CHAPTER: Load Program

The pamphlet 61 Title II addresses the loads on pavements and their ancillary effects, the loads
on the sidewalks, wind loads, seismic loads, loads on guardrails and
on the restraint devices, applicable to the calculation of road bridges.
A bridge must be able to withstand, with an appropriate margin of safety, not only
its own weight, but also to natural and functional actions:
Natural actions: Earthquake action, Action of water and ice on the piles, Action
climatic (temperature variation: wind, snow).
Functional actions: Rolling loads (truck, train, convoy...), Braking forces and
centrifugal forces, Accidental actions (car crash, boat collision with piles).
For the program of charges, we use section 61 title II of the CPC in this support of
course. It should be noted that the load program of Eurocode 1 can also be used.
Permanent charges
• Poids propre de la structure :
✓ Poids volumique du BA 25kN/m3
✓ Unit weight of steel 78.5 kN/m3
2. Dead weight of equipment
The charges are provided by the CPC (common specification book)
• Unit weight of unreinforced concrete 22kN/m3
• Bulk density of bituminous concrete 22kN/m3
• Bulk density of the waterproofing screed 20kN/m3
• Bulk density of the ballast 18.5 kN/m3
• The weight per linear meter of the safety barrier or guardrail: 1kN/ml
• The weight per linear meter of the prefabricated cornice with the sidewalk is 11.25 kN/ml.
In certain cases, it is appropriate to calculate the deadweight of certain equipment such as the
wide sidewalk, the pipelines running under the deck, the sound barriers, etc.
3. The overloads of a road bridge
• General considerations
- Usable width (Lr)

Width measured between safety devices (guardrail or safety barrier) or edges

of sidewalks found on either side of the roadway, it also includes, besides the roadway,
the emergency stop strips and the flush strips.

In certain configurations, we can have the stripped band (SB).

- Chargeable width Lc

1
MrDiakhaté
The loadable width is derived from the rolling width of 50 cm along each device.
Safety. Curbs are not safety devices.
- The number of lanes (n)

It is the integer part of the quotient by 3m of the chargeable width Lcen m.

Special case: if the loadable width is between 5m and 6m, the roadway is
considered as having two lanes of traffic.

- Width of a lane (v)

It is the loadable width divided by the number of lanes

• The classes of a road bridge

Fascicle 61, Title II classifies road bridges into 3 classes based on the roadway width.
and their destination.
- Class 1 bridge

This class concerns road bridges meeting the following criteria:

➢ All road bridges supporting roadways with a rollable width equal to or greater than
7m.
➢ All roadway bridges supporting one or more access ramps, regardless of width.
drivable of these roads.
➢ One can consider bridges with a loadable width of less than 7m which are designated by the
CPS, such as the bridges where there is a risk of heavy load accumulation, especially in
the urban or industrial areas, class 1.
- Class 2 bridge

The structures concerned are road bridges supporting carriageways of usable width.
ranges between 5.50 m and 7 m, limits excluded.
- Class 3 bridge

Road bridges supporting roadways with a width of 5.50 m or less.

In summary, we put:

2
Mr. Diakhaté
 • The surcharges
- The charge system A (l)

The A(l) system applies to uniform class ranges of 200m or less, the
the pavement is supposed to support a uniformly distributed load whose intensity depends on
the loaded length L. It is given by the following formula:

l: Loaded length in meters

The charge A(l) is multiplied by the coefficient a1 of cross-sectional degression given by:

From A (l) we calculate A1(l)

To obtain the final charge of A(l) indicated by(l), the system(l) is multiplied by the
coefficients2described by :

The final charge(l) is given by:

Note: the system A(l)is not affected by the dynamic increase coefficient
The charge(l) may apply:
- Along the entire length of the bridge
- A part of the spans
- Transversely, on one lane, two lanes, ..., or across the entire width of the
road supported by the bridge.
It is just necessary to understand that the choice of the application area of the system
A(l) depends essentially on the desired effect.

Transverse sense: look for the maximal effect to consider. For example:
- One loaded lane out of 3 allows for the study of the deck's torsion and bending.
transverse of the stack.

3
MrDiakhaté
 - Three loaded lanes on 3 give the longitudinal bending of the deck and
the battery.

Longitudinal sense: the limits of the loaded areas must coincide with the zeros (the points
where the curve cancels) lines of influence in order to give the maximum effect (line
of influence: line to be drawn by displacing a unit load).
- System B

It consists of three distinct subsystems that are independent of each other:

The system Bc which consists of truck type;

System Brwhich represents an isolated wheel;
System Bt which is composed of tandem.
The Bcet Br subsystems apply to all bridges regardless of their class, the Bt system
is only used for bridges of class 1 and 2.
- The Bc system (global study)

The typical truck weighs 300 kN, it is composed of three axles. The front one weighs 60 kN, the
Two rear axles weigh 120 kN each. The overall length of a truck is 10.5 m.
its width is 2.50 m. The plan view of the truck shows that each axle is made up of
Two simple wheels equipped with tires. Their impact surface is a square of (0.2x0.2)m².
for the front axle wheels and (0.25x0.25) m² for those of the two rear axles.

The loads of the Bc system are multiplied by the coefficient b which depends on the class of the.
bridge and the number of truck lanes arranged transversely.

Note:
4
MrDiakhaté
Longitudinally, the number of trucks per lane is limited to two, the longitudinal distance
between two trucks is determined to produce the most unfavorable effect
Transversely, the number of trucks is always less than or equal to the number of lanes.
available. The trucks can be separate or contiguous (direct contact) to produce the
most unfavorable situation sought;
The homologated trucks from the various lanes are arranged head-on and are oriented in the
same meaning;
If we want to calculate the main beams, the trucks are arranged transversely on the
load width arranged so that the axis of the most offset wheel row is at a
minimum distance of 0.25 m from the edge and 0.75 m from the device
security;
If one wants to calculate the elements of the deck such as the hollow core, the girder (main beam)
duty table taken in the lengthwise direction), the spacer, the piece, the bridge etc. the trucks are
disposed transversely on the usable width. The axis of the most eccentric wheel row must
to be located at a minimum distance of 0.25m from the edge of the sidewalk or safety device
In skew bridges, to facilitate calculations, it is permissible to arrange the trucks.
transversely according to the parallel to the geometric bias. Even wheel impacts can
to have diamond shapes.
- The Br(local study) system

It consists of an isolated wheel weighing 100 kN. Its impact surface is rectangular.
where the longer side of 0.6 m is oriented transversely, the shorter side of 0.3 m is
along the longitudinal axis.
The wheel can be placed anywhere on the load width as long as the direction of
the movement of the wheel follows the longitudinal axis of the deck. This system is often used in
the study of the local effects of the slab such as the punching of the hollow tiles.

In skew bridges, the impact rectangle will become a parallelogram directed according to the skew.
geometric work.

- The Bt system

The typical weight weighs 320kN, it is composed of two identical axles each weighing 160.
The axle consists of two simple wheels fitted with tires, the impact surface
The section of a wheel is a rectangle with a transverse side measuring 0.6 m and a longitudinal side measuring 0.25 m.
m.

5
MrDiakhaté
The load of the systemBtest multiplied by the coefficientbt which depends on the class of the bridge.

Note:
Longitudinally, a single tandem is arranged;
Transversely, if the bridge has a single lane, we will have a single tandem. If the bridge
contains two or more lanes, the maximum number of available tandems is two. They can be
contiguous separated to produce the most unfavorable effect;
If you want to calculate the main beams, the tandems are arranged transversely on the
usable width.
The axis of the most eccentric wheel axle must be at a maximum distance of
0.5 m from the edge of the sidewalk and 1.00 m from the safety device;
If one wants to calculate the elements of the deck such as the infill, the beam, the brace, etc.
the two tandems are arranged transversely across the usable width. The axis of the row of
the most eccentric wheel must be located at a minimum distance of 0.5m from the edge of the sidewalk
or of the security device;
In straight bridges with two lanes or more, the two tandems must be arranged
de front.
Consideration
Systems A(l) and B are distinct and independent and cannot be applied.
simultaneously.
In the global study of the apron such as the longitudinal bending of beams, the effect of
braking, the reactions of the supports, etc. each of the two systems must be considered
successively. Moreover, in the local study of an element of the deck such as the slab,
the spacer, longeron etc., only system B is taken into account.
Dynamic markup coefficient
Due to the fact that the B charges are mobile, their static values are amplified by a
dynamic markup coefficient.

,
= + +
+ ,
+

6
Mr. Diakhaté
L: length in meters of the studied element
G: permanent charge
S: the highest load of the wheel axles of system B that can be placed on the deck and
for a length L.

When it comes to calculating the main beam or the main trusses, the length L is
that of the span in question, the permanent load G is the total weight of this
span. The dynamic increase coefficient thus calculated is applied to the beams.
main ones and to the spacers if they connect multiple beams L = Lp

When it comes to calculating the deck of a beam or truss bridge and the
the cover of this apron is a slab in BA, the length L is calculated using the relation:

The permanent load G is the total weight of the part of the beam over the length L set aside.
the side beams or trusses. G will include along the length L, the concrete slabs, the stringers, the
spacers, the waterproofing layer, the coating, the sidewalks, the guardrails, and others
equipment. The calculated markup coefficient will be applicable to the elements of
beam (formwork, stringer and brace).
Lp: The span of the studied beam
Lr: The rollable width
LB: the spacing of the right and left edge beams if it involves multiple beams, or else the
distance between the interior support line of the deck on the two lateral beams or trusses.
In box girder bridges, LBest is the distance between the mid-planes of the webs.
banks of boxes.
- Braking force (Fr)

It is composed by one of the two systemsA(l) or Bc. This force is supposed to be centered
along the longitudinal axis of the deck and directed in one direction or the other. The force Fr
is the maximum of the two effects A(l)and Bc.

Braking due to System A(l)

S: Air in the plan of the part of the deck loaded by system A(l)
Braking due to the Bc system

Among the trucks arranged on the bridge, only one is supposed to brake by generating a force.
equal to its weight.

7
MrDiakhaté
Le coefficientbcne s’applique pas à la force de freinage qui n’est pas aussi susceptible de la
dynamic surcharge.
- Centrifugal force (Fc)

It is produced only by the system Bc, and those in the aprons who represent a
courbes en plan. Tous les camionsBcsont susceptibles de produire la force centrifuge.

NcTruck number
The braking force acts on the deck through its two components: one tangential Ftet
the other vertical

Where is the slope angle of the deck.

- Military charges

On the routes allowing the circulation of military convoys, the bridges must be
calculated to support military vehicles of the M80 and M120 type described in the
fascicule 61 du CPS. Chaque type comporte deux systèmes.
MC: Military vehicle of the tracked type
Me: military vehicle of the axle type
The Mc80 convoy
The Mc80 vehicle consists of two tracks, and the total weight of the vehicle is 720 kN.
longueur d´une chenille est de 4,90 m, une largeur de 0,85 m et un entraxe des deux chenilles
of 2.80 m.
The impact rectangle of each caterpillar is assumed to be uniformly loaded.
The Mc120 convoy
Véhicule Mc120 est constitué de deux chenilles, le poids total du véhicule est de 1100kN. La
The length of a caterpillar is 6.10 m, a width of 1 m, and a spacing between the two caterpillars of
3.30 m.
The impact rectangle of each caterpillar is assumed to be uniformly loaded.

8
MrDiakhaté
The Me80 convoy
The Me80 vehicle consists of two axles, the total weight of the vehicle is 440kN.
two axles have a distance of 1.50 m and are each assimilated to a roller. Each axle
it carries a mass of 22 tons, its width is 3.50 m; its impact surface on the roadway
is a uniformly charged rectangle whose transverse side measures 3.50 m and the side
longitudinal 0.12 m.
The Me120 convoy
The Me120 vehicle consists of two axles, the total weight of the vehicle is 660 kN.
the distance between two axles is 1.80 m and each is considered as a roller. Each axle
it carries a mass of 33 tons, its width is a uniformly loaded rectangle whose side
The transverse measure is 4 m and the longitudinal side is 0.15 m.

General rules
Transversely, only one convoy is supposed to travel on the loading width, regardless of the
available road name;
Longitudinally, the number of vehicles arranged parallel to the axis of the bridge is not
limited, the minimum distance between consecutive vehicles is 30.50m. hence a distance
axle spacing of 35.40m for Mc80 and 36.60m for Mc120;
Military charges are subject to the dynamic increase coefficient;
The military convoy is supposed to not develop either braking force or centrifugal force.

9
MrDiakhaté
In skew bridges, the impact rectangles are arranged according to the skew.
- Exceptional charges

Certain routes allow the circulation of exceptional convoys of types D and E.

Convoy types D
The total weight of convoy D is 2800 kN, this type D convoy has two trailers.
supporting each 140 tons, the weight is supposed to be distributed at the level of the roadway on
a uniformly charged rectangle that is 3.30 m wide and 11 meters long; the distance between
The axis of the two rectangles is 19 meters.

Convoy types E
The total weight of convoy D is 4000 kN, the type E convoy has two trailers.
supporting each 200 tons, whose weight is assumed to be distributed at the level of the roadway on
a uniformly charged rectangle 3.30 meters wide and 15 meters long; the distance between
The axes of the two rectangles is 33 meters.

General considerations
Exceptional convoys are supposed to travel at a maximum speed of 10 km/h. This system
is therefore not concerned by the dynamic increase;
The exceptional convoy is supposed to develop neither braking force nor centrifugal force;

10
MrDiakhaté
The exceptional charge is exclusive of any other charge; it is supposed to apply at all times.
alone without any other burden;
The exceptional convoy is used alone in the global system.
- Sidewalk surcharges

The sidewalk charges are not subject to the dynamic increase. They are divided into
two types:
local charges and general charges.
Local charges
They are used in the calculations of elements of the slab located under the sidewalk such as
the floor joists, the beams, the spacers… the local load consists of two parts:
Uniform charges (St): The effects of St can be combined with those of systems A, B
and Mr.
St= 4.50 kN/m²
Note: Local study if it is protected by a security barrier.
Isolated wheel (rt): Sidewalks that are not protected by a main beam, barrier
heavy, we use a weight wheel of 60kNet with an impact surface of (0.25 x 0.25) m²
Note: Sidewalks equipped with curbs, guardrails, or light barriers are
considered passable.
General charges
When it comes to calculating beams or main shapes, a ...
uniform charge
St= 1.50 kN/m² (global study).
In width, the sidewalk is fully loaded. You can load either one or two sidewalks.
to achieve the most unfavorable effect.
In length, the charged areas are chosen in the most restrictive manner as that
of the system A(L).
Note: for bridges reserved for pedestrians, we calculate a load

() = + ⁄ ²
( + )

L: Loaded length.

- The loads on the guardrail

The height h the guardrail above the sidewalk is defined by:

, + , ≤ ≤ , + , and= , and = ,
H: Maximum free height between the upper level of the sidewalk and the level of the ground or water.
The horizontal load on the guardrail due to the handrail, its value is:
,( +)
={ ⁄ ²:
,

11
MrDiakhaté
b: width of the sidewalk in meters.
The vertical load p on the guardrail due to the handrail is: = ². ⁄

- The charges on fill

At the level of the abutment, a uniformly distributed load is planned on the embankments.

= ⁄ ².

The front walls and retaining wall will be subjected to pressure due to the weight of the backfill and a

pressure due to overloads =

Volumetric weight in kN/m3of fill

h: Height in m of the embankment

Coefficient of thrust due to the self-weight of the fill = ²( − )

Internal friction angle of the embankment in radians. And = ∗

Coefficient of thrust due to surcharge of the fill =

( − )

Angle that the surface of the embankment makes with the horizontal. Near the abutments. =
Angle made by the facing with the vertical.
Remarque :Un bon remblai a un angle de frottement elevated >

- The actions of the wind

The wind blows horizontally in the transverse direction of the deck. = , / ² in

service. The normal horizontal pressure ′ the wind is given in relation to the duration D of
realization of the work.

′ = PourD≤ 1 month

′ = PourD>1 month. Under construction

In the verification of slender stacks (tall and thin), the wind is assumed to be inclined towards the
low, a vertical component is added.

− In service =

= ≤
− Under construction{
= 1

- Temperature effect

12
MrDiakhaté
The elongation∆ the apron is given by the relationship∆ = ∗ ∗∆ with Coefficient
of thermal expansion.

− For the concrete = , ∗ − −

− For the Steel = , ∗ − −

: Initial length of the deck at reference temperature.

∆ : the gap between the outside temperature (Tmaxoutminand the reference temperature Tref.

Dilatation∆ = − é (∆T > 0)

Shortening∆ = − é ∆T (< 0 )

The effect of temperature is taken into account in the following verification case: joint of
roadway, support device, main beams.
Note: For advanced study refer to Eurocode 1.

- The action of water

Water manifests itself in a rainwater site on the piers and abutments of the structure. The pressure

hydrostatics is triangular = ∗ ²⁄
Volumetric weight of water in kN/m².
Water height from the free surface of the water.

The hydrostatic force is = = ²

- Hydrostatic pressure

The water exerts a hydrodynamic pressure P' on the piers and abutments at its free surface:
′ = ∗ ∗ ² ⁄ ² What is the shape coefficient:

− Square pile: k = 1.44

− Circular pile: K = 0.7
− Front pile beak: k = 0.52

V: The flow rate of water in m/s

The hydrodynamic force that = ′

h :height of the water

13
MrDiakhaté
b: width of the obstacle

- The shock effect

The shock caused by road, rail, or shipping traffic. The bridge beams susceptible to
chocks are the brakes or the apron.

- Collision of vehicles with piles

The shock is modeled by a horizontal static force [Link].
Type of road Vehicle type Front movement Lateral movement
Fchxin kN Fchyin kN
Motorway Truck 1000 500
Urban way Truck 500 250
Parking area Truck 150 75
Light vehicle 50 25

forceFchacts on the stack at a height H above the level of the roadway according to the relationship:
Véhicules légers H = 0,5met Véhicules lourdsH = 1,25m.
Fchis supposed to be distributed over rectangles of width = 1.5 meters and height given by:
Light vehicles: h = 0.25m
Heavy vehicles: h = 0.50m

- Collision of vehicles against the aprons

A shock force Fch is supposed to be applied on the vertical faces of the deck F'ch= r * Fch
r: deductible coefficient that depends on the free height under the deck.

- Collision of boats against the pillars

The apron is not supposed to withstand the impact of boats weighing several dozen.
thousands of tons.

= =
− Category A (Large size channel width)≥ 12m{
= =

= = ,
− Category B (Small size channel width)< 12m{
= = ,

14
MrDiakhaté
 - Action combination of a road bridge

ELU
− In the operation phase of the bridge

,
, {
,
1.35 Gmax+ Gmin+ { + , { , + , ∆
, {
[ ]

− In the construction phase of the bridge

,
, {
1.35 (Gmax+ ) + (Gmin+ )+{ + 1.30{ +
, [ ] [ , + , ∆ ]
. { , + , ∆
Known construction site execution surcharge in size and position
Variable position site execution surcharge.

− Accidental combination

,
0, 6 1 class
,
Gmax+ Gmin+ +{ or ={ , 2 class
,
, 3 class
, ∆

ELS
− In the operating phase

, ( , ) {+ ( )

Gmax+ Gmin+ + {( . + . ∆

{ ∆

− Under construction

,
( Gmax+ ) + ( Gmin+ )+ +{ , ∆
, + , ∆
{ ∆

15
MrDiakhaté