Section Actions on footways cycle tracks and footbridges 1
1 Load models defined in this section are applicable to footways, cycle tracks and footbridges. 2 The uniformly distributed load qfk defined in 5.3.2.1 and the concentrated load Qwk defined in 5.3.2.2 should be used for road and railway bridges as well as for footbridges, where relevant see 4.5, 4.7.3 and 6.3.6.2 1 . All other variable actions and actions for accidental design situations defined in this section are intended only for footbridges. NOTE 1 For loads on access steps, see 6.3 in EN...
Info Gqf
a One footway only should be considered to be loaded if the effect is more unfavourable than the effect of two loaded footways. 4.5.3 Groups of loads in transient design situations 1 The rules given in 4.5.1 and 4.5.2 are applicable with the following modifications given in 4.5.3 2 . 2 For verifications in transient design situations, the characteristic values associated with the tandem system should be taken equal to 0,8 0 , and all other characteristic, frequent and quasi-permanent values and...
Udl
Uniformly distributed load for Load Model 1 fh In general, natural horizontal frequency of a bridge fv In general, natural vertical frequency of a bridge n Number of notional lanes for a road bridge q Equivalent uniformly distributed load for axle loads on embankments see qfk Characteristic vertical uniformly distributed load on footways or qik Magnitude of the characteristic vertical distributed load Load Model 1 on notional lane number i i 1, 2 of a road bridge qrk Magnitude of the...
Info Mnq
The horizontal force, acting transversely, may be applied 100 mm below the top of the selected vehicle restraint system or 1,0 m above the level of the carriageway or footway, whichever is the lower, and on a line 0,5 m long. NOTE 2 The values of the horizontal forces given for the classes A to D derive from measurements during collision tests on real vehicle restraint systems used for bridges. There is no direct correlation between these values and performance classes of vehicle restraint...
Info Wwm
Figure E.9 - Aggressivity A la, G x as a function of excitation wavelength X for a simply supported span of L 20,0 m and damping ratio C, 0.01 Figure E.10 - Aggressivity A L G as a function of excitation wavelength X for a simply supported span of L 22,5 m and damping ratio d 0.01 Figure E.11 - Aggressivity A lx G x as a function of excitation wavelength X for a simply supported span of L 25,0 m and damping ratio d 0.01
Info Nos
Figure E.16 - Aggressivity A u G as a function of excitation wavelength X for a simply supported span of L 37,5 m and damping ratio 0.01 Figure E.17 - Aggressivity A G as a function of excitation wavelength X for a simply supported span of L 40,0 m and damping ratio d 0.01 5 The critical Universal Train in HSLM-A is defined in Figure E.18 Figure E.18 - Parameters defining critical Universal Train in HSLM-A as a function of critical wavelength of excitation Xc m NOTE For values of A.c lt 7 m it...
Info Plz
NOTE 1 This model, based on five standard lorries, simulates traffic which is deemed to produce fatigue damage equivalent to that due to actual traffic of the corresponding category defined in Table 4.5. NOTE 2 Other standard lorries and lorry percentages may be defined for the individual project or in the National Annex. NOTE 3 For the selection of a traffic type, it may broadly be considered that - Long distance means hundreds of kilometres, - Medium distance means 50 to 100 km, - Local...