EC BR Einwirkungen - Englisch

Machine Translated by Google
TU
Graz
LV Bridge Construction - GL ; ao.UProf. H. Unterweger
BRIDGE CONSTRUCTION - BASICS
Annex 1
Impacts on bridges according to Eurocode
A notice:
The following illustrations provide an overview of the effects on

bridges according to Eurocode.
However, these statements are not complete and in individual cases
are not yet based on the final version of the
Eurocode (including the national application documents).
The size and form of the individual impacts to be applied are regulated in the following parts of
Euro code 1 (EN 1991):
– Volume weights, dead loads, payloads Part 1.1 (EN 1991 - 1 - 1)

– Snow loads Part 1.3 (EN 1991 - 1 - 3)
– Wind loads Part 1.4 (EN 1991 - 1 - 4)
– Temperature effects Part 1.5 (EN 1991 - 1 - 5)
– Impacts and deformations during
execution Part 1.6 (EN 1991 - 1 - 6)
– Extraordinary influences Part 1.7 (EN 1991 - 1 - 7)
– Traffic loads on bridges Part 2 (EN 1991 - 2)
Note: Snow loads should only be taken into account for covered bridges.
The combination rules for the action combinations are in Appendix A2 of Eurocode 0
(Detailed designation: EN 1990: 2002/A1).
- 1-
– Impacts on bridges according to Eurocode –

Traffic loads for road bridges according to

Eurocode
(ÖNORM EN 1991 - 2 and B 1991 - 2)
1 . Application and scope
• Dimensioning and design of new buildings

(for the evaluation of existing structures, application may be made in “suitable cases”)
• Individual support widths Li < 200 m; Roadway widths w < 42 m
(In addition, special specifications are required by the authority)
• Information is considered a guideline, i.e. both load intensity and individual regulations are a.)
from each member country in the National Application Document (NAD) or b.) from the
by the responsible local authority.
Below, the factors characterizing the load intensity are set ÿ = ÿ = 1.0, like
provided for in the NAD for Austria (ÖNORM B 1991 - 2).
2 . Overview and classification of traffic loads
• Loads from motor vehicle and pedestrian traffic on the road and sidewalks
conditions are to be viewed as variable influences
– vertical loads; 4 traffic load models (LM 1 - 4) are provided, with the
Load models LM 1 and LM 2 are always to be used and the heaviest traffic
on European main routes.
Separate load models are available for fatigue verification (selection between 5
models).
– horizontal loads; Ideal equivalent loads in a.) longitudinal direction (braking or
approach) and - only for bridges in curves - b.) transverse direction (centifugal forces
of vehicles).
• Unplanned vehicle impacts are to be viewed as an extraordinary burden.
hen
– Impact loads on bridge piers, guide devices and edge strips on the supporting structure
– Vehicles straying off the road
– Railing loads
– Vehicle load on hearth walls of abutments
3. Changing impacts from road traffic
3.1 Vertical traffic loads
3.1.1 Special features
• No dynamic increase factor (the dynamic effect for roads with medium roughness - which
results in dynamic factors of up to 1.7 - is included in the load diagram).
-2-

• Set up the traffic loads only on the roadway that has curbs (height >
10 cm) or guidance devices is limited laterally. It includes lanes, hard shoulder, shoulders
and marking strips and is divided into lanes .
• Set up the live load only if this increases the load.

• Load intensity varies on each lane.
3.1.2 Numbering, number and location of lanes
The entire road surface is divided into individual sections running parallel to one side of the road
Lanes and the remaining area are divided.
The location of the individual lanes must be chosen in such a way that the component under investigation is:
The most unfavorable stress results, with the numbering of the lanes according to their
Effect in the component occurs (least-favorable lane = number 1, second-most-favorable lane = number
2, . .).
If there is a separate carriageway on a supporting structure, there is only one numbering for both carriageways.
If there is a separate roadway on separate supporting structures, there is a separate numbering (on each
Lane number 1, 2, ...). However, for components that accommodate both supporting structures (pillars,
abutments) only one numbering is required (for both carriageways).
• Lane control width: wi = 3.0 m

(Exception for total road width of w = 5.4 – 6.0 m –> 2.7 – 3.0 m)
• Number: maximum possible number, whereby the standard width must be adhered to (thus
total width of the remaining area < 3.0 m)
Road width w [m] Lane width Number of Total width

wi [m] lanes remaining area [m]
< 5.40 3.00 1 0 – 2.40

5.40 – 6.00 2.70 – 3.00 2 0
6.01 – 8.99
9.00 – 11.99 3.00 3
0 – 2.99
12.00 – 14.99 4
w w/ 3.0
Table 1: Width and number of lanes for different roadway widths.
-3-

3.1.3 Load models to be taken into account
The table below provides an overview of the load models to be taken into account.
Stress
Load Purpose character
model Application globala localb Driving lanes
LM1 always general traffic Yes Yes Yes Equal load & double axisc
(Abbreviation: UDL & TS)d
LM2 always maximum –
Yes
– Single axis
Axle load
LM3 Special Yes Yes Yes Special vehicle & LM 1
after vehicles
LM4 needs Crowd of – – equal load
Yes
people
a. Main load-bearing effect (main beam)
b. Road stress
c. Arrangement in each individual lane (double axle only on numbers 1 - 3)
d. UDL…uniformly distributed load, TS…Tandem system
e. specified in the National Application Document (NAD) or prescribed by the authority
3.1.4 Load models in detail (characteristic values)
– Load model LM 1:
• On each lane: – Uniform load (UDL) q
– Double axle (TS) only on lanes 1 - 3
• Equal load also in the area of the double axle
• Location of the double axle on the lane:
For global effects in the middle of the respective lane (axis distance between the
Double axes of two lanes therefore ÿ 3 0, m)
For road sections: Take into account the displacement up to the edge of the lane (shift ±
30 cm to the lane axis), although adjacent double axes have one
Center distance ÿ 2 5, m may have.
QQ
• Load intensity of the lanes
q
Double axis (tandem) Lane

Constant load 3.0 qi
i
driving lane Axle load Wheel q [kN/ m2 ] > 0.5
number Q [kN] load [kN] (UDL)
1 300 150 9.00 0.4
2 200 100 0.4
ÿ 0.3
3 100 50 2.0 lane
3.0
2.50 j qj
all further – –
remaining area – –
1.20 m
-4-

LV Bridge Construction - GL ; ao.UProf. H. Unterweger • Example
of load placement (LM 1) in the transverse direction of the bridge
* Structure with 2 lanes of 7.0 m each –> 7.0 / 3 = 2 lanes of 3.0 m each per FB
Roadway roadway
w = 7.0 w = 7.0
12 3 lane number
3.0 3.0 3.0 1.01.0
q=9.0 q=2.5 q=2.5 maximum load HT 1

Q=300 Q=200 Q=100
Position of the double axes in the middle
q=2.5
eTS = 0 eTS = 0
5.0 5.0
HT1
ÿHT1 _
2 lane number
4.0 1 3.0 1.0 4.0
3.0q =9.0 q=2.5 maximum stress QT

Q=300 Q=100 (connection to HT 2)
eTS=+0.3 eTS = - 0.3 Position of the double axes eccentric
eTS = 0.3 m
HT2
ÿQT _
– Load model LM 2:
• Axle load Q = 400 kN or wheel load QR = 200 kN, worst case in the entire road area
2.0
0.6 Direction of travel
roadway
0.35
-5-
– Impacts on bridges according to Eurocode – LV

Brückenbau - GL; ao.UProf. H. Unterweger –
load model LM 3: special vehicles
• Special vehicles with an axle load of 150 kN and a total weight of 600 kN are covered by load model 1.
• Special vehicle types, defined by axle loads and axle distances, are defined by the
authority to determine.
At speeds v > 5 km/h, an additional dynamic coefficient must be applied (no information on this matter)
• Appendix A contains classes for special vehicles (total weight 900 - 3600 kN)
• Special vehicles with an axle load of 150 or 200 kN travel on lane 1,

Special vehicles with 240 kN operate on lanes 1 and 2. Hard shoulders, shoulders and markings may
not be taken into account.
• Except for 25 m in front of and behind the special vehicle, the remaining effective
To load the roadway with load model 1 in the most unfavorable way.
12 3 3 Lanes 12 3 3
25 m 25 m
25 m 25 m
roadway roadway
Special vehicle axle load ÿ 200 kN Special vehicle axle load = 240 kN
Load list in the floor plan (schematic)
– Load model LM 4: Crowd • Constant

load q = 5.0 kN/ m2 in the entire carriageway area.
– Traffic load on sidewalks and cycle paths

• Constant load q = 5.0 kN/ m2
.
• Concentrated load P = 10 kN (contact area 10 * 10 cm); for local viewing only
-6-

LV Bridge Construction - GL ; ao.UProf. H.
Unterweger 3.1.5 Load distribution under axle and wheel loads
• Load distribution under the defined contact area at 45° up to:
– to the center of the cover plate for orthotropic panels
– Center of the road slab for concrete slabs
Qk/ 2 Qk/ 2
a0 a0
tB <– road surface tB

d
a ~ a0 + 2 tB
a = a0 + 2 tB + d
Orthotropic pavement slab Concrete - road slab
This results in the calculated contact areas ARad = a b b summarized in Table 2.
Table 2: Calculated contact areas for axle and wheel loads
orthotr. plate Concrete slab

Load Wheel load
model QRad [kN] a [cm] b [cm] a [cm] b [cm]
LM1 150, 100 , 40 + 2 tB 40 + 2 · tB + d
Double axis 50a
LM2 200 35 + 2 · tB 60 + 2 · tB 15 + 35 + 2 · tB + d 60 + 2 · tB + d
LM3 75, 100b 2 · tB 120 + 2 · tB 15 + 2 · tB + d 120 + 2 · tB + d
Special vehicle 80c
a. in lanes 1, 2, 3
b. for axle load 150, 200 kN
c. for axle load 240 kN (3 wheels)
QRad
tB
d
a
b
Direction of travel
-7-

3.2 Horizontal traffic loads (characteristic values)
3.2.1 Horizontal loads in the longitudinal direction of the bridge

(braking & starting)
• Force attack: Line load ql in the middle of the lane in the road OK
(Approach in the worst lane)
• If eccentricity is insignificant, load application in the middle of the road
• Size of the total load (fraction of the vertical load LM 1 on lane 1):
= +ÿ ÿ
Qlk [kN] 360 2.7 L [m] 800 [kN]
– L…length of superstructure or “part of the superstructure that is taken into account”

( = load length? )
– Distribution of this individual load over the load length L*
Note: Since this information is not clear, it is suggested to set L = L*,
i.e. if the superstructure length L is set, L should also be distributed over this length
or the load length L* is inserted directly into the formula for Qlk .
ql = Ql / L*
s Drive-
hit
3.2.2 Horizontal loads in the transverse direction of the bridge
(Centrifugal forces - only on curves)
• Force application: concentrated load Qt in the road OK normal to the road axis (radial - after
effective externally)
• Attack possible in any cross-section (over the length of the bridge).
• Size of the individual load Qt (fraction of the total weight of all double axles (QTS)
from LM 1; indirectly proportional to the curve radius r)
= ÿ
Qt 0 2, QTS –> r < 200 m

40 QTS ÿ
Qt = -------------------- –> 200 r 1500 ÿ ÿ <– Evaluation see Figure 1
r
Qt = 0 –> r > 1500
<– distributed over > 3 m

Qt
lanes
Note: No information about load distribution; Divided into at least 1 lane width
qt = Qt / 3 , seems sensible.
- 8th -

The size of the concentrated load Qt for all possible practical cases can be found directly in the following diagram in
Figure 1.
Fig. 1: Horizontal forces Qt transverse to the road axis on bridges in

curves (centrifugal forces of the vehicles).
3.3 Superimposition of vertical and horizontal live loads
The traffic load groups VK1 – VK 5 given in Table 3 must be formed from the individual vertical and horizontal traffic
loads.
These traffic load combinations are mutually exclusive (the most unfavorable applies)
and are when superimposed with other influences (constant loads, temperature, wind,...) than
characteristic impact from traffic.
Table 3: Characteristic live load combinations; Multiplication factors of the

individual changing traffic impacts
LM 1a b ch 2 ch 3 ch 4 Horizontal
Go away
c loads approach application
T.S LM 1 &
Combination q q dung
q&
VK 1 – – –
1.0 1.0 0.5 – glob & lok always
VK 2 – – – –
0.75d 0.40d 1.0 glob & lok always
VK 3 – – – – – – local always
1.0
VK 4 – – – –
1.0 1.0 – glob & lok authority
VK 5 – – – – –
1.0 – glob & lok authority
a. Double axles TS on the lanes

b. Equal load q on the lanes
c. including cycle path
d. ÿ1 - fold values (common values; Appendix C)
-9-

LV Bridge Construction - GL ; ao.UProf. H.
Unterweger 4. Extraordinary effects from road traffic
The following should be taken into account as exceptional impacts due to road traffic:
• Horizontal loads:
– Vehicle impact on superstructures and pillars
– Vehicle impact on curbs, guidance devices and load-bearing components (of
vehicles on the supporting structure)
• Vertical loads:
– Wheel loads on footpaths, cycle paths and verges
(vehicles straying off the road)
4.1 Vertical extraordinary actions
• Axle load Q = 200 kN must be set up outside the roadway in the following areas:
a.) no protective devices (guardrails, guardrails)
– Installation up to the edge of the superstructure
Note: If the curb height is >25 cm, this can be omitted if the authorities agree.
b.) deformable protective devices (guardrails)
– Installation up to 1.0 m behind the protective device
c.) rigid guidance device (concrete barrier)
– No installation behind the guidance system necessary.
• To determine the axle load, two cases must be examined:

– Axle in direction of travel
– Axis normal to the direction of travel
Installation area no lineup
Installation area 1.0m Axle load
Axle load
e ÿ 25cm
roadway roadway roadway
a.) b.) c.)
Installation in the floor plan
Border Border
Installation area Installation area
2.0m Axle load 200 kN
case 1 Case 2 Axle load 200 kN
0.4m
2.0m
0.4m 0.5m
roadway roadway
- 10 -

Brückenbau - GL; ao.UProf. H. Unterweger
4.2 Horizontal extraordinary actions
4.2.1 Impact loads on pillars and other supporting components
• Horizontal concentrated load Hl = 1000 kN in the direction of travel and Hq = 500 kN transversely
Direction of travel
• Load attack: 1.25 m above ground level.
Note: No information is given as to whether Hl and Hq work at the same time. Since both effects are stated
separately, they can be viewed as independent of each other (no superimposition)
4.2.2 Impact on superstructures
• To be determined by the authority on a property-specific basis.
4.2.3 Impact loads on scraper edges

• Horizontal load H = 100 kN
• Power attack 5 cm below curb OK; Load distribution possible up to 50 cm
• Load spread behind the curb at 45° (for verification of the load-bearing components)
0.05m
H = 100 kN Opinion
0.50 m
45° pH Layout
H = 100 kN
4.2.4 Impact loads on protective devices
– Rigid protective devices (concrete barriers)
• Horizontal load H = 100 kN across the road
• Force applied 10 cm below the top edge, maximum 1.0 m above the road OK.
• Load distribution over 50 cm.

0.10m
H = 100 kN
0.50 m
45° pH
ÿ 1.0m view Layout
H = 100 kN
Note: There is no information about the load distribution behind the protective device.
In simple terms, the information for scratched edges (below 45°) seems to make sense here.
- 11 -

– Deformable protective devices (guardrails)
• Determine impact loads after approval tests. Regulations in Austria in RVS

Policy.
4.2.5 Impact loads on load-bearing components above the road
• Horizontal concentrated load Hl = 1000 kN in the direction of travel and Hq = 500 kN transversely
Direction of travel (Hl and Hq should be viewed as independent of each other; cf.
4.2.1)
• Load application: 1.25 m above the top edge of the road.
• If additional protective measures are in place and there is no component failure

leads to overall failure, reduced impact loads are possible (in agreement with
the authority).
4.3 Overlay of extraordinary influences with others

traffic loads
In principle, the individual extraordinary influences are mutually exclusive

(no overlay).
The overlays (multiplication factors of the individual influences) with variable

Traffic impacts can be found in Table 4.
Table 4: Extraordinary effects from traffic - traffic load combinations
dominant impact impact impact Go astray changeable

extraordinary Combination pier at at vehicle traffic loads
Traffic Components curb /
impact Guidance device
– – – VK 2a
Impact on pillar VK A1 1.0 Stray vehicles VK A2
– – – –
Impact on components VK A3 Impact 1.0
– – – –
on curb 1.0
VK A4 – – – –
1.0
or control devices
a. reduced effect from LM 1 (common value); this corresponds to the traffic overlay VK 2 without
Horizontal loads (brakes, centrifugal force)
- 12 -

5. Live loads for fatigue verification
• Only vertical traffic loads need to be taken into account.

• The dynamic effect of the vehicles is provided that the surface quality is good - this is
usually the case with conventional concrete and asphalt surfaces.
already included in the load models.
An exception are the components near road crossings. Here is
An additional increase factor ÿÿ = 1.3 must be applied, which is at a distance of 6 meters
decreases linearly to ÿÿ = 1.0.
• Around the operating factors ÿ1 - ÿ4 developed for European main transport routes
of EC 3, Part 2 and thus greatly increases the calculation effort
As a rule, only two of the 5 traffic load models specified are reduced
significant:
– LM E1:
• Goal: simple and therefore conservative procedure to check whether more precise
Load model is necessary (if verification is not possible)
• Reduced load model LM 1:
T.S
q
0.7 - times 0.3 – times
Load setup in such a way that the maximum and minimum tension at the verification point
lead to the voltage difference ÿÿ = ÿmax - ÿmin .
• Comparison of ÿÿ with the fatigue strength value for the investigated design
tail
– LM E 3:
• Single vehicle model; 4 axle loads of 120 kN each
Qi = 120 kN
Lanes
1.2 6.0 1.2 3.0m
2.0
0.4
0.4
• Procedure: Move the vehicle over the supporting structure (lane 1) and
Determination of ÿmax and ÿmin as well as the resulting voltage difference(s) ÿÿ.
- 13 -

Note: For steel and composite structures with multi-span beam bridges and L >
40 m, there are two such “vehicles” one behind the other - which seems less favorable
constant distance of e = 31.6 m.
– Overview of other load models for fatigue verification:
LM E2:
Specification of 5 defined truck types (with and without trailer, semi-trailer).
Determination of the maximum voltage difference from the isolated passage of all vehicle types ->
comparison with fatigue strength for the detailed point under consideration.
LM E4:
Similar to LM E2 (identical vehicle geometries with reduced axle loads), but are
Additional information about vehicle frequency and frequency distribution of the individual types
specified (separately for regional and national traffic).
With this information, the stress spectrum (stress cycles ÿÿi ordered according to their size ) can be
obtained from the isolated passage of the individual vehicle types,
This is then converted into a fatigue-equivalent stress difference ÿÿe for the fatigue verification
must be converted.
LM E5:
Direct evaluation of measured traffic data.
- 14 -

Traffic loads for railway bridges according

to Eurocode
(ÖNORM EN 1991 - 2 and B 1991 - 2)
Application and scope
• Application for European main lines with standard gauge and extra-wide gauge
(e.g. Portugal).
Not applicable for trams, light rail, narrow-gauge railways, etc. .
• Modeling traffic using static equivalent loads:

The most unfavorable dynamic traffic load effect from the operating trains is recorded by increasing the traffic
load model with dynamic coefficients.
However, in addition to the dynamic effect, these also include corrections to the load model compared to the
operating trains. (–>additional
information about actual dynamic increase factors for application to current operating trains included in EC)
Limit values for the approach of static equivalent loads:

– Line speed v ÿ 220 [km/h]
– Compliance with specified limit values for the natural frequency of the main structure
Vertical traffic loads (per track)

• If there are more than two tracks, not all tracks need to be full
height will be charged.
The traffic load models that represent scheduled operation are – load model 71 – heavy
goods vehicle SW/
0; for very heavy traffic SW/ 2 These load models represent vertical loads
and must be multiplied by a dynamic coefficient, which actually corresponds to an adjustment factor in order to
cover the dynamic effect from operation.
In addition, an adjustment factor ÿ is provided (can be set in the NAD) to capture heavier or lighter traffic. In
Austria, ÿ = 1.21 is required for new buildings.
Note: In addition, formulas are also given for determining dynamic coefficients for operating trains (input
variables are structural natural frequency, train speed and span), so that the passage of real operating trains
can also be simulated in special cases (idealized operating trains are also given).
- 15 -

a.) Load model 71
Load model 71, shown in Figure 2, represents “normal” train traffic. To

Please note that this load model must be shortened and the line load share must also be divided (insert
unloaded areas).
Qvk = 4 * 250 [kN]
qvk = 80 [kN/m]
3*1.6
unlimited 0.8 0.8 [m] unlimited
including unloaded parts including unloaded parts
Fig. 2: Load model 71 (for 1 track)
• Eccentric position in the transverse direction
To take into account uneven loading across the direction of travel, the wheel loads should be set at a ratio of
1.25: 1.0.
In practical implementation it is easier to use the equivalent track center of e0 = track width /
18 = 143.5 / 18 = 8 [cm].
• Load distribution of individual loads
–> with ballast bed formation as an approximation: q* = 156 [kN/ m].

–> for roadway design: with ballast bed formation, load distribution width b ~ 3.0 [m].
b.) Load model SW
This load model is intended to cover the impact of heavy trucks.
The authority determines whether the load model SW/ 0 or SW/ 2 according to Figure 3 is to be used.
• The load model SW is considered a unit and therefore cannot be shortened or increased
stretch.
qvk [kN/m] qvk [kN/m] qvk [kN/m] a [m] c [m]

SW/0 133 15 5.3
a c a SW/2 150 25 7
Fig. 3 Load model SW.
- 16 -

c.) dynamic coefficients for the vertical load models
– The size of the dynamic coefficient depends on the related length Lÿ. This length Lÿ
is defined differently for each component according to Table 5, so that the magnitude of the traffic impact of
the individual components differs.
– For columns with low slenderness (ÿ < 30) as well as abutments and foundations, the dynamic effect can be
neglected (ÿ = 1.0).
– If no specific information is provided, then the following applies
== 2.16 +
ÿ ÿ3 ------------------------ 0.73 ; 1.0 < ÿ3 < 2.0
Lÿ – 0.2
– if the track is carefully maintained, ÿ can be reduced to:

(this information corresponds to ÖN B 4003 or DS 804)
== 1.44 +
ÿ ÿ2 ------------------------ 0.82 ; 1.0 < ÿ3 < 1.67
Lÿ – 0.2
Table 5: Definition of the lengths Lÿ for the various components
Design Component Lÿ
Road deck with longitudinal Cover plate , longitudinal ribs
3 · eQTa
ribs and cross beams Cross beam, end cross beam
b
2 lQT
Road deck without Cover plate
2 eQT + 3 [m]
Longitudinal ribs Cross beam 3 · eQT
End cross beam eQT
c
Road slabs from plate cross-stressed 3 · eHT
d
composite beams including projection (2 eHT)
Plate stretched lengthways 2 · eQT
e
(for box structure) (3 eQT)
Cross beam 3 · eHT
Main beam (HT) single-span beam L = L1
L1 continuous beam n-fields

Lm=1/n · (L1 + L2 + …+Ln) k · Lm max Li ÿ
Substructure, storage Supports, bearings Lÿ of the HT

Columns with ÿ < 30; Lÿ = ÿ
abutment; Foundations (ÿ = 1.0)
a. eQT . . . . Distance from cross member

b. lQT . . . . Length of cross member
c. eHT . . . . Distance between main beams and distance between longitudinal beams
d. Value in brackets applies to trough bridges
e. However, maximum Lÿ of the HT
- 17 -

• On public sidewalks, the provisions for road bridges (equal load and single load) apply with regard
to the traffic load models. On non-public sidewalks, only a constant load of q = 5 [kN/ m2 ] should
be provided.
Other traffic loads to be taken into account
• – Centifugal forces, in the case of a curved track axis in plan, are normal
Horizontal forces directed outwards towards the rail.
They are directly proportional to the vertical loads and together with them as one
to apply the load pattern.
– Horizontal forces in the longitudinal direction of the track should be used for braking and starting
can also be assigned to the vertical traffic load model (load only in
range of vertical loads).
However, the relevant provisions listed in detail below are:
not clearly and unambiguously defined.
– The tracking forces that act horizontally normal to the track axis are simply replaced by a
horizontal individual load (side impact).
– Dynamic pressure and suction forces caused by passing trains should be treated like wind
loads. In bridge structures, these forces are only possible in the case of trough bridges
significant.
• The following exceptional traffic impacts must be taken into account:

– Derailment of a locomotive –
Derailment of a train
In both cases, equivalent vertical line loads are specified.
- 18 -

Traffic loads for pedestrian and cycle path bridges

according to Eurocode
(ÖNORM EN 1991 - 2 and B 1991 - 2)
Application and scope

• Traffic load models contain dynamic effects and are identical for sidewalks and cycle paths
bridges.
Changes can be made for roadway widths over 6 [m].
• The specified live load models only apply to load-bearing safety and suitability for use.
certificates of validity. Fatigue verification is generally not required.
• Load models to investigate the vibration behavior of pedestrian/cycle path bridges
(Stimulation through running, jumping, etc.) are currently not included, but will be included in the future
Parts 1 and 2 of EC 1 are included.
Traffic load model in detail
The values given below are characteristic values.
a.) Vertical loads

• Load model 1 (LM 1):
Equivalent load qfk, whereby the size depends on the existing span Li [m] and
between 2.5 – 5 [kN/ m2] (in cases of doubt, the load length can be used instead of Li
be applied).
= 20 120
ÿ ,2 5[kN/m2] qfk , + ----------------- ÿ, 5 0 [kN / m2] Eq. 1
Li + 30
Li [m] ÿ 10 20 5.00 30 50 75 100 150 200 > 210
qfk 4.40 4.00 3.50 3.14 2.92 2.67 2.52 2.50

[kN/ m2]
• Load model 2 (LM 2)

Emergency vehicle on its own; Axle loads, axle distances, wheel contact areas and
Dynamic coefficients must be determined by the building owner.
- 19 -

Brückenbau - GL; ao.UProf. H. Unterweger If no
information is given in this regard and the possibility of vehicles hitting
the structure cannot be ruled out (no barrier), the following vehicle
should be used: 80 kN
40 kN
Bridge axis =
0.2
Direction of travel
0.2
1.30
Fig. 4: Company vehicle according to EC 1.
3.0m
Note: If it is
not possible to drive into the supporting structure, this vehicle only needs to be considered as an
exceptional traffic impact (basically provided for as an exceptional traffic impact in EC 3 under point
5.6.3).
• Alternative to load model 2 (LM 2*)

If no company vehicle is agreed, a point load Qfwk = 10 kN with a wheel contact area of 10 * 10
cm is applied instead of LM 2 .
10 kN
Fig. 5
Concentrated load Qfwk
as an alternative to LM 2.
0.1m
Note: In this
case, the company vehicle must also be taken into account as an extraordinary influence according to
Figure 4.
• Extraordinary traffic impact: a.) Company

vehicle according to Figure 4, not already recorded in load model 2 b.) Column impact
due to road traffic on overpasses; Approach of horizontal, non-simultaneously effective
equivalent loads of size 1000 [kN] (parallel to the road axis) or 500 [kN] (normal to
the road axis) at a height of 1.25 m above the upper lane of the road.
b.)Horizontal loads
• Load size:
Maximum value from – 10% from load model 1
– 60% from load model 2: -> 72 kN (with vehicle according to Fig. 4)
• Load direction and height of the load application point:

The horizontal load acts in the longitudinal axis of the bridge at the level of the top edge of the road.
- 20 -

• Load application in the transverse direction of the bridge and load distribution in the longitudinal direction:
not specified!
Note: Since the horizontal loads must always be applied together with the vertical
load model, the horizontal loads can be assigned directly to load
models 1 and 2, as shown in Figure 6.
qflk
Qh
Qv
b/2
b
qflk = 0.10 *qfk * b Qflk = 0.60 *(Qv +Qh)
LM1 LM2
Fig. 6 Proposal for combining the traffic load models with

the horizontal loads.
- 21 -

Dead loads for bridges

(ÖNORM EN 1991 - 1 - 1 )
Below are the regulations of Eurocode 1, Part 1 - 1 “Impacts on structures;

Densities,dead loads, live loads” are listed, which apply specifically to bridges.
Classification of dead loads
The general specifications regarding the classification of dead loads:
• Dead weights of components (load-bearing and non-load-bearing) are considered permanent, stationary
View loads.
• Loads from ballast masses must be viewed as variable actions.
do not provide any direct information about the classification of the bridge equipment (decking, railings,
guardrails, supply lines).
Indirectly, from point 5, the definition of non-load-bearing components and stationary machines,
read that
• Dead weight from coatings, coverings, curbs and edge strips, railings,
Supply lines (empty), cable pipes, etc. are to be viewed as permanent burdens.
• Dead weights of liquids in supply lines (water pipes etc.) are

However, they are obviously to be viewed as payloads and therefore as variable influences.
Density of building materials
• From the information in Tables 4.1 and 4.2, the following information is for road bridges
significant:
Table 6: Densities of building materials
building material Volume weight building material Volume weight

ÿ [kN/ m3] ÿ [kN/ m3 ]
Normal concrete 24a Wood >4
Reinforced and prestressed concrete 25b Mastic asphalt, asphalt concrete 25

steel 77 Asphalt mastic 18
a. varies regionally between 20 - 28

b. General: density of normal concrete + 1 [kN/ m3]
- 22 -

Determination of the dead weights
• The dead weights of structural parts and non-load-bearing parts (coverings, edge strips, etc.) are
calculated from the respective volume weights and planned
Dimensions (nominal values).
These nominal values can be directly viewed as characteristic values if
It is ensured that these values also apply after the building has been constructed.
• If there are uncertainties regarding the dimensions, it should be considered a characteristic

An upper limit and - if necessary - also a lower limit can be set.
a.) Supporting structure:
• Direct determination of characteristic values from the planned dimensions.
• For steel structures, the calculated nominal values should be increased by a factor of 1.1 (taking
gusset plates and fastening elements into account).
b.) Non-load-bearing parts and bridge equipment:
• When assuming the thickness of pavements and weights of utility lines

etc. should
– initial deviations (e.g. pavement thickness greater due to the level of the road surface)
plate too deep)
– Changes in use in the company (e.g. additional supply lines, subsequent coverings)
be taken into account when calculating the nominal values of the dead weight.
• These ratings should be for
– Coatings and
– Supply lines increased by
20% (upper characteristic value) and if necessary also by -20%
be humiliated.
• In order to take into account a compensating gradient that will be necessary later
In this regard, additional ÿg = 0.5 [kN/m2] must be provided for road bridges
- 23 -

Combination of influences
for bridges
(ÖNORM EN 1990 / A1)
Annotation:
The summary presented below is taken from:

Guideline for steel-concrete composite bridges, Austrian Association for Concrete and
Construction Technology, 2006
- 24 -

At ÖBB Bridges
.2.2
Road bridges
Railway bridges
- 25 -

- 26 -

- 27 -

- 28 -

- 29 -

LM71
- 30 -

Tabular summary of the

Impacts on bridges according to Eurocode
(ÖNORM EN 1991)
Annotation:
The summary presented below is taken from:

Guideline for steel-concrete composite bridges, Austrian Association for Concrete and
Construction Technology, 2006
- 31 -
Austrian Association for Concrete and Construction Technology

“Steel-concrete composite bridge” working group
Working Committee AA2 “CONSTRUCTION AND DIMENSIONS”
APPENDIX 1.2: EFFECTS ON COMPOSITE BRIDGES (EN 1991)

Abbreviations: NA National appendix to the relevant EN NAD National
application document to the relevant ENV OK top edge SOK top edge of rail
SLS proof of serviceability ULS proof of load-bearing capacity Global effect: relevant for the
overall structure As long as there is no final version of the EN with NA, the ones recommended in
the prEN and those in the NAD values specified are used.
References to sections of the EN 1991 parts consist of {numbers with dots between them and brackets}, for example {4.3.2(2)},
or details of tables, and refer to both the specified EN and the present text, in in which the sections are labeled the same as
in the corresponding EN. References to the Austrian national specifications are indicated by the prefixed Ö and the section information,
e.g. {Ö-B1991-1-1/4.2.2} refers to ÖNORM B (with EN number) Section 4.2.2.
A1.2.1: CONSTANT IMPACT (characteristic values)

EN1991-1-1
Ö-B 1991-1-1 Text excerpt (full text see EN 1991-1-1 and ÖNORM B 1991-1-1)
Section
Nominal values for weighting of building materials
Building materials
Weight g
annotation
[kN/m3 ]
Concrete (see EN 206)
Normal concrete 25.0 With normal reinforcement level for reinforced concrete and
Normal concrete-fresh concrete 26.0 prestressed concrete
Lightweight concrete LC 1.6 16.5 Increase of 1.0 kN/m3 at normal

-coÖ
gni1d-r0o1c7 B
at
4
Lightweight concrete LC 1.8 18.5 Reinforcement level for reinforced and prestressed concrete
Lightweight concrete LC 2.0 20.5 Increase of 1.0 kN/m3 for fresh concrete
metals
steel 78.5
Minimum values are also specified in EN 1991-1-1 (only for
Cast iron 72.5
dynamic studies)
aluminum 27.0
Pavements of road bridges
Minimum values are also specified in EN 1991-1-1 (only for

Mastic asphalt, asphalt concrete 25.0
dynamic studies)
{Appendix A}
Paving for railway bridges
Concrete protective layer 25.0
Normal gravel 20.0
basalt gravel 26.0
Weight gk without gravel bed!
Tracks (on ballast bed)
[kN/m,track] assumed distance 600 mm
2 rails UIC60 1.2
prestressed concrete sw. 4.8 with rail fastening with steel
Concrete sleepers - angle connectors with rail
wooden sleepers 1.9 fastening
Weight gk
Direct rail attachment
[kN/m, track]
2 rails UIC60 1.7 with rail fastening with rail
2 rails UIC60 fastening, bridge girder and
4.9
Guard railings
Austrian Association for Concrete and Construction Technology EFFECTS ON COMPOSITE BRIDGES
Working group “Steel-concrete composite bridge” AA2 Page 2(16)
Upper and lower characteristic values for non-load-bearing components
Component Initial value
annotation
Deviation
Ballast bed height However, not different from field to field!
Nominal
{Ö-B1991-1-1/ + 30% A track-by-track removal of the ballast bed and other non-
height = 55 cm
4.3(2)} load-bearing parts must be taken into account
Dead weight of
Deviations from the nominal thickness will not be invoiced
seals, Nominal thickness {Ö-B1991-1-1/5.2.3(3)}
coatings, road
{5.2.3} surfaces, dead
weight of cables, Nominal Deviations from the nominal value of the dead weight will
pipelines,
value of the not be invoiced {Ö-B1991-1-
supply lines, dead
dead weight 1/5.2.3(4)}
weight of other
non-load-bearing components such as handrails, guardrails, railings, scraper boards, other bridge accessories,
connections, fastenings, recesses: characteristic values are the nominal values.
Take into account the formation of water pockets and water filling of cavities (water pipes in hollow boxes)!
A1.2.2: TRAFFIC LOADS ON ROAD BRIDGES (Characteristic values)

EN1991-2
Section Text excerpt (full text see EN 1991-2 and ÖNORM B 1991-2)
Can be used for bridges with load lengths of less than 200 m
{4.1(1)}
Generally on the safe side for bridges with longer load lengths
{4.1(3)} Impacts on loads from road construction work (extractors, earth transport vehicles, etc.), inspection
{4.2.1(2)} vehicles and military loads must be taken into account separately
Division of the road into calculated lanes: width w between the scraper edges
or restraint systems
Number of Width of a width of the W
Road width w
{4.2.3(2)} in m
computational computational remaining
{Table Lanes Lane w1 Remaining area in m
w < 5.4 n1 = 1 3.0m w – 3.0 Scratched borders from

4.1}
a height of 50 mm
5.4 < w < 6.0 n1 = 2 w /2 0
{Ö-B1991-2/4.1.1}
n1 = (w / 3)
6.0 < w 3.0m w – 3.0 x n1
round down!
Two lanes:
{4.2.3(4)} Divide each directional FB separately into lanes if separated by permanently attached ones
restraint systems; Otherwise, divide the entire width with a median strip
Numbering: calculated lane 1 = worst-case effect; further numbering depending on e.g. for transverse load-bearing
{4.2.4(4)} effect: corresponding to the influence line
the impact
For two separate lanes - only one numbering for the entire lane (except for two separate w4 w3 w1 w2
{4.2.4(5)}
structures)
4 load models: LM1 single loads + constant loads for global and local verifications
LM2 single wheel axle for components with a load length of 3 to 7 m
{4.3.1} LM3 special vehicles for global and local evidence
LM4 crowds for global evidence
Load model 1 Double axis (tandem system TS) ÿ QQk With these burdens are
ÿ qqk Special vehicles up to 600 kN
LM1 Uniformly Distributed Load (UDL)
are also covered
Only 1 (complete!) double axle per lane!
Double axles TS equal load UDL axle load Qik
Lanes
300 kN 200 qik Values =
q = 1.0
ÿ ÿ
Q
Lane 1 kN 100 9.0 kN/m2 {Ö-B1991-2/4.1.2.1}
Lane 2 kN 0 0 2.5 kN/m2
Lane 3 2.5 kN/m2 The dynamic coefficient is
{4.3.2 included in these loads!
Table More lanes 2.5 kN/m2
4.2} Remaining area qrk 2.5 kN/m2
{Figure 4.2a} ÿ QiQik ÿ QiQik ÿ qiqik Local arrangement
{Figure 4.2b}
2.00
0.50* Bridge longitudinal direction
> 0.50
2.00 w1
0.50* 2.00
0.40
1.20 w2
0.40
* Global arrangement
... for w1 = 3.0 m 1.20
Global: every double axis in the middle of a lane
If global and local impacts can be examined separately, the global ones can
Influences can be calculated with the following simplifications:
a) Replacement of the second and third double axles with a second double axle with a = 1.0 {Ö-B1991-2},
Axle load of (200 ÿQ2 + 100 ÿQ3)[kN] with ÿQi or
{4.3.2(6)} b) for spans greater than 10 m by replacing the double axle of each lane with a single axle load with the total
load of the double axle, that is
Single axle with 600 ÿQ1 [kN] for lane 1
Single axis ÿ QQak with Qak = 400 kN, which is everywhere on the
Load model 2 ÿ Q = 1.0
roadway is to be arranged
LM2 {Ö-B1991-2/4.1.2.2}
Bridge longitudinal direction
If necessary, only one wheel with 200 The ÿ Q [kN] must be taken into account.
{4.3.3} wheels must be moved up to the scraper edge. 0.35
Load model 2 is usually not relevant for the overall structure.
The dynamic coefficient is included in these loads.
An additional dynamic factor must be taken into account near road crossings - Table 0.60 2.00
{4.6.1(6)}
{4.3.4} Special vehicles - specified in {Ö-B1991-2}

Load model 3 Dynamic coefficient included in these loads when the speed is not more than 5 km/h.
{Appendix
LM3 The vehicle width is 3.00 m for 150 kN and 200 kN axles for 240 kN axles
A}
4.50 m
RVS
Axles 15.114
Total weight designation Contact areas:
Number load Distance between axes
1800/150 12 150 kN 200
1800 kN 150 tons
100 to 200 kN axles:
1800/200 9 kN 12 e=
2400/200 200 kN 10 240 1.5m 0.15
200 tons
2400 kN 2400/240 kN
2400/200/200 6+6 200 kN e = 5x1.5+12+5x1.5 m 1.20 0.30 1.20 m
3000 kN 3000/200 15,200 kN e = 14x1.5 m Direction of travel
{Ö-B1991-2}: 12,240 kN 240 kN axles:

Motorways, 3000/240 e = 12x1.5 m
expressways,
120kN
Dimensions and
roads for heavy 1 200 kN Distances as above
3000/200/200 e = 7x1.5 + 12.0 + 6x1.5 m
transport. 87 200 kN
If the special vehicles drive at a “normal” speed = 70 km/h, then a dynamic magnification factor must be
assumed: ÿ = 1.40 – L/500 > 1.0 with L = influencing length [m]; a pair of these special vehicles shall be accepted in the
lanes in which these special vehicles drive, other lanes: LM1 {Appendix A.3(7)}
Load configurations:
150 or 200 kN axles: 240 kN axles:
> 25 m 2.70 > 25 m 4.20
1.50 1.50
1.50 1.50
3.0 3.0 3.0 3.0
> 25 m > 25 m
1 2 1 2
Special vehicle Load model LM1
Crowds of people: evenly distributed load 5.0 kN/m2 , for global

Load model 4 Evidence and only for temporary design situations. This load must also be applied to the
{4.3.5} LM4 pavement load.
The dynamic coefficient is included in these loads.
tire contact patch
Distribution of individual loads:
Topping
{4.3.6} Spread below 45o
Center of the concrete slab
{4.4} Horizontal loads - act at the level of the finished covering: Horizontal
force from braking and acceleration Qlk: Qlk = 0.6.ÿQ1.

(2.Q1k) + 0.10. q1.q1k. w1. L depending
ÿ
on the loads on lane 1, but limited to 900 kN for the entire bridge
width L … length of the superstructure or the length to be taken into account
ÿ Q1 [kN] < Qlk < 900 [kN]
{4.4.1}
180.then parts of the superstructure horizontal force on road crossings or
components that are only stressed by one axis: Qlk = 0.6.ÿQ1.Q1k
Centrifugal force and other transverse loads Qtk radial to the road axis (to be applied as a point load at
each cross-sectional point of the
superstructure): Dynamic influences are included in these loads.
Qtk = 0.2.Qv [kN] for r < 200 m
{4.4.2} r … horizontal radius of the
for 200 < r < 1500 m road center line [m]
Qtk = 40.Qv / r [kN]
Qv … total load from the vertical
individual loads of the double axes of the LM 1
Qtk = 0 for > 1500 m
EN 1991-2
Section Text excerpt (full text see EN 1991-2 and ÖNORM B 1991-2)
Load models for fatigue calculation (E-LM)

To determine max. and min. voltage; The voltage difference ÿÿ is usually used for verification in the
E-LM 1, 2 and 3:
EUROCODES
E-LM 4 and 5: To determine voltage spectra when trucks drive over the bridge
To check whether unlimited service life is given at constant voltage ranges.
{4.6} Can be used particularly for steel structures.
{4.6.1} E-LM 1 and 2: LM 1: on the safe side, takes multi-tracking into account automatically.
LM 2: is more accurate if the simultaneous presence of trucks on the bridge can be neglected.
For service life testing using fatigue strength curves in the relevant EUROCODES, but not for testing
E-LM 3, 4 and 5:
unlimited service life.
E-LM 3: For simplified methods using material-dependent ÿe factors; This load model should generally be used {Ö-B1991-2/4.1.3}:
In each direction of travel, the right-hand strip is
considered the strip with truck traffic
fatigue Similar load model LM1

Load model 1 loads: 0.7.Qik and 0.3.qik or 0.3.qrk
Double axles TS Equal load UDL
Lanes
axle load 0.7.Qik 0.3.qik
{4.6.2} Lane 1 210 kN 2.7 kN/m2
Lane 2 140 kN 0.75 kN/m2 The dynamic coefficient is
included in these
Lane 3 70 kN 0.75 kN/m2 loads!
More lanes 0.75 kN/m2
Remaining area qrk 00 0.75 kN/m2
fatigue Axle (wheel) types

Load model 2 Group of “common” trucks {Table 4.8}:
All wheels:
Note: The passage of each individual vehicle per load lane must be viewed in isolation
320mm
Axle (wheel)
vehicle Axle spacing Frequent axle load
type
2.00 m
90kN A
4.5m
190kN b
80 kN A Direction of travel
4.20 m
140 kN b
1.30 m
140 kN b 220mm
90 kN A
{4.6.3} 3.20 m
180 kN b Type A
{Table 5.20 m
120 kN C
4.6} 1.30 m
120 kN C
1.30 m
120 kN C 540mm
90 kN A
3.40 m
190 kN b
6.00 m Type B
140 kN b
1.80 m
140 kN b
90 kN A
4.80 m 220mm
180 kN b
3.60 m
120 kN C
4.40 m
110 kN C
1.30 m Type C
110 kN C
If some of these vehicles are apparently decisive, the others may be neglected
270mm
fatigue
Load model 3 Single vehicle consisting of 4 identical axles
{Figure.4.8}:
Load per axle = 120 kN
1.20 m 1.20 m
6.60 m
If applicable, two such
vehicles shall be positioned
in one lane; the 0.40m
{4.6.4}
first vehicle with loads
as specified, the second Bridges-
2.00 m w1
vehicle at a distance of 0.40m Longitudinal axis
> 40 m with loads per axle
of 36 kN (instead of 120
kN).
Note: ÿÿ or ÿÿ in the component under consideration can be determined from the passage of this individual vehicle
fatigue Group of “standard” trucks

Load model 4 Impact equivalent to typical traffic on European roads
Vehicle type Traffic type
Local
Long distance medium distance
Trafficaxle (wheel)
50-100 km < 50 km (as with discount type > 100 km
Axles- Frequent Truck percent truck percent truck percent load
vehicle model 2)
distance Axle load portion portion portion
70kN A
4.5m 20% 40% 80%
130kN b
70kN A
4.20 m 5% 10% 5%
120kN b
1.30 m
120kN b
70kN A
3.20 m
150kN b
{4.6.5} 5.20 m
90kN 50% 30% 5% C
{Table 1.30 m
90kN C
1.30 m
4.7} 90kN C
70kN A
3.40 m
140kN b
6.00 m 15% 15% 5%
90kN b
1.80 m
90kN b
70 kN A
4.80 m
130 kN b
3.60 m 10% 5% 5%
90 kN C
4.40 m
80 kN C
1.30 m
80 kN C
Procedure: - Select from one of the 3 traffic type columns - Nobs =
determine observed total number of trucks per year (recommended values see {Table
4.5} - as stated above)
- Each standard truck drives alone over the bridge, without other traffic - Evaluation of
the voltage spectrum and the corresponding number of load changes when crossing the
individual trucks using the rainflow or reservoir method (for instructions see e.g.
ISO 10721-1 Fig. A. 10.4.2)
- Determination of the overall voltage spectrum by weighting the spectrums of the individual trucks according to the
selected traffic type
fatigue Evaluation of traffic counts,

{4.6.6} Load model 5 supplemented by statistical forecasts if applicable - see {Appendix B} of EN 1991-2 for instruct
Horizontal forces: For the project under consideration, it may be necessary to examine horizontal forces at the
{4.6.1(2)} same time as the vertical forces (example: centrifugal forces).
{4.6.1(6)} Road crossings: Additional load increase factor near road crossings At the time
ENV ÖNORM ENV 1991-2 is valid, according to NAD, no

Note: Load models for
1991-2 fatigue proof is required for road bridges
Fatigue calculation
A1.2.3: RAILWAY BRIDGES (Characteristic values)

EN 1991-2
Section Text excerpt (full text see EN 1991-2)
Load models (LM) for railway bridges:

Designations: ht =
Normal rail traffic 1.80 m hw =
LM71
SW/0 main routes; SW/0 for 2.00 m
Continuous girder bridges Fwind
SW/2 Heavy vehicle Qt
{6.1} HSLM Passenger trains at > 200 km/h
{6.2} Qv
Unloaded train ht hw
SOK s Ql
Impacts on standard and broad-gauge railways Qs u
on the main European routes (narrow-gauge
railways, trams, etc. and auxiliary bridges are not
dealt with in this guideline). See also {6.3.6}.
{6.3} Vertical loads – characteristic values (static components)

Qvk = 250 kN 250 kN 250 kN 250 kN Note: At
Load model 71
The gravel bed
(LM 71) qvk = 80 kN/m qvk = 80 kN/m is allowed
Vertical load Loads Qvk
through an
Static proportion
even
of the effects from Line load
the unlimited 0.80 0 1.60 1.60 1.60 .80 unlimited (q* = 156 kN/m)
must be replaced
regular traffic
{6.3.2}
{6.4.6.1.1} These characteristic values according to the figure above {Figure 6.1} depend on the heavier or lighter
{Image traffic with the coefficient ÿ to multiply: -3 -1 ÖBB
6.1} {Ö-B1991- “classified Class -2 0 +1 +2 +3 +4
2/4.2.2.2} vertical loads" factor ÿ 0.75 0.83 0.91 1.00 1.10 1.21 1.33 - Vertical equivalent 1.46
loads for earthworks and earth pressures (6.3.6.4)
- Centrifugal loads {6.5.1}
The following effects - Side impact {6.5.2}, only with ÿ > 1.00 -
are with the same Starting and braking loads {6.5.3}
Value ÿ to multiply: - Structural/track reactions {6.5.4}
- Derailment loads {6.7.1.2}
- Load model SW/0 for continuous beams{6.3.3, 6.8.1(8)}
Installation of the LM71 see ÖNORM B 1991-2/5.2.2.1 Figure 1 and {6.8.1(3)}
Load model SW/0 and SW/2 (LM SW/0, LM SW/2)

Load model SW/0 = static share of the vertical load of regular traffic on continuous girder bridges (to be multiplied
by the factor according
ÿ to {6.3.2(3)}).
{6.3.3}
Load model SW/2 = static share of the vertical load of heavy traffic (without ÿ ).
{Figure 6.2}
{Table Characteristic values
SW/0 SW/2 133 qvk qvk
6.1}
qvk [kN/m] 150 15.0 25.0
a [m] 5.3 7.0
c [m] a c a
{6.4.6.5(3)} The formulation (LM71"+"SW/0) means that either load model 71 or SW/0 can be decisive.
Unloaded train see 10 kN/m

{6.3.4} EN 1990:2002, A.2.2.4(2)
{6.4.6.1.1} Load model HSLM Only applicable for speeds > 200 km/h (see {6.4.6.1.1})
eccentricity of the e = r/18 r = Qv1+v2; qv1+v2

{6.3.5} Vertical loads distance between the
{Ö-B1991- for load model 71 wheel loads, at r = 1500 e
Qv1; qv1 Qv2; qv2
2/5.2.2.2} and SW/0
… e = 83 mm Q2/Q1
= q1/q2 = 1.25
Load distribution of axle loads through rails, sleepers and ballast

Longitudinal distribution of individual loads through the rail vi/2
[a] Qvi/4 Qvi Q / 4 for
local components – [a]
Longitudinal distribution of the load
Sleepers and gravel – [b] Qh
Threshold center distance 60cm [c] Qv
{6.3.6} Threshold width 26cm 4:1
[b]
{Ö-B1991- Threshold height 21cm Qr
2/5.2.2.3.1} Threshold length 260cm
Transverse distribution of
loads through sleepers and ballast – [c] 4:1 4:1
The applicable lateral distribution

must be defined in the project
specification.
General load from maintenance for company sidewalks Loads
from pedestrian and bicycle traffic as well as maintenance qfk = 5.0 kN/m2
{6.3.7}
For calculation of local components: concentrated load Qk = 2.0 kN on an area of
{Ö-B1991-
0.2 x 0.2 m.
2/4.2.2.4}
Horizontal load on railings and parapet walls due to human impacts: qik = 1.0 kN/m
Dynamic
{6.4} impacts (including resonance)
The static calculation is carried out with LM 71, LM SW/0 or LM SW/2 and the coefficient. ÿ
The results must be multiplied by the dynamic factor. ÿ

L = Span fG =
{6.4.3}
A dynamic calculation according Deformation in the middle of the span
{6.4.4}
to {6.4.6} is not necessary if - V < 200 km/ [mm] under constant load
{6.4.6}
h, continuous girder bridge - V < 200 km/
{Ö-B1991-
h, single-span girder, L > 20 m, L/3000 < fG < L / 1000 - V < 200
2/4.2.3}
km/h, single-span beam, 10 m < L < 20 m, L/6000 < fG < L/2000 In all
other cases, an examination according to {Figure 6.9} must be carried out.
V = Vmax according to “Guidelines for the design of railway systems - high-performance
{6.4.5} ÿ 2 ÿ
lines) = 0.82 +1.44 / [(ÿLÿ) - 0.2] 1.00 < 2 < 1.67
{6.4.5.3} = generally for ÖBB (carefully maintained tracks)
Dynamic coefficient ÿ ÿ 2
{Table ÿ 3 = 0.73 +2.16 / [(ÿLÿ) - 0.2] 1.00 < 3 < 2.00 For endÿcross
6.2} members and for open carriageway
Lÿ < 3.6 m 5 m 10 m 20 m 30 m 50 m > 67.2 m 1.53 1.31 1.03 1.79 1.24 1.04
ÿ 2 1.67 1.45 1.16 1.00
ÿ 3 2.00 1.46 1.14 1.00
This dynamic coefficient is not applicable to the loads of the operational road trains, the trains for fatigue
calculation (Appendix D), the HSLM load model, the “unloaded train” load model.
Components of simple composite bridges: Relevant length Lÿ:
Concrete road slab with gravel bed
Roadway slab of box girders or 3 times the plate support width
T-beams
4.1 Cross beam Double length crossbars

e
Cantilever arms of cross beams that
support railway loads
e < 0.5 m {Ö-B1991-2/4.2.3.2.2} 3 times the distance between the bars
4.2 Road slab continuously over cross

2x cross beam spacing
beams (in main beam direction)
Roadway slabs for trough bridges: Load-
4.3 bearing effect across the main beam Load- 2 times the slab support width + 3.0 m
bearing effect along 2 times the slab support width
the main beam
5.1 Single-span beams and slabs Support width in main beam direction
Continuous beams or slabs over n fields Lm = (L1+L2+ …
*
+Ln)/n Lÿ = k Lm but at least maxLi
5.2
n= 2 3 4 >5
k= 1.2 1.3 1.4 1.5
{6.5} Horizontal loads – characteristic values
Centrifugal loads (centrifugal forces)
Not to be multiplied by the dynamic coefficient ÿ! {6.5.1(3)}
Qtk = V2 .(f.Qvk)/ (127.r) [kN] Qvk, qvk = character. Values of

qtk = V2 .(f.qvk)/ (127.r) [kN/m] vertical loads without corresponding
ÿ {6.3}.
LM71 is used for load model HSLM.
V= Maximum speed [km/h] (for LM SW/2 =
80 km/h)
{6.5.1} r= Track curve radius [m]
{Table 6.8} f= Reduction factor: for SW/2 and for the “unloaded” train always f = 1.0; for LM71 and for
SW/0 for speeds < 120 km/h f = 1.0.
For higher speeds see {6.5.1(7)}.
Maximum
centrifugal force calculated with: Speed [km/h]
Associated vertical live load
ÿ<1 V [km/h] ÿ f
ÿ=1
ÿ>1 ÿ.ÿ .(LM71"+"SW/0)
v ÿ 1.0 ÿ .(LM71"+"SW/0)
<120
for a relieving effect, (LM71"+"SW/0) should
0 - - - be replaced by 0.5.(LM71"+"SW/0)
ÿ
Qsk = 100 [kN], to be multiplied by if track, horizontal at ÿ > 1; acts perpendicular to the
{6.5.2} Side kick height SOK; not with together with vertical load! ÿ or f to multiply; only
Starting and braking forces in starting LM 71, SW/0, Qlak = 33[kN/m].La,b[m] La,b =
the longitudinal direction of the force SW/2, HSLM associated
Qlak < 1000[kN]
track at the level of SOK; ÿ Influence length
of the approach and
not to multiply by or f ; not LM 71, SW/0, Qlbk = 20[kN/m].La,b[m]
Braking HSLM Braking
for “unloaded train” Qlbk < 6000[kN] effect for the
{6.5.3} power
respective
LM SW/2 component
Qlbk = 35[kN/m].La,b[m]
The starting and braking forces for LM71 and SW/0 are with ÿ to multiply!
Interaction between rails and structure (e.g. transfer of braking/starting forces or shrinkage/creeping forces to the adjacent route)
see {6.5.4}
{6.1(4)} Limits of deformation of railway overpasses – see EN 1990 A.2
{6.8} Most unfavorable load position

{6.8.1} Each structure must be calculated for the largest number of tracks that is geometrically and structurally possible;
{Ö-B1991- Traffic loads must be arranged in the most unfavorable position.
2/4.2.7}
Single-track structures with ballast bed: Deviation from the announced position of the track by 0.10 m on each
side must be taken into account.
Multi-track structures: every geometrically and structurally possible track position with a distance of 4.00 m between
the tracks, 1.80 m from the edges of the ballast bed and 1.60 m from the edges of the platform
m
Any number of routes with constant load qvk and up to 4 of the
generally
For LM71 concentrated individual loads Qvk per track LM71 is
(all continuous Components that 2 set up on each track or on both tracks LM71 is set up on one
supports must
also be verified Carrying tracks track each,
with SW/0) Bridges that carry 3 or or on 2 tracks each, or 0.75.LM71 on 3 or more tracks
more tracks
SW/0 (see {Figure 6.2} and {Table 6.1}) is placed once on a
generally
track SW/0 is placed on
For SW/0 Components that 2 each track or on both tracks SW/0 is placed on one track
Carrying tracks each, or on
Bridges that carry 3 2 tracks each, or 0.75.SW/0 on 3 or more tracks SW/2 (see
or more tracks {Figure 6.2} and {Table 6.1}) is placed once on a track
SW/2 is placed on only one track, and LM71 or SW/0 on the
generally
For SW/2 other tracks
Components that
carry more than 1 track
Only on
For
single track
“unloaded apply to To be used like the equal load qvk
train” buildings
LM71 and, if necessary, SW/0 and SW/2.
For evidence of deformation {6.4.4(1)} and {Ö-B1991-2/4.2.3.1}: For
and vibrations concrete: deflection ÿ0 with short-term modulus Ecm according
to ÖN EN 1992-1-1 and condition I
Limit state, admissibility criterion Number of tracks on the bridge
twisting of the EN1990:2002 1 or 1 or 2 or 3 or more 1

1
decks A.2.4.4.2.2 2a or 2 b )
Vertical deflection of EN1990:2002 ) 1 or or 3 or ) more 1 or 2 or
Evidence for 1
{6.8.1} the deck A.2.4.4.2.3 2a 3 or
b
Traffic
{Table Horizontal EN1990:2002 ) 1 or more
safety 1
6.10} deformation of the deck A.2.4.4.2.4 2 a) b
)
Vertical acceleration {6.4.6} and
EN1990:2002 1 1 1
of the deck A.2.4.4.2.1
SLS (usability)
EN1990:2002 1 1 1
Passenger comfort A.2.4.4.2.3
proof
ULS (load carrying Taking off from the EN1990:2002 1 or 1 or 2 or 3 or more
1
capacity) certificates To store A.2.4.4.1(2) 2 a) b
)
a
) Worse case is decisive
b
) See the Load Combinations section of this guideline
Load models for fatigue calculations
Fatigue verifications are carried out according to the rules of EUROCODES 2, 3 and 4.
of verification e.g. for steel structures: ÿÿ71 = ÿFf.ÿ.ÿ2.ÿÿ71 < ÿÿc / ÿMf Form
{6.9} stress range based on load model 71 (and if necessary SW/0) but
{Appendix without ÿ (ÿ = 1.0), at the most unfavorable point of the component {Appendix D.2}
D} {Ö-B1991-2/
4.2.2.1} = partial safety factor for fatigue loads, ÿFf = 1.0 ÿFf
= partial safety factor for fatigue strength, ÿMf = 1.15 for steel structures ÿMf
ÿ = 1.0 for fatigue loads {Ö-B1991-2/ 4.2.2.1}
Dynamic coefficients for operating trains (application only in special cases, e.g. when recalculating existing
bridges)
The dynamic factor for real trains may be reduced: ÿ = 1 + ½.(ÿ' + ½.ÿ'') ÿ' = K/(1-K+K4 )
K = v/160 for L < 20 m, ÿ'' K = v/(47.16.L0.408) for L > 20 m
= 0.56.e-(L^2/100) v = Vmax [ m/sec] L = Lÿ [m]
{Appendix D}
Dynamic coefficients of real operating trains
Lÿ 10m 20m 30m 50m 75m 100m 1.04
80 km/h 1.13 1.08 1.07 1.05 1.04 1.06 1.05
Vmax 100 km/h 1.16 1.11 1.09 1.07 1.07 1.06
120 km/h 1.18 1.13 1.11 1.08
Train types for fatigue calculation: For ÖBB

routes: {Table D.2} = heavy traffic with 25 t axle load to be used; generally for recalculations
of existing structures
{Table D.2} = Heavy traffic with 25 t axle load

Train type Number of trains per day Train weight Traffic volume 4.73.
5 6 2160t 106 t/year 6.79 .
6 13 1431t 106 t/year 6.63 .
11 16 1135t 106 t/year 6.63 .
12 16 1135t 106 t/year
51 24.78 . 106 t/year
(1) Regular and local

transport: Type 5 ÿ Q = 21600 kN V = 80 km/h L = 270.30 mq = 80.0 kN/m1
Locomotive-hauled freight train
(6 x 225 kN) (6 x 225 kN) (6 x 225 kN)
L A A 13 x A = (6 x 225 kN)
2.1 4.4 2.1 2.0 1.8 1.8 2.0
2.0 2.1 2.1 2.0 1.8 5.7 1.8
16.8 16.9 16.9 13x16.9
(1) Regular and local

transport: Type 6 ÿ Q = 14310 kN V = 100 km/h L = 333.10 mq = 43.0 kN/m1
{Ö-B1991- (6 x 225 kN) (2 x 70 kN) (2 x 70 kN) (4 x 225 kN) (2 x 70 kN) (4 x 225 kN)
2/5.3} L A A b A C
{Appendix 2.1 4.4 2.1 1.9 1.9 1.8 12.8 1.8 1.6 8.0 1.6
D.3} 2.0 2.1 2.1 2.0 6.5 1.9 1.8 1.8 1.8 1.8
16.8 10.3 10.3 20.0 10.3 14.8
CABBBAACCABCAACCB
(2) Heavy vehicles with

25 t axle load: Type 11 ÿ Q = 11350 kN V = 120 km/h L = 198.50 mq = 57.2 kN/m1
(6 x 225 kN) (4 x 250 kN) (4 x 250 kN)

L A A 8 x A = (4 x 250 kN)
2.2 6.9 2.2 1.5 11.0 1.5
1.4 2.2 2.2 1.4 2.0 2.0
18.5 18.0 18.0 8x18.0
(2) Heavy vehicles with

25 t axle load: Type 12 ÿ Q = 11350 kN V = 100 km/h L = 212.50 mq = 53.4 kN/m1
(6 x 225 kN) (2 x 250 kN) (2 x 250 kN)
L AA 18 x A = (2 x 250 kN)
2.2 6.9 2.2 2.1 2.1
1.4 2.2 2.2 1.4 5.5
18.5 9.7 9.7 18x9.7

Austrian Association for Concrete and Construction Technology

EFFECTS ON COMPOSITE BRIDGES
A1.2.4: EFFECTS ON RAILINGS (characteristic values, local load)
EN1991-2
Section Text excerpt (full text see EN 1991-2)
Impacts on railings: load classes defined in EN 1317-6; Class C is assumed to be the smallest load class.
For footpaths and pedestrian bridges, the recommended variable force acting horizontally and vertically at the top
edge of the railing is 1.0 kN/m (0.8 kN/m for official routes).
{4.8} When designing the railing-bearing components, the horizontal forces act simultaneously with the evenly distributed
load defined in {5.3.2.1} (5.0 kN/m2 ), if the railing is adequately protected against vehicle impacts.
If they are not adequately protected, components that support railings must be designed to withstand
an extraordinary load, which corresponds to 1.25 times the resistance of the railing
A1.2.5: CLIMATE EFFECTS: WIND (characteristic values):

ENV Text excerpt (full text see ENV 1991-2-4:1997)
1991-2-4 Until the final EN 1991-1-4 with national supplement is available, it is recommended to
Section use the ENV values
Wind power Fw = qref . ce(z) . cd . cf. _ Aref Reference dynamic pressure = char.
The table below contains reference wind speed, Value qref ce(z) location coefficient (section {8})
{5.2} roughness coefficient, terrain categories, topography and Reference height = max. height
location coefficient; with usual dimensions the dynamic coefficient is above z top edge of terrain
{6.1} cd = 1.0; Vortex-induced transverse vibrations are rarely to be
cd Dynamic coefficient (Section {9})
expected (except for cable-supported bridges).
cf Force coefficient (section {10})
Aref reference surface
The wind pressure of 6.0 kN/m2 on the vertically projected viewing area specified in {10.11.2} can usually be significantly reduced with a more
{10.11.2}
precise calculation using the values given below.
c e(z): {Figure 8.3} evaluated qref: Reference height z [m]
5 10 20 50 100
ÖNORM B 4014-1:1993 terrain
category qref ce(z) qref 2.4 ce(z) qref 2.8 ce(z) qref 3.3 ce(z) qref 3.8 ce(z)
{8.5}
I Smooth, flat land 0.80 0.88 1.9 0.66 0.98 2.3 0.78 1.14 2.8 0.97 1.27 3.4 1.15 4.3
{Figure 8.3}
II Individual houses, trees 0.66 1.7 0.57 1.6 1.8 0.62 1.6 2.3 0.84 1.7 3.0 1.05 2.4 4.0
III Suburbs, forests 0.57 3.6
IV urban area 3.1
span Reference height z [m]

cd(z,L): {Figure 9.4} evaluated L [m] 10 20 50 100
10 0.98 0.98 0.99 1.00

L
{9.3} 20 0.95 0.96 0.97 0.97
{Figure 9.4} 30 0.93 0.94 0.95 0.96

50 0.91 0.92 0.93 0.93
e.g
70 0.89 0.90 0.91 0.92

100 0.87 0.88 0.90 0.91
200 0.84 0.85 0.86 0.87
D
Force coefficient in the x direction
Wind pressure on the projected view area e.g
y
the bridge / a component (not placed on areas that
would have a favorable effect)
Force coefficient in the x direction: cfx

x L
= cfx,0 . ÿÿ,x cfx,0 =
basic force coefficient at infinity b
{10.11.2}
Slenderness ÿ = L/W
= reduction factor with respect to ÿÿ,x
Slenderness ÿ = L/W cfx,0 = 2.5 – 0.3 . D/B with
{10.14}
the limits cfx,0 < 2.4 and
for inclined wind areas (ÿ1 in b
without sound
degrees):
ÿ1 barriers, without cfx,0>1.3
D traffic
cfx,0,ÿ1 = cfx,0 . [(1 – 0.005.ÿ1) < 0.70]
with sound
b barriers or with traffic
cfx,0>1.0
Reduction factor according to slenderness ÿÿ,x

A b
for different degrees of completeness ÿ = A / Ac
A = sum of the projected areas of the individual parts Ac =
enclosed area; Ac = L. b L
ÿ = L/W = 1.0 2.0 3.0 4.0 5.0 7.0 10 20 30 40 50 70 100 200
0.10 0.99 0.99 0.99 0.99 0.89 0.99 0.99 0.99 0.99 0.99 0.91 1.00 1.00 1.00 1.00 0.96 1.00
0.50 0.89 0.90 0.90 0.84 0.85 0.90 0.91 0.93 0.95 0.88 0.90 0.96 0.97 0.99 0.94 0.96 1.00
ÿ 0.90 0.83 0.86 0.75 0.76 0.77 0.86 0.87 0.92 0.80 0.85 0.88 0.93 0.97 0.91 0.94 0.96 1.00
0.95 0.73 0.63 0.65 0.66 0.78 0.79 0.70 0.77 0.82 0.90 0.87 0.91 0.95 1.00
1.00 0.60 0.67 0.68 0.85 1.00
Reference area Aref,x for the wind attack in the x direction - without traffic band:
{10.11.2} Bridges with
full wall Wind attack surface of the front main beam + all parts of others
Cross sections Main beams and the traffic area that protrude above them
{10.14}
a) the attack surface of the traffic area b) the
parts of all main trusses that protrude beyond a) c) the windward and
Bridges with leeward parapets and guidance devices are included
The following dimensions are added to
trusses
dimension B: for each open railing and for each open guidance device + 300
mm the sum of the height of parapets and guidance devices when they act as
closed surfaces
Reference area Aref,x for the wind attack in the x direction - traffic band:
For road bridges (ENV 1991-3-C.2.1.1 and Traffic band = 2.0 m high area on the
EN 1991-1-4/8.3.1(5)) Standing traffic area
For railway bridges (EN 1991-2-G.2.1.1 and EN Traffic band = 4.0 m high area on the
1991-1-4/8.3.1(5)) Top edge of rail standing
Fz
Force coefficient in z- ÿ b
direction reference area Aref,z = DL = floor e
plan area e = D/4 as an approximation D
10.11.3
cfz = +/- [0.75 – 0.0428 . D/B > 0.15] cfz = +/- [0.75 +0.00714 . for ÿ = 0o -inflow for ÿ =
D/B] cfz = +/- [0.75 + 0.0375 . D/B < 0.90] +/- 6o -inflow for ÿ = +/- 10o
-inflow
Force coefficient in y-direction = longitudinal direction:

10.11.4 Bridges with solid wall girders or boxes: 25% of the wind forces in the x direction
Truss bridges: 50% of the wind forces in the x direction
If vortex-induced transverse oscillations or flutter oscillations occur, attention is paid to the

Provisions in EN 1991-1-4 and ÖNORM B 1991-1-4 are noted
A1.2.6: CLIMATE EFFECTS: TEMPERATURE (characteristic values):

EN
1991-1-5 Text excerpt (full text see ÖNORM EN 1991-1-5 and ÖNORM B 1991-1-5)
Section
O
material ÿT (.10-6 / C)
Normal concrete 10
{Appendix C Linear temperature Concrete, lightweight aggregate
Table Expansion Structural steel, wrought composite structures: or cast iron 7 10
C.1} coefficients Steel structures: 12
Stainless steel 16
Aluminum, aluminum alloys 24
Characteristic values for the constant temperature component ÿTN

Type 2 – Composite superstructures – (Method 1 according to {6.1.4.1} is normally used)
Tmax = 39o - 0.006*altitude[m] Te,max = Tmax + 5o
Tmin Te,min ÿTN,con = T0 – Te,min

Vienna -26 -21 -28 -23 -32 ÿTN,exp = Te,max – T0
Flat and hilly landscapes - Eastern edge of the Alps -27 -27 -22 ÿTN = Te,max – Te,min
Forest and Mühlviertel
For the installation
Northern foothills of the Alps
{6.1.3} temperature may
North Alpine and Central Alpine area, valley-{Ö- -29 -24 O
B1991-1- T0 = +10 C
and basin landscapes, below 1000 m sea level. 5/4.2}
be accepted unless another
Southern Alpine area, valley and -27 -22 value is stated in the
basin landscapes, below 1000 m sea level.
-27 construction
Valley and basin locations at 1000-1500 m above sea level. -32
documents
Low mountain location, 1500 m above sea level -27 -22
High mountain location, 2000 m above sea level -28 -23
For the measurement of movement fluctuations (e.g. for bearings and expansion joints), ÿTN,exp and ÿTN,con are around the value +10
O
C to be increased if the average structure temperature is known when making the connections with the bearings/expansion joints; otherwise
O
this value is +20 C
{6.1.4}
Characteristic values for the linear temperature difference ÿTM
{Ö-B1991-1-
Type 2 - composite superstructures
5/4.2.4}
Top side warmer colder compared to
Vertical component for road, bottom side
{6.1.4.1} O O
Railway and pedestrian bridges in Covering ÿTM,heat [ C] ÿTM,cool [ C]
{Ö-B1991-1- Composite construction 13.5 18
5/4.2.3(2)}
thickness 0 mm 50 – 150 mm 15 18
Gravel bed 75 cm 12 21.6
In general, it is sufficient to consider linear temperature differences only in the vertical direction. If necessary
in special cases, the horizontal temperature difference should be assumed to be ÿThor = + 5
{6.1.4.3} O
C between the outermost edges of the bridge regardless of its width
Simultaneous effect of the constant temperature component and the linear temperature
difference (the less favorable case is decisive):
{6.1.5}
a) ÿTM + 0.35.ÿTN b) ÿTM = ÿTM,heat or ÿTM,cool
0.75.ÿTM + ÿTN ÿTN = ÿTN,exp or ÿTN,con
Differences in the constant temperature components between different components ÿTdiff = +

O
{6.1.6} 15 (5o C C, e.g. between tension band and arch, hanger/stayed cable and superstructure.
temperature jump between concrete and steel as in ÖNORM can no longer be assumed)
Temperature effects on bridge piers
Linear temperature difference between opposing external surfaces of hollow or solid
{6.2}
Concrete pillars = + 5 C
O
Linear temperature difference between the inner and outer surfaces of the wall = + 15
O
C
A1.2.7: EXTRAORDINARY EFFECTS (Characteristic values)

EN 1991-2
Section Text excerpt (full text see EN 1991-2 and ÖNORM B 1991-2))
{4.7} Extraordinary effects of road vehicles

{4.7.2} Impact loads from vehicles under the bridge
Impact loads on pillars and other supporting components: Recommended values: Impact
{4.7.2.1} load 1000 kN in the direction of travel or 500 kN across the direction of travel.
Height above the adjacent terrain: 1.25 m.
{4.7.2.2} Impact on superstructures: will be specified in the project specification if necessary.
{4.7.3} Impacts from vehicles on the bridge
Vehicles on pedestrian and cycle paths of road bridges (“stray vehicles”): If an appropriate
rigid protective device is provided, it is not necessary to take the axle load behind the protective device into
account. In this case, there is an exceptional axle load (or a single wheel) in front of the
protective device corresponding to ÿQ2Q2k
(see {4.3.2}), but not at the same time as the other traffic loads on the road.
Arrangement:
Local only
load
{4.7.3.1} 0.40
Load =
{Image 4.9}
ÿQ2Q2k 2.00
0.50 2.00
0.40
If necessary, the characteristic equivalent load according to {5.3.2.2} (vertical 10 kN on an area of

0.10x0.10 m) must be taken into account behind the protective device, regardless of the exceptional load.
If no protective devices are provided as stated above: Position stray vehicles up to the edge of the
superstructure where the parapet for vehicles is located. 0.75.
Impact loads on Schrammborde: A ÿ Q1.Q1k 0.05m
horizontal load of 100 kN acting in the transverse 100 kN

direction, 0.05 m below OK Schrammborde; acts
over a length of 0.50 m with a load Only as
{4.7.3.2} spread of 45o for rigid components; a local
{Image 4.10}
load!
0.50 m
At the same time, a vertical load of 0.75 may be
45o
acting.ÿ Q1.Q1k if unfavorable.
Impact loads on vehicle restraint systems The Classes for impact loads and vertical loads
horizontal force acts over a length of 0.5 m across are specified in the NA
the direction of travel, 0.10 m below the top of the Class Horizontal force
protective device or 1.0 m above the road or footpath A 100 kN
{4.7.3.3}
(smaller value is decisive). RVS 15.47 applies. b 200 kN
{Ö-B1991-
2/4.1.4.1 C 300 kN
Vertical load = 0.75. ÿ Q1.Q1k D 400 kN
to 4.1.4.3}
The component on which the protective device is attached must be locally dimensioned for an
exceptional impact that corresponds to 1.25 times the local characteristic resistance of the protective device.
Other variable loads do not need to be taken into account.
Impact loads on load-bearing components:

{4.7.3.4}
{Ö-B1991-
2/4.1.4.4} Impact load 1000 kN in the direction of travel or 500 kN transverse to the direction of travel
Height above the adjacent area: 1.25 m; not simultaneously with other variable influences.
{6.7} Extraordinary effects from railway traffic
(1) < 1.5.s

Situation I: s = track width
(2) (1) = 1.5.s or smaller, but
ÿ .0.7.LM71 ÿ. .0.7.LM71 < 2.20 m (2) = s
(3) =
for ballast bed:
distribution of the point
loads of LM71 over
an area of 0.45 x 0, 45 m
derailment
burden Alternatively on both sides of
the track!
(2) = s (3) = 0.45m
(Extraordinary
influence) QA1d = ÿ .1,4.Qvk(LM71) Essential parts of the bridge
ÿ .1,4.qvk(LM71)
must not fail; Local
qA1d =
{6.7.1} Situations I and II damage is permitted.
{Ö-B1991- are separate
2/5.2.4.1} examine – no ÿ. .1,4.LM71
combination of the Situation II
(4) (4) = load acts on the
two! Outer edge of the bridge
No other traffic load (2) = s
is to be applied on (3) = with ballast bed:
the track with Distribution of point
derailment loads from LM71 to
loads. an area of 0.45 x 0.45 m
Alternatively on both sides of

the track!
(2) = s (3) = 0.45m
ÿ .1,4.qvk(LM71) qA2d Bridge must not fall over;

= equal The bridge must not become unstable
load over a length = 20 m
{6.7.2} Derailments under or next to supporting structures Information on this can be found in EN 1991-1-7
Impacts from overhead lines and others Information on this can be found in the project
{6.7.3} specification
Railway infrastructure and equipment

EC BR Einwirkungen - Englisch

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BRIDGE CONSTRUCTION - BASICS

The following illustrations provide an overview of the effects on

– Volume weights, dead loads, payloads Part 1.1 (EN 1991 - 1 - 1)

– Impacts on bridges according to Eurocode –

Traffic loads for road bridges according to

(ÖNORM EN 1991 - 2 and B 1991 - 2)

1 . Application and scope

• Dimensioning and design of new buildings

2 . Overview and classification of traffic loads

3. Changing impacts from road traffic

3.1 Vertical traffic loads

3.1.1 Special features

– Impacts on bridges according to Eurocode –

• Set up the live load only if this increases the load.

3.1.2 Numbering, number and location of lanes

• Lane control width: wi = 3.0 m

Road width w [m] Lane width Number of Total width

< 5.40 3.00 1 0 – 2.40

Table 1: Width and number of lanes for different roadway widths.

– Impacts on bridges according to Eurocode –

3.1.4 Load models in detail (characteristic values)

Double axis (tandem) Lane

– Impacts on bridges according to Eurocode –

q=9.0 q=2.5 q=2.5 maximum load HT 1

3.0q =9.0 q=2.5 maximum stress QT

– Impacts on bridges according to Eurocode – LV

• Special vehicles with an axle load of 150 or 200 kN travel on lane 1,

Load list in the floor plan (schematic)

– Load model LM 4: Crowd • Constant

– Traffic load on sidewalks and cycle paths

• Concentrated load P = 10 kN (contact area 10 * 10 cm); for local viewing only

– Impacts on bridges according to Eurocode –

tB <– road surface tB

This results in the calculated contact areas ARad = a b b summarized in Table 2.

Table 2: Calculated contact areas for axle and wheel loads

orthotr. plate Concrete slab

– Impacts on bridges according to Eurocode –

3.2.1 Horizontal loads in the longitudinal direction of the bridge

• If eccentricity is insignificant, load application in the middle of the road

– L…length of superstructure or “part of the superstructure that is taken into account”

• Attack possible in any cross-section (over the length of the bridge).

Qt 0 2, QTS –> r < 200 m

Qt = 0 –> r > 1500

<– distributed over > 3 m

– Impacts on bridges according to Eurocode –

Fig. 1: Horizontal forces Qt transverse to the road axis on bridges in

3.3 Superimposition of vertical and horizontal live loads

Table 3: Characteristic live load combinations; Multiplication factors of the

a. Double axles TS on the lanes

– Impacts on bridges according to Eurocode –

4.1 Vertical extraordinary actions

• To determine the axle load, two cases must be examined:

roadway roadway roadway

a.) b.) c.)

Installation in the floor plan

– Impacts on bridges according to Eurocode – LV

4.2.1 Impact loads on pillars and other supporting components

• Load attack: 1.25 m above ground level.

4.2.2 Impact on superstructures

• To be determined by the authority on a property-specific basis.

4.2.3 Impact loads on scraper edges

• Power attack 5 cm below curb OK; Load distribution possible up to 50 cm