2 (4) Note: Impact forces of river and canal traffic on bridge decks
4.6.3 (1) Note: Design values for impact forces from seagoing vessels
4.6.3 (3) Note: Friction coefficient
4.6.3 (4)P Note: Size and position of impact areas from seagoing vessels
4.6.3 (5) Note 1: Impact forces of seagoing vessels on bridge decks
5.3 (1)P Note: Procedures for internal explosion
A.4 (1) Note: Details of effective anchorage
The national provisions specified for these items are listed in NA 2.2. In addition, NA 2.2 includes
non-contradictory complementary information for the application of DIN EN 1991-1-7:2010-12 and
DIN EN 1991-1-7/A1:2014-08. This information is preceded by the letters “NCI”:
 NCI re 1.1: Scope
 NCI re 1.2: Normative references
 NCI re 3.3 (2), Note 2: Limitation of localised failure
 NCI re 4.3.1 (1), Note 1: Design values of vehicle impact forces
 NCI re 4.5: Accidental actions caused by derailed rail traffic under or adjacent to structures
 NCI re 4.5.1.2 (1), Note 1: Classification of structures for impact forces
 NCI re 4.5.1.2 (1), Note 2: Classification of temporary structures and auxiliary construction works
 NCI NA.4.5.1.6: Overhead line failure
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 NCI NA.4.5.1.7: Equivalent loads for debris
 NCI re 4.6.2 (1): Design values for impact forces from seagoing vessels
 NCI re 4.6.2 (4): Impact forces of seagoing vessels on bridge decks
 NCI re 4.6.4: Impact of boats
 NCI re Annex A: Design for consequences of localised failure in buildings from an unspecified cause
 NCI re Annex B: Information on risk assessment
 NCI re Annex C: Dynamic design for impact
 NCI re Annex D: Internal explosions
 NCI Annex NA.E: Actions from debris
NA.2.2 Nationally determined parameters and explanations
NOTE The following numbering corresponds to or supplements the numbering of DIN EN 1991-1-7:2010-12 and
DIN EN 1991-1-7/A1:2014-08.
1.1. Scope
NCI re 1.1: Scope
The provisions of DIN EN 1991-1-7 apply to new structures, substantial conversion or renewal work on
structures, and modifications to load-bearing systems. Conversion/renewal work is considered to be
substantial, for instance in bridges, where decks and/or piers are renewed.
1.2 Normative references
NCI re 1.2: Normative references
NA DIN EN 1991-4/NA, National Annex — Nationally determined parameters — Eurocode 1: Actions on

structures — Part 4: Silos and tanks
2 Classification of actions
NDP re 2 (2), Note: Classification of accidental actions

The recommendation applies.
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3 Design situations
3.1 General
NDP re 3.1 (2), Note 4: Loads
This National Annex contains values for identified accidental actions as dynamic loads or as equivalent static
loads, which are intended for application in Germany. Deviations from these values may be agreed with the
client and the relevant authority if appropriately justified proof can be provided.
3.2 Accidental design situations — strategies for identified accidental actions
NDP re 3.2 (1), Note 3: Levels of acceptable risks
If analyses are based on probability considerations, then the representative value of the accidental action
shall be specified with an exceedance probability of p ≤ 10−4/a.
3.3 Accidental design situations — strategies for limiting the extent of localised failure
NDP re 3.3 (2), Note 1: Defined accidental actions for buildings
As regards robustness, the provisions of DIN EN 1992 to DIN EN 1999 and their respective National Annexes,
specific to each construction type, apply.
NDP re 3.3 (2), Note 2: Limitation of localised failure
NDP re 3.3 (2), Note 2: Limitation of localised failure
For accidental actions, “localised failure” in civil engineering works and buildings is permitted as long as it
does not lead to failure of a key element.
NDP re 3.3(2) Note 3: Choice of strategies

The primary strategy is to design key elements for the given actions. In addition, design rules are given for
individual actions. In individual cases, the principle of structural design with enhanced redundancy is
followed. Note 3 applies without modification.
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3.4 Accidental design situations — use of consequence classes

NDP re 3.4 (1), Note 4: Consequence classes
The following consequence classes apply to internal explosions in buildings:
Table NA.1 — Classification into consequence classes for internal explosions
Consequence
Building typesa
classes
CC 1  Buildings with a heightb of up to 7 m
 Buildings used for agricultural or silvicultural purposes.
CC 2.1  Buildings with a heightb of more than 7 m up to 13 m
CC 2.2  Buildings not assignable to consequence classes CC 1, CC 2.1 and CC 3, and
buildings of consequence class 3 with a heightb up to 13 m
CC 3  High-rise buildings (buildings with a heightb of more than 22 m),
 the following buildings with a heightb of more than 13 m:
 sales outlets, whose salesrooms and shopping streets cover a total area of
more than 2 000 m2,
 buildings for more than 200 people, with the exception of residential and
office buildings,
 other publicly accessible buildings, which, due to the nature of their
utilization, are likely to temporarily attract large gatherings of people, and
whose largest storey has a floor area of more than 1 600 m2,
 buildings with rooms or spaces the use of which poses a risk of explosion or
increased risk of fire due to handling or storage of certain substances.
a For buildings indicated in this table that can be assigned to more than one consequence class, the highest class applies.
b Height is the mean distance from the finished floor level of the uppermost storey that can be used for occupational purposes to
the mean ground surface level.
NDP re 3.4 (2), Note: Design approaches
The design methods according to consequence classes in NDP re 5.3 (1) in conjunction with Table NA.1 apply
only for internal explosions in buildings.
4 Impact
4.1 Field of application
NDP re 4.1 (1), Note 1: Accidental actions on lightweight structures
The following provisions apply to accidental actions on lightweight structures (e.g. gantries, lighting
columns, footbridges):
 Footbridges that may be subject to accidental actions shall be designed for the impact forces specified in
4.3 to 4.6.
 Lightweight structures, such as gantries and lighting columns, shall be designed to resist impact forces
in accordance with 4.3 to 4.7 if their failure could endanger public safety and order.
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NDP re 4.1 (1), Note 3: Guidance on the transmission of impact forces to foundations
Impact forces acting on civil engineering structures shall be followed all the way down into the structural
foundations. For buildings, the transmission of the accidental action depends on the forces they transfer to
the structural foundation; this transmission is generally irrelevant.
4.3 Accidental actions caused by road vehicles
4.3.1 Impact on supporting substructures
NDP re 4.3.1 (1), Note 1: Design values of vehicle impact forces
If supporting components (e.g. piers, load-bearing columns or supports, vertical members of frames, walls,
end members of trussed beams, etc.) are to be designed for impact from motor vehicles, then the equivalent
static impact forces indicated in Table NA.2 shall be assumed. Table 4.1 does not apply.
Table NA.2— Equivalent static impact forces from road vehicles
1 2 3
Equivalent static impact force in kN
Fdx Fdy
Category
in the direction of perpendicular to the
travel direction of travel
1 Roads outside built-up areas 1 500 750
Roads in built-up areas for speeds of
2 1 000 500
v ≥ 50 km/ha
Roads in built-up areas for speeds of
v < 50 km/ha, b
3  at protruding corners of buildings 500 500
4  in all other cases 250 250
Traffic areas passable for lorries (e.g. yard
5 100 100
spaces) or buildings with car traffic > 30 kN
Traffic areas passable for cars
6 15 8
 with a speed limit of v ≤ 10 km/h
Parking garages for cars ≤ 30 kNb
8  single/double garages, carports 10 10
10 Petrol station forecourt canopiesb, c 100 100
a Not to be taken into account if supporting members are not in immediate danger of impact from road vehicles, i.e. generally not
to be taken into account when the distance to a kerb that cannot be driven over is more than 1 m. A kerb that cannot be driven
over is deemed to be one with a minimum clearance height of 150 mm.
b Only to be taken into account if failure of the supporting members causes the stability of the building/roofing/floor to be at risk.
c Only to be used if the supporting members are positioned away from the moving traffic, otherwise as in lines 1 to 4. Without
footnote a.
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NDP re 4.3.1 (1), Note 1: Design values of vehicle impact forces
As a deviation from Table NA.2, the equivalent static impact forces may be specified as follows:
 based on previous risk analyses;
 if the interactions between impacting vehicle and impacted member are examined in greater detail, e.g.
by analysing the elastic-plastic behaviour of the member.
The pillars and piers of road bridges and rail bridges passing over roads shall always be designed for impact.
In addition, for permissible speeds on the carriageway underneath of more than 50 km/h, special measures
shall always be taken in the form of repelling safeguards or concrete plinths placed before the pillars and
piers that are at risk from impacts. The design and requirements for these safeguards are specified in the
RPS [3]. In addition, concrete plinths placed before components to be protected shall be at least 0,8 m high
and run parallel to the carriageway for at least 2 m and shall extend at least 0,5 m above the outside edge of
this component, perpendicular to the carriageway.
For pillars and piers in and near roads inside and outside built-up areas with a permissible speed
vzul ≤ 50 km/h, that are to be designed for impact, no special measures are necessary.
Props and falsework shall be protected from impact by vehicles using appropriate design measures.
In parking garages used by cars with a permissible total load ≤ 30 kN, encompassing components that keep
the cars from falling and constructive measures that are particularly suitable for keeping the cars from
falling (e.g. safeguards), and their fastenings and neighbouring load-transmitting components for each of the
safeguards from falling, shall be designed for a travelling single force of 40 kN at a height of 0,5 m above the
road surface. The impact area shall be no greater than b × h = 0,5 m × 0,2 m. The single force is equivalent to
an impact energy of 5,5 kNm.
NDP re 4.3.1 (1), Note 2: Impact forces as a function of the distance from traffic lanes
The provision re Note 1 applies.
NDP re 4.3.1 (1), Note 3: Structures and parts of structures for which vehicle impact forces do not
need to be taken into account
Impact forces shall always be taken into account, except in the case of the footnotes to Table NA.2.
NDP re 4.3.1 (2), Note: Alternative impact rules

NDP re 4.3.1 (3), Note: Conditions of impact from road vehicles
The recommendations given shall not be applied. The following provisions apply: For lorries, the equivalent
static impact forces act at a height h = 1,25 m, and for cars at a height h = 0,5 m, above the level of the
carriageway. The maximum impact areas are b × a = 0,5 m × 0,2 m.
4.3.2 Impact on superstructures
NDP re 4.3.2 (1), Note 1: Clearances, protection measures and design values for superstructures
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NDP re 4.3.2 (1), Note 3: Reduction factor rF for impact forces on superstructures
NDP re 4.3.2 (1), Note 4: Impact forces on the underside of bridge decks
NDP re 4.3.2 (2), Note: Use of Fdy
Forces Fdy perpendicular to the direction of traffic shall not be taken into account.
NDP re 4.3.2 (3), Note: Dimensions and positions of impact areas
4.4 Accidental actions caused by forklift trucks
NDP re 4.4 (1), Note: Design value of the impact force from forklift trucks
4.5 Accidental actions caused by derailed rail traffic under or adjacent to structures;
NDP re 4.5 (1), Note: Type of rail traffic
No differentiation according to the type of rail traffic is made for the railways of the Federal Republic of
Germany.
NCI re 4.5: Accidental actions caused by derailed rail traffic under or adjacent to structures;
For a locally permissible speed of v ≤ 5 km/h, no structural measures or impact loads are to be taken into
consideration.
4.5.1 Structures spanning across or alongside operational railway lines
4.5.1.2 Classification of structures

NDP re 4.5.1.2 (1), Note 1: Classification of structures for impact forces
The following provisions apply in conjunction with the NCI re 4.5.1.2 (1), Note 1. They also apply to auxiliary
structures and temporary superstructures, see also NCI re 4.5.1.2 (1), Note 2.
The provisions do not apply for
 stairs leading to superstructures, if the stability of the superstructure remains unchanged in the event of
failure of these stairs;
 open-cut tunnels, if the loads from superstructures are distributed irrespective of the tunnel structure;
 pylons and other structures carrying overhead contact lines;
 signal posts including signal brackets and bridges;
 station platform roof supports.
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Structures spanning across or alongside railway lines whose supporting structures are endangered when
there is an impact due to derailing are referred to below as “superstructures”. Superstructures near railway
lines are divided into classes A and B. Classification shall be as in Table NA.3.
Table NA.3 — Classification of superstructures when verifying impacts due to derailing
Class A Superstructures with additional structures

 that are permanently occupied by persons (e.g. offices, living spaces),
 that are used as temporary gathering places (e.g. theatres, cinemas),
 that are multi-storeyed and not intended to be used for permanent human
occupation (e.g. multi-storey car parks and warehouses).
Class B Superstructures without additional structures
 bridges for railways, roads, footpaths, cycle tracks and similar traffic areas
 single-storey facilities not intended to be used for permanent human occupation
(e.g. parking areas, warehouses).
NCI re 4.5.1.2 (1), Note 1: Classification of structures for impact forces
Walls, wall diaphragms, columns and similar components that transfer the loads of superstructures are
referred to below as “supports”.
The requirements for the supporting structure depend on the class of the superstructure, the consequences
that impact from a railway vehicle would have, and the safety needs of the public.
As regards the safety requirements for superstructures, a distinction is made between standard and increased
safety requirements. Classification according to safety requirements shall be taken from Table NA.4.
Table NA.4 — Criteria for the classification of superstructures according to safety requirements
Type and position of the

Standard safety requirements Increased safety requirements
superstructure
Superstructures without additional structures (class B)
 above platforms if v ≤ 120 km/hc if v > 120 km/hc
 above station areasa outside
if v ≤ 160 km/hc if v > 160 km/hc
platforms
No distinction,
 outside station areasa
see re 4.5.1.2, re 4.5.1.4
Superstructures with additional structures (class A)
All superstructures with
All types irrespective of the additional structures; additional
—
positions condition:
v ≤ 120 km/hb c
a Railway station areas are the areas between the station entry signals.
b For v > 120 km/h, a safety concept is to be developed.
c v is the locally permitted train speed.
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Possible types of supports (e.g. columns, wall diaphragms, continuous walls) and the associated design
requirements are given by detailed ancillary conditions, particularly the structure class, safety requirements
and the clear distance to the centreline of the track.
Supports should preferably be designed as continuous walls (with openings, where appropriate) or as
wall-type diaphragms. With the exception of falsework, auxiliary structures or temporary bridges, supports
in the form of hinged columns shall not be positioned at a clear distance of d < 15 m from the centreline of
the track. Hinged columns should also not be used as supports at a clear distance of d ≥ 15 m from the
centreline of the track.
Types of supporting structures other than those listed in Table NA.5 and Table NA.6 as a function of the clear
distance d from the track centreline are not permitted.
As a rule, supporting structures are not to be placed within a clear distance of d < 3,0 m from the track
centreline.
If supporting structures within a clear distance of d < 3,0 m cannot be avoided, the following applies:
 Rail tracks are always to be equipped with check rails and associated safety stops. Check rails are to
start at a distance of 5 m from the support.
 The equivalent static forces for superstructures without additional structures that are located outside
station areas shall be taken into account as specified in Table NA.5. In track areas with switches, in the
case of superstructures without additional structures located outside station areas, supports shall not be
located within a clear distance of d < 3,0 m.
 For all other superstructures, provisions for the individual case are to be specified by the German
Federal railway companies in agreement with the Federal Railway Authority (consent on a case-by-case
basis). The equivalent static impact forces indicated in Table NA.6 are reference values.
The distance limit of 3,0 m applies to rail track radii R ≥ 10 000 m and is to be increased to 3,2 m for
R < 10 000 m.
Supporting structures with a clear distance of d < 5,0 m from the centreline of the track shall generally be
constructed as continuous walls, with openings if appropriate, or else as wall-type diaphragms or rows of
columns. For walls with openings, the minimum dimensions given in Figure NA.1 apply. For wall-type
diaphragms, the following minimum dimensions apply:
 B ≥ 0,6 m for standard safety requirements;

 B ≥ 0,8 m for increased safety requirements;
 L ≥ 4·B with L ≥ H/2.
where
B is the width of the wall-type diaphragm;
L is the length of the wall-type diaphragm;
H is the height of the wall-type diaphragm.
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Dimensions in metres
Key
1 Soffit of ceiling or superstructure
2 Permissible dimensions of an opening
3 Example of an opening
lw Clear width
lh Clear height
SO Top of rail
Figure NA.1 — Openings in walls, with permissible dimensions, example
Supporting structures at a clear distance of d < 5,0 m from the centreline of the track may also take the form
of individual columns or rows of columns if they stand on solid platforms or raised foundations with heights
of at least 0,55 m above the top of the rails. Auxiliary and modular platforms are not deemed solid platforms.
The distance between the outside edge of an individual column and the outside edge of the associated
foundation is to be at least 0,8 m perpendicular to the centreline of the track. For supporting structures near
the rail track, Area A of the uniform structure gauge specified in § 9 EBO is to be observed [2]. These raised
foundations are to start at a distance of at least 5,0 m from (and in front of) the columns and their ends,
formed so as to divert the railway vehicle. Columns on the platform shall be as far away from the platform
end as possible, but at least at a 0,8 m distance perpendicular to the track centreline and at least at a 5,0 m
distance parallel to the track centreline.
If columns without raised foundations are required to be positioned at a clear distance of d < 5,0 m from the
centreline of the track, then a rigid buffer stop or an energy dissipation type buffer is to be positioned in
front of individual columns or in front of the first column in a row of columns. In rows of columns, columns
with a clear distance of d > 8,0 m are deemed individual columns. Impact protection devices such as buffers
are to be designed so as to be able to deflect the direction of travel of derailed vehicles away from the
column.
The impact protection devices are to be erected on foundations which ensure that, in the event of an impact,
the load-bearing capacity of the column is also not affected by the foundation. The minimum dimensions and
distances are illustrated by way of example in Figure NA.2.
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Key
1 Column
2 Impact protection
Figure NA.2 — Impact protection devices in front of supports, minimum dimensions, example
Columns, pillars and wall diaphragm ends that can be damaged by vehicle impact are to be constructed with
an extra layer to resist impact in the impact area having a thickness of at least 0,1 m and a double layer of
reinforcement as shown in Figure NA.4.
In the case of class B superstructures outside station areas and of impact protection devices, an extra impact-
resistant layer may be dispensed with.
The impact area is assumed to be at a height of 4,0 m above the top of the rails and
 to cover the full length of the supporting structure in the direction of traffic, with a maximum of L = 3,0 m,
 to cover the full width of the supporting structure perpendicular to the direction of traffic (see Figure NA.3).
Key
1 Centreline of track
2 Extra layer to resist impact
Figure NA.3 — Position and dimensions of an extra impact-resistant layer
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Dimensions in millimetres
a) rectangular column b) circular column
Key
1 Stirrups
2 Longitudinal reinforcement
3 External helix
4 Internal helix
Impact-resistant layer for Fdx
Impact-resistant layer for Fdy
Figure NA.4 — Design of an extra impact-resistant layer
The longitudinal reinforcement shall be at least 2 m above the impact area, be double-layered and continuous
(without joints). At least at this height, the internal and external longitudinal reinforcement shall be
surrounded by stirrups or helixes with a diameter of at least 12 mm. The stirrup ends shall overlap by at
least one side length or be anchored outside the impact layer. Helix ends shall reach as far as the inside of the
cross section.
When designing for accidental actions (conditions both during and after the impact event shall be taken into
consideration) it shall be assumed, due to the localised destruction at impact, that the concrete down to
0,1 m below the surface (impact layer) or to the outside edge of the innermost stirrup (whichever depth is
greater) and the external layer of the compression reinforcement do not have an effect. Except in the impact
area as defined in NDP re 4.5.1.4 (3), Point of application for impact forces, tension reinforcement in the
impact area can, on the other hand, be taken into consideration (e.g. restrained columns). The eccentricities
occurring due to the destruction of the impact layer are to be taken into consideration in design.
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DIN EN 1991-1-7/NA:2019-09
NCI re 4.5.1.2 (1), Note 2: Classification of temporary structures and auxiliary construction works
The provisions of NDP 4.5.1.2 (1), Note 1, also apply to temporary structures. In addition, the following
provisions apply: For supports of auxiliary structures, such as falsework supports, positioned at a distance of
d ≥ 3,0 m, the requirements for continuous walls or similar and support on raised foundations do not need to
be met.
For supports of temporary footbridges and cycle bridges or similar superstructures intended to be used by
the public, the requirement for continuous walls or similar does not need to be met for a clear distance of
d ≥ 3,0 m, provided the speed of the train v is 120 km/h or less. For train speeds v over 120 km/h, suitable
requirements are to be specified in agreement with the Federal Railway Authority in analogy to the
regulations for superstructures.
Temporary footbridges and cycle bridges at a clear distance of d < 3,0 m are not permitted as a rule.
The analyses for column impact and column failure may be omitted if:
 the train speed v for auxiliary structures such as falsework does not exceed 120 km/h, irrespective of
the distance of the columns from the centreline of the track, and the clear distance d is less than 3,0 m,
and guide rails and safety stops are provided;
 the clear distance, for temporary footbridges and cycle bridges or similar superstructures intended to be
used by the public, is d ≥ 3,0 m, the columns are positioned on platforms or on foundations similar to
platforms, and the train speed v does not exceed 120 km/h.
The distance limit of 3,0 m applies to rail track radii R ≥ 10 000 m and is to be increased to 3,2 m for
R < 10 000 m.
4.5.1.4 Class A structures
NDP re 4.5.1.4 (1), Note: Design values of impact forces from derailed traffic
Table 4.4 does not apply.
For improved readability and to reduce the length of the text, this subclause covers both Class A and Class B
structures, despite the subclause title.
Supporting structures for railway superstructures are to be calculated for the equivalent static impact forces
Fdx and Fdy given in Tables NA.5 and NA.6 for impact from railway vehicles. The impact forces are to be
assumed to be Fdx in track direction and Fdy perpendicular to the track direction. The forces do not act
concurrently.
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DIN EN 1991-1-7/NA:2019-09
Table NA.5 — Equivalent static impact forces for superstructures without additional structures (Class B) located outside station areas
Track Clear Type of supporting Equival- Additional Requirements on the location and design of the
area distance d structure ent analysese supporting structuree
of the (conditions) static
supporting force
structure Fdx/Fdy
from the kN
centreline
of the
track
without d < 3,0 ma all types, if −/− − As a rule, supporting structures are to be avoided at a clear
switches v ≤ 120 km/h distance d < 3,0 ma.
 Individual columnsb 2 000 / Column If they cannot be avoided, then the following applies:
1 000 failurec  Rail tracks are always to be equipped with check rails and
 End columnsb,c for rows
of columns safety stops (beginning at 5 m before the support);
 impact design assuming the equivalent static forces as in
 Intermediate columnsb,c
this table;
in rows of columns with a

clear distance between  otherwise, as for “with switches” for 3,0 ma ≤ d < 5,0 m.
columns dS > 8,0 m
 Ends of wall diaphragms
(2 m in longitudinal
direction)
Intermediate columnsb,c in 1 000 /
rows of columns with a clear 500
distance between columns
dS ≤ 8,0 m
Central areas of wall − / 500
diaphragms
d ≥ 3,0 ma all types −/− −  otherwise, as for “with switches” for 3,0 ma ≤ d < 5,0 m.
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DIN EN 1991-1-7/NA:2019-09
Track Clear Type of supporting Equival- Additional Requirements on the location and design of the
area distance d structure ent analysese supporting structuree
of the (conditions) static
supporting force
structure Fdx/Fdy
from the kN
centreline
of the
track
with d < 3,0 ma not permitted −/− −
switches
3,0 ma, b  Individual columnsb 2 000 / Column  As a rule, supporting structures are to be designed as
≤ d < 5,0 m  End columnsb,c for rows 1 000 failurec, d continuous walls (with openings, where necessary), as
of columns wall-type diaphragms or as rows of columnsb.
Intermediate columnsb,c in  Openings in walls shall be as in Figure NA.1.
rows of columns with a clear  Dimensions of wall diaphragms: L ≥ 4·B, L ≥ H/2,
distance between columns B ≥ 0,6 m
dS > 8,0 m
 Ends of wall diaphragms

(2 m in longitudinal
direction)
Intermediate columnsb,c in 1 000 /
rows of columns with a clear 500
distance between columns
dS ≤ 8,0 m
Central areas of wall − / 500 −
diaphragms
d ≥ 5,0 m all types −/− − −
a The limit of 3,0 m for the clear distance d applies for track radii R ≥ 10 000 m. For R < 10 000 m, this limit is to be increased to 3,2 m.
b Only permitted when columns stand on a solid platform or raised foundation with heights of at least 0,55 m above the top edge of the rail.
c In addition, failure of one column is to be examined in each case.
d If columns are built next to tracks with switches and without technical safeguarding, the failure of individual columns is to be considered up to a distance of d ≤ 6,0 m.
e List is selective for a better overview. For a more complete listing, see NCI re 4.5.1.2 (1), Note 1 and NDP re 4.5.1.4 (1).
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DIN EN 1991-1-7/NA:2019-09
Table NA.6 — Equivalent static impact forces for superstructures without structures (Class B) in station areas and superstructures with
structures (Class A)
Clear distance d Type of supporting Standard safety requirements Increased safety Requirements on the
of the structure (Class B) requirements location and design of the
supporting (Class A or B) supporting structureg
structure
from the Equivalent Additional Equiva- Additional
centreline of the static analysesg lent static analysesg
track force force
Fdx/Fdy Fdx/Fdy
kN kN
d < 3,0 ma  Wall diaphragm (4 000 / − (10 000 / Reduced cross- As a rule, supporting
ends, if there is no 2 000)c 4 000)c sectiond structures are to be avoided
buffer stop at a clear distance d < 3,0 m.
 Buffer stop If they cannot be avoided, then
the following applies:
 Wall diaphragm (2 000 / Column failuref (4 000 /  Reduced
 In general, in agreement
ends or columns 1 000)c 2 000)c cross- with the Eisenbahn-
behind a buffer stop sectiond Bundesamt (German
 Column Federal Railway
failuree Authority) for provisions
on a case-by-case basis.
 In the central areas (− / 1 000)c − (− / 2 000)c −
of wall diaphragms  Rail tracks are always to
(distance > 2 m be equipped with check
from the wall end) rails and safety stops
(beginning at 5 m before
the support)
 Otherwise, design as for
d < 5,0 m (6,0 m)
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DIN EN 1991-1-7/NA:2019-09
structure
track force force
Fdx/Fdy Fdx/Fdy
kN kN
3,0 ma  Wall diaphragm 2 000 / − 4 000 / Reduced cross- Supporting structures at a
ends if there is no 1 000 2 000 sectiond distance of d < 5,0 m (6,0 m)
≤ d < 5,0 m (6,0 m)b
buffer stop are normally to be designed as
continuous walls (where
 Buffer stop − appropriate with openings),
wall-type diaphragms or rows
of columns.
Wall diaphragm ends or
 Openings in walls shall be
columns behind a buffer

stop as in Figure NA.1.
 Intermediate 1 000 / 500 Column failuref 2 000 /  Reduced  Dimensions of wall

columns for rows of 1 000 cross- diaphragms: L ≥ 4·B,
columns with a clear sectiond L ≥ H/2, B ≥ 0,6 m
distance ≤ 8 m (standard safety
without raised  Column requirements) or
foundations failuree B ≥ 0,8 m (increased
 Wall diaphragm safety requirements)
ends and columns  Individual columns or
on platforms or on rows of columns are only
foundations with possible for the designs in
h ≥ 0,55 m above the table column “Type of
the top of the rails supporting structure”.
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DIN EN 1991-1-7/NA:2019-09
structure
track force force
Fdx/Fdy Fdx/Fdy
kN kN
 In the central areas − / 500 − − / 1 000 −
of wall diaphragms
(distance > 2 m
from the wall end)
5,0 m (6,0 m)b Wall ends, columns no impact − 2 000 / Reduced cross- −
≤ d < 7,0 m 1 000 sectiond
d ≥ 7,0 m all types no impact − no impact − −

a The limit of 3,0 m for the clear distance d applies for track radii R ≥ 10 000 m. For R < 10 000 m, this limit is to be increased to 3,2 m.
b The limit of 5,0 m for the clear distance d applies for tracks without switches and for turnout areas with technically safeguarded switches. For switches without technical
safeguarding, e.g. in station areas, the distance limit is to be increased to d = 6,0 m. Turnout areas are defined in Figure NA.5.
c In general, in agreement with the Eisenbahn-Bundesamt (German Federal Railway Authority) for provisions on a case-by-case basis (ZiE). The equivalent static impact forces in
parentheses are reference values.
d Proof of load-bearing capacity for accidental events with reduced cross-sections. For walls with B < 1,20 m, a complete destruction of the top of the wall face over a length of 2 m is
to be assumed, for columns the destruction of half of the cross-section.
e Load-bearing capacity analysis for failure of individual columns.
f As for footnote e, but only when columns are placed next to switches without technical safeguarding at a distance d ≤ 6,0 m.
g List is selective for a better overview. For a more complete listing, see NCI re 4.5.1.2 (1), Note 1 and NDP re 4.5.1.4 (1).
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DIN EN 1991-1-7/NA:2019-09
For the cases listed below, in addition to design for impact assuming equivalent static impact forces, analyses
for the “reduced cross-section” and/or “column failure” cases shall be carried out:
For increased safety requirements, it shall be verified, in addition to the accidental design situation, that in
the vicinity of the superstructures, the supporting structures designed for impact can resist — with the
reduced cross-section — permanent and variable actions within accidental design situations but without the
accidental action (corresponding to the state after the accidental event).
The reduced cross-section are given by the following:
 for walls and wall-type diaphragms with widths B < 1,20 m, complete destruction of the wall face is to be
expected over a length of 2 m,
 for columns and supports the destruction of half the cross-section is to be expected.
The load-carrying capacity of the supporting structure in the event of column failure shall be verified
 if in areas of increased safety requirements, columns are positioned adjacent to rail tracks without
switches or in turnout areas with technically safeguarded sets of points at a distance of d ≤ 5,0 m,
 if columns are positioned adjacent to sets of points that are not safeguarded by technical means, e.g. in
station areas, at a distance of d ≤ 6,0 m, irrespective of the safety requirements,
 for Class B superstructures outside train station areas in track areas without switches and at a clear
distance of d < 3,0 m (3,2 m) from the track centreline, or in track areas with switches and at a clear
distance d < 5,0 m.
The limit of 3,0 m for the clear distance d applies for track radii R ≥ 10 000 m. For R < 10 000 m, the value in
parentheses applies (3,2 m).
Turnout areas are shown in Figure NA.5.

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DIN EN 1991-1-7/NA:2019-09
Key
1 Area of turnout
2 Turnout length
3 Centreline of track
WA Beginning of turnout
WE End of turnout
Figure NA.5 — Representation of the turnout area
The analysis for column failure may be omitted if
 the track is travelled on at speeds v of not more than 25 km/h or
 the supporting structure is constructed as a reinforced concrete diaphragm of length L ≥ 3,0 m and
width B ≥ 1,2 m and, if necessary, with an extra layer to resist impact (Figures NA.3 and NA.4).
The analyses for column impact and column failure may be omitted if
 the supporting structure is constructed as a reinforced concrete diaphragm of length L ≥ 6,0 m and
width B ≥ 1,2 m and with an extra layer to resist impact (Figures NA.3 and NA.4) or
 for class B superstructures located outside station areas, the clear distance of the supports from the
centreline of the track is d ≥ 3,0 m (3,2 m) (without switches) and d ≥ 5,0 m (with switches).
The limit of 3,0 m for the clear distance d applies for track radii R ≥ 10 000 m. For R < 10 000 m, the value in
parentheses applies (3,2 m).
NDP re 4.5.1.4 (2), Note: Reduction of impact forces
The impact forces as in Table NA.6 apply. Further reductions are not permitted.
NDP re 4.5.1.4 (3), Note: Point of application for impact forces
The equivalent static impact forces Fdx and Fdy shall be assumed to act at a height of 1,8 m above the top of
the rails for supporting structures and at a height of 1,5 m above the top of the rails for buffer stops. The
impact area may be calculated using b × a = 2,0 m × 1,0 m; the values to be used shall, however, not be
greater than those of the actual geometric area (b: width; a: height).
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DIN EN 1991-1-7/NA:2019-09
NDP re 4.5.1.4 (4), Note: Impact forces for speeds up to 50 km/h
The recommendation does not apply. The impact forces given in Table NA.5 and Table NA.6 apply. The forces
shall not be reduced.
NDP re 4.5.1.4 (5), Note: Impact forces for speeds greater than 120 km/h
For the impact forces, the values given in Table NA.5 and Table NA.6 apply, taking into consideration the
requirements specified in the tables as regards type, location and design of the support structure.
4.5.1.5 Class B structures
NDP re 4.5.1.5 (1), Note: Requirements for Class B structures
The equivalent static impact forces given in Table NA.5 and Table NA.6 apply, and the design conditions are
to be dependent on the safety requirements.
See NDP re 4.5.1.4 (1).
The following subclause is added:
NCI NA.4.5.1.6: Overhead line failure
The loads acting on the structure as a result of an overhead line failure shall be taken into account as a static
load in the direction of the undamaged part of the overhead line. This accidental load shall be taken into
account with a design value of 20 kN.
It shall be assumed that
 for 1 track: 1 bearer cable and contact wire,
 for 2 to 6 tracks: 2 bearer cables and contact wires,
 for more than 6 tracks: 3 bearer cables and contact wires
may be breaking simultaneously.
Failure shall be assumed to occur in the contact wires that result in the most unfavourable action.
NCI NA.4.5.1.7: Equivalent loads for debris
Superstructures of train stations that have additional structures shall also be designed for debris loads. See
Annex NA.E (normative).
4.5.2 Structures located in areas beyond track ends
NDP re 4.5.2 (1), Note: Areas beyond track ends
No supporting structures should be positioned behind track ends. If this is unavoidable, provisions for the
individual case are to be specified by the German Federal railway companies in agreement with the Federal
Railway Authority (consent on a case-by-case basis).
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DIN EN 1991-1-7/NA:2019-09
NDP re 4.5.2 (4), Note: Design values values of impact forces on end impact walls
The recommendation does not apply. The values given in Table NA.6 apply for impact forces acting on end
impact walls.
4.6 Accidental actions caused by ship traffic
4.6.1 General
NDP re 4.6.1 (3), Note 1: Classification of sea-going ships
4.6.2 Impact from river and canal traffic
NDP re 4.6.2 (1), Note: Design values for impact forces from river and canal traffic
The recommendations of DIN EN 1991-1-7:2010-12, Annex C, Table C.3 apply. The dynamic impact force
values have been verified by probabilistical methods and take into account typical situations in German
waterways; they apply to fixed bridges and movable bridges.
The impact load values given in Table C.3 may be reduced for piers positioned at a distance from the edge of
the navigable channel of the waterway in the vicinity of the bridge by multiplying them by a reduction factor
as given in Figure NA.6.
Key
X (m)
Y (-)
Figure NA.6 — Reduction factor taking into account the distance of the pier from the edge of the
navigable channel
The relevant water level is generally the highest navigable water level.
The impact loads as a result of lateral and frictional impact shall be taken into account as concentrated
horizontal travelling loads.
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DIN EN 1991-1-7/NA:2019-09
NDP re 4.6.2 (1), Note: Design values for impact forces from river and canal traffic
The values for the masses given in Table C.3 are informative; unless specified in greater detail for the project
concerned, a value of one third between the lower and upper values of the given range may be assumed
when determining the impact force-time function as specified in C.4.3.
Unless a more accurate method is used, the ship impact speeds given in Table NA.7 may be used in dynamic
analyses:
Table NA.7 — Ship impact speeds for dynamic analyses
ECMT class [1]

I II III IV Va - Vb VIa - VIc VII
(see Table C.3)
Impact speed
6 7 8 10 12 13 15
km/h
The dynamic impact forces are not to be increased as specified in C.4.1 (3).
Impact forces equal to 40 % of the forces Fdx or Fdy from Table C.3 may be assumed for piers or abutments
that are located on an embankment or river wall (including a landside area of ≤ 2 m along the embankment
failure line or ≤ 5 m shore or bank edge, respectively) and are at risk of ship impact.
Where ship impact is to be taken into account for piers of river-crossing bridges at the foreshore, the impact
forces may be taken to be 20 % of Fdx or Fdy of Table C.3, respectively (including a landside area of > 2 m
along the embankment failure line or > 5 m shore or bank edge, respectively).
NDP re 4.6.2 (2), Note: Friction coefficient
NDP re 4.6.2 (3), Note 1: Size and position of impact areas for seagoing vessels
NDP re 4.6.2 (4), Note: Impact forces on bridge decks from river and canal traffic
The recommendation given in DIN EN 1991-1-7 applies; it also applies to movable bridges if there is ship
traffic under the bridge when closed. The impact area to be taken into account is b × a = 1,0 m × 0,5 m. The
equivalent static impact force shall not be taken into account if the clearance between the relevant water
level and the bottom edge of the bridge deck is 1,5 times the lower overhead clearance specified in ECMT,
1992 [1]. The impact energy, E, equivalent to the impact force, may be set at 10 kNm.
If suitably designed, a superstructure may be safeguarded by constructive means against horizontal

displacement.
NDP re 4.6.2 (4), Note: Impact forces on bridge decks from river and canal traffic
The clearance height above the actual navigable channel required for newly constructed bridges shall be
maintained for the relevant water level over the full length and width of the navigable water.
The decision whether to take into account impact loads for decks of existing bridges will depend on risk
analysis considerations. In such cases, damage scenarios for impact and its implications may be considered.
With the exception of footbridges and pipe bridges, no specific design analysis need be made or physical
27
DIN EN 1991-1-7/NA:2019-09
safeguards provided if the annual probability of an impact on a bridge deck is less than pa = 10−5 per year. If
a specific design analysis is required, then the equivalent static load F = 1 MN given above or the equivalent
impact energy, respectively, applies unless a more detailed analysis is carried out.
4.6.3 Impact from seagoing vessels
NDP re 4.6.3 (1), Note: Design values for impact forces on seagoing vessels
Since any general classification of maritime waterways in Germany would show that there is a broad range
of ship types, each case is to be examined individually.
NDP re 4.6.3 (3), Note: Friction coefficient
NDP re 4.6.3 (4)P, Note: Size and position of impact areas on seagoing vessels
NDP re 4.6.3 (5), Note 1: Impact force of seagoing vessels on bridge decks
In the absence of a more detailed study, the equivalent static impact force of a ship’s superstructure on a bridge
deck is assumed to be 10 % of the frontal impact force. Otherwise, the recommendations of DIN EN 1991-1-7
apply.
NCI re 4.6.4: Impact of boats
Since, due to differences in their construction, boats are less rigid than merchant vessels, their impact forces
in unclassified waterways (see Table C.3 or C.4) are calculated for a displacement < 250 m3 using the
following empirical equation that is not dimensionally true:
𝐹𝐹Stat = 0,03 × (𝐷𝐷 × 𝐸𝐸Def ) 1/3 (NA.1)
where
FStat
is the equivalent static force in MN;
D is the displacement in m3;
EDef is the deformation or impact energy in kNm.
The impact energy to be taken into account for lateral impact is calculated using Equation (C.10) of
DIN EN 1991-1-7:2010-12, taking into account a friction force in analogy to Equation (4.1) of
DIN EN 1991-1-7:2010-12.
The impact force acts at a height h = 1,5 m above the relevant water level, which generally corresponds to
the highest navigable water level (German: Höchster Schiffbarer Wasserstand, HSW); the impact area is
b × h = 0,5 m × 0,25 m.
For ship impact on bridge decks crossing unclassified waterways, NDP re 4.6.2 (4) applies by analogy. If an
impact force is to be taken into account, then an equivalent static force F = 0,2 MN or, alternatively, an impact
energy EDef = 0,005 MNm, may be used.
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DIN EN 1991-1-7/NA:2019-09
NDP re 5.3 (1)P, Note: Procedures for internal explosion
The recommendation in sentence 1 applies. The recommendation in sentence 2 applies to the following
provision under c). The recommendations in sentences 3 and 4 do not apply. The provisions listed below
apply to the erection of new structures only.
Dust explosions in rooms, tanks or bunkers shall be taken into account in accordance with DIN EN 1991-4,
including the National Annex DIN EN 1991-4/NA.
Actions due to gas and vapour/air explosions in road and rail tunnels in which explosive materials are stored
shall be subject to an expert assessment.
Gas explosion pressure acting on structural components shall be taken into account for buildings in all
rooms with a gas appliance, as follows:
1) For buildings of consequence classes CC1 and CC2.1 and for single-storey buildings of consequence
class CC2.2 as specified in Table NA.1, robustness can be adequately ensured by following the
design rules given in the respective standard in the DIN EN 1992 to DIN EN 1999 series pertaining
to the relevant construction type and executing the construction work according to good building
practice.
2) The following provisions apply to buildings of consequence class CC2.2 as specified in Table NA.1
(with the exception of single-storey buildings).
Structures that are not designed for accidental events shall have a suitable tension system. This system is
intended to allow for alternative load paths to be used after a localised damage so that failure of an
individual structural element or a limited part of the structure does not lead to the failure of the entire
structure (progressive failure). The following simple rules generally meet this requirement.
As a rule, if a building is divided by expansion joints into independent structural parts, then each of these
sections should have an independent tension system.
The ties may be designed with γM = 1,0. Ties intended for other purposes may be partly or fully taken into
account for these ties.
As a rule, the following ties may be used for the tension system:
a) Peripheral ties
As a rule, effectively continuous peripheral ties should be provided at each floor and roof level within 1,2 m
from the edge.
As a rule, the peripheral tie shall be capable of resisting the following tensile force:
𝐹𝐹tie, per = 𝑙𝑙i × 10 kN/m ≥ 70 kN (NA.2)
where
Ftie,per is the tensile force of the peripheral tie;
𝑙𝑙i is the length of the end span.
Structures with internal edges (e.g. atriums, courtyards, etc.) should have peripheral ties in the same way as
external edges, requiring to be fully anchored.
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DIN EN 1991-1-7/NA:2019-09
b) Internal ties
As a rule, internal ties should be provided at each floor and roof level in two directions approximately at
right angles. They should generally be effectively continuous over their full length and should be anchored to
the peripheral ties at each end, unless continuing as horizontal ties to columns or walls. The internal ties
may, in whole or in part, be evenly distributed in the slabs or in beams, walls or other appropriate structural
members. In walls, they should be within 0,5 m from the top or bottom of floor slabs (see Figure NA.7). In
each direction, internal ties shall be capable of resisting a design tensile force Ftie,int = 20 kN/m.
Key
A Peripheral tie
B Internal tie
C Horizontal column tie or wall tie
Figure NA.7 — Ties for accidental actions (plan view)
Where floors do not have an extra layer of concrete in which the ties can be distributed over the main
direction of span, the ties may be concentrated in the joints between the structural members. In this case, the
minimum force to be resisted in a joint is:
𝐹𝐹tie = 20 kN/m × (𝑙𝑙1 + 𝑙𝑙2 ) / 2 ≥ 70 kN (NA.3)

Where
l1, l2 are the spans (in m) of the floor slabs on both sides of the joint (see Figure NA.7).
As a rule, internal ties shall be connected to the peripheral ties so that transfer of forces is ensured.
30
DIN EN 1991-1-7/NA:2019-09
c) Horizontal column ties or wall ties
For horizontal column and wall ties, edge columns and external walls should be tied horizontally to the
structure at each floor and roof level. These ties should be capable of resisting a tensile force ftie,fac = 10 kN
per metre of the façade. The connection force of the walls to the tension system in a floor may be analysed
via friction forces, taking into consideration the minimum support reactions in the floor, or, alternatively, by
using a constructive means of connection. For columns, the force should not be assumed to exceed
Ftie,col = 150 kN per column. As a rule, corner posts or columns shall be tied in two directions. Steel provided
for the peripheral tie may be used as the horizontal tie in this case.
For buildings of consequence class CC3 as specified in Table NA.1, the design shall be carried out in
accordance with D.1.
NCI re Annex A: Design for consequences of localised failure in buildings from an unspecified cause
The informative Annex A does not apply in Germany.
A.3 Consequence classes of buildings
NDP re A.3 (1), Note 3: Supplement to Table A.1
NDP re A.4 (1), Note 1: Details of effective anchorage
NCI re Annex B: Information on risk assessment
The informative Annex B does not apply in Germany. Unless they can be shown by appropriate references to
be in accordance with the state of science and technology, risk assessments may only be carried out in
agreement with the relevant authority. Risk assessments are advisable in particular for analyses of existing
buildings.
NCI re Annex C: Dynamic design for impact
The informative Annex C does not apply in Germany. As a rule, the impact dynamics described in C.2 are
suitable for pre-design purposes only.
NCI re Annex D: Internal explosions
The informative Annex D does not apply in Germany, with the exception of D.1. Explosions in road and rail
tunnels do not generally need to be taken into account.
The following Annex is added:
NCI Annex NA.E: Actions from debris
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DIN EN 1991-1-7/NA:2019-09
Annex NA.E
(normative)
Actions from debris
Superstructures of train stations that have additional structures shall also be designed assuming the
equivalent static actions given in Table NA.E.1. These actions are to be taken into account in addition to the
permanent and/or variable actions (e.g. self-weight, imposed loads, traffic loads, earth pressure and water
pressure, if any) acting on the member in order to ensure that the relevant traffic routes are free of obstacles
in accordance with the German Law to Ensure Transportation [4] as given in the Bekanntmachung der
Bautechnischen Grundsätze für Hausschutzräume des Grundschutzes [5].
Table NA.E.1 — Actions from debris
Number n of full storeys

n≤5 n>5
Actions from debris
Uniformly distributed pv 10,0 kN/m2 15,0 kN/m2

vertical load on floors
Uniformly distributed
horizontal load for phi 10,0 kN/m2 15,0 kN/m2

perimeter walls not in
contact with soil
Uniformly distributed horizontal load for perimeter walls in contact with soil, depending on the type of soil:
Sand and gravel pha 4,5 kN/m2 6,75 kN/m2
Loam of mean pha 6,0 kN/m2 9,0 kN/m2
consistency
Loam of a soft pha 7,5 kN/m2 11,25 kN/m2
consistency and clay
Soils in groundwater pha 10,0 kN/m2 15,0 kN/m2
32
DIN EN 1991-1-7/NA:2019-09
NCI Bibliography
[1] ECMT, 1992, European Conference of Ministers of Transport, Classification proposal of 19 June 1992,
accepted by the EU Council on 29 October 1993
[2] EBO Eisenbahn-Bau- und Betriebsordnung (Ordinance on the Construction and Operation of
Railways), of 8 May 1967 (BGBl. II p. 1563), last amended per law on 21 June 2005 (BGBl. I p. 1818) 1
[3] RPS, Richtlinien für passiven Schutz an Straßen durch Fahrzeug-Rückhaltesysteme (Directive for
Passive Protection On Roads by Vehicle Retaining Systems) 2
[4] VerkSiG, Gesetz zur Sicherstellung des Verkehrs (Verkehrssicherstellungsgesetz) (Law to Ensure
Transportation), of 8 October 1968 (BGBl. I p. 1082), last amended by Article 499 of the Regulation of
31 August 2015 (BGBl. I p. 1474)
[5] Bekanntmachung der Bautechnischen Grundsätze für Hausschutzräume des Grundschutzes, edition
May 1991, published in the Supplement to the German Federal Gazette nos. 184a and 185b of
8 July 1991
1 Obtainable from: Beuth Verlag GmbH, 10772 Berlin, Germany.

2 Obtainable from: FGSV Verlag GmbH, Wesselinger Straße 15-17, 50999 Köln, Germany.
33

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September 2019

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This standard differs from DIN EN 1991-1-7/NA:2010-12 as follows:

a) modifications have been made to 4.3.1, Impact on supporting substructures;

c) modifications have been made to reflect DIN EN 1991-1-7/A1:2014-08;

d) the standard has been editorially revised.

DIN 1055-9: 2003-08

NA.2 National provisions for the application of DIN EN 1991-1-7:2010-12 in

4.3.2 (1) Note 4: Impact forces on the underside of bridge decks

4.3.2 (3) Note: Dimensions and positions of impact areas

 NCI re 1.1: Scope

 NCI re 1.2: Normative references

 NCI re 3.3 (2), Note 2: Limitation of localised failure

 NCI re 4.3.1 (1), Note 1: Design values of vehicle impact forces

 NCI re 4.5.1.2 (1), Note 1: Classification of structures for impact forces

 NCI NA.4.5.1.6: Overhead line failure

 NCI NA.4.5.1.7: Equivalent loads for debris

 NCI re 4.6.2 (4): Impact forces of seagoing vessels on bridge decks

 NCI re 4.6.4: Impact of boats

 NCI re Annex B: Information on risk assessment

 NCI re Annex C: Dynamic design for impact

 NCI re Annex D: Internal explosions

 NCI Annex NA.E: Actions from debris

NA.2.2 Nationally determined parameters and explanations

NCI re 1.1: Scope

1.2 Normative references

NCI re 1.2: Normative references

NA DIN EN 1991-4/NA, National Annex — Nationally determined parameters — Eurocode 1: Actions on

NDP re 2 (2), Note: Classification of accidental actions

NDP re 3.1 (2), Note 4: Loads

3.2 Accidental design situations — strategies for identified accidental actions

NDP re 3.2 (1), Note 3: Levels of acceptable risks

NDP re 3.3 (2), Note 1: Defined accidental actions for buildings

NDP re 3.3 (2), Note 2: Limitation of localised failure

The recommendation applies.

NDP re 3.3 (2), Note 2: Limitation of localised failure

NDP re 3.3(2) Note 3: Choice of strategies

3.4 Accidental design situations — use of consequence classes

The following consequence classes apply to internal explosions in buildings:

Table NA.1 — Classification into consequence classes for internal explosions

NDP re 3.4 (2), Note: Design approaches

only for internal explosions in buildings.

4.1 Field of application

NDP re 4.1 (1), Note 1: Accidental actions on lightweight structures

4.3 Accidental actions caused by road vehicles

4.3.1 Impact on supporting substructures

NDP re 4.3.1 (1), Note 1: Design values of vehicle impact forces

Table NA.2— Equivalent static impact forces from road vehicles

NDP re 4.3.1 (1), Note 1: Design values of vehicle impact forces

 based on previous risk analyses;

The provision re Note 1 applies.

NDP re 4.3.1 (2), Note: Alternative impact rules

The recommendation applies.

NDP re 4.3.1 (3), Note: Conditions of impact from road vehicles

4.3.2 Impact on superstructures

The recommendation applies.

The recommendation applies.

The recommendation applies.

NDP re 4.3.2 (2), Note: Use of Fdy

NDP re 4.3.2 (3), Note: Dimensions and positions of impact areas

The recommendation applies.

4.4 Accidental actions caused by forklift trucks