VRA V422 v2 Belastning (Pub) .Da - en

VEJREGEL
BRIDGES
GUIDE Load and BASIS
July 2010
Vejregelrdet
Foreword
Guide for Load and basis for bridges, in July 2010, has been prepared as a result of the implementation of the Eurocodes and the resulting backsection of the Danish structural codes.
The guidance aims to provide an introduction to the new load and calculation tion basis, including drawing up help text for example in the form of lastkombinationsskemaer. Additionally, the purpose as necessary to provide additional guidance where Eurocodes incl. national annexes is incomplete, for example. regarding verification of pedestrian comfort and carrying capacity for calculation and classification of bridges.
Eurocodes and associated national annexes, together with this guide load and the basis for both the design of new road and stibroer and strength calculation and classification of existing road and stibroer. As a result, deleted the following road regulations:
"Load and calculation rules for road and stibroer" of November 2002 Application Document for ENV 1991-3:1995, Traffic loads on bridges of November 2002 (the part on the road and stibroer) "Calculation Rules for existing bridges carrying capacity" of April 1996 inclusive. Audit pamphlet, November 2002, and "Appendix for the classification of bridges with large spans, expanses ", March 2006
VRA-V422-v2_Belastning_ (pub). Docx
Table of Contents
First 1.1 1.1.1 1.2 Second Third 4th
Introduction Background Existing bridges Scope Normgrundlagets building Bridging groups Procedure for the classification and carrying capacity assessment existing bridges Basis Broad general requirements Lifetime, replacement of structural members and inspicerbarhed Safety Rules Robustness Ultimate limit state Combinations Loads Loads and internal forces that are not caused by static impacts Materials with time-dependent and irreversible properties Bearing Friction Fatigue load models Using limit state Requirements for the serviceability limit state Combinations Materials with time-dependent and irreversible properties Bearing Friction Requirements for stiffness and pedestrian comfort Requirements for stiffness and pedestrian comfort stibroer And cases-Belastningsintensiteter Load Models and analytical methods Verification of comfort criteria for road bridges with pedestrian traffic
1 1 2 3 4 6
6 7 7 7 7 9 9 9 11 12 12 12 13 13 13 14 14 14 15 15 17 19 21
5th 5.1 5.1.1 5.2 5.2.1 5.3 5.3.1 5.3.2 5.3.3 5.3.4 5.3.5 5.3.6 5.4 5.4.1 5.4.2 5.4.3 5.4.4 5.5 5.5.1 5.5.2 5.5.3 5.5.4
6th 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9
Last Provisions Weight Load Geometrical imperfections Cargo from vehicles on bridges for pedestrian and bicycle traffic Bridges in Group IV Within some of the supports Determination of values for bearing friction Temperature Wind load Snow loads
23 23 23 23 23 24 24 24 24 24
6.10 6.11 6.12 6.12.1 6.12.2 6.13 6.14 6.15 6.16 6.17
Wave and current loads Ice load Collision loads from vehicles Collision strength for the building Collision forces on bridge decks Collision loads from trains Collision Earthquake Last - horizontal mass load Brand Loads during construction
24 25 25 25 25 25 26 26 26 26
7th 7.1 7.2 7.3 7.4 7.4.1 7.4.2
Geometry and material parameters, existing bridges Cross section Reductions Material Parameters Correction of partial factors Determination of material parameters by testing Without prior knowledge Control on the basis of prior knowledge
27 27 27 28 28 28 29
8th 8.1 8.2 8.2.1 8.3 8.4 8.4.1 8.4.2 8.5 8.6 8.6.1 8.6.2 8.6.3 8.7 8.8 8.9 8.9.1 8.9.2
Concrete Basis Structural Analysis Calculation of the internal forces Materialepartialkoefficienter Material Parameters for lax reinforcement of existing bridges Characteristic reinforcement reinforces Determination of reinforcement forces Material Parameters for stretched reinforcement of existing bridges Material parameters for concrete, existing bridges Characteristic concrete strengths Determination of concrete strengths Determination of concrete strengths on the basis of drilled cores Ultimate limit state Fatigue Using limit state Requirements for voltages Control of crack widths
30 30 30 30 31 32 32 33 34 35 35 35 36 37 37 38 38 38
9th 9.1 9.2 9.3 9.4 9.4.1 9.4.2 9.5 9.6 9.6.1 9.6.2 9.7
Steel Structures Basis Structural Analysis Materialepartialkoefficienter Material Parameters of structural steel, existing bridges Characteristic strength parameters Determination of strength parameters Ultimate limit state Fatigue Design for fatigue Fatigue Calculation, existing bridges Using limit state
40 40 40 40 41 41 42 43 43 43 43 43
10th 10.1 10.2 10.3 10.4 10.5 10.6 10.7
Composite structures, concrete - steel Basis Structural Analysis Materialepartialkoefficienter Material Parameters existing bridges Ultimate limit state Fatigue Using limit state
44 44 44 44 44 44 44 45
11th 11.1 12th 12.1 12.2 12.3
Timber structures Basis Masonry and granite Basis Materialepartialkoefficienter Material Parameters of granite, existing bridges
46 46 47 47 47 47
13th 13.1 13.2 13.3
Piling and Geotechnical Engineering Basis Design approach and materialepartialkoefficienter Calculation of the support walls and sheet piling
48 48 48 48
14th 14.1 14.2 15th
Bearings Basis and calculation Materialepartialkoefficienter Joints
50 50 50 50
List of Annexes
Appendix 1 bridges, load combination forms Appendix 2 Stibroer, load combination forms Exhibit 3 road bridges, carrying capacity assessment and classification, load combination schedules
First
1.1
Introduction
Background
Eurocodes and associated national annexes, together with this guide load and the basis for both the design of new road and stibroer and carrying capacity calculation and classification of existing road and stibroer and replaces the following road regulations:
"Load and calculation rules for road and stibroer" of November 2002 Application Document for ENV 1991-3:1995, Traffic loads on bridges of November 2002 (the part on the road and stibroer) "Calculation Rules for existing bridges carrying capacity" of April 1996 inclusive. Audit pamphlet, November 2002, and "Appendix for the classification of bridges with large spans, expanses ", March 2006
The production is induced by the implementation of the Eurocodes and the consequent following the withdrawal of the Danish structural codes. In implementing the content in the "Calculation rules for existing bridges carrying capacity "partly reflected in Annex A to EN 1991-2 and part of this Guide up.
This guide refers to the following brospecifikke Eurocodes incl. national annekser (NA) and Addendum to the national annexes: First Brospecifikke Eurocodes A 1990/A1 Annnex A2 Application for bridges incl. DK NA EN 1991-2 Actions on structures Part 2 Traffic Load on Bridges inc. DK NA EN 1992-2 Design of concrete structures Part 2 Concrete bridges - Dimensional Rings and dehoist ring rules inc. DK NA EN 1993-2 Design of steel structures Part 2 Steel Bridges inc. DK NA EN 1994-2 Composite Structures Part 2 General rules and rules for compositbroer incl. DK NA EN 1995-2 Design of timber structures Part 2 wooden bridges incl. DK NA Second Additional bridges to EN 1991-1 series concerning. loads EN 1991-1-1 DK NA, Part 1-1 General actions - Densities, self-load and utility loads for buildings. Additional bridges: Section 5.2.3 Supplementary rules for bridges EN 1991-1-4 DK NA, Part 1-4 General actions - Wind actions. Additional bridges: Section 8 Wind actions on bridges EN 1991-1-5 DK NA, Part 1-5 General actions - Temperature Effect. Additional bridges: Section 6 Temperature Effect bridges and Annex B in temperature differences in various coating thicknesses
EN 1991-1-6 DK NA, Part 1-6 General actions - Actions on structures during embodiment. Additional bridges: Annex A2 Supplementary rules for bridges EN 1991-1-7 DK NA, Part 1-7 General actions - Accidental actions. Additional bridges: Section 4 Shock Effect Additional DK: ice load
In addition, reference is made to: Third Eurocodes General rules (and rules for buildings) with associated existing national annexes: EN 1992 - EN1996 and EN 1999 EN 1997-1 Geotechnics 4th Delnormer to EN 1993-Series Steel structures: EN 1993-1-11 Design of steel structures Part 1-11 Pull Affected steel elements incl. DK NA EN 1993-1-12 Design of steel structures Part 1-12: Additional Rules for the expansion of A 1993 up to strength class S 700 incl. DK NA EN 1993-5 Design of steel structures Part 5 Piling incl. DK NA
Note 1.1 to 1 National annexes to Eurocodes brospecifikke may contain items that allow national choice for Eurocodes General rules out force. References to the Eurocodes and National Annexes are also applicable surcharges and revisions.
For capacity calculation and classification refers also to: 5th "Reliability-Based Classification of Load Carrying Capacity of Existing Bridges" Report 291, Danish Road Directorate 2004 Finally, referring to Railway Standard of sporulated bridges: 6th BN1-59 Load and charge regulation for track-bearing bridges and jordkonstructures
Note 1.1 to 2 Railway Standard BN1-59 and this guidance is sought based on the same template on the load and the base material and the specific sections.
1.1.1
Existing bridges
Section contains specific rules regarding the calculation of existing bridges is framed by this text.
1.2
Scope
This guide covers all road and stibroer for public roads and paths. Load and calculation applies to bridges with load lengths (influenslngder) less than 200m. The rules for carrying capacity calculation and classification of large bridges with large spans, lengths is valid for greater load distances than 200m see Annex A of EN 1991-2 DK NA.
Vices in the performance is not addressed in detail in this guide.
Second Normgrundlagets building

Normgrundlagets structure based on Eurocodes and associated national annexes is illustrated in the following listing of documents with the highest ranking documents at the top (a, b, c .....).
First Security (partial safety factors, load combinations) a A 1990/A1 DK NA inc. changes in relation to EN 1990 DK NA b A 1990/A1 Basis Annex A2 Applications for bridges c EN 1990 DK NA on EN 1990 Eurocode - Basis of structural design Traffic Load on the road and stibroer Second EN 1991-2 DK NA a b EN 1991-2 Traffic load on bridges Other loads Third A. Appendix: 2009 to EN 1991-1 X DK NA regarding. brospecifikke loads incl. deviation looks in relation to EN 1991-1 X DK NA b EN 1991-1 X DK NA c EN 1991-1-X Design: Design Standards a A 199X-2 DK NA inc. changes in relation to EN 199X-1-1 DK NA 4th b A 199X-2 (Concrete bridges, steel bridges, etc.). c A 199X-1-1 DK NA (plus. delnormer, eg. for steel) d A 199X-1-1 (General rules and rules for buildings)
Body hierarchical structure is also illustrated in Figure 2-1, exemplified based on EN 1992 Design of concrete structures.
EN 1992-2 DK NA
EN 1992-2 Concrete Bridges
EN 1992-1-1 DK NA
EN 1992-1-1 Design of concrete structures Part 1-1 General rules and rules for buildings
Figure 2-1 Normgrundlagets hierarchical structure illustrated for EN 1992 Design of concrete structures
Normgrundlagets system of the documents is structured in such a way that in the bottom finthat the basic Eurocode containing general rules and rules for
building structures. Over this are placed the National Annex (NA) to the gewell as general rules and constructions, which contains the national election of dedesign parameters and possible. Additional non-conflicting provisions.
Above these documents are available on brospecifikke Eurocode, eg. regarding traffic loads on bridges, concrete bridges and steel bridges, which indicates changes or additions rules of the bridges with respect to the basic Eurocode.
To the brospecifikke Eurocode are also prepared a national annex. This National Annex is located at the top of the hierarchy, and as a result may contain rules that governs the National annex for building structures out of force, but this is one of the exceptions.
Third
Bridging groups
Bridges are divided into four bridging groups: Group I: Bridges on public roads with normal traffic and for private roads that with respect to the load can be assimilated. The group includes all bridges that throughout their life must be expected to able to transfer heavy congestion in the road legal frameworks including transfer of heavy special transports for special guidelines.
Group II: Bridges on public roads and private roads with little traffic. As low traffic roads may be considered secondary roads only one lane and two-lane roads with low traffic intensity where not expected to arise for the passage of heavy special transports.
Group III: Bridges, which are designed exclusively for pedestrian and bicycle traffic. Group IV: Bridges on private roads and public roads with limited driving tjslast. Furthermore bridges without public access, but publicly onadvise.
The group includes, for example bridges in residential areas and lane bridges of highways.
4th
Procedure for the classification and carrying capacity assessment existing bridges
Procedure for the classification and bearing capacity assessment of existing bridges described in DS / EN 1991-2 DK NA, Annex A. It describes the overall approach, types of carrying capacity assessment, classification of vehicles and crossing types (Normal and conditional).
5th
5.1
Basis
Broad general requirements
5.1.1
Lifetime, replacement of structural members and inspicerbarhed
General requirements for life expectancy of bridges listed in A2.1.1 (1) of EN 1990/A1 Annex A2 DK NA. For bridges in Group I and II are such that they must be dimensioned based on a life expectancy of 100 years.
Furthermore, the first 25 years without repairs being of importance. The components which experience can not be anticipated a lifetime of 100 years must be changed / enhanced without significant interference with construction. The constructs must, wherever possible be designed so that all essential constructional onselementer are available and inspicerbare.
5.2
Safety Rules
The basic safety standards for road and stibroer consists of EN 1990 incl. DK NA together A 1990/A1 incl. DK NA. Bridges should generally be attributed to the impact class CC3. Smaller bridges may, if they do not lead to railways or above / below the mainthoroughfares due to consistency class CC2. Furthermore, secondary structural elements that are not involved in headstruktionens bearing function and how it can be demonstrated that a might. fracture thusdes will not affect the main construction capacity, attributed to impactClass CC2. As an example, the secondary elements of a dkkonstrukproduction, leading to the loads of the main load-bearing elements.
Note 5.2 to 1 Compared to EN 1990 DK NA, the following applies: The original Table B2 in Annex B concerning. min. values of the reliability indices is apply. Section B4 regarding. engineering controls are not used. Section B5 are not used. The text in EN 1990 DK NA is applicable. B6 is not. The text in EN 1990 DK NA is applicable.
The original Table C2 in Annex C regarding. 'Target' values for reliability indices are apply. Annex D concerning. design assisted by testing is applicable, with the adding that in EN 1990 projected level of security is in force, not safety level in EN 1990 DK NA. Annex E of EN 1990 DK NA regarding. additional rules for robustness are valid Annex F of EN 1990 DK NA regarding. Additional rules for determining partialkoefficients are valid
For existing bridges allow other security methods than partial factor anreversed, in agreement with Infrastructure.
Note 5.2 to 2 The following reliability indices can be considered as guidance for the use of probability-based methods for confirmation of existing bridges carrying capacity (failure probabilities of the reference period 1 year), see also NKB-Report 55, Guidelines for cargo and safety provisions for susexisting structures, the Nordic Committee for Building regulations 1987:
Boundary Condition Safety Index (1 year) Bride, the main structural elements (Notice fracture) Bridal, secondary elements (Where possible collapse will not affect the bridge's overall safety or traffic safety) Fatigue Fatigue, where collections can inspect res and repaired Comfort Requirements Using limit state 4.8 (Unannounced break: 5.2) 4.3
Failure Probability 10-6
10-5
4.8 4.3
10-6 10-5
2.3 2.3
10-2 10-2
It should be noted that the above-mentioned reliability indices corresponds approximately to an impact class of lower than for new bridges, which attributed to the consequences class CC3.
5.2.1
Robustness
Construction must meet the robustness requirement in Annex E of EN 1990 DK NA.

Note 5.2.1-1 Details of the constructions where execution errors will have a particularly strong effect on safety and durability and where inspection is made more difficult and / or will not be conducted regularly terms, should be given extra attention when preparing the project documents and the performance.
5.3
Ultimate limit state
5.3.1
Combinations Partial to heavy side and load combinations to be used for break boundary condition is shown in A 1990/A1 Annex2 DK NA.
Note 5.3.1-1 factor for consistency class KFI A significant difference compared to DS 409:1998 switched from safety classes to conkvensklasser, which implies that the extra factor is now applied to the load side instead of Materialesiden, ie. all heavy contributions to the disadvantage must be multiplied by KFI, instead of partialkoefficients of material forces. This does not apply to geotechnical structures calculation of earth pressure and stability for viewing, see EN 1990/A1 Annex2 DK NA and A 1997-1 DK NA, where partial factor on material side is multiplied by KFI for all incoming materials.
For information and to support the load combinations printed in table form, see Attachment 1 for road bridges and Appendix 2 for Stibroer.
Note 5.3.1-2 Load Combinations for the ultimate limit state Load combinations for ultimate limit state inc. fatigue limit condition indicated in Table B1.1 in Appendix 1 and Table B2.1 in Appendix 2, while the load combinations of accident load cases and seismic load cases are given in Table B1.2 and B2.2.
It should be noted that the factor KFI, taking into account the consequences class, not included in Table B1.1 and Table B2.1, and therefore subsequently be applied to all loads; works to the disadvantage note text.
Compared to previous practices should be noted the following differences. The general load combination for the ultimate limit state, as used for strength verification and in DS 409:1998 was called load combination 2.1 is replaced tet of STR / GEO Set B, equation 6.10b, see EN 1990/A1 Annex2 DK NA.
Compared to the previous load combination 2.1 has introduced two values of partial factor for the weight of structural components.
Here, it is important to note that it is the overall resultant effect on the a single source which determines whether the one or the other partial factor is applied to res this effect.
If the overall effect is unfavorable to 1.00 is applied, while 0.90 should be applied where the total effect is favorable.
Equation 6.10a provide adequate security, where the permanent load is dominant. This is similar to the previous load combination 2.3 with the difference that the variable load is no longer included in the load combination.
Where the design bears overlying soil and water must also factor 1.25 applied to these loads. A detailed description of STR / GEO and equation 6.10a, etc.. can be found in EN 1990, Section 6.4.
IN 1990, the STR / GEO also claims Set C. Set C is used in Denmark only for geotechnical structures for stability after viewing and calculation of earth pressure where KFI which takes into account the impact class is included in strength side for all incoming materials, see also EN 1997-1 DK NA.
Finally, given load combination EQU Set A, which ensures adequate security against overturning and lifting, including lifting in bearings which can lead to overturning of the bridge. In this verification are not forces. In other words, a postdemonstrating adequate security against imbalance in a pinbody movement.
This load combination can be approximately equated with the load combination 2.2 in DS 409:1998. In contrast to the STR / GEO, the high partial factor of This verification is applied to all self loads as destabilizing / unfavorable, and low shall bear all their own vices, which stabilizes / favor. Here seen in other words, all of delbidrag relative to the work to the disadvantage or favor.
In addition to the equ-load combination must be short-attention is drawn to the so-called 'mismatch'. Paradox problem associated with the reThe result of a demonstration by EQU may be that there should be mounted as a bed must be able to absorb tensile, in other words there is a need for a structural element with a force to ensure equilibrium. If one now perform an the like the verification according to SIZE / GEO result may be that there is a need for a bearing which may incorporate features or that the coating is to be recorded is smaller. In such cases, they are the equ-after view, as applicable for the dimensioning of the bearing strengthke in recording of traits.
As will be appreciated from the foregoing, EQU, in many cases not be dimension of the permanent guide the bridge structure, but may be applicable to explore in the execution phase.
10
Load combinations for EQU also used for lifting (UPL) and hydraulic uplift (HYD) for geotechnical constructions that involve forces, see EN 1997-1 DK NA.
Load Combinations for the classification and carrying capacity assessment of existing bridges listed in Appendix 3
Note 5.3.1-3 Load combinations for ultimate limit state in connection with the carrying capacity assessment and classification follows the same principles as for new bridges.
5.3.2
Loads Traffic vices to be used for road and stibroer seen by EN 1991-2 incl. DK NA.
5.3.2.1
Design of new bridges for heavy transports New bridges should see EN 1991-2 DK NA in addition to the basic traffic loads also dimensioned for heavy transports so that the least Deere bridge class in normal passage:
Bridging group I: Class 150 Bridging group II: Class 80 Path and sidewalk areas on road bridges: Class 50 for path and pavement areas separated from the overhead railway area by a curb, bounce and not in the future assumed to be withdrawn permanently as part of running railway area.
By this design, use a shock factor corresponding to velocities higher than 45km / h As a result of dimensioning shall be in the drawings and beregningsdokumentatiotion indicated the bridge class for all passage types incl. related passages (type 1, 2 and 3).
Load models to be used in dimensioning, and classifying the forwardgoes out of Annex A to EN 1991-2 DK NA. Load models for classification and bearing capacity assessment of existing bridges is anled in Annex A to EN 1991-2 DK NA.
Other loads are discussed in subsequent sections 6 with reference to relevant Eurocodes.
11
5.3.2.2
Person Last, GR4 ('crowd' last) Unless special circumstances exist, such as. that the bridge is positioned close to the places where many people move, the GR4 Person Load (crowding of crowds - 'crowd' load) is usually not considered.
As an example of how GR4 Last Person should be included, include bridges in urban areas located close to bus and train stations and other public meeting places. All the tools des bridges that might be used in connection with public events fragments.
5.3.3
Loads and internal forces that are not caused by static impacts Loads and internal forces that are not directly caused by external static influences mation must be included in the ultimate limit state, where they influence the final rupture capacity.
One example is the loads and forces from the average temperature effects, sentences of supports, shrinkage and creep of concrete and bearing friction. The reason is that such loads and internal forces for certain types of construction will "release" in connection with the development of plastic deformation in structures mission.
Where the development of plastic deformation is restricted or not acceptable these loads and internal forces are included.
5.3.4
Materials with time-dependent and irreversible properties Loads and internal forces resulting from shrinkage and creep of concrete and composite constructions (steel concrete) should be regarded as permanent load, if they included the ultimate limit state.
Other construction materials with analogous time-dependent (or climate dependent) material properties, eg. wood and aluminum, to be treated in a similar way.
5.3.5
Bearing Friction Loads and internal forces resulting from friction / rolling resistance in movable bearings be considered as permanent load if they are included in the ultimate limit state. If the load effects from the bearing friction works to the disadvantage, the calculation of friction forces on basis of bearing reactions by unfavorable load combination. Frictional forces are included not if they become.
12
5.3.6
Fatigue load models Structures to be examined to fatigue under load combinations tion given in EN 1990/A1 DK NA Annex A2. See also Appendix 1 and Appendix 2, where load combinations are given for information in the unfolded form.
Number of passengers clear of EN 1991-2 incl. DK NA. If there is likely atypical load on the bridge, for example, very little heavy traffic should fatigue load including the number of passes to be made specific for each case.
Note 5.3.6-1 FLM 1 is used for confirmation to global effects. Max / min voltages calculated States and compared with the design (constant) voltage amplitude, expressing resistance to fatigue at a given number spndingscykclay.
FLM 4 can be used for confirmation to both local and global impacts where spndingsspektre and SN curves used for calculation of resistance. It is However, a condition that can be disregarded from the effect of the simultaneous presence of more trucks on the deck. If this condition is not met should FLM 1 doTES.
FLM 5 is only used in special cases by agreement with the infrastructure. FLM 5 models the actually occurring loads and can be used for both local and global effects where spndingsspektre and SN curves used to calculate the resistancesevnen.
5.4
Using limit state
5.4.1
Requirements for the serviceability limit state Bridge structures shall meet the requirements specified in the material standards for applicationsesgrnsetilstanden supplemented with any. requirements stipulated in this manual. See also Section A2.4.2 of EN 1990/A1 Annex A2.
Note 5.4.1-1 The requirements for serviceability limit state could include the following: General requirements: -Stiffness -After Given of supports -Pedestrian Comfort (dynamic properties) -Lifting broender (lifting in bearings that influence traffic safety) Concrete structures and structural components: Tensions, crack widths and deformations tions
13
Steel structures and structural parts: Beginning float incipient fold tion, slipping into collections
5.4.2
Combinations Combinations of applied boundary condition shown in A 1990/A1 Annex A2 DK NA, see also Table B1.3 and B1.4 in Appendix 1 and Table B2.3 and B2.4 in Annex 2, where load combinations are printed in full support.
Combinations to be used in connection with the carrying capacity of the charge and the classification in the serviceability limit state are shown in Table B3.2 and Table B3.3 in Appendix 3
Confirmation of requirements in the limit state can shock the supplement reduced to 1.10 for standard vehicles.
5.4.3
Materials with time-dependent and irreversible properties Loads and internal forces resulting from shrinkage and creep of concrete should be included in serviceability limit state as a permanent load. Other materials with analogous time-dependent (and climate-dependent, etc.) in material properties, for example. wood and aluminum, to be treated in a similar way.
5.4.4
Bearing Friction Loads and internal forces resulting from friction / rolling resistance in movable bearings be included in the serviceability limit state, usually as a permanent load unless other special circumstances come into play.
Calculation of load effects from the bearing friction must be based on the bearing reactions in the quasipermanent condition, see Appendix 1 and Appendix 2, unless other aspects of bethe loading characteristics are true. Frictional forces are not included if they seems to favor.
14
5.5
Requirements for stiffness and pedestrian comfort

Requirements for stiffness and pedestrian comfort stibroer Stibroer must be dimensioned such that First Vertical as well as the horizontal oscillations reduced to an acceptable level of Second 'Lock-in' phenomena of horizontal transverse fluctuations do not appear to be relevant load situations Third Forcing vertical vibrations due to coordinated hop (vandalism) is not cause malfunction or damage to the bridge
5.5.1
Note 5.5.1-1 Background The instructions for the display of pedestrian comfort in this section are based follows reports that [2] to a certain extent form the basis of [1]: [1] Design of Light Weight Footbridges of Human Induced Vibrations, JRC, First Edition, May 2009 [2] Footbridges, Assessment of Vibration Behaviour of Footbridges in Pedestrian Loading, Technical Guide, Setra, October 2006
Also see the following publications: [3] S. ivanovi, A. Pavic, P. Reynolds: Vibration serviceability of footbridges under the human-induced excitation: a literature review, Journal of Sound and Vibration 279 (2005), 1-74 [4] S. Eilif Svensson: Pedestrian bridges. Dynamic Crowd loading. Building Static Messages No. 3, 2007 [5] H. Bachmann et al: Vibration problems in structures, Birkhuser Verlag, Basel 1997 [6] H. Bachmann, W. Ammann: Vibrations in Structures Induced by Man and Machine, Report 3e, IABSE 1987
Stibroer For each load case assigned to a convenience class for which Acceleration is attached claims. Comfort classes to be used for pedestrian traffic are defined in Table 5.5.1-1.
It should be noted that the table does not include the control of the 'lock-in "phenomena of horizontal transverse oscillations, which are treated separately.
Requirements for maximum acceleration [m/s2] Vertical oscillations horizontal transverse oscillations 0.50 0.10 0.70 0.20 1.00 0.40
Comfort Class High Normal Low
Table 5.5.1-1 Comfort classes for pedestrian traffic
15
Note 5.5.1-2 Listed in the table acceleration demands for comfort class 'Normal' is equivalent to the requirements as specified in A2.4.3.2 of EN 1990/A1.
If the requirements is to be used for indoor bridges between buildings, the requirements strengthened to meet the comfort requirements which normally apply for indendrskonstrukbonds. Please refer to the specialized literature on this matter.
In cases where the scope of the acceleration requirement for a given load condition can not be is satisfied, the comfort problem is remedied by increasing either the structure attenuation such as the installation of tuned mass dampers or by increasing construktionens natural frequency, so that it falls outside the critical ranges.
Note 5.5.1-3 Determination of the requirements for pedestrian comfort depends, among other things: The subjective expectation of oscillations scale as a result of: -Effects is origin, ie. walking, running or coordinated hop. In connection connection with running or jumping expected a greater response, which means that acceptgrnsen can be lifted. -Structure is the appearance ie. it is working stiff or relax such as uptense "strict" or similar. -Loading characteristics (large or small load intensity) The incidence of unacceptable load situations, as there may be no several different situations. The more people who regularly use the bridge, the stricter requirements in the normal operating situation. Structure's location. If the bridge is only used by few people can acceptgrnsen relaxed.
Note 5.5.1-4 Vertical oscillations Unpleasant vertical vibrations is found typical for bridges with natural frequencies in following intervals: Primary: 1.3 to 2.3 Hz (~ time rate) Secondary: 2.5 to 4.6 Hz (~ second harmonic of time, and ~ lbefresequence) for bridges with low stiffness and damping, or where the run will occur more
For special types of bridges with several closely spaced natural frequencies in the critical area and little weight should be given acceleration claims examined for all relevant natural oscillations. For example structures which can be characterized more Seres as tensioned "strings" rather than bars, some types of cable supported bridges and constructions of resilient supports.
In rare cases, particularly lightweight structures with the lowest natural frequency greater than 5 Hz and with a small damping undesirable oscillations be estimated by the higher load harmonic contributions from race time, respectively.
16
Note 5.5.1-5 Horizontal transverse oscillations Unpleasant transverse oscillations can typically occur in the case where the bridge deck, the rings stiffness (and attenuation) across, and where the natural frequencies of the cross is located in the ininterval from 0.5 to 1.2 Hz (~ time rate) and to a lesser degree in the range 2.6 to 3.4 Hz.
Examples include special konstruktionsopbygninger such stibroer performed as terrestrial structures or buebroer with long spans or bridges special support ratio in the transverse direction.
'Lock-in' phenomenon of transverse oscillations is related to the recurring characters have tend to compensate for the bridge horizontal movements, when these reach a certain size sion by sway in line with the bridge's movement and thus strengthen the movement. "Lock-in" phenomena may occur when the horizontal acceleration exceeds the critical border for 'lock-in' alock-in = 0.10 to 0.15 m/s2. The number of persons NL, as required for to trigger this phenomenon can be determined by a formula developed based on experiencene from the Millennium bridge, reproduced in [1].
Note 5.5.1-6 horizontal longitudinal oscillations In rare cases can cause unpleasant longitudinal oscillations, especially in the frekvensintervallet 1.3 to 2.3 Hz (~ time frequency).
The problem of longitudinal oscillations are usually associated with very inprovide the same support conditions, such as slender columns or special lejeopbygninGer.
Longitudinal vibrations should be prevented by providing sufficient rigidsupport structures and establish permanent tenant.
5.5.2
And cases-Belastningsintensiteter In connection with the demonstration of comfort criteria distinguish between different trafikinintensities see Table 5.5.2-1.
Traffic Class Very weak Weak Close Very close Extraordinary close
Stress Intensity Number of persons per P. m2 0.10, however min. 15P / (WxL) 0.20, however min. 15P / (WxL) 0.50, however min. 15P / (WxL) 1.00 > 1.50
Table 5.5.2-1 Traffic Classes and belastningsintensiteter. B [m] is the bridge width and L [m] length of the bridge
Note 5.5.2-1 Min. number of 15 people spread out on the bridge area corresponds approximately to confirm loading situation where a group of 2-3 people gathered yesterday in line across the bridge.
17
The relevant load cases for the specific project must be agreed with inframanager. This should take into account the future security of the building. The set load cases with associated comfort requirements must reflect the use and site of the bridge. Below are 2 examples of possible load cases for , respectively, a pedestrian bridge in the countryside with a low traffic intensity, see Table 5.5.2-2, and a footbridge in an urban area, see Table 5.5.2-3.
Load cases 1 2 3 Traffic Class Close Very weak Coordinated hop N = 5P Comfort Class Low Normal Comment The bridge's inauguration Daily operation Bridal and serviceability limit state
Table 5.5.2-2 Load Cases example footbridge in the countryside

Load cases 1 2 3 4 Traffic Class Very close Weak Close Coordinated hop N = 5P Comfort Class Low High Normal Comment The bridge's inauguration Daily operation Access to football matches and asmerkoncerter Bridal and serviceability limit state
Table 5.5.2-3 Load Cases example footbridge in urban area
Coordinated hop (vandalism) Stibroer be dimensioned for the maximum load, which coordinated jumps can result in. It must be demonstrated that the construction has adequate assurance of ultimate limit state (ULS) with the usual partial factors on traffic load and materials and with KFI factor corresponding to the Impact class. -La stone should not be combined with other variable loads. Furthermore, it should be demonstrated the voltage requirements and possible. crack width requirements for concrete structures, which applies to frequent load combinations have been met for this load case because the partial 1.0 is used. These following views are supplementary to the usual afterviews of static load.
Note 5.5.2-2 If it can be shown that no unacceptable oscillations generated from conated hop over a period of 20 seconds apart from this last case, The reason is that the attempt to initiate forced oscillations, where applicable, will be impleve given up, because it requires too much effort.
Rhythmic person load In special cases, stibroen be located on a site where the bridge could exposed to rhythmic person load associated with the holding of concerts or similar like. Achieving comfort requirements for this load case will usually involve construction must be dimensioned so that the natural frequency decreases outside the critical region.
18
If rhythmic person load is current for the footbridge recommended for use low comfort class in connection with dimensioning with respect to comfort requirements. Furthermore, it shall be shown that the structure of this load case has sufficient Security at the ultimate limit state (ULS) with the usual partial factors on traffic load and materials and with KFI factor corresponding to the conkvensklasse.
Note 5.5.2-3 Load from regular people According to [1] and [2] can be disregarded load case with regular people because experireveals that these do not cause discomfort beyond what the subjective twolerancetrskel expect, including due to loading effect the uncorrelated nature.
5.5.3
Load Models and analytical methods The following load models and analysis methods can be used: First Harmonic load model according to [1], section 4.5.1.2 and associated Table 4-8 Second Spectral load model based on response spectra according to [1], Section 4.5.2 (simplified Method) Third Checking the 'lock-in' phenomenon according to [1], Section 4.6 4th Load Model for coordinated hop (vandalism) 5th Load Model for rhythmic person load
Note 5.5.3-1 Uncertainties associated dynamic analyzes It should be noted that a dynamic analysis is associated with considerable uncertainty in relative to the bridge's actual response, where the variation in number, weight and walking speed of people on the bridge and their arrival and departure on the bridge come into play.
Additionally, there is uncertainty associated with the actual structure natural frequency and attenuation of the loading position, see, e.g., [1].
Note 5.5.3-2 Harmonic load model according to [1] In the harmonic load model for vertical vibrations provided a person weight of 700 N (70 kg) and a Fourier coefficient 1 = 0.40 for the first harmonic. For horizontal transverse oscillations is provided 1 = 0.05.
Note 5.5.3-3 Spectral load model according to [1] Attention is drawn to the simulation assumptions which form the basis in the formulas of [1], Section 4.5.2.
19
Load Model for coordinated hop (vandalism) and rhythmic person load The dynamic analysis to determine the maximum vertical acceleration, and dynamic allowance may be based on a load model, where the characters are represented by a harmonic time variation of the load with period Tp, corresponding to the frequency fp = 1/Tp. The process represented by the fundamental frequency fp and the higher harmonics with frequencies fj = j fp, where j = 1, 2, 3, etc. The vertical loads are described, in this case by means of a Fourier series of the form:
F (t) = G (1 +
jsin (fjt - j))
j=1
where? j are coefficients corresponding to frequencies fj. G is the weight of a person in kN. The following Fourier coefficients for the different cases, loading can be used in analytical late:
Load cases Coordinated hop (vandalism) Rhythmic person load 1 1.80 0.50 2 1.60 0.14 3 1.00 0.04
Table 5.5.3-1 Phase angles j can be set to 1 = 0, 2 = 3 = / 2 for rhythmic person load and coordinated hop cf. [5] for 1 = 0, 2 = 3 = (1-fp tp), where fp is the jump frequency and tp is the contact time of feet contact with the bridge.
Fourier coefficients for horizontal impacts associated with rhythmic person load can be set to 10% of the coefficients of the vertical stresses. Coordinated hop (vandalism) Coordinated hop should be assumed to take place in the most critical position on the bridge fp having a frequency in the range of 1.7 to 3.0 Hz. Person weight must be set to 800 N (80 kg). There should be counted as total N = 5P people see Table 5.5.2-2 and -3.
The load from the individuals considered fully correlated, corresponding to the overall effect of N individuals grows proportionally with N.
Note 5.5.3-4 In connection with the verification of load case with coordinated jump in use limit state should be given to the forced oscillations of fortensioned concrete structures, in extreme cases can lead to relief of the bending moment of the permanent load and thus unacceptable cracks, which reinforcement purposes should be taken into account.
20
Additionally, it should be as general preventive measure to ensure that the tenants out and anchored in a sufficiently robust way so that they are secure from established and transverse movements.
Rhythmic person load If the bridge is located so that it might be used as a residence in from organizing concerts to bridge dimensioned for rhythmic personlast. Rhythmic person load must be assumed to occur with a frequency fp in the ininterval 1.5 to 2.5 Hz.
The weight person should be set to 700 N (70 kg). There should be counted as 2 - 4P per. m2 for the affected areas depending on the circumstances of the specific project. The load be considered fully correlated.
Determination of natural frequencies Refer to [1] concerning the determination of natural frequencies, including assessment of real rigidities and consideration of additional mass from pedestrians. Determination of the damping of the structure Damping of the structure can not be accurately determined in advance, and may vary depending on frequency and load intensity. Refer to [1] for determination of structural damping and further discussion.
5.5.4
Verification of comfort criteria for road bridges with pedestrian traffic Bridges with pedestrian traffic on a larger scale should be dimensioned so that the comfort criterion corresponding to normal comfort class stibroer, maximum acceleration 0.7 [M/s2] is fulfilled.
The calculation of the accelerations pedestrian traffic road bridges with A simple but not necessarily comprehensive dynamic analysis can be performed by anturn down a vehicle with a gross vehicle weight F [kN], which passed along the bridge's main tension with the constant velocity v [m / s].
If there is no load restrictions on the line by brolokaliteten, runclothes modeled as a single force F = 240 kN, alternatively, a 3-axle vehicle with axle load - 100 - 80 60 kN with their wheelbases from 3.0 to 1.3 m in the case of load limit, the value of F is reduced correspondingly.
Velocity, v, determined by local conditions at brolokaliteten. In the case of speed limit along the route, such as example 50 km / h, a max.
21
speed corresponding to the current limit, otherwise use a speed corresponding to 70 km / h For values of f 1 is greater than 4 Hz, the calculated maximum acceleration reduced characterized by a contribution that varies linearly from 0 at 4 Hz to 70% reduction at 5 Hz.
There can by dynamic analysis using the same normative values for damping ratio as indicated above.
22
6th
6.1
Last Provisions
Weight Load
Refer to EN 1990 inc. DK NA, EN 1991-1-1 incl. DK NA and additional bridges: Section 5.2.3 on the determination of characteristic values for the incoming materials specific tyngder, Bridge, equipment, etc.. If the variation of egenvgtsbeloading from mulching, screeds, coating and similar exceed the limits in the above standards must be taken into account as described in the norms.
For existing bridges, see also Section 7 of this manual.
6.2
Geometrical imperfections
The horizontal mass load in the former sense is deleted and replaced by an earthquake loads in the seismic load cases, see EN 1990/A1 DK NA and Table 1.2 of Appendix 1, respectively. Table 2.2 in Appendix 2 That is, it can not be assumed that the horizontal-mas selast takes into account geometrical imperfections, so these must now be included directly in the calculations, see relevant rules in the respective material standards.
6.3
Cargo from vehicles on bridges for pedestrian and bicycle traffic

For bridges in Group III, the loads from service vehicles (cleaning, snow removal), outrykningskretjer (ambulances, fire engines) or other types of queuing vehicles determined in connection with dimensioning.
Where there is or may be obtained on current and future necessary vehicles and vehicles are prevented from passing the bridge in an effective manner by stairs or other type of barriers, there must - unless otherwise agreed with the Infrastrukturforvalteren - as characteristic of vehicle loading, it is used in 5.6.3 (2) in DK NA to EN 1991-2 custom vehicle. In this case, the examination of this deleted vehicle accident loads.
6.4
Bridges in Group IV
There should at least use the same load as for Group III. In addition, a - On the basis of the intended use of the bridge across the estimated service life establish a vehicle load in the form of a vehicle with a shock additional 75% off heaviest / critical shaft. This vehicle is applied in a separate load case the bridge only traffic load, unless other specific load conditions prevail. As braking is considered by 50% of the sum of the static axle load for the brake send axles.
The bridge should be on both ends marked with a sign indicating the permissible driving tjslast, see "Rules of the road for road markings."
23
6.5
Within some of the supports

There must be based on the geotechnical investigations carried out a calculation of the most probable values of the individual supports is movement in the use limit state (frequent, quasi-permanent and characteristic load combinations).
In determining the coercive forces in concrete structures, the reduction of tensions like due to concrete creep resulting from permanent load is recognized.
6.6
Determination of values for bearing friction

As a starting point for investigations into breaches and the serviceability limit state useigniting a (upper) nominal value of the bearing friction / rolling resistance. Consideration must be given for possible temporal changes of material properties including the influence of possible contamination and corrosion. If the frictional forces acting in favor, put bearing friction / rolling resistance as a starting point to 0 Please refer to A.3.6 in Annex A of EN 1993-2 incl. DK NA.
6.7
Temperature
Temperature Effect is defined according to EN 1991-1-5 incl. DK NA and Appendix bridges: Section 6 and Annex B.
6.8
Wind load
Refer to EN 1991-1-4 incl. DK NA and Appendix DK NA bridges: Section 8 In connection with classification and bearing capacity calculation can usually be ignored wind load.
6.9
Snow loads
For road and stibroer under Danish conditions can load combinations where snow loads are donatory, usually considered less critical than the load combinations in which the traffic load is dominant, so the display can be omitted for snow loads.
6.10
Wave and current loads

The characteristic loads must be determined on a level with a probability of 0.98 is not exceeded during any year. To determine the characteristic vices, see for example DS 449:1983, Norm for pile foundations offshore steel structures.
24
6.11
Ice load
Ice load determined in accordance with Appendix DK: ice load taking into account the local forand to hold the structure's configuration.
6.12
Collision loads from vehicles

Collision Loads of vehicles clear of EN 1991-1-7 incl. DK NA and Appendix DK NA bridges: Section 4 Shock Effect.
6.12.1
Collision strength for the building The equivalent static loads equivalent to the category of 'highways' must also be used for bridges on public roads in open country. In urban areas must be applied loads are increased relative to the set of A 1991-1-7.
There may be ignored impact forces on the supports of the bridge, provided that it can be shown that these are fully protected by guardrail designs that either can reject the vehicles so that collisions do not occur, or can absorb all shock energy in case of collision.
6.12.2
Collision forces on bridge decks The equivalent static loads equivalent to the category of 'highways' must also be used for bridges on public roads in open country. In urban areas must be applied loads are increased relative to the A 1991-1-7 stated ..
It may, alternatively, by appropriate geometric design prevented that collision sions with high vehicles takes place. Examples of such safety-enhancing measures include: Reas well as regulations increase the ground clearance compared to nearby sturdier bridges headroom, Extra large increase in ground clearance when the bridge is not "covered" by the sturdier bridges.
6.13
Collision loads from trains

By the construction of new bridges over the track, the requirements for clearances specified in BN1-59 observed. If the requirements for clearances are met, after viewing the bridge can absorb impact loads from trains omitted.
If the requirements can not be met must collision load determined in coordination with Rail Net Denmark or another IM. Alternatively, should be ordered preventive protection eg. in the form of protection rails or the like. The effect of such measures must be documented using risk analysis sees.
25
6.14
Collision
Where there is a risk that a ship can impinge on a bridge structure, the latter dimensioned for psejlingslast. Both the collision with the bridge piers as collision with the bridge superstructure to be assessed.
For determination of loads, see EN 1991-1-7 incl. DK NA and Additional DK NA bridges: Section 4 Shock Effect.
6.15
Earthquake Last - horizontal mass load

The horizontal mass load in the former sense is deleted and replaced by an earthquake load the seismic event in EN 1990/A1 Annex 2 DK NA. For load combinations see Appendix 1 and 2 to this guidance.
6.16
Brand
It can usually be ignored fire effects on bridge structures. For bridge structures, where the risk of fire and its consequences can not neglected, the resistance to fire assessed. The calculation refers to EN 1991-1-2 incl. NA DK, to the respective materialespecicific delnormer for the verification of the capacity to fire of concrete, steel, etc.. and to specialized literature.
6.17
Loads during construction

Special loads related to the execution phase shown in EN 1991-1-6 incl. DK NA and Appendix DK NA bridges: Annex A2.
Note 6.17 to 1 For ordinary concrete bridges apparent load basis of the Common Statement of Work for concrete bridges, AAB Concrete Bridges. For larger bridges entered using free up building pulsed rather than pushing or similar should be in each case, development of complementary load and calculation rules.
However, should assume that the temporary auxiliary construction planned as permanent structures, ie. without reduction of loads and collateral.
26
7th
Geometry and material parameters, existing bridges

Geometrical quantities included in the control calculations are authorized for the set-back Because of applicable project drawings. If these are not available, perform A measurement of the bridge.
7.1
Cross section Reductions
In the case of cross-sectional reduction due to corrosion and degradation of the concrete the amount of such reductions shall be determined by detailed measurements. If the Detailed measurements can not be performed, the residual land must be conservative in from the available sample measurements.
7.2
Material Parameters
The characteristic values of material parameters to be determined based on project material with the adjustments described in this chapter and subsequent material section.
Basically, taking into account the following: Where a general and sreftersyn observed degradation and corrosion of design elements that influence the structure's resistance-related security must take into account possible capacity reductions as a result, both immediate future. The materials age.
Note 7.2 to 1 Old steels (eg. Of the type Svejsejrn) may tend to age, specific ELT as a result of cold forming (eg. in connection with the punching of the pin holes).
The oldest welded constructions from 1930-50s may cause an increased risk of brittle fracture at low temperatures in combination with an alternating stresses.
Older armor types: In rare cases, can appear brittle fracture in elderly poorring types in relation to shock and impact. Reference is made to speciallitteratuclean on this case.
27
7.3
Correction of partial factors

Basically, partial factors given in design standards, anis reversed. Depending on the base for determining the material parameters of the original project materials may be needed for any corrections to the materialepartialkoefficienterne as described in subsequent paragraphs material.
Note 7.3 to 1 The partial factors on material side is built up as a product of 4 factors described in Annex F of EN 1990 DK NA:
M=
partial factor related to the carrying capacity of the model with known strength parameters partial factor for the strength parameter - include any. uncertainty associated with resentence from the laboratory to the real structure
takes into account the fracture character (announced / cool with / without reserve, unannounced / skirt)
Sub for the uncertainty of the calculation depends on the variation coefficient for calculating the model
takes into account the extent of controls on construction site or workplace (control Class: tightened, normal, relaxed)
7.4
7.4.1
Determination of material parameters by testing

Without prior knowledge Determination of characteristic values of material parameters, where prior knowledge not available, shall be performed according to EN 1990, Annex D.
Note 7.4.1-1 Determination of concrete strength (cylinder volume) can be done by measuring the samples taken of the construct, or by indirect methods used to construct, provided that relationship between the so determined values and cylinder strength can be demonstrated see Section 8.6.3 for such documented relationship. For concrete strengths determined on the above basis, m is reduced by a factor of 0.95.
28
7.4.2
Control on the basis of prior knowledge Control of material parameters, where prior knowledge is available from projektmaterial shall be performed in accordance with Annex D of EN 1990. Implementation of such a the control means that 3 permitted provided that 3 = 0.95 corresponding to tighter controls.
Note 7.4.2-1 In order to determine concrete strengths from Annex D of EN 1990, the same prestatements as listed in Note 7.4.1-1.
29
8th
8.1
Concrete
Basis
Calculation and capacity verification of concrete structures shall be performed according to EN 1992-1-1 incl. DK NA and EN 1992-2 incl. DK NA. Encapsulated uninjected cables are not allowed used for road and stibroer.
8.2
Structural Analysis
Structural Analysis and numerical models are discussed in Section 5 of EN 1992-1-1 and EN 1992-2.
8.2.1
Calculation of the internal forces The calculation of internal forces should be used computational models that reflect structure's real behavior in terms of cutting forces distribution. How stiffof the constituent structural elements can have a significant impact on cutting force distribution through the bill should happen under various assumptions, for example. corresponding to urevnet respectively. cracking cross-section.
FE models should be built so that they give a realistic picture of the tensions in critical areas of concentrated forces and great stress concentration. There should be the calculation of internal forces and deformations into account the build rate. Cutting forces from temperature effects must be calculated with an elastic modulus of the concrete is equal to the short-time mode.
Note 8.2.1-1 Shrinkage and creep Shrinkage and creep are treated in EN 1992-1-1 and EN 1992-2 incl. DK NA. In cases where it may be sufficient to estimate and judgment of the final deformationformations from concrete shrinkage and creep, and where there are very slender structures or, for creep meaning person, belastningspfring very short time or long time after the casting, can be assumed:
a shrinkage strain in: a creep noise increase of:
-15 X 10-5
since the elastic strain MN/m2.
power is determined from a tensile modulus of 3 X 104
If you want more precise determinations of shrinkage and creep refers to speciallitteraturen. For high strength concrete and high-performance concrete 'is in Annex B to A 1992-2 listed some methods of calculation.
30
When calculating the pillars and walls bearing capacity should be taken into account findings ring and the resilience of the support conditions in the superstructure. In addition the into account the permanent deflections / movement by elastic compression due to prestress, shrinkage, creep, etc.. and temperature variations (second-order effect). Finally, under the hypothesis of uncertainty in input parameters in cases where the results are sensitive to variations in parameters.
In connection with classification and bearing capacity calculation of existing concrete bridges allowed plastic analysis applied if it can be shown to the assumed redistribution of internal forces can take place. In addition, it shall be shown that the voltage requirements of the applicable limit state is observed.
8.3
Materialepartialkoefficienter
Partial factor on material side, determined according to EN 1992-1-1 DK NA similar to that in the job description chosen control class as the conditions for selection of the control class should be respected.
Note 8.3 to 1 The partial factors is usually set as: First Second Third -reinforced concrete where 3 depends on the control class, which eased the control class is not used for bridge structures: First Normal control class 3 = 1,00 Second Stricter control class 3 = 0,95
For materials in structures built before 1974, when the control class concept is not was introduced, as well as for materials built after 1974, when stricter control class can not be substantiated, the partial factor set equal to the normal con-
For reinforcing steel manufactured before 1945 must be used m 1 2 = 1.25 corresponding to a variation coefficient of 10% unless the strength parameters determined from tests up.
Note 8.3 to 2 For reinforcing steel produced before 1945 are available as normal control class must be assumed, see above.
31
8.4
8.4.1
Material Parameters for lax reinforcement of existing bridges

Characteristic reinforcement reinforces
Note 8.4.1-1 In EN 1992-1-1 DK NA is the characteristic material strengths defined as 5% percentile values as was the case in DS 411:1999 and partial factors are determined on the basis of this assumption.
In previous versions of the DS 411, second edition 1973 and 3rd Edition 1984, defines the characteristic material forces for reinforcement as the guaranteed strength values that were assumed to correspond to 0.1% percentile.
It is permissible to take advantage of a conversion of 0.1% percentile value of the characteristic statistical power for a 5% fractile value if it can be demonstrated that the originally used a 0.1% percentile value.
Generally, the assumptions of EN 1992-1-1 DK NA for determining In this regard, s must be corrected if a deviation from these presentences have a safety adverse effect.
s is observed. It
Note 8.4.1-2 Basically it will be on the safe side to use a characteristic material strength equivalent to 0.1% percentile value directly in the calculations.
The conversion from a 0.1% percentile value for a 5% fractile value is done by multiplying with the following adjustment factor:
(1, 65 k )
e
where the parameter k depends on the originally applied percentile. In the case of a 0.1% fractional value k = 3.09.
is the actual coefficient of variation. For 0.05 using the above adjustment factor, didirectly, it being noted that the smaller the values of the closer to 1.0 is justeringsfaktoclean.
For
Hence, the partial factors for different values of
e
0.05 0.04 0.03 0.02 0.01 0.00 For 1.12 1.13 1.15 1.17 1.18 1.20
(1,65 3,09)
s
> 0.05, the above adjustment factor used only if the output value for
32
-1-1 DK NA simultaneously corrected.
Examples of the corrections for the For For For = 0.10 is obtained = 0.15 is obtained = 0.20 is obtained
(1,65 3,09)
e e e
= 1.08 = 1.05 = 1.02
and and and
(1,65 3,09) (1,65 3,09)
8.4.2
Determination of reinforcement forces They used armor types with associated reinforcement forces is normally covered in projektmamaterial. When converting to current standards, the original standard background for trackcore fixing identified.
Note 8.4.2-1 For reinforcement types earlier calculated in accordance with standards which are based on the allowable tension, is usually used a safety factor of 2.0 on yield stress. Attention is drawn to the drawings used in the reinforcement symbols that are easily confused.
Rods usually corresponds to the steel Fe 360th In rare cases may occur rounds with forces corresponding to the Fe 430 and Fe 510th Besides Danish kamstl FKF42/Ks 410 can be used KS50 and KS60 (Norwegian and Swedish kamstl), which is shown in the drawings with a different symbol, and usually has a higher strength than Danish kamstl. Also appearing in recent times a stronger quality of Danish kamstl Ks 550th For Tentorstl was originally used various allowable tension, depending on the whether there was an indoor or outdoor construction. It should be noted that the Tentorstlets strength parameters have varied a bit throughout the ages. Furthermore, the strength normally dependent on the diameter. Below are listed in Table 8.4.2-1 characteristic surface tension of the most frequentfuture reinforcement types in older bridges. Yield stress [MPa] Type Designation St. 37 St. 44 St. 52 Ks 410 Ks 550 T Tentor 52 Tentor 56 d 16mm 235 275 355 d> 16 mm 225 265 345 410 550 550 510 550 Smooth reinforcement 360 Fe Fe 430 Fe 510 Kamstl Tentorstl
Table 8.4.2-1 Typical tensile yield stress In Table 8.4.2-2 indicated correlation between the allowable stress and the reinforcement type, in general is present for the case that only the permissible stress shown in projektdokumentationen.
33
Permissible voltage (kg/cm2) 1000 1100 1200 1300 2100 2500 2600
Type Fe Fe Fe Fe 360 360 360 360
Ks 410 T T
Table 8.4.2-2 Relation between allowable stress and reinforcement types In addition to these steel, other types may occur, such as istegstl (Two twisted-together metal rods) and vindelstl (Twisted rod with korsformigt cross section): Characteristic tensile yield strength of 400 MPa, a characteristic tensile modulus 1.7 x 105 MPa.
Please refer to the contemporary literature on special armor types and strength paraMeters, etc..
For concrete structures from before 1919, the characteristic yield strength of reinforcement ring is not going higher than 200 MPa, unless determined by testing.
Note 8.4.2-2 For old concrete structures are often used flat iron bars that are open at the top. Asform the hangers should be considered with reduced anchoring ability.
8.5
Material Parameters for stretched reinforcement of existing bridges

Translation of original characteristic strengths of 5% percentile values allowed out following the same guidelines as too lax reinforcement. Control Calculations must be based on the data that has been used by means of planning ring, and which generally has been guaranteed of steel supplier. Steel arbejdslinie can be constructed from the characteristic values of the proportionality limit, modulus of elasticity, 0.2% voltage (alternatively, the voltage corresponding to a deformation of 1%), fracture stress and ultimate strain.
34
8.6
8.6.1
Material parameters for concrete, existing bridges

Characteristic concrete strengths Baseline characteristic concrete strengths, which refers to 10% percentile, the conversion converted to a 5% percentile value. Direct application of the 10% percentile values without conversion tion is not allowed since it is on the unsafe side.
Note 8.6.1-1 In EN 1992-1-1 DK NA is the characteristic material strengths defined as 5% quantilevalues, as was the case in DS 411:1999 and partial factors are specified Following this premise. In previous versions of the DS 411, second edition in 1973 and Third Edition 1984, defines the characteristic material strengths as 10% quantilevalues.
The conversion from a 10% percentile value of the characteristic strength for a 5% quantilevalue is done by multiplying c with the following factor, see DS 409:
(1, 65 k )
where k = 1.28, and is the coefficient of variation, which can be set equal to 0.15, unless otherwise stated. (In principle, values of less than 0.15 is not used).
For
= 0.15 is obtained for example:
(1,65 1, 28)
= 1.53
Generally, the assumptions of EN 1992-1-1 DK NA for determining c respective teres, and it should be noted that c must be corrected if a deviation from these forreleases have a safety unfavorable effect.
8.6.2
Determination of concrete strengths The following conversion formula approved for use in conversion from 'guaranteed average strength " C to the characteristic of compressive strength fck:
Note 8.6.2-1 For concrete structures designed after 1973 indicated compressive strength usually means of the characteristic cylindrical power in the form of a percentile value.
For concrete structures designed before 1973, the concrete design compressive strength (Usually with reference to the 28-day strength) indicated in different ways, with usually talk about what can be termed "Guaranteed way to boost ' (Mnimumskrav to medium power, determined on the basis of a number of samples):
35
as cube strength T (pressure testing of cubes with side-line 200 mm) as bjningstrykstyrken B (bending testing of dedicated test beam) as cylinder volume C The following relationship between these forces can be used:
T = 0.80 C = 0,80 T B
It should be noted that the AAB Embodiments of the concrete bridge, Issue 351, Vejdirektoratet November 1969 - ie before 1973 - operates with the characteristic cylinder compressive strength 'bk on the basis of 10%-fraktilvrdien.
For concretes characterized by mixing the following reaction conditions permitted Table used where the fck is 5% fraktilvrdien. Mixing ratio (volume) cement / sand / stone 1:2:3 1:3:5 1:2 : 3 1:4:7 fck (MPa) 15 11 10 8
Note 8.6.2-2 Concrete strength depends on the original concrete mix (cement fineness puzzolansammenstning), processing and construction, and present condition as a result of age and external environmental influences.
If the concrete is found to be intact at the time control calculations for concrete Structures built before 1945 is set to increase from the initial dimensioning hoop strength of 50%. For intact concrete structures from before 1990 can be expected a power increase of 25%. For concretes with low w / c-numbers containing silica fume and fly ash is strength increases very modest, and therefore can only be assumed to increase 10% for newer concrete structures older than 5 years.
In constructions in which the bearing capacity of the critical element is directly related to confirm tonstyrken (bars, beam displacement in mm.) should be assessed carefully whether, because for recognition of the strength increase must be taken nuclei of the critical element that pressure tested in the laboratory.
8.6.3
Determination of concrete strengths on the basis of drilled cores For drilled cores which are used to determine the strength of the concrete, the measured forces converted using the following formula: fc, measured, cor = k1 k2 k3 fc, measured where
36
fc, measured: The measured strength of the current bore cylinder. fc, measured, choir: The measured strength translated into strength for the reference cylinder with h = D = 300mm and 150mm. k1: Factor that corrects for the bored cylinder has a different relationship between between height and diameter than the second Under the condition that the ratio of cylinder derhjde and the cylinder diameter is situated between 1 and 2, and-cylinderdiame promoter is located between 70mm and 150mm, this factor is considered to be: k1 = 0.2 h / d +0.60. k2: Factor that corrects that used a different cylinder diameter than corresponding to referencecylinderens diameter of 150mm. For diameter d = 70mm is the factor 0.90, for d = 100mm is the factor 0.95 and for d = 250mm is the factor 1.00. k3: factor which accounts for the fact that the cylinder bore is not intact as compared to the a similar cast cylinder with the same goal. This factor must be set to 1.10 for d = 150 mm, d = 1.15 to 100 mm and 1.20 for the d = 70 mm. For determination of characteristic values of concrete strength from testing results and the partial factors see Section 7.4.1 and 7.4.2.
8.7

For calculation of capabilities refer to Section 6 of EN 1992-1-1 and EN 1992 Second It should be noted that security against brittle fracture be demonstrated in Section 6.1 of EN 1992-2 incl. DK NA. It stresses the following selections in the national annexes: Additional rules, for example. concerning. calculation for plane stress condition see EN 1992-1-1 DK NA, which may be relevant to the box girders Additional rules regarding. contributions from opbjet prestressed reinforcement for the determination of shear capacity, see EN 1992-2 DK NA It must be shown that the overall stability of the structure is present.
8.8
Fatigue
Risk of fatigue should be assessed in accordance with Section 6.8 of EN 1992-1-1 and EN 1992-2. Confirmation of the capacity to be partial factors for fatigue concrete and reinforcement is increased in EN 1992-1-1 DK NA.
37
8.9
8.9.1
Using limit state

Requirements for voltages Power requirements are given in EN 1992-1-1 incl. DK NA and EN 1992-2 incl. DK NA. Requirements for voltages of existing concrete bridges must meet the basic same requirements as for new concrete bridges, with deviations exceptionally be accepted teres, if they are justified and documented, including that they do not assess their having either safety or sustainability implications.
In connection with the carrying capacity calculation and classification allowed voltage limit the concrete compressive stress in the characteristic load combinations increased to c 0.80 fck for broklasser 100 (normal passage).
For broklasser 60 in the normal passage is required, however, that concrete compressive stresses satisfy requirement c 0.60 fck.
Note 8.9.1-1 Voltage requirements for the characteristic load combinations are intended to ensure that constructions are not damaged in the form of the irreversible plastic deformation startingtions in connection with passages of heavy transports. The limit of 0.80 fck is set relatively tively high, as is commonly the case of a short-term effect in association with a suitable passage of heavy machinery.
8.9.2
Control of crack widths Bridge structures shall be dimensioned so that the cracks distributed and revnevidderne limited. The design must take into account the forces from the shrinkage and creep and relaxation.
Crack Length Requirements specified in EN 1992-2 DK NA. Crack Length requirement for embedded and efterinjiceret prestressed reinforcement given in EN 1992-2 DK NA permitted interpreted in the following ways, see below, Figure 8.9.2-1. For prestressed structural components included in the crack width correlation only those parts of the structure, which is biased by means of cables and lines, Typically, a brooverbygning in the bias voltage corresponding to the main direction of the carrier. The bearing direction perpendicular to the biased direction of the main carrier are not considered as biased, if only available slack reinforcement.
Crack Length requirements for the pre-tensioned structural elements are perpendicular to the bias voltage in the areas in which the prestressed reinforcement is closer to confirm tonoverfladen than 400 mm from the center of forspndingskablet or linen,
38
ie. a brooverbygning typically in the upper side of supporting structures in the underside on the fagmidten. For other areas allowed crack width requirements for the slack labor programmed bridges used.
Where the bias is closer than 400 mm on the concrete surface shall be stricter requirements for revnevidden for the transverse relaxation reinforcement in dkoversithey and dkunderside and in the carcasses of box girders. The extent of the area it around the cables and wires in the transverse direction, subject to the stricter requirements, determined as the area where the cables and wires are placed extended with a 400 mm wide belt on each side of the area from the center of the outer kabel / line. That is, the top and bottom flange of a box girder are not covered by the stricter requirements of a median line between the bodies, if cables / wires everywhere is placed inside the bodies.
Crack width requirement applies to the concrete surface corresponding to the prescribed dklagstykkelse excl. tolerance.
Figure 8.9.2-1 There are no specific requirements for crack widths by checking calculations of existingthe constructions. The requirement for crack lengths allowed evaluated in each case of life considerations and the requirement to the residual life of the structure. Revneviddekravet, if appropriate, be established and monitored for frequent load combinations tions. For broklasser 50 (normal passage) should crack width requirements specified in EN 1992-2 DK NA, however, observed.
8.9.2.1
Crack widths for the coarse crack system EN 1992-1-1 incl. DK NA does not provide rules for determining the crack widths for the coarse grated system. In the absence of better the previous rules in Section 6.3.3 of the DS 411:1999 used.
39
9th
9.1
Steel Structures
Basis
Calculation and capacity verification of steel structures shall be performed according to EN 1993-2 incl. DK NA and delnormerne EN 1993-1-1 - EN 1993-1-10 incl. DK NA. Moreover, EN 1993-1-11 and 1993-1-12 incl. DK NA valid.
9.2
Structural Analysis
Structural Analysis and numerical models are discussed in Section 5 of EN 1993-2. In connection with classification and bearing capacity calculation of existing steel bridges toleft redistribution of internal forces recognized if it can be shown that there may developed the requisite plastic deformations. In addition, it must be shown that requirements of the applicable limit state is observed.
9.3
Partial factor on material side, determined in accordance with EN 1993-2 DK NA similar to the work descriptions chosen control class as the conditions the use of tighter control class must be observed and respected.
Note 9.3 to 1 The partial factors is usually set as: First Second Third 4th 5th 6th es hulrandsbreevne) 7th 8th 9th 10th Mf = 1.00 to 1.15 (Damage Tolerant), 1.15 to 1.35 (Visual inspection + repair onsmulighed), 1.54 - 1.88 (safe life without inspection and reparationsmusimilarity) where 3 depends on the control class: First Normal control class: 3 = 1,00 Second Stricter control class:
3 = 0,95 3 = 1.00 for weld joints.
For structural steel in structures built before 1974 and for structural steel built after 1974, when stricter control class can not be substantiated, the par-
For steel from before 1900 and the oldest welded steel structures from the 1930-50s
40
be M0 and M 1 is increased by a factor of 1.0 / 0.9 = 1.11, corresponding to the ductile fracture without reserve the yield stress and elastic modulus.
For structural steel produced before 1945, all partial factors increased with a factor of 1.06, corresponding to a variation coefficient of 10% unless enhance the parathe meters determined from testing.
Note 9.3 to 2 For structural steel produced before 1945 increased partial factors generally a factor of 1.06, which is above the first three cases, see Note 9.3.1, gives the following resulting M, the 3 = 1.00: First Second Third
For structural steel produced before 1900 is increased First Second
1 to 1.00 in case 1, which gives:
This increase is also used for the oldest welded steel structures from 1930 50s.
9.4
Material Parameters of structural steel, existing bridges
9.4.1
Characteristic strength parameters As the characteristic strengths, according to EN 1990 inc. DK NA and EN 1993-1-1 and other standards in the EN 1993-series incl. DK NA used 5% percentile values (with exception of fatigue strength).
Note 9.4.1-1 The Table 9.4.2-1 specified characteristic values for the upper yield stress and tensile strength can be on the safe side is considered to be equivalent to 5% percentile, similar to what that is assumed in setting m in DS 412th
If it can be shown that the steel is delivered with strength parameters corresponding to a second percentile, the strength is adjusted by using a similar methodology as described in Note 8.4.1.
Generally, the assumptions, as stated in EN 1993-1-1 DK NA and other delnormer for determining the m is observed. It should also be noted that m must be corrected if a deviation from these assumptions has a sikkerhedsmsthe adverse effect.
41
9.4.2
Determination of strength parameters
If the project documents do not contain more detailed information that allowed the Table 8.4.2-1 specified characteristic upper yield stress (guaranteed minimum values) and tensile strengths of structural steel from 1941 and up until today applied.
Note 9.4.2-1 For structural steel from before 1919 should be the characteristic strength parameters are not set higher than that corresponding to "Alm. merchantable quality "unless these are drawn from testing. In some cases, Svejsejrn be used for which indicative guidekevrdier not immediately given.
Steel Bridges built after 1919 can usually be assumed to be made of mild steel with guidekeegenskaber least equal to St37.
For steel produced before 1941 is recommended that performed additional analyzes and material strengthen the provisions if the project documents do not contain more detailed upclearings.
Used in standard from Designation Alm. commercial quality St33 St37, -1, -2, -3 St37,-A,-B-C-D Fe360 St42A St42, -1, -2, -3 St441) St42,-B-C-D Fe 430 ST50,-B-C-D ST52-3 Fe510 x x x x x x 340 340 355 Before 1941 x x x x x x x x 1941 1976 1983 t <16 200 235 235 235 260 260 2751)
270
Yield stress 16 <t <40 190 225 235 225 250 250 2651)
260
Drag strength T> 40 180 215 225 215 240 240 2551)
250
320 360 360 360 410 410 430 410 430 490 510 510
275
265 330 330 345
255 320 320 335
1)
For certain types of St44 may occur much lower surface tension than that indicated in the table.
Table 9.4.2-1. Characteristic upper yield stress and tensile strengths of structural steel (MPa)
42
9.5

Calculation of the capabilities of cross-sections and items exported under section 6 and collections under section 8 of EN 1993-2 incl. DK NA and fundamental partstandards EN 1993-1-1 - EN 1993-1-12.
9.6
9.6.1
Fatigue
Design for fatigue Fatigue study should be performed according to EN 1993-2 incl. DK NA (Section 9 and Annex C) and EN 1993-1-9 incl. DK NA. Design of bridge decks to fatigue should generally not be based on 'Damage Tolerant Design'. If there will be no inspection and repair option of welding joints, the dimensioning based on the 'Safe life II'. This applies also where possibly. repairs will be costly and user discomfort.
If there is a possibility of regular visual inspection and possible. repair can sizing based on the 'Safe life I'. When sizing can be combined effect between the tire construction and occupancy only be taken into account, where such a combined effect can be documented. Fatigue Calculation, existing bridges Fatigue Calculation of existing bridges must be performed using the same methods as of new bridges. However, one assumes a more realistic picture of existing and future traffic intensity based on available and supportable traffic data.
9.6.2
9.6.2.1
Control measurements and verification of the calculation model Note to 9.6.2.1-1 Control measurements on the current bridge for verification of computational models can many cases lead to lower voltages and thus higher residual lifetimes. This is due to des including uncertainty about the dynamic allowance.
9.7
Using limit state

The requirements for serviceability limit state and assumptions concerning the calculation tion models in section 7 of EN 1993-2 incl. DK NA.
43
10th
10.1
Composite structures, concrete - steel

Basis
Calculation and capacity verification of composite structures should be performed according to EN 1994-1-1 incl. DK NA and EN 1994-2 incl. DK NA.
10.2
Structural Analysis
Structural Analysis and numerical models are discussed in Section 5 of EN 1994-2 and EN 1994-1-1 incl. DK NA.
10.3
Please refer to relevant sections of EN 1994-2 incl. DK NA. Partial factors of materialesiden for concrete and reinforcing steel, respectively, must be equal to the Work descriptions chosen control class.
For materials in structures built before 1974 and the materials incorporated by 1974, when stricter control class can not be substantiated, the partial factor
Please also refer to the requirements of the above sections 8.3 and 9.3 respectively for concrete and steel.
10.4
Material Parameters existing bridges

Refer to the requirements of the above sections 8.4 to 8.6 and 9.4 respectively for concrete and steel.
10.5

Calculation of the capabilities of cross-sections and elements performed in accordance with Section 6 of EN 1994-2 incl. DK NA.
10.6
Fatigue
Fatigue study should be performed according to section 6.8 of EN 1994-2 incl. DK NA.
44
10.7
Using limit state

The requirements for serviceability limit state and assumptions concerning the calculation tion models in section 7 of EN 1994-2 incl. DK NA.
The requirements for serviceability limit state of composite structures existing in connection with the carrying capacity calculation and classification is as new kompositkonstructures with the modifications mentioned in the above section 8.9 for concrete constructions.
45
11th
11.1
Timber structures
Basis
Calculation and dimensioning of wooden bridges must be based on EN 1995-2 incl. DK NA and EN 1995-1-1 incl. DK NA.
46
12th
12.1
Masonry and granite

Basis
Calculation and capacity verification of masonry construction shall be performed according to EN 1996-1-1 incl. DK NA.
12.2
Partial factors to be determined according to EN 1996-1-1 incl. DK NA.
Note 12.2 to 1 Partial usually set as: First Second Third
For masonry from before 1945 should be masonry compressive strength and modulus of elasticity bevoice corresponding to a variation coefficient of 15%.
Note 12.2 to 2 For example, is thus obtained for the masonry from before 1945 for compressive strength and elasticitetskoefficoefficient: First
The same procedure should be used for granite.
12.3
Material Parameters of granite, existing bridges
For granite, allowed the following characteristic values used for the basic material: Compressive strength: 40 MPa Flexural strength: 15 MPa
47
13th
13.1
Piling and Geotechnical Engineering

Basis
Calculation of foundation and geotechnical structures shall be performed according to EN 1997-1 incl. DK NA. Attention is particularly drawn to Annex A and the national tional choice of partial factors, linked to this annex.
Dimensioning of sheet piles and steel piles shall be according to EN 1993-5 incl. DK NA.
13.2
Design approach and materialepartialkoefficienter

Dimensioning Method 2 is used in the design of piles and anchors STR / GEO A1 partial factors on load side and R2 partial factors on material side.
Design approach 3 is used in the study of direct foundation and stability tet and ground pressure: Direct foundation: STR / GEO A1 partial factors on load side and M2partial factors of the material side. KFI, which takes account of impact class used to load the page. Stability and soil pressure: STR / GEO A2 partial factors on load side and M2partial factors of the material side. KFI, which takes account of impact class, used material since for all incoming materials. For investigation of slope stability and total stability of processed cargoes on earth from the constructs and traffic loads as geotechnical using A2 partial factors for load side. KFI, which takes into account the impact class, withmade on the material side of all incoming materials.
13.3
Calculation of the support walls and sheet piling

For the support and sheet piling, it should be related to sizing to ensure that soil pressure distribution, in each case reflects the critical breaking means for supporting tevggen or sheet piling. In addition, the most critical soil pressure distribution support wall / sheet piling (torque actuation) respectively forces might. anchors and braces are used.
In determining the water pressure behind an earth pressure influenced the design must take into account the conditions of the wall drainage. If drainage can not be expected to be active throughout the bride figure largely on the back wall should be considered that the water can stand right at the top of the wall. There must also be taken into account the possible reduction of the wall stabilizing passive abutment in the soil, as a result of any upward gradients of groundwater flow at the wall outward page.
48
The wall must always be checked for full water pressure in the accident last the case. For dimensioning the unyielding walls of the ultimate limit state should be resting pressure and, if applicable. compaction pressures at the top is used. In examining both the rigid as flexible walls geotechnical stability of the ultimate limit state shall walls investielected for earth pressure equivalent to the usual design active and passive brudtillevels in soil.
For documentation of the robustness of anchored sheet pile walls shall be at least be considered a last case, the cancellation of an anchor.
49
14th
14.1
Bearings
Basis and calculation
The drafting of technical specifications for bearings for bridges, including establish requirements for installation and preparation of lease forms the guidelines in Annex A to EN 1993-2 followed.
14.2
Materialepartialkoefficienter of constituent materials, which are included in the rental building, is set of rental standards / product standards in the EN 1337-series, however, for anchoring bearings of EN 1993-2.
Note 14.2 to 1 The determination of materialepartialkoefficienter the tenant might have happened based on security system described in EN 1990 (and EN 1990/A1) with the recommended values for partial factors on load side, respectively. since the materials. This means that the values of bearing design resistance, as typically shown in rental catalogs with reference ence to the rules in EN 1337-series, therefore, can not be directly used in Danish conditions in which materialepartialkoefficienterne is changed in the NAs in relation to the recommended values in the look Eurocodes, for example. the steel.
Catalog values for hire resistances must be converted so that they match with the Danish rules for safety fixing. If not produced separate report on the carrying capacity of a rental, which demonstrates that the safety of material side lives up to the Danish rules for safety setting, maybill done by reducing the design bearing capacity by a factor (1.00 / 1.10), representing an increase of materialepartialkoefficienten by 10%.
15th
Joints
The drafting of technical specifications for joints for bridges, including to establish requirements for installation and identification of billing related fugebevgelser refer to Annex B to EN 1993-2 which identifies guidelines lines of evidence.
50
ANNEX 1 road bridges, load combination forms
51
Boundary Condition Equation 6.10a Load Combination Permanent load Heaviness of structural parts 1) 2) 3) and equipment wear layer unfavorable, Gj, sup
favor, Gj, inf 1) Gravity of soil groundwater
STR / GEO 1) 2) (Set B) and (Set C) Set B: 6.10b, Set C: 6.10 34567 1 2 8 9
EQU, UPL, HYD 3) (Set A) 6.10 1-9
Fatigue
1.25 1.00
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.10 0.90
1.00 1.00
2) 3)
unfavorable, Gj, sup favor, Gj, inf

9) Sentences
Prestressing
1.00 1.00 6) (1,25) 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.10 0.90 1.00 1.00
1.00 1.00 1.00 1.00
Variable load
8) Traffic Load
5) 4)
gr1a LM1 + load on pedestrian and bicycle path Tandem Load, TS Evenly load, UDL Load on the timeand bicycle path (reduced value) gr1b Single axle load gr2 Braking and acceleration rationskrfter, centrifugal forces gr3 Actions on pedestrian and 7) cycle GR4 LM4 - Individual load, 'Crowd' last Wind load, FWk Ice load Wave and current loads Temperature, Tk
1.10
1.40 1.40
1.05 0.56
1.05 0.56
1.05 0.56
1.05 0.56
1.05 0.56
1.40
0.56
0.56
0.56
0.56
0.56
1.40 -
1.40
0.90 0.90 0.90 0.90
0.90 0.90 0.90 0.90
1.40 0.90 0.90 0.90 0.90
1.40 0.90 0.90 0.90 0.90
1.50 0.90 1.12 0.90
0.90 1.50 0.90 0.90
1.12 0.90 1.50 0.90
0.90 0.90 0.90 1.50

4) 4) 4) 4)
1.30 1.30 1.00
Notes:
1)
2)
3)
4) 5) 6) 7) 8) 9)
STR / GEO (Set B) are based on Table A2.4 (B) A 1990/A1 DK NA. The characteristic values of all permanent actions from one source are multiplied by Gj, sup, where the total resultant effect from the source is unfavorable, and with Gj, inf if the overall effect is beneficial. For example, all the loads arising from the structure's center of gravity considered to come from one source. KFI, which takes into account the impact class, in STR / GEO (Set B) multiplied on all loads that act to the disadvantage, but not loads seems to favor. STR / GEO (Set C) is based on Table A2.4 (C) of EN 1990/A1 DK NA. Set C is used only for geotechnical structures as verified according Put A2 in Table A.3 of EN 1997-1 DK NA (stability and soil pressure). The characteristic values of all permanent actions from one source are multiplied by Gj, sup, where the total resultant effect from the source is unfavorable, and with Gj, inf if the overall effect is beneficial. For example, all the loads arising from the structure's center of gravity considered to come from one source. KFI, which takes into account the impact class, in STR / GEO (Set C) multiplied on materialepartialkoefficienten for all incoming materials. EQU (Set A) is based on Table A2.4 (A) A 1990/A1 DK NA. The characteristic values of permanent actions are multiplied by Gj, sup, if the load acts destabilizing / unfavorable, with Gj, inf if it stabilizes / favor. KFI, taking into account impact class, in equ (Set A) is multiplied at all loads, which acts to the detriment, but not on the loads which act to favor. As STR / GEO load combination 1-9 for variable loads. The table set out Q, one of the dominant variable load and Q of 0 of the other variable loads. In cases where the carrier assembly and the earth (ground) water is used instead of 1.25 1.00. Footpath / cycle path: If there are more pedestrian and bicycle paths on the bridge, the load is applied only on the number of pedestrian and bike paths that provide the most adverse impact loading. gr3 may be disregarded if GR4 considered. The table refers group numbering, gri, the traffic load to the dominant load component listed in Table 4.4ai EN 1991-2. If the phrase seems to favor partial factor used 0th
Table B1.1 road bridges. Combinations of the ultimate limit state (permanent and transient load conditions) and udmattelsesgrnsetilbooth (repeated alternating loads)
52
Boundary Condition Accident Vehicles case 6.11b Equation 12 Load Combination Permanent load Heaviness of structural parts screeds and equipment unfavorable, Gj, sup
favor, Gj, inf
Seismic load cases 6.12b 12
Gravity of soil groundwater unfavorable, Gj, sup

favor, Gj, inf
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
Sentences Prestressing 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Variable load Traffic Load gr1a LM1 + load on pedestrian and bicycle path Tandem Load, TS Evenly load, UDL Load on the timeand bicycle path (reduced value) gr1b Single axle load gr2 Braking and acceleration rationskrfter, centrifugal forces gr3 Actions on pedestrian and bicycle path GR4 LM4 - Individual load, 'Crowd' last Wind load, FWk Ice load Wave and current loads Temperature, Tk
0.75 0.40
0.30 0.30
0.40
0.30
0.50
0.20 0.20 0.50
0.50
0.20 0.20 0.50
Accidental actions Seismic load Notes:

1)
3)
Ad AEd
1.00
1.00 1.00 1.00
Load combinations for accident load cases and seismic load cases are based on Table A2.5 of EN 1990/A1 DK NA. The table refers group numbering, gri, the traffic load to the dominant load component listed in Table 4.4ai EN 1991-2. Accident Loads can be collision, collision, vehicle on the sidewalk, removal of element (fire) or otherwise.
2)
3)
Table B1.2 road bridges. Combinations in accident load cases and seismic load cases
53
Boundary Condition Equation Load Combination Permanent load Heaviness of structural parts screeds and equipment unfavorable, Gj, sup
favor, Gj, inf
Using limit state Characteristic load combinations 6.14b 34567 1 2 8 9

favor, Gj, inf
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
Sentences Prestressing 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Variable load Traffic Load gr1a LM1 + load on pedestrian and bicycle path Tandem Load, TS Evenly load, UDL Load on the timeand bicycle path (reduced value) gr1b Single axle load gr2 Braking and acceleration rationskrfter, centrifugal forces gr3 Actions on pedestrian and 2) bike path GR4 LM4 - Individual load, 'Crowd' last Wind load, FWk Ice load Wave and current loads Temperature, Tk
1.00 1.00
0.75 0.40
0.75 0.40
0.75 0.40
0.75 0.40
0.75 0.40
1.00
0.40
0.40
0.40
0.40
1.00 -
1.00
0.60 0.60 0.60 0.60
0.60 0.60 0.60 0.60
1.00 0.60 0.60 0.60 0.60
1.00 0.60 0.60 0.60 0.60
1.00 0.60 0.60 0.60
0.60 1.00 0.60 0.60
0.60 0.60 1.00 0.60
0.60 0.60 0.60 1.00
Notes:
1)
The table is based on the Table 4.4ai EN 1991-2, where group numbering, gri, the traffic load refers to the dominant load component listed in Table 4.4a.
2)
gr3 may be disregarded if GR4 considered.
Table B1.3 road bridges. Limit mode, the characteristic load combinations
54
Boundary Condition
Using limit state Frequent load combinations
Equation Load Combination Permanent load Heaviness of structural parts screeds and equipment unfavorable, Gj, sup
favor, Gj, inf
6.15b 4
Quasipermanent 6.16b 1 6 7

favor, Gj, inf
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
Sentences Prestressing 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Variable load Traffic Load gr1a LM1 + load on pedestrian and bicycle path Tandem Load, TS Evenly load, UDL Load on the timeand bicycle path (reduced value) gr1b Single axle load gr2 Braking and acceleration rationskrfter, centrifugal forces gr3 Actions on pedestrian and bicycle path GR4 LM4 - Individual load, 'Crowd' last Wind load, FWk Ice load Wave and current loads Temperature, Tk
0.75 0.40
0.40
0.75 -
0.50
0.50
0.40 0.50
0.20 0.50
0.20 0.50
0.20 0.50
0.60
0.50
Notes:
1)
The table is based on Table 4.4b in EN 1991-2. The table refers group numbering, gri, the traffic load to the dominant lastkompocomponent listed in Table 4.4a of EN 1991-2.
Table B1.4 road bridges. Using limit state, frequent and quasi-permanent load combinations
55
ANNEX 2 Stibroer, load combination forms
56
Boundary Condition Equation 6.10a Load Combination Permanent load Heaviness of structural parts 1) 2) 3) and equipment wear layer unfavorable, Gj, sup
favor, Gj, inf 1) Gravity of soil groundwater
STR / GEO 1) 2) (Set B) and (Set C) Set B: 6.10b, Set C: 6.10 23456 1 7
EQU, UPL, HYD 3) (Set A) 6.10 1-7
Fatigue
1.25 1.00
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.10 0.90
1.00 1.00
2) 3)
unfavorable, Gj, sup favor, Gj, inf

8) Sentences
Prestressing
1.00 1.00 6) (1,25) 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.10 0.90 1.00 1.00
1.00 1.00 1.00 1.00
Variable load Traffic Load gr1 Evenly distributed load UDL Horizontal load Qflk
gr2 Service Vehicle Qserv Horizontal load Qflk Concentrated wheel pressure,
5)
4)
1.10
Qfwk Wind load, FWk Ice load Wave and current loads Temperature, Tk
1.40 1.40 -
1.40 1.40 -
1.40
0.56 0.56 -
0.56 0.56 -
0.56 0.56 -
0.56 0.56 -
0.45 0.90 0.90 0.90
0.45 0.90 0.90 0.90
0.45 0.90 0.90 0.90
1.50 0.90 0.90 0.90
0.90 1.50 0.90 0.90
0.90 0.90 1.50 0.90
0.90 0.90 0.90 1.50
4) 4) 4) 4)
1.30 1.30 1.00
Notes:
1)
STR / GEO (Set B) are based on Table A2.4 (B) A 1990/A1 DK NA. The characteristic values of all permanent actions from one source are multiplied by Gj, sup, where the total resultant effect from the source is unfavorable, and with Gj, inf if the overall effect is beneficial. For example, all the loads arising from the structure's center of gravity considered to come from one source. KFI, which takes into account the impact class, in STR / GEO (Set B) multiplied on all loads that act to the disadvantage, but not loads seems to favor.
2)
STR / GEO (Set C) is based on Table A2.4 (C) of EN 1990/A1 DK NA. Set C is used only for geotechnical structures as verified according Put A2 in Table A.3 of EN 1997-1 DK NA (stability and soil pressure). The characteristic values of all permanent actions from one source are multiplied by Gj, sup, where the total resultant effect from the source is unfavorable, and with Gj, inf if the overall effect is beneficial. For example, all the loads arising from the structure's center of gravity considered to come from one source. KFI, which takes into account the impact class, in STR / GEO (Set C) multiplied on materialepartialkoefficienten for all incoming materials clay.
3)
EQU (Set A) is based on Table A2.4 (A) A 1990/A1 DK NA. The characteristic values of permanent actions are multiplied by Gj, sup, if the load acts destabilizing / unfavorable, with Gj, inf if it stabilizes / favor. KFI, taking into account impact class, in equ (Set A) is multiplied at all loads, which acts to the detriment, but not on the loads which act to favor.
4)
As STR / GEO load combination 1-7 for variable loads. The table set out Q, one of the dominant variable load and Q of 0 of the other variable loads. Where the design carries soil and (ground) water is used 1.25 instead of 1.00. The table refers group numbering, gri, the traffic load to the dominant load component listed in Table 5.1 of EN 1991-2. If the phrase seems to favor must be used partial factor 0th
5)
6)
7)
8)
Table B2.1 Stibroer. Combinations of the ultimate limit state (permanent and transient load conditions) and udmattelsesgrnsetilbooth (repeated alternating loads)
57
Boundary Condition Accident Vehicles case 6.11b Equation 12 Load Combination Permanent load Heaviness of structural parts screeds and equipment unfavorable, Gj, sup
favor, Gj, inf
Seismic load cases 6.12b 12

favor, Gj, inf
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
Sentences Prestressing 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
gr2 Service Vehicle Qserv Horizontal load Qflk Concentrated wheel
0.40 -
0.40 -
pressure Qfwk Wind load, FWk Ice load Wave and current loads Temperature, Tk
0.50
0.20 0.50
0.50
0.20 0.50
Accidental actions Seismic load
3)
Ad AEd
1.00
1.00 1.00 1.00
Notes:
1)
Load combinations for accident load cases and seismic load cases are based on Table A2.5 A 1990/A1 DK NA. The table refers group numbering, gri, the traffic load to the dominant load component listed in Table 5.1 of EN 1991-2. Accident Loads may be inadvertently vehicle load on stiareal, collision, loss of element (fire) or otherwise.
2)
3)
Table B2.2 Stibroer. Combinations in accident load cases and seismic load cases
58
favor, Gj, inf
Using limit state Characteristic load combinations 6.14b 23456 1 7

favor, Gj, inf
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
Sentences Prestressing 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 -
1.00 1.00 -
1.00
0.40 0.40 -
0.40 0.40 -
0.40 0.40 -
0.40 0.40 -
0.30 0.60 0.60 0.60
0.30 0.60 0.60 0.60
1.00 0.60 0.60 0.60
0.60 1.00 0.60 0.60
0.60 0.60 1.00 0.60
0.60 0.60 0.60 1.00
Notes:
1)
The table refers group numbering, gri, the traffic load to the dominant load component listed in Table 5.1 of EN 1991-2.
Table B2.3 Stibroer. Limit mode, the characteristic load combinations
59
favor, Gj, inf
Using limit state Frequent lastkombinationerKvasi-permanent 6.15b6.16b 23451 1

favor, Gj, inf
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
Sentences Prestressing 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
0.40 0.40 -
0.50
0.20 0.50
0.20 0.50
0.20 0.50
0.60
0.50
Notes:
1)
The table refers group numbering, gri, the traffic load to the dominant load component listed in Table 5.1 of EN 1991-2.
Table B2.4 Stibroer. Using limit state, frequent and quasi-permanent load combinations
60
ANNEX 3 Capacity Calculation and classification, load combination forms
61
Boundary Condition Equation Load Combination Permanent load Heaviness of structural parts 1) 2) 3) and equipment wear layer unfavorable, Gj, sup
favor, Gj, inf 1) 2) 3) Gravity of soil groundwater
6.10a 1 2
STR / GEO 1) 2) (Set B) and (Set C) Set B: 6.10b, Set C: 6.10 3456 7 8
EQU, UPL, HYD 3) (Set A) 6.10 1-8
Fatigue
unfavorable, Gj, sup
1.25 1.00
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.00 0.90
1.10 0.90
1.00 1.00
favor, Gj, inf

8) Sentences
Prestressing
1.00 1.00 6) (1,25) 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.10 0.90 1.00 1.00
1.00 1.00 1.00 1.00
Variable load Traffic Load Standard Standard Vehicle A Vehicles Standard Vehicle B Flat Load Flat load (large bridges large spread) Current vehicle (Direct assessment) Horizontal loads (Braking, etc.). Wind load, FWk Ice load Wave and current loads Temperature, Tk
5)
4)
1.10
1.40 1.05 0.56 -
1.40
1.05 1.05 0.56 0.56
1.05 1.05 0.56 0.56
1.05 1.05 0.56 0.56
1.05 1.05 0.56 0.56
1.05 1.05 0.56 0.56
0.90 0.90 0.90 0.90
0.90 0.90 0.90 0.90
1.20 1.05 9) (1,15) 1.40 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
1.05 1.50 0.90 0.90 0.90
1.05 0.90 1.50 0.90 0.90
1.05 0.90 0.90 1.50 0.90
1.05 0.90 0.90 0.90 1.50

4) 4) 4) 4)
1.30 1.30 1.00
Notes:
1)
2)
3)
4) 5) 6) 7) 8) 9)
STR / GEO (Set B) are based on Table A2.4 (B) A 1990/A1 DK NA. The characteristic values of all permanent actions from one source are multiplied by Gj, sup, where the total resultant effect from the source is unfavorable, and with Gj, inf if the overall effect is beneficial. For example, all the loads arising from the structure's center of gravity considered to come from one source. KFI, which takes into account the impact class, in STR / GEO (Set B) multiplied on all loads that act to the disadvantage, but not loads seems to favor. STR / GEO (Set C) is based on Table A2.4 (C) of EN 1990/A1 DK NA. Set C is used only for geotechnical structures as verified according Put A2 in Table A.3 of EN 1997-1 DK NA (stability and soil pressure). The characteristic values of all permanent actions from one source are multiplied by Gj, sup, where the total resultant effect from the source is unfavorable, and with Gj, inf if the overall effect is beneficial. For example, all the loads arising from the structure's center of gravity considered to come from one source. KFI, which takes into account the impact class, in STR / GEO (Set C) multiplied on materialepartialkoefficienten. EQU (Set A) is based on Table A2.4 (A) A 1990/A1 DK NA. The characteristic values of permanent actions are multiplied by Gj, sup, if the load acts destabilizing / unfavorable, with Gj, inf if it stabilizes / favor. KFI, taking into account impact class, in equ (Set A) is multiplied at all loads, which acts to the detriment, but not on the loads which act to favor. As STR / GEO load combination 1-8 for variable loads. The table set out Q, one of the dominant variable load and Q of 0 of the other variable loads. Where the design carries soil and (ground) water is used 1.25 instead of 1.00. The load combination 4-8 shall be standard vehicles, flat cargo on large spreads for large bridges, respectively. current vehicle by direct assessment considered special divorced. If the phrase seems to favor must be used partial factor 0th If the vehicle is weighed partial safety can be reduced to 1.15.
Table B3.1. Road bridges, grading and strength assessment. Combinations of the ultimate limit state (permanent and transient load situations) and fatigue limit state (repeated alternating loads).
62
Boundary Condition Equation Load Combination
Using limit state Characteristic combinations 6.14b 3456 1 2 7 8
Permanent load Heaviness of structural components, wearing surface and equipment unfavorable, Gj, sup 1.00 favor, Gj, inf 1.00 Gravity of soil groundwater unfavorable, Gj, sup
favor, Gj, inf
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
Sentences Prestressing
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
Variable load Traffic Load Standard Standard Vehicle A Vehicles Standard Vehicle B Flat Load Flat load (large bridges with large spread) Current vehicle (Direct assessment) Horizontal loads (Braking, etc.). Wind load, FWk Ice load Wave and current loads Temperature, Tk
1.00 1.00 0.40 -
1.00
1.00 0.75 0.40 0.40
1.00 0.75 0.40 0.40
1.00 0.75 0.40 0.40
1.00 0.75 0.40 0.40
1.00 0.75 0.40 0.40
0.60 0.60 0.60 0.60
0.60 0.60 0.60 0.60
1.00 0.60 0.60 0.60 0.60
1.00 1.00 0.60 0.60 0.60 0.60
1.00 1.00 0.60 0.60 0.60
1.00 0.60 1.00 0.60 0.60
1.00 0.60 0.60 1.00 0.60
1.00 0.60 0.60 0.60 1.00
Notes:
1)
The load combination 4-8 shall be standard vehicles, flat cargo on large spreads for large bridges, respectively. current vehicle by direct assessment considered special divorced.
Table B3.2 road bridges, carrying capacity calculation and classification. Limit mode, the characteristic load combinations
63
Boundary Condition Equation Load Combination Permanent load Heaviness of structural components, wearing surface and equipment unfavorable, Gj, sup
favor, Gj, inf
Using limit state Frequent combinations 6.15b 234567 1
Quasi-permanent 6.16b

favor, Gj, inf
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00 1.00
Sentences Prestressing
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
Variable load Traffic Load Standard Standard Vehicle A Vehicles Standard Vehicle B Flat Load Flat load (large bridges with large spread) Current vehicle (Direct assessment) Horizontal loads (Braking, etc.). Wind load, FWk Ice load Wave and current loads Temperature, Tk
1.00 0.75 -
0.40
0.50
0.50
1.00 0.50
0.20 0.50
0.20
0.20 0.50
0.60
0.50
0.50
Table B3.3 road bridges, carrying capacity assessment and classification. Using limit state, frequent and quasi-permanent load combinations tions
64
Imprint Title: Date: Vejregel, Manual Load and base July 2010
Editorial: Road Directorate, Vejregelrdet Photo: Drawings: Copyright: The Road Directorate Published by: Road Directorate ISSN: 1600-006X
ISBN: 978-87-7060-359-1
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GUIDE Load and BASIS

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First 1.1 1.1.1 1.2 Second Third 4th

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7th 7.1 7.2 7.3 7.4 7.4.1 7.4.2

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10th 10.1 10.2 10.3 10.4 10.5 10.6 10.7

11th 11.1 12th 12.1 12.2 12.3

13th 13.1 13.2 13.3

14th 14.1 14.2 15th

Bearings Basis and calculation Materialepartialkoefficienter Joints

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Vices in the performance is not addressed in detail in this guide.

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Second Normgrundlagets building

EN 1992-2 Concrete Bridges

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Lifetime, replacement of structural members and inspicerbarhed

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Failure Probability 10-6

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Construction must meet the robustness requirement in Annex E of EN 1990 DK NA.

Ultimate limit state

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Using limit state

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Requirements for stiffness and pedestrian comfort

Comfort Class High Normal Low

Table 5.5.1-1 Comfort classes for pedestrian traffic

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VRA-V422-v2_Belastning_ (pub). Docx

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Table 5.5.2-2 Load Cases example footbridge in the countryside

Table 5.5.2-3 Load Cases example footbridge in urban area

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jsin (fjt - j))

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For existing bridges, see also Section 7 of this manual.

Cargo from vehicles on bridges for pedestrian and bicycle traffic

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Within some of the supports

Determination of values for bearing friction

Wave and current loads

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Collision loads from vehicles

Collision loads from trains

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Earthquake Last - horizontal mass load

Loads during construction

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