rolled Copy, © B: 17/11/2008, Uncon’ GHAM, Licensed copy:UNIVERSITY OF NOTTIN BRITISH STANDARD Steel, concrete and composite bridges — Part 10: Code of practice for fatigue resm000 NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW BS 5400: Part 10: 1980 Incorporating “Amendment No. 1rolled Copy, © BSI uncon 17/11/2008, NOTTINGHAM, Licensed copy:UNIVERSITY 0} BS 5400 : Part 10 : 1980 Summary of pages ‘The following table identifies the current issue of each page. Issue 1 indicates that a page has been introduced for the first time by amendment. Subsequent issue numbers indicate an updated page. Vertical sidelining on replacement pages indicates the most recent changes (amendment, addition, deletion) Page Tene Pase Toone Front cover 2 6 original Inside front cover blank 7 42 original a 1 8 2 > blank 4 original ¢ blank 4510 48, original a 1 ry 2 1 2 50 blank 2 2 5 2 3 2 52 blank 4 2 58 2 da 1 54 blank 4 blank Inside back cover original 5 2 Back cover: 2 ste a© BSI Uncontrolled Copy, 17/11/2008, NOTTINGHAM, Y OF Licensed copy:UNIVERST BS 5400: Part 10: 1980 Contents Foreword Cooperating organizations Recommendations. ‘Scope Genera! Loading Assessment procedures Other sources of fatigue damage Limitations Steel decks Reinforcement Shoar connectors References Definitions and symbols Definitions Symbols General guidance Design life Classtication and workmanship Stresses ‘Methods of assessment Factors influencing fatigue behaviour Classification of details Classification General 5.1.2 Classification of datas in table 17 52. Unclassified details 521. General 522. Post-walding teatments 53 Workmanship and inspection 53.1 General 532 Dewimental efects 54 Stool decks 8. Swess calculations Genoa! 1 Stress range for welded details 2 Swess range for welds 3 Effective stress range for non-welded datals 4 Calculation of stresses 5 8 Effects to be included 1 4 1.8 Effects to be ignored 2 Stross in parent metal 3 Suess in wold throats other than those attaching shear connectors 6.4 Stresses in welds attaching she 8.43. Channel and bor connectors 85 Axial stress in bolts Loadings for fatigue assessment Design loadings. Highway loading 1 General 2. Standard loading 3. Application of loading 724 Allowance for impact 725 Centritugal forces 73.” Railway loading 731 General 73.2. Application of loading 733 Standard load spectra 8. Fatigue assessment of highway bridges 8.1 Mathods of assessment B11 Goneral 81.2 Simplified procedures 82 Assessment without damage Page 1 Back cove 2 2 2 12 2 12 Issue 1, March 1999 Poge 822 Procedwe 12 82.3 Adjustment factors foray, class S dotais only 2 83 Damage calculation single vehicle rmathoo 2 83.1 General 2 832 Procedure 2 84 Damage calculation, vehicle spectrum method 4 24.1 General 14 84.2. Design spectrum 4 84.3. Simplification of design spectrum 14 8.4.4 Calevlation of damage 4 9. Fatigue assessment of railway bridges 18 3.1 Methods of assossment 18 8.41.1. General 18 9.1.2. Simplfied procedure 18 9.2 Assessment without damage calculation 18 92.1 General 18 922 18 923 18 924 20 93 Damage calculation 20 93.1 Genera! 20 9.32 Design spectrum for standard loading 20 9.33 Design spectrum for non-standard loading 20 934 Simplification of spectuum 20 9.35 Caleulation of damage 20 10. Fatigue assessment of bridges carving highway and railway toading 20 11, The Paimgren-Miner rule 20 111 General 20 312 Design a, -W relationship 2 113 Treatment of low suess cycles 22 114 Procedure 22 115 Miner's summation greater than unity 22 Appendices AD Basis of o,~N relationship 23 B. Cycle counting bythe reservoir method 25 ©. Derivation of standard highway bridge fatigue: loading and methods of use 25, D. Examples of fatigue assessment of highway bridges by simplified methods 30, Derivation of standard ralivay load spectra ae Examples of sess histories and cycle counting procedure 38 G. Testing of shear connectors a H. Explanatory notes on detail classification a Tables TL Annual flow of commercial vehicles 8 2 for RU loading 11 3. Standard load spectra for RL toading 12 4. Values off for RU loading of railway bridges 13 5. Values off for railway bridgos 19 8 Values of ke for railway bridges 19 7. Values of fy for AL loading of railway bridges 19 8. Design o,~N relationships and constant amplitude non- propagating stress ‘ange values 2 9. Mear-line 1 WV celationships 23 10. Probability factors 2B 11, Typical commercial vehicle groups 27 12. Proportional damage from individual Q10Up8 of typi! commercial vehicles 26 ©8st00-980Issue 2, March 1999 BS 5400: Part 10: 1980 ] oe Poon 13. Tile conan eile oe 12. Tia ponton intunnca ting 7 wpe scan 28) Mpincnionats sec 8 14, pe Coat vee xe 1 Snr Snr Meus (ean vet speci 2» Inmntowandna soon 21 15, RUToodhe annul ate onage tor 15, Eitmayotiascinegemenee 32 Sandra ys 218 Hyman weaoren & 1, RUTanig: anu vatte tne an 1 Midi & Conpontancuanded vies 941. Typ ns sain aime vy, Ginesconof arate one 29 Tet! waiciomaeree ee 38. Tansiecaedin ue Sapecrs 3? Se si Tolan tes oceans Ns crete eee 22. Srossconcenravon acon 82 ner = 23. Failure modes at weld ends: a3 owes Be Govanavce 8 1 vata dig irae BS. Eine wih wie an : eer : Sorsion 6 fee a 7 26. Type 3 failure modes 45 a 2a Rawecesrempmenmait —“g 2 Ton flue 8 7 Ey arintaatacl opie : 28. Use of eantnut plating to reauce © 8 Aataregenent send tome Bescomenmlowinype Sto 3 $ Pin ofstanderd axe 2 ctor junction between flange a 5 Delton atinsronue 72 Sctemivctonbemen trae, a furponee Example of a ‘third’ member slott 8 ¢. Flot tocaiontvehicws 13,3 tamale td manbr voted : $ (inocdbcareswacccemouns 18g, Gcwmhamanmanter |” ay 5 bag mn ols atc ed 13 32. Tee junction of two flange plates 43 3° 9, Derivation of ay and A, for damage flange plates 48 5 ealeutation 18 34, Single filet corner weld in bending 48 e 10, amas hat or hahwey bons : (sunt don r Q 1, Bae Sion fein tr 8 Foreword 7 ceictehetinetiehconeateeiovng Pato Bilge tarne B= | Puneet Sean Secon. Cate ipacc reson : Pant Genesee tig be z Pat 2 Speciation orloads Secton 82 Specteaton fr mateals, | Pa Selctoacr deg oom bidgs react an san 5 eset onto. cases pact a 5 Par Spectcaiontormatersisand womans Atay Sanda oes not puta nce a ences on bron acon Unt tet Sarrcroe . CoD Complane wth Bch Standard dos natoisot | z Conterimmanty fom ep oben g & g j ss onan 1Py, © BST ‘olled Co} /11/2008, BS 5400: Part 10: 1980 1. Scope, 1.1 General, Ths Part ofthis British Standard recommends ‘methods forthe fatigue assessment of parts of bridges which are subject to repeated tuctuations of sues. 1.2 Loading. Standard oad spectra aregivenfor both highway and railway bridges. 1.3 Assessment procedures. The folowing alternative ‘methods of fatigue assessment are described for both highway and raway bsidges: (a) simplified methods thatare applicable to parts of bridges with classed dotals end which are subjected to stancard loadings: (b) methods using fist principles that can be appli in allcireumetances. 1.4 Other sources of fatigue damage. The following topics are not specifically covered by this Part ofthis Erith Standard but theiraffects onthe fatigue eof sttucture may need tobe considered (.) aerodynamically induced oscilations; () fluctuations of stressin parts ofa stucture immersed ‘water, which are due o wave action and/or eddy induced vibrations {) reduction of fatiguelitein a consive atmosphere {corrosion fatigue) 1.5 Limitations 1.5.1 Stee! decks. Highway loading is included inthis Part end s applicable othe atique design of welded orthotropic steel decks, However, thesvessanalysisand Classification of details in guch a deck s very complex ands beyond the scope of his Part ofthis Bish Standard 1.5.2 Reinforcement. The fotigue assessment of certain details associated with ainforcingbareisincludedin this Part butinterim criteria for unwelded barsaregiven in Pana NOTE, These citenaareatprestntunder-evow anarevised {tena may be sued ltr a an amendment 1.8. Shear connectors. The atique assessment of sheat Connectors Between concrete slabs and steel girders acting ‘ompositolyinlexureis coveted inthis Par, but the ‘sssessment ofthe effects of ocal wheel loads on shest onnectors between concrate slabs and steel patesis Beyond the scope ofthis Pat ofthis British Standard, Thiselfect may, however, beigneredifthe concrete slab alone is designed forthe entre local loading, 2. References ‘Thetitias ofthe standards publications eteredtoin this standard are listed an the inside back cover 2 © 88103-1098 Issue 2, March 1999 3. Definitions and symbols 3.1 Definitions. Forthe purposes ofthis Partotthis rsh ‘Standard the following definitions apply. 3.1.1 fatigue. The damage, by gradual cracking ofa ‘tructutalpar, caused by repeated applications ofasiess ‘which isineutlcient toinduee failure bya single application. 3.1.2 loading event. The approach, passage and ‘departure ofether one rancor, for short lengths, abogie ot | axle, over arailway bridge or one vehicle over ahighway bridge. 2.1.3 load spectrum. Atabulation showing therelatve irequoncias of loading events of iferntintensitios experienced bythe structure NOTE.A convenient made of expressing sloaespectumisto rote ach ad intensity a8 9 proporeon (Kw) ofa stancadoad {ndthe number ofoscunences ofeach ond sea proparon (Ke) ‘tthe total number otgasing events 3.1.4 standard load spectrum. The oad spectrum th has boon adoptedin his Part ofthis British Stand, ay? atboth peak and willbe the algebraic greater peak principal trough principal stress. {6.3 Stress in weld throats other than those attaching shear connectors. The reference tess fr fatigue of a weld throat shouldbe te vector sum ofthe shear svesses in the weld metal based onan effecive twoat dimension a defined in Pert 3 and on the assumption that none ofthe loads cared in bearing between parent metals Thisslusated in figure 2b, When calculating the stress range, the vector difference ofthe ‘greatest and the eas vector sum stress may be used instead ofthe algebraic ference 30 0¢ both remain es eo Design stress = (+z) Potential crack “stress | Figure 2a Reference stress in parent metal q | re 2, Retrnce sess in wed vot © 8S! 09-1969 distribution t= combined size of i ciimectiee throm Porta) ] le te | er© BST ed Copy, °° 7/11/2008, aM, censed copy:UNTVERSTTY OF NOTT’ BS 5400: Part 10: 1980 6.4 Stresses in wolds attaching shear connector 6.4.1 General. For shear connectorsin accordance with the dimensional recommendations of Pat, the design stresses for fatigue inthe weld metal shouldbe calculated in accordance with 6.8.2 and 6.4.3. Where the dimensions ‘ofthe shear connectors and/or the concretshaunches are notin accordance with Part, the fatigue strength should be Setermined in secordance with appendix Gof this Pat 6.4.2 Stud connectors. The stresses inthe weld metal attaching stud shear connectors should be calculated tom the following expression ‘1098 In weld = longitudinal shear load on stud Sbpropratenominalstaiestength TromPars) "+7 N/m 8.4.3 Channelandber connectors ‘stfctive throat area of weld, ransverseto the shoar ow, when the concreteisof normal density and from 0.85 x throat area when lightweight concreteisused. For the ‘purposes of this clause tha throat area shouldbe based on 2 Wold eg langth whichis theleast ofthe dimensions tabulated below. ‘Actual ieg length 05 x sctvaliogength ‘Thickness ofchannel web | 0.125 > (height + breacth ofber) Hallthothickness of half thickness of beam lange beamtiange 6.4.3.2 tmmay asistcalculation to note hatin normat density concrete, where thethicknessaftebeamflangeis atleast ice the actual weld eg longth and the weld ‘imensions comply with Part, theetfoctve weld areasare 50 x Ober connectors * 200mmiong, 1697 mm? 28 x 2Sbarcannectors » 200mmiong. 101mm? 127 and 102 channel connectors. 150 mmiong, 1272 mm? ‘T6channel connectors» 180 mm long, 1081 mm? 16.5 Axial stress in bolts. The design stres ortatigue in bolts comolving withthe requirements of BS 4335 and bolts te dimensional tolerances complying withthe requirements of BS 2692 shouldbe calculted rom the Following expression = sess inbott = / 0g where F=1.7kN/mm torthreadsofnominaldiameterupto 25mm F = 2.1kN/mm*forthreadsofnominaldiameterover25mm {gisthestresscango onthe corearea of he bolt determined on the bast of the min diametor the nominal ultimate tensile strength ofthe bolt ‘material in KN? ‘When subjected to luctuating stresses black bolts complying withthe requtemants ct 85 4190 may only be Used may ae foced under the head and turned on honk ia ‘ecordance with terequirements of 8S 4190 7. Loadings for fatigue assessment 7.1 Design loadings. Highway and alway design loadings appropriate for bridgesin the UKare given in 7.2 ‘and 7. Srespectivay. ‘Theload factors 71 and 1 shouldbe taken as equalling 1.0 (cae Part2) 7.2 Highway loading 7.2.1 General. in determining the maximum range ot fuctuating sess, goeraly, only the vertical effects of vehicular liveoedasgivenin clause 7 should be Considered. modified where appropriate tallow forimpact ‘Ss given in 7.2.6. Inwelded members the dead load tess ‘need not be considered, Inunwelded membersthe deed Toad tess wllhave tobe considerodin determining the tffectve sess ange when compression stresses occur (0061.2) CContitugal tfects need only be consigered for substructures (see 7.2.8) 7.22 Standard loading 7.2.2.1 Standard foad spectrum. The standardload specttum should be as shown intable 11 which gives he weight intensities and lative frequencies of commercial vatfic on typical tunk roads in the UK. The minimum weight taken {ora commercial vehicle's 30 kN. All vehicles es than OKN areignored winen considering fatigue 7.2.2.2Standard fatigue vehicle. The standard aig. vehicle is a device usedto represent the effects ofthe Standard load spectrum ;for highway bridgesthisisa single vehicle witha weight of S20KN,Itconssts of fourstandaré axles withthe dimensions as shown in figures 3 and 4. NOTE. See appendix Cforthadervationfthestandar fatigue 7.2.2.3 Number of vehicles, The numbersot commercial vehicis that are assumed‘ travelalong eachlane ote idgo Deryear shouldbe taken fom tablet for any reason Vehicle numbers other than th {djustmants may be made Secordance with8.2.30 7.2.3 Application of loading 7.2.3.1 Demarcation of lanes, Forthe purposes ofthis Part ofthis British Standard the anes shouldbe th actual vate anes marked onthe carriageway. They should be designatedin accordance wth gure Sand the loading Should be applied tothe slow and the adjacent lanes ony ‘Where a crawler ane sprovidedit should be eated as an ‘addtional siow lane 7.2.3.2 Patho vehicles. The mean centreline of vavelof allvehicles in any lane shouldbe along a path paralilto, and within 300 mmof, the cenveliag the lane as shown intigure 6. Te transverse position of tecentreline ofthe Vehicle should be selected so as to cause the maximum “stessrangein he dtail being considare, In some instancesit may befoundthatthouse of multiple paths results in signeanty less calculated damage and guidance onthis ie givenin €.1.4 7.2.3.3 Standard loading. The passage of one standara fatigue vahiete along the entivelengthof one lane shovld be taken as one loading event 1.2.3.8 Non-standard load spectrum. load spectumis ‘sed, which difersin any way from the standard loca spectrum, the passage of each vehicie forming the load Spectrum should be consideredta provide aseparate loading eventy, © Bi ontrolled 11/2008, & Norr. UNIVERSITY OF Licensed copy 8S 5400: Part 10: 1980 B0KN —-80KN 80KN 80 kN stondard axtes) 13m 60m 1.8m Alternatively @ 225 ‘dia. circle may be used Yyre contact orea loed 20 KN per tyre | 150,| 150, tyre btyre‘olled Copy, © BSI 17/11/2008, NOTTINGHAM, y:UNIVERSITY OF Licensed cop: 8S $400 : Part 10: 1980 Table 1. Annual flow of commercial vehicles (7. x 10°) Motorway Motorway All purpose All purpose Sliproad ‘Al purpose All purpose Sliproad Single Single (10 m*) Single Not applicable ‘Al purpose | Single (7.3 me) ‘Not applicable ‘The number ofvehiclesineachtane of single cariagewey between 7.3m and 10m ‘wid shouldbe obtained by ner nterplaton. 7.2.3.8 Method of lacing. Only one vehicle should be ‘assumed to be on the structure at any one time and each lane should be traversed separately. Th effects of combinations of vehicles ae allowed forin clause. 7.2.4,Allowance for impact. Where adiscontinu ‘occurs in theroad surface, eg, atan expansion joint, the Staticstessat every point affected bya wheel, ator within ‘Smof hediscontinuity should beincreased by ‘magnifying therelevantinfluence ine, a¢ shown in figure 7 1.2.5 Centrifugal forces. Theelfects of any centitugal force associated with the fatigue loading defined in 7.2.2 need only be considered for substructures: the force shoul Betakenas acting at and parallel tothe road surface. The ‘magnitude ofthe force shouldbe calculated atthe appropriate design speed of the particular road, forthe individual vehicles ofthe standard load spectrum shown in table asfollows: Wet Une cenitugal force perante= 725 (kN) whe Wistheaxle oad ofthe vehicle (KN) visthe design speed of the road (kmh) ‘isthe radius of curvature atthe panticularlane on which the vehicles are assumedtotravel (m) The force assumed for any vehicleshould notexceed ‘30000 7.3 Railway loading 17.3.1 Ganeral. The loads tobe considered shouldbe the appropriate combination of the nominal live load, impact, Briish Standard, In welded mambers the dead oad stress need not be considered. in unwolded mambers the deadfoad svess will hhave tobe consideredin determining theelfective sre range when compression stresses occur (¢00 8.1.3) 7.8.2 Application of leading. The loads should bo ‘appliedto the appropriate lengths of the pointioad Influence lines of not more than two tacks, s0 2st produce the algebraic maximum and minimumvalues of stress atthe ‘etait under consideration.trolled Copy, © BST Une OF NOTTINGHAM INTVERSITY censed copy: st Aa). F F “Two and te lane dsl cariagnwaye ST Ah Two lane spas 3k F St Thee lan single casa Kerb Lane marking sl ‘Adj F Hard shoulder or Slow lane Adjacent lane Fast lane hard strip NOTE. Fortwolene dual omit fast ne 28. Designation of lanes for fatigue purposes a8) BS 5400: Pan 10: 1980Uncontrolled Copy, © BSI HAM, 17/11/2008, NOTTING! TY OF i Licensed copy: BS 6400: Part 10: 1980 trattic} tane tane [marking lane [imerking Equally | spaced fof mean contre line of vehicles wheets (UU) 300 A manson ea ities Figure. Transvere locaton of vhiin Discontinuity 7 Aajusted stress [A sus centre line of travel (Selected to cause maximum ‘stress range) vehiche wheste a= Miron patna “anas Ww) 00 Influence line for static stress d | 07. Impact alowanceat discontinuities 7.3.3 Standard oad spectra. The oad spectium tora permanent railway bridge subject to standardloading Should bo taken from ether table 2 for AU loeding or table 3 for ALloading, These tabs elate proportions ot standard loading Kw tothe total number of applied cycles ‘an x 1OF occuring na designlife of 120 years and fora trafic volume of 27 10s tonnes pe annum. They also Allow forvariationsin the loading events with intlvence ine length. Howaverrelerence totables 2 and 3is not necessary when the assessment procedure given ia9.2i¢ used. Where {the volumes of talc aiffr rom the 27 « 10° tonnes per ‘annum, which aeassumed in tables 2 and 3, or where a Gesiga if other than 120 years is specitod, the appropriate alves of nq may be obtained by dee proportion, NOTE. For the derivation ofload specta se appendix, 108S $400: Par 10: 1980 sr 0 8 2 - 0 £0 0 0 0 0 €& Oo 090 ° mi Z oF 0 €0 so zo Oo On 00 0 e+ ° w@ oe $§ £0 60 to Oo o£ 0 0 F 6 9 ° £ is t 9 eo so to 0 o eo o ft & mw st ° 09 £ 69 of £0 so 10 oO aoe P e0 9 oe zz ° 09 of w Lz tL tO Oo se grt oy ob zm ° woz Of a zz 20) es a fy ve ° Wi 68 es az #0 ze ce 0 ou ot a ° zs zl Ss o£ 70 ZO o ws 8 f o Oe See eek Ce 0 0 88 10 0 £0 vO 86 90 10 so] 10 € vo so 90 10 so; ro zo «0 ao a or tal To or ek oo | ot “ot o 0 vo zo _€0 vo so 90 ro] 0 zo_o vo so 90 vol 0 10 £0. 350 SO SCO SEO GPO S90 G80 SLO] G00 G10 STO GEO SHO G90 G90 S10 [S00 G10 70 GeO SyO E50 G00 SLO ce Ye ee Sujpeo} ny 40} esr20ds peo| puepuess -Z eIqeL, ( ( Isa @ ‘Adog peTToz309UN '900Z/TT/LT ‘WWHONILION JO ALISUBAINA:Adoo pesueotTST © 8B Uncontrolled Copy, 2008, it UNIVERSITY OF NOTTINGHAM, yt zg 3 BS 8400: Part 10: 1980 Table 3. Standard load spectra for AL loading Tendorovenion te [0.55 0.45 0.35 0.25 0.15 005 05 04 03 02 o1 0 fo t t to 1 1 06 05 04 03 02 04 120 189 42 0 0 12 68 10 170 0 2 75 3 74 180 Oo 6 4s o 7 0 86 37 0 7 130 4 90 15 13 0 0 80 80 8 6 0 0 265 350 NOTE, Lathe bate longin ofthe point ond intivanca ine (ae figue 12) Forinermadate valves of, permissible sess ranges ‘may bedived om ne spectator ina two adjacent longi Showa nthatadieandin valvesinterpoates mm values aplV to NOTE2. The) rae volume of 27 x 108 8. Fatigue assessment of highway bridges 8.1 Methods of assessment 8.1.1 General. Three procedures forthe faxique assessment of details in highway bridges are given in 8.2.8.3 and8.4. ‘The selection of the appropriate procedure depends upon ‘thedetai classification, the designe, the long specttum andthe assumed annualflow of eommercial viele, 8.1.2 Simplified procedures. Asan airnatvetothe more igorous procedure of 8.4, he simpilied procedures of 8.2 and 8.3 may be used provided the conditions stated ar9satisted, NOTE. Appendix C gives the drvation of standard highway ‘ridge fatigue loading. ‘Assessment without damage calculation 1 General. This method determines thelimiting value ofthe maximum range ofstess fora 120 year design fe ‘nds generally simpler butmore conservative than the more exact methods of 3and 8.4 should only be used ‘here allthe following conditions aesatsied (2) the detail cassisin accordance with table 17 () the designiteis 120years: (c) thefatigue loading isthe standardtoad spectrum (0072.24): (4) theannualtiowsof commercial vehicles rein accordance with able NOTE. ForclassS detail ony, 8.2.3 provdestectors by which on-siandard design fe, ifere ae low and denn HB ‘odingoftesethan 45 untsmaybetakaninto account 8.2.2 Procedure 8.2.2.1 The following procedure should bo used (see appendix D) (9) apply the standard fatigue vehicle to each slow and each adjacentlane nturn. in accordance with 7.2.3; (©) apply theimpactallowance of 7.2.4 if appro- priate, anddetarminethe maximum andminimumvalueso! principal stressor vector sum stess for weld throat 2pmaxand op min occuring at the deal being assessed, ‘whether resulting from the fatigue vehicieinthe same 723 45 6 13,0 0 0 80 (c) determine the maximum range of sre88y max equal Tothe numerical value of dp mex cp min. For non-welded Setalstha stress range should be modified as given ineaa: (4) obtain the appropritelimiting sess angen from figure NOTE. Thesign convention used for opis immaterial provideditis ppledconsisteny Whar stess reversal doesnot occu. he ue of ether Zp maz OF in SHOUD Token ab 0. 2.2.2 For lass S details the values of oy maybe adjusted bythe factors given in 8.2.3, when approprat 2.2.3Where 07 mex doesnot exceed oy the detail may be considered tohave fatigue itn excess of the specified designiite 2.2.4 Where a, max exceeds oy sithar of thefollowing cptions may be adopted. (a) The detail maybe assessed by the alternative Procedure givenin .3iitisnota class S detail orby the Procedure given in 8.4ifitis class S detail. However, Bemax > 1-30 tor class S details oF > 1.55 ay forthe ‘thor classes this option will not satisty tho recommen= dations of 8.3and 8.4. (0) Tha detail may bo strongthenedin order to reducethe value of gy max oritmay beredesignedtoa higher cass. 8.2.3 Adjustment factors for an. class S details only. The values of ¢y obtained from figure 8 may be adjusted BY ‘multiplying successively bythe following factors where ‘appropra () Non-standard design ie: s20_—-.) sign fein vosr, (6) Non-standard annual flows: factor = (stems w-( NOTE. Inthe case where gp mu and 75 ma 80 produced by Toadingintwolanes shuld betakenasthe sum ofthe ows Intnoeetwolanes, (c) Reduced values of abnormal oad capacity (00 6.4.8.2) {actor = 1.3 for bridges designed for37.5 units HB factor = 1.7 for bridges designed for 25 units HB 3. This method determines the fatigue ifeot thedotalin question and may be used where amore precise assessment han that provided by the mothod of 8.23, ‘quired or where the standard design life and/or the annual {lows givenintable tare not applicable. It should only be used where the following conditions are satisfied (a) thedetail classisin accordance with tabie 17 butis ot class 5, ique loading isthe standardload spectrum 8.3.2 Procedure 8.3.2.1 Thofollowing procedure should be used (see ‘appendix D) (2) Apply the standard fatigue vehicle to each slowtane andeach adjacentlone in turn, in accordance with 7.2.3 (b) Apply the impact allowance of7.2.4 i appropriate And determine the algebraic valve of principal stressor for weld throat, the vector sum stress atthe detail being 12BS 5400: Part 10: 1980 ~ 60 10, "0 7 60 $3 "E 50] 50] E | | = 10 8 cof e 3 c 5 20 30] a o 7 8 2a $ aol 7 § 3 5 F oS F2 . 10! we 10! : Tes 10 20 59 TO 200 12s 020 50100 300 7 Lum q (2) Dual ee tae motorway (0) Duatwolanemotonwey dsl ves lane at 4 Shona Sale ech peeee & 2 g q : 5 & . _ e c = $ 7 5 7 ; > E 3 2 z 3 5 bs g c 2 i F2 4 5 8 w a 10s 0-30 50-100 200 1 WB 3 T0000 g Lim oO aoe (e) 1ne ail purpose, two lane all purpose (10m), {d) two lane all purpose (7.3 m): single lane slip road : eee 3 8 Fawe8.Vaosotutordittrentroud cteporis g 8 4imeontrolled Copy, © BST Ti/11/2008, TINGHA NOT Tiy OF a 2 Licensed copy 8S 5400: Pant 10: 1980 assessed foreach peak and each trough nthe stress history ofeach anein turn (see igure 9). ‘Bycombining thas wi he coincident shear sess, or vee: ‘ars whore tie lamar severe, () Whanthe maximum and the minimum algebraic Values of sss 2p max. dp min, result fom val positionsin thesamelane (rolrredo.as case tn figure '5) the damage shouldbe calculated forthe stress Fistores foreach lane separataly. When 2p maxand.ap min result trom vehicle postionsin diforentines (refered to as caso in figure) an, ‘additional combined stresshistory should be derived, ‘Which allows forthe increased maximum stres ange produced by aproportion ofthe vehices traveling i lternating sequence inthe twolanes.Inthisease the ‘damage shouldbe calculated orthe combined tess history a5 wallas forthe sparatelane stress histories. (4) Derive tho stress spectrum ay, ovz ete. fromeach stress history determined irom (c), Where a stesshistory contains only one peak and/or only ‘onetrough, only onecycleresults, as shown in igure forlanes € and D, and the stress ange can be determined rectly. Where a stress history contains two or more peaks and/or two.ormore traughs asshown in figure 9 forlanes Aand 8B, more than one eyeleresulis and theindividal stress ranges should be determined by the reservoir method ‘given in appendix B. (6) Determine the effective annual flow of commercial vehicles, milion, appropriate teach stress spectrum as follows. (1) where case tof figure 9 apalies.e= neand may be Served diecty from able 1 unless diffrent vehicle flows readopted; (2) where cate of figure 9 appli the effective annual flow ne should be obtained as indicated in figure Stor caso 2 () Foreach stress range, ofeach sess spectur, alifetime damage factor dy20 ‘offigure 10nd muttipiy each of ‘rom the damage ch ‘these values by the appropriate value 7e. For non Welded details hestressrange should bemadified as inet. {g) Determine tho value the adjustment factor K trom {igure 11 according tothe baselength L of the pointload {nfluenceline (se igure 12) andthe stessrang ‘Ke defined in igure 11. For a combined stres histor rom two lanes (568 (c) above and case2in figure 9) Kg should bo taken a zero {or determining Kp. NOTE. Forthe derivation ot see appandixC. (h) Determine the predicted fatigue lite of tho detail from thefallowing expression: 120 eid ‘where the summation includes all he separatelanestress Historie as wellas the combined stress history, where appropriate. fatigue tite (in yeo 8.3.2.2 Where the predicted fatigue ite of tha details loss than the specified designe tho deta should either be tangthaned toreduce the value of ov max orredesigned to ‘high class and thenre-checked in83.2.1 ‘Asaguide, an approximate stressrange for the same class ‘of deta can be obtained by multiplying the original value by (ied ‘design where ‘mis he inverse slope ofthe appropratelog or/log N Curve given in table 8 tthe details to be redesigned toa higher class th procedure given in 11.5(b) maybe used as @quideto ‘assess the adequacy ofthe proposed deta 8.4 Damage calculation, vehicle spectrum method 8.4.1 General, This method involves anexplicitcaleulation ‘of Miner's summation and may be used for any detalfor Which the ¢-Wrelationshipis krown and for any known Toador stress spectrum, 8.4.2 Design spectrum 8.4.2.1 Theindvidual stress spectra forthe detail being assessed shouldbe derived by waversing each vehicle in tho Toadspecttum along te various anes. Account should also bbetaken of the possibilty of higher stress ranges duoto some ofthe vehicles occuring simultaneousivinone ot ‘mote lanes and/or alternating sequence in twolanes. Fornon-welded details the stress range should be modified asaivenin6.1.3. 8.4.2.2 nthe absence of other evidence allowance for Impact should be made in accordance with 7.2.4, The 16 (uw yn 08 00 oz on Ise @ ‘Adop peTToazucoun ‘g00Z/TI/LT ‘WWHONILLON JO ALISWZAINA!Adoo pesusotT© BSI Uncontrolled Copy TY OF NOTTINGHAM, 17/11/2008, Ticensea copy!UNIVERS BS 5400: Par 10: 1980 K-08, Ky=00 2 3 686 810 20 30 405060 80100 200 Lim NOTE, Listhobaselenginof the pointtoadintvene line gure 12), Byralathenoxt largesse For non- welded details ho sess range shouldbe modifind as gvanin 1.3. (Ramay be taken aerator the combined tory atigue cee 2) NOTE2. Thistigueis applicable only to deta clases B to G, F2 end W. 1 (ome < Ov) Figure 11, Miner's summation adjustment factor Ks for highway bridges Largest ordinate [+ve or -ve) cidinato messurodin ection af weal Foran slamentot highway ine tam the infuencline orth lane prodvcing te argent vue Figure 12. Typical point load influence tine 7@ BSI 1 Copy, rolled Uncont, /11/2008, copy icensed BS 5400: Part 10: 1980 ~ Stress renges oy | Bate rn secre i spectrum as calculates or recorded ———— Number of repetitions (nl Fgura 3. Fatigue assessment of ri 9.1 Methods of assonsment 9.1.1 General. Twomethods forthe fatigue assessmentof details in railway bridges are given in9.2and8.3. The ‘choice ofthe appropriats method dopends upon the detail Classification andthe nature othe loading 9.1.2 Simplified procedure. Asan sternative tothe ‘mare igorous method of9.3the simplified procedure '18.2may be uted provided the conditions stated therain te satistied 9.2 Assessment without damage calculation 8.2.1 General. This method determines thelimiting value ‘ofthe maximum range! sess or the specified design ite, Ieshould onty be used where the folowing conditions are sited: (a) the datilclassisin accordance with able 17: () the loading isthe standard railway bridge loading in accordance with 7.3. The simplified procedure produces the same results as the 3 yh aan may be mare conservative then tha method givanin8.3. 9.2.2 Procedure 8.2.2.1 The following procedure should be used. (0) Apply the standard railway losdingin accordance wath 7.3.1 and 7.3.2 (©) Determine the maximum and minimum values of principal stress or vector sum stress for weld throat ‘3p maxand @ ymin, occuring atthe detail being assessod, By loading the appropriate loops ofthe pointload inflzenca ine, ax shown in example 4of appendix ‘whether resulting from raitway loading on the same track {) Determine the maximum range of stress on max oaual {othe numerical value of camax~cp nin. For non welded. tale the stress ange should be moditied as given ingr.s. 18 (4) Obtainthe appropriate limiting stressrange oy {rom the following expressions: Oy why X he X hy X ka x hy X 09 fr RUoading Ora hy ka hax Kee where y= 1.0ifthe design lfeis 120 years, otherwise itis obtained trom 9.2.3 kz = 1.0ifthe loading event produces only one cycle of stress otherwise itis obtained from 8.2.4 is obtained romtablos. isobtained fom table S ‘sobtained from tables ‘is obtained from table? the constant amplitude non-propagating sess range or the appropriate class of detallandis obtained from table NOTE. The sign convention used or isimmataal providing iisconsstantly apple. Where sec toversel does et occu ‘under the loading described, either co nex OF a nin shOUId be betaken as zero, 9.2.2.2 Where oR max doesnot exceed or the datoll may be considered to have fatigue lifein excess ofthe specitiod dosign ite 9.2.2.3Whers of maxis found 10 exco0d oy either of tho following options may be adopt (2) the detail may be assessed by the more precise procedure givenin 8.3, (8) the detail may be strengthened in order to reduce the ‘value of an max oF it may bo redesigned toa higher cass. 9.2.3 Non-stenderd design life. Where the specified design fis other than 120 yeas, the value of ky should be taken asthe asser ofeithor: 120 a © (seaamite yea) © (asa where ‘mis the inverse slope of the 1 Neuve appropriate to ‘the dotailclass andis obtained rom ta 120 aa mma)BST Copy, Uncontrolled T7711/2008, Spy UNIVERSITY OF NOTTINGHAM, Table 4, Values of ks for RU loading of railway bridges aww ete Meciom ete emer} velo oty <34 100 100 101 114 ]1.09 109 113 128 [137 1.60 1.60 1.77 341040 109 109 1.13 1.28 |1.23 1.22 1.30 148 1.80 171 401048 123 122 130 146 [1.37 196 148 148 1.80 1.71 461070 137-136 146 1.65 |1.53 186 162 1.65 |192 205 200 1.95 7010 100 153-156 162 1.65 [1.71 1.75 181 183 |219 231 224 220 1000 140 171 175 162 1.65 |1.92 195 203 183 |246 231 250 220 140 to 280 192 195 203 183 |219 218 203 183 |274 256 250 220 >280 219 1.98 203 1.93 [24s 218 203 183 |308 287 250 220 NOTE is the base length ofthe point load influence ine (se figure 12). Table §. Values of ks for railway bridges ‘enaelerate tonnage on one tak iions of onan 421077 [271018 [181012 [1207 [78 [<8 089 10 a3 fiz faa of ky for railway bridgas Py Pe we Ratio -F * Ratio 2 0.51008 |06100.7510.751009|091010 | 001007 |0.7101.0 142 rar iar fro 19 0.83 NOTE, #, athe numericl valve of sress duet ack". ‘sina umerical value of syese due to Wack 2 (where wack the track Causing ta prster evans atthe Goal under considera on) Stains ontwotacks should be conalderedin the same longitudinal poston, Table 7. Values of ky for RL loading of railway bridges Goat Lim) | Valens ott <30 123° 1.28 1.38 1.65 a0t034 = [134 137 148 171 341040 [143 1.49 185 1.80 401100 [157 162 168 191 to0w150 1.77 1.73 190 210 15010200 |198 199 200 210 >200 208 205 2039 210 NOTE isthe bat length ofthe point loa intuence tna (00 fire 12),a z & a Uncontrel 1/2008, nicensed copy:UNIVERSITY OF NOTTINGHAM, BS 5400: Part 10: 1980 9.2.4 Multipto cycles. Whae the loading ovent produces imorethan onecycloof sess tho valu off, should be token ony” , ony", 8 (14 G8)" + 28y"s....) where ‘mis defined in 9.2.3 ny. oma. ona ar thasrssranges in descending rdorofmognitude, tthe individual eyes produced by theapproach, passage and departure of aunitunifermly ‘aributed on NOTE sucheyeins shouldbe coumed ond navdual sons ‘args btomined oy terse manos givin opengl. ‘nlusrason fie nlilecylesvess story sgn ‘ample tt append 2.3 Damage calculation 2.3.1 Genera. Tis method volves acalevaton of AMicerssummaton ndmay be use a any detail for which theoy WV relaonship sknown and forany known eador Suess spectra Itmay lobe used as amore precise attentive tothe simplified procedure of 9.2 8.3.2 Design spectrum for standardloeding 1 Applying the standard allway loading as given jn 7.3.1 and 7.3.2the elue.ot 2a max should be derivedin accordance withthe procedure set outin 9.2.2.1 (a)'0(c). ‘The design spectrum should then be determined bythe use of either table 2for AUloading or table 3 for RL loading {amended where appropriatein accordance with 7.3.3) These tables indicate, or simply supported members, the ‘equivalent frequency of eecurence of stress anges of Varying magnitudes resulting from the passage of tho Ingividual trains forming various standard atic types, ‘where the stress ranges are oxpressed as proportions a the ‘maximum srassrange. 9.3.2.2 Inthe case of loading frommore than one rack, ‘account should be taken ofthe possibilty of stress lyetuations arising trom the passage of trans on notmore van twotacks, bth soparatelyandin combination. Asan approximation, the effects of wo track oading may be ‘obtained by dividing oR max (see 9.3.2.1) by the coatficientks which canbe obtained from table 6, 8.3.2.3 Where the approach, passage and departure ofa unit unitormly distributed load produces more than one eycle of stress, a for instance in multi-span longitudinal or ‘ross members orin continuous deck slabs allthe cycles ‘should betakon into account. The appropriate standard tains of figure 19 or figure 20 should be traversed across the relevant point oad influence lines stress histories shouldbe analyse given in appendix B, to derive the respective stress spectra ‘These should then be combined withthe appropriate annual occurrences obtained rom tab 15 or able 16 proportioned forthe required vatic volume and multiplied By the specified designifeto produce the overall design spectrum. Asan approximation, the eect of the adational may be obtained by dividing either om max 3.2.1) ora mox/ka(s00 9.3.2.2) bythe conticentky ‘which should be obtained trom 9.2.4 8.8.3 Design spectrum for non-standard loading Ioading doesnot comply with 7.3.1 should be vaversed across therelevant point loadintluenes lines and the resulting stress historias Should be analysed by therainlow method * to derive the respective soetapace, Tas shoulthon ba conta teint copopinetouicccorrcein ecesgn toa! abrgets compin he real cngnapacsun ot noralded erie Sesange hold be modiad Geennen 9.3.3.2 naststng n exiting srucue. design specu arboconios tomsvanutengectvatiereorde Saainodtomeoninesee mons, 8.24 Simplification of spectrum. Wheres on: Teodnglecroutroceuconcowin? vibe eeersebaned vont othe osarerecoumahouldbesridesineatest1Osgua imerurcfovece Ate sestargesinteycneinral SUaEStottedentnentsrengeintateatendtow ourenes thou bevenedisecocence min 8.38 Celelation of damage, Usngte degn specu, thevalue of Minaresummaton5 2 shouldbe celta inaccordance with cause 11 ana should not 10. Fatig: predicted lite) should be determined foreach Condition seperately, in accordance with 8.30 ‘To obtain the total damage, the sum ofthe wo damage Values should be multiplied by afurtheragjustmentfactor ‘Which takesinto account the probability of coexistence of thetwotypes ofoading This factor should be determined {ora given member after consideration ofthe fectthat ‘coincidence of highway tratficon mstileanesand of ‘allway wafic on multiple vacks has already been taken into account in assessing the soparate damage values Excopt at very busy ilway stations where the probabil of coincidence ofrallandroadtrafics higher than onthe ‘pen rack, the adjustment actor's not expected to excoed ‘i2 where the stresses rom highway and railway loading 11, The Palmgren-Miner rule 11.4 Gonoral. Tho valeot Minerssunmaion. tru in 8.4.4 and9.3.6 shouldbe detarmined romthe following expression Sa (aeate i ee various svessrangesin the design spectrum, which occur inthe design ifeof thastructure, NOTE The number oftopatiions mayb4 edited in ceordance with 11.3, ndfornon waded details the sree ge shouldbe modiedaegiven in 3 ‘NyMa...Nyatethe corresponding numbers of repotitions to failure forthe same svessranges, obtain from 19-2 ‘Tne raitiow methosis casein ORE 0128 Report No.6Banding momant seat and predicted vs o ilway bridges! ‘ublnadby the Ole for Research and Experiments of ths Intemational Union of Raiways., The sero method of eyloccunting. Sserinain spend 8 fermghway bnidgts, maybe appiadto nasties oewoy edge (8 rampie of appendix) and th londing ove 20BS 5400: Part 10: 1980 “ett wm eavepio2ze u apewsa pr ‘pepuewsere go > 2, (59194) N e2u0snpu3 49 aBu0s 389135 (uur t&dog peTtorquesun 1g00Z/TI/LT ‘WWHONILLION JO ALISHGA: aUncontrolled Copy, 1/2008, a1 NOTTINGHAM, ERSITY UNIV copy Licensed BS 6400: Part 10: 1980 11.2 Designo, —W relationship. The number of rpatiions {otaiure Wot any one stressrange o, should be obtained from either of the following equations, which have been plotted in igure 16: Nxot=Ke Logie N= Logie Ks =m Logo ae where ‘Kgand mhave the values given in table 8 forthe diferent ot Le. for80% probabil offal are glveninappendixA. 11.3 aesmentofiow sess cya The numberof repetitions ofeach stress less than cy should be redcedin th ropoton (oo whore ‘eis the stress ange given by the equation in 11.2for ‘N= 10" and tabulated in tab may assistin calculations tonoto that pa Min st (S)" wena > 0 ato pe Mcp ($2) 7 when cos 11.4Procdur, The aowing oocedue shoul busee epee Pare te io Drm crf ooh i scordnce wih et () Catt srases od ene sarge we cetinstosne wees gensccert ste aces yes stents caret (o| Dummiethonamoecreninsotaue Not raiser nts deoee soso coat 2 (4) Evaluate Miner's summationin accordance with 11.1. jummation greater than unity. ithe [he ceiwin) w 30_[orex 107 | 25 6 3002510" | 29 a 30 oa3x10r® | 35 F '30 [063 x tor" | 40 z 30 [1.0410 _| 47 D 30_]152« 107 | 6o ¢ 35 [42a 10" _| 78 a 20 [1.01 x10" [F00 5 [a0 _[208x 10% | 82 NOTE. Values appicabiet non-standard ent ftom sppandbe A lamaybe bioines© Bi Copy, Ted Uncontro 7711/2008, Y!UNTVERSTTY OF NOTTIN a Appendix A Basis of o,N relationship A. General. Tho a, —Nrelationshipshave been ‘established from statistical analyses of available ‘experimental data (using linear regression analysis of og or andog N) with minor empirical adjustments to ensure ‘compatability of results between the various classes, ‘The equation given in 11.2 may be writton in basic form Nx of = Ko x de where ‘Nis he predicted number of cycles to failure ofa stress range or ‘pisthe constant term relating tthe mean-tine ofthe Statistical analysisresuts _misthe inverse slope ofthe mean-line log 0, log N curve 4 istho reciprocal of the anti-log ofthe standard ‘deviation fog W is the number of standard deviations below the NOTE. This coresponds toa cartin probability offalure 2s shown in table 10 Theralavant values ofthese terms are given in tbles 9 ‘and 1Oand the mean-line relationships ae plottedin figures. Table 9, Mean-line o:—N relationships Be % a = w__joarx1o* [ossa [30 G_Josrx10 fose2 [3.0 F2___[u23x10% [ose2 [30 F_|i7ax 10 _[osos |3.0 =___[s20 ‘Pyis the nominal strength of the stud from Part 5. [a 172__ [47093 8.10 2 suaiy brewer chanel cones pematonr Hepa se Tae Se te ct ache Swe [as BS estintge cael Somat ineecocane a with 7.2.3, may be expressed as Total 127.00 __ & 29.9 x A, x 10-°2KN at mid-span and 5 Rosas iilaneeee oe ee Table 16. Al loading: onqul trotfictonnege fe Ay isthe effective weld throat area in mm? for the and composition of standard traffic mix S particular type of connector, obtained from 6.4.3.1. = = Soar z D.4.5 Comments. Itis not possible to use 8.3 forthe en val tonnage. [assessment shear connectors asthe damage chart (see fontee fonnees toe Seelgydccterceretteecamtacons "5 —Taag 7 a is a 5 ee = ih tae i a0 34 Licensed copy