BD21

DESIGN MANUAL FOR ROADS AND BRIDGES BD 21/01
THE HIGHWAYS AGENCY
SCOTTISH EXECUTIVE DEVELOPMENT DEPARTMENT
THE NATIONAL ASSEMBLY FOR WALES

CYNULLIAD CENEDLAETHOL CYMRU
THE DEPARTMENT FOR REGIONAL DEVELOPMENT*
The Assessment of Highway

Bridges and Structures
* A Government Department in Northern Ireland
Summary: This Standard gives criteria for the assessment of highway bridges and
structures. It supersedes BD 21/97.
Published with the permission of the Highways Agency on behalf of the Controller of
Her Majesty's Stationery Office.
© Crown Copyright 2001
All rights reserved.
Copyright in the typographical arrangement and design is vested in the Crown.

Applications for reproduction should be made in writing to the Copyright Unit,
Her Majesty's Stationery Office, St Clements House, 2-16 Colegate, Norwich
NR3 1BQ.
ISBN 0 11 552296 4
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Printed in the United Kingdom for The Stationery Office

TJ4507 C15 05/01 10170
DESIGN MANUAL FOR ROADS AND BRIDGES
VOLUME 3 HIGHWAY STRUCTURES:

INSPECTION AND
MAINTENANCE
SECTION 4 ASSESSMENT
PART 3
BD 21/01
THE ASSESSMENT OF HIGHWAY

BRIDGES AND STRUCTURES
SUMMARY
This Standard gives criteria for the assessment of

highway bridges and structures. It supersedes
BD 21/97.
INSTRUCTIONS FOR USE
This is a revised document to be incorporated into the

Manual.
1. Remove BD 21/97, which is superseded by

BD 21/01 and archive as appropriate.
2. Insert BD 21/01 into Volume 3, Section 4.
3. Archive this sheet as appropriate.
Note: A quarterly index with a full set of Volume

Contents Pages is available separately from The
Stationery Office Ltd.
May 2001
DESIGN MANUAL FOR ROAD AND BRIDGES
Volume 3 Highway Structures: Inspection and Maintenance
Section 4 Assessment
CORRECTION
Replace the existing pages with the pages enclosed.
Highways Agency
August 2001
London: The Stationery Office

Published with the permission of the Highways Agency on behalf of the Controller of
Her Majesty's Stationery Office.
© Crown copyright 2001
All rights reserved.
Copyright in the Typographical arrangement and design is vested in the Crown.

Applications for reproduction should be made in writing to the Copyright Unit,
Her Majesty's Stationery Office, St Clements House, 2-16 Colegate, Norwich,
NR3 1BQ.
First published 2001
ISBN 0 11 552371 5
Standing Order Service
Are you making full use of The Stationery Office's Standing Order Service?
The Standing Order Service is a free monitoring of the publications of your choice
from over 4,000 classifications in 30 major subject areas. We send you your books as
they are published along with an invoice.
With a standing order for class 05.03.041 you can be supplied automatically with
future titles specific to Volume 3 or 05.03.052 for all Design Manual for Roads and
Bridges Volumes as they are published.
The benefits to you are:

• automatic supply of your choice of classification on publication
• no need for time-consuming and costly research, telephone calls and scanning of
daily publication lists
• saving on the need and the costs of placing individual orders
We can supply a wide range of publications on standing order, from individual annual
publications to all publications on a selected subject. If you do not already use this
free service, or think you are not using it to its full capacity, why not contact us and
discuss your requirements?
You can contact us at:

The Stationery Office
Standing Order Department
PO Box 29
St Crispins
Duke Street
Norwich NR3 1GN
Tel 0870 600 5522; fax 0870 600 5533
E-mail: [email protected]
We look forward to hearing from you.
Printed in the United Kingdom for The Stationery Office

TJ C15 08/01 10170
Volume 3 Section 4
Part 3 BD 21/01 Registration of Amendments
REGISTRATION OF AMENDMENTS
Amend Page No Signature & Date of Amend Page No Signature & Date of
No incorporation of No incorporation of
amendments amendments
May 2001
Volume 3 Section 4
Registration of Amendments Part 3 BD 21/01
REGISTRATION OF AMENDMENTS
Amend Page No Signature & Date of Amend Page No Signature & Date of
No incorporation of No incorporation of
amendments amendments
May 2001
DESIGN MANUAL FOR ROADS AND BRIDGES
VOLUME 3 HIGHWAY STRUCTURES:

INSPECTION AND
MAINTENANCE
SECTION 4 ASSESSMENT
PART 3
BD 21/01
THE ASSESSMENT OF HIGHWAY

BRIDGES AND STRUCTURES
Contents
Chapter
1. Introduction
2. Inspection for Assessment
3. Objectives and Procedures
4. Properties of Materials
5. Loading
6. Analysis of Structure
7. Strengths of Members
8. Sub-structures, Foundations and Walls
9. Assessment for Restricted Traffic
10. References
11. Enquiries
Annexes:
A AW Vehicle and Axle Weights
B Increase in Loading Due to Centrifugal Action
C Properties of Materials
D Loading from Vehicles
E Fire Engines
F Axles Weights for Restricted Assessment Live
Loadings
G Background to Type HA Loading and
Assessment Live Loading
H Background to the Requirements for Masonry
Arch Bridges
J Assessment of Bridge Deck Cantilevers for
Accidental Wheel Loading
May 2001
Volume 3 Section 4 Chapter 1
Part 3 BD 21/01 Introduction
1. INTRODUCTION
General or lane restrictions, calculated in accordance with

Chapter 9 of this Standard, shall be applied on
1.1 This Standard, for the assessment of highway the bridge or the bridge shall be propped;
bridges and structures, was prepared in its original form
under the auspices of the Bridges Engineering Division (ii) If it is considered that further deterioration of the
of the Department of Transport, by a working party structure may occur in spite of vehicle weight
consisting of representatives from the following and/or lane restrictions, the condition of the
organisations at that time: bridge shall be monitored by Special Inspections
at intervals not exceeding six months, in
Department of Transport accordance with the documents contained in
Scottish Development Department Volume 3, Section 1 of the Design Manual for
Department of the Environment for Northern Roads and Bridges (DMRB 3.1);
Ireland
Association of County Councils (iii) Replacement or strengthening of the structure to
Association of Metropolitan Authorities carry full design loading, should be undertaken
British Railways Board without undue delay (for trunk road bridges and
London Transport structures in accordance with the documents
British Waterways Board. contained in Volume 3, Section 4 of the Design
Manual for Roads and Bridges (DMRB 3.4)).
1.2 This Standard updates and replaces the 1997
version and is to be used in conjunction with the If, in the course of an assessment, a structure is found to
complementary Advice Note BA 16 (DMRB 3.4.4). be so inadequate that there is an immediate risk to
Although the latter is advisory in nature, the principles public safety, the procedure described in BA 79
and methods given in it may be deemed to satisfy the (DMRB 3.4.18) regarding action for “Immediate Risk
relevant criteria in the Standard. Throughout the Structures” shall be followed.
Standard reference has been made to appropriate British
1.4 The timing of the replacement or strengthening
Standards. Where trunk road structures are to be
of a weak structure will depend on the volume and
assessed this Standard should be used in conjunction
with the other documents contained in Volume 3, weight of traffic normally carried by it, and the effect of
Section 4 of the Design Manual for Roads and Bridges. the traffic restriction on the general transport network
For non-trunk road structures the following in the neighbourhood. If alternative unrestricted
crossings are available without involving undue delays
implementation documents may be considered as being
or detours, then the replacement/strengthening may be
particularly relevant:
postponed. There may indeed be cases where the cost of
(i) BD 34 (DMRB 3.4) replacement/strengthening would represent poor value,
and where it would be better to leave the traffic
(ii) BA 34 (DMRB 3.4) restrictions in force until such time as replacement/
strengthening is justified from a value-for-money
(iii) BD 46 (DMRB 3.4.1) assessment. However, imposition of any traffic
restriction on a particular crossing will increase the
(iv) BD 50 (DMRB 3.4.2) volume of traffic on, and hence accelerate the
deterioration of, the alternative routes and crossings.
(v) BA 79 (DMRB 3.4.18) This should be taken into account in programming for
replacement/strengthening of the weak structures.
1.3 If the assessment of any bridge or structure
shows it to be inadequate, then the following actions 1.5 Many of the bridges to be assessed by this
shall be taken: Standard are of considerable age and represent
important features of our cultural heritage. Their
(i) Consider the Interim Measures described in BA survival to this day owes a great deal to the care of past
79 (DMRB 3.4.18). If the structure is not deemed generations. Where remedial or strengthening works are
monitoring-appropriate, then vehicle weight and/ found to be necessary, the proposals should reflect the
May 2001 1/1

Chapter 1 Volume 3 Section 4
Introduction Part 3 BD 21/01
duty to retain the character of these structures for the 11.5 tonnes axle weight. For cases where structures are
benefit of future generations. Early remedial measures, found to be incapable of carrying the full 40 tonnes
which restore the carrying capacity and extend the life Assessment Live Loading, loading criteria are given
of these structures, are preferable to urgent which correspond to specified limits on gross vehicle
reconstruction, as the former not only prove generally weights. Special loading criteria are also given for fire
to be more cost-effective, but also retain the existing engines.
character of these structures.
1.10 Weight limits are currently contained in two sets
Scope of Regulations i.e. The Road Vehicles (Authorised
Weight) Regulations 1998 (SI 1998/3111) as amended
and The Construction and Use (C&U) Regulations
1.6 This Standard is intended to be used for the 1996 as amended. The AW Regulations will be
assessment of highway bridges and structures built expanded in due course to cover all motor vehicles and
prior to 1922*, in addition to bridges and structures trailers and replace the weight limits in the C&U
built after 1922 which were not designed for the Regulations. But, until the changeover takes place, the
equivalent of 30 units of HB loading. It can also be two sets of Regulations will run side by side. For
applied to any post-1922 bridge which is thought either convenience this Standard mainly refers to only AW
to have a reduced loading capacity as a result of Regulations. If there are further amendments affecting
deterioration or damage, or to have been designed to the allowable weights and dimensions of vehicles and
sub-standard criteria. axles, this Standard will be amended as necessary. In
Northern Ireland the corresponding sets of Regulations
*Note: The first government loading for highway
are The Motor Vehicles (Authorised Weight)
bridges was introduced in 1922 and the first British
Regulations (Northern Ireland) 1999 and The Motor
Standard on loading was published in 1929. This was
Vehicles (Construction and Use) Regulations (NI) 1999.
followed in 1931 by a revised British Standard
containing the familiar equivalent uniformly distributed 1.11 For arch assessment this Standard is intended to
loading curve. HB type loading (or its equivalent) was be used in conjunction with Advice Note BA 16
introduced in the post-war years. (DMRB 3.4.4), which contains a description of an
acceptable method of arch assessment based on the
1.7 The Standard covers the assessment of bridges
MEXE method. The Advice Note also contains
constructed of steel, concrete, wrought iron and cast
simplified methods of load distribution for certain types
iron, as well as the assessment of brick and stone
of bridge construction, advice on the assessment of dry
masonry arches. It does not cover timber structures or
stone walls, retaining walls, sub-structures and
stone slab bridge decks. It also covers the assessment of
foundations, and some general guidance on
spandrel walls, sub-structures, foundations, wing walls,
maintenance and repair of older types of highway
retaining walls, dry-stone walls, and buried concrete
structures.
box structures.
1.8 The Standard adopts the limit state format with Implementation
partial safety factors, although there are exceptions in
the cases of cast iron construction, and brick and stone 1.12 This Standard shall be used forthwith for
masonry arches. assessments of load carrying capacity of trunk road
bridges and other structures, including those structures
1.9 The Type HA (design) loading given in this currently being assessed, provided that, in the opinion
Standard allows for the effects of 40 tonne vehicles and of the Overseeing Organisation, this would not result in
includes a contingency margin for unforeseeable significant additional expense or delay progress. Its
changes in traffic patterns. For assessment, reduction application to particular assessment should be
factors are applied to the Type HA loading to give the confirmed with the Overseeing Organisation.
various Assessment Live Loading levels with no
contingency provision. The 40 tonnes Assessment Live
Loading covers the effects of vehicles of up to
40 tonnes gross vehicle weight (including 41 tonnes
6 axles lorries, 44 tonnes 6 axles bimodal articulated
lorries and draw bar trailer combinations and, 44 tonnes
6 axle general haulage lorries, see Annex A) and
1/2 May 2001

Part 3 BD 21/01 Introduction
Definitions (xiii) Centrifugal Effects. Radial forces and changes

to vertical live loading due to vehicles
1.13 For the purpose of this Standard the following travelling in a horizontally curved path.
definitions apply:
(xiv) Condition Factor. Factor which accounts for
(i) Assessment. Inspections and determination of deficiency in the integrity of the structure as
load carrying capacity of a structure in terms described in 3.18.
of either full AW loading or specified gross
vehicle weights. (xv) Construction and Use (C&U) Regulations.
Regulations governing weights for the use of
(ii) Assessment Live Loading. Loads from AW or normal vehicles on the highway - see 1.10.
other specified vehicles as described in 5.12 -
5.17. (xvi) Dead Load. Loading due to the weight of the
materials forming the structure or structural
(iii) Assessment Loads. Loads determined for elements but excluding superimposed dead
assessment of the structure by applying the load materials.
partial factors for load, γfL, to the nominal
loads. (xvii) Leaching. The removal of material, usually
lime, from concrete or masonry by the
(iv) Assessment Load Effects. Load effects percolation of water.
determined by applying the partial factor for
load effect, γf3 , to the effects of the (xviii) Limit State Principle. The design concept
assessment loads. adopted in BS 5400 and outlined in ISO 2394
‘General Principles for the Verification of the
(v) Assessment Resistance. The resistance Safety of Structures’.
determined by application of a Condition
Factor to the calculated resistance. (xix) Live Loads. Loading due to vehicle and
pedestrian traffic.
(vi) Arch Barrel. The single structural arch
element formed by one or more arch rings. (xx) Loaded Length. The base length of that area
under the live load influence line which
(vii) Arch Ring. A single ring of bricks or stones of produces the most adverse effect at the section
approximately even size formed to an arch being considered.
profile.
(xxi) Masonry Arch. An arch built of brick or stone
(viii) Authorised Weight (AW) Regulations. masonry.
Regulations governing weights for the use of
normal vehicles on the highway - see 1.10. (xxii) Modified MEXE Method. An empirical
method for the assessment of masonry arch
(ix) Bearing. The structural component used to bridges as described in BA 16 (DMRB 3.4).
transmit loading from the superstructure to the
substructure. (xxiii) Notional Lane. A notional part of the
carriageway assumed solely for the purpose of
(x) Bedding. Mortar and other material under the applying specified live loads.
baseplate of a bearing.
(xxiv) Nominal Loads. Nominal loads for assessment
(xi) Bogie. Two or three ‘closely spaced’ or are derived from design nominal loads
‘adjacent’ axles. (defined in BD 37 (DMRB 1.3)), using
reduction factors where applicable.
(xii) Calculated Resistance. The capacity of the
structure or element determined from material (xxv) Permissible Stress. The stress which it is safe
strengths and sections properties by to allow under specified assessment loading
applications of partial factor for material (for cast iron bridges only).
strength, γm.
(xxvi) Seating. The even and correct meeting of
contact surfaces.
May 2001 1/3

Introduction Part 3 BD 21/01
(xxvii) Spandrel Wall. Wall which is founded on the fL Live load stress for cast iron
edge rib of an arch barrel to restrain the bridge
infilling. fp Permissible stress of cast iron
g Acceleration due to gravity
(xxviii) Spalling. The detachment of fragments,
usually flaky, from a larger mass by a blow or k Reduction factor for pedestrian live load.
by the action of weather or internal pressure K Reduction factor
(such as that exerted by rusting
reinforcement). Kr Least radius of gyration
(xxix) Superimposed Dead Load. The weight of all L Loaded length

materials forming loads on the structure but Ls Strut length
which are not structural elements, such as
surfacing, parapets, spandrel walls, service Lt Dispersion length for troughing
mains, ducts, miscellaneous street furniture, mfw Shear resistance ratio
etc.
P Safe load
(xxx) Ultimate Limit State. Loss of equilibrium or
QA* Assessment loads
collapse (see BS 5400 : Part 1 for a more
comprehensive definition). QK Nominal loads
(xxxi) Voussoir. Wedge-shaped masonry unit in an qd Permanent load shear stress for cast iron
arch. qL Live load shear stress for cast iron
Note: Reference may also be made to other definitions RA* Assessment resistance
given in the appropriate parts of BS 5400.
R* Calculated resistance
Symbols r Radius of curvature of carriageway
SA * Assessment load effects
1.14 The following symbols are used in this Standard:
tf Flange plate thickness
A Cross-sectional area
v Speed of vehicle
a Strut material factor
w Unit load per metre of lane
aL 3.65m or notional lane width
WL Longitudinal line load or point load
bfe Effective flange width
Wt Troughing load
bL Notional lane width
Zp Plastic modulus
D Overall depth of deck
γfL Partial factor for load
d Depth of girder at midspan
γf3 Partial factor for load effect
E Modulus of elasticity
γm Partial factor for material strength
F End fixity factor
FA Centrifugal effect factor
Fc Overall condition factor
Fcm Condition factor
fc Compressive yield stress
fd Permanent load stress for cast iron
fk Characteristic (or nominal) strength
1/4 May 2001

Part 3 BD 21/01 Inspection for Assessment
2. INSPECTION FOR ASSESSMENT
General Inspection for Loading
2.1 The assessment of a structure for its load 2.4 The structure shall be inspected to determine the
carrying capacity involves not only analysis and density and dimensions needed to calculate the nominal
calculations but also the inspection of the structure loads QK (see Chapters 3 and 5). Care shall be taken to
concerned. Such inspection is necessary to verify the obtain an accurate estimate of dead and superimposed
form of construction, the dimensions of the structure dead loading by undertaking a detailed geometric
and the nature and condition of the structural survey of the structure, reference being made to as-built
components. Inspection should cover not only the drawings when available. Loads due to excessive fill,
condition of individual components but also the previous strengthening operations and installation of
condition of the structure as an entity and especially services shall be included. Trial holes or boreholes may
noting any signs of distress and its cause. be required.
2.2 Requirements for inspection to determine loads The live loading depends on the number of traffic lanes
and resistances are given in 2.4 and 2.5 respectively, that can be accommodated (see 5.6). The clear width of
and further criteria for the inspection of arch barrels are carriageway and position of lane markings shall be
given in 2.10. The requirements given in 2.4 and 2.5 recorded. Similarly, the horizontal road alignment,
cannot be applied to the inspection of spandrel and dry- when curved on the structure, shall be determined to
stone walls because the assessment of these structures permit the calculation of centrifugal loads (see 5.38 to
has to be based on qualitative judgements of the 5.40).
information obtained from their inspection (see 3.1 to
3.3), and specific requirements are given in 2.14 and Inspection for Resistance
2.19. The general requirements need also not be applied
to other types of retaining walls, wing walls, sub- 2.5 The structure shall be inspected to record all the
structures and foundations when it is judged that the parameters needed to determine the strength of
adequacy of these structures can be assessed without members and elements, including possible deficiencies,
analysis and calculation. Specific requirements for their eg cracks, corrosion, settlement, defective materials,
inspection are given in 2.16. However, when there is damage, etc. The inspection should provide
some doubt concerning the adequacy of these latter confirmation of the information obtained from
structures, particularly with regard to sub-soil documents, particularly:
conditions or backfill pressures, and/or if signs of
distress are apparent, the inspection procedures given in (i) dimensions of internal sections that may not be
2.4 and 2.5 shall be followed, where possible, in order related to external features;
that an analytical approach can also be adopted.
(ii) previous strengthening;
Advice on inspection procedures is given in the
documents contained in Volume 3, Section 1 of the (iii) reduction in strength due to services laid through,
Design Manual for Roads and Bridges (DMRB 3.1). It or near the structure.
should also be noted that General Inspections are
unlikely to be adequate for assessment purposes. 2.6 All constituent parts of the superstructure shall
be inspected to determine their respective strengths.
2.3 Prior to undertaking the inspection of a Members susceptible to fatigue shall be closely
structure, all existing information pertaining to the examined for cracks. Samples may be required for
structure should be collected including as-built testing to determine yield stresses of metal members
drawings, soils data and past inspection reports. This and reinforcement or strengths of concrete, brickwork,
may be of use in determining what further information stone masonry and mortar. Chapter 7 gives details of
should be obtained from the inspection and which items the requirements for the determination of strength of
require special attention. members.
May 2001 2/1

Inspection for Assessment Part 3 BD 21/01
2.7 With regard to buried members, where there is (i) The thickness of the arch ring under the parapet
doubt on the above parameters, excavation of trial holes can be measured, but it does not follow that the
should be considered. thickness is the same under the roadway;
2.8 Reference shall be made to as-built drawings (ii) Some old bridges have been strengthened by
when available. However, care shall be taken when removing the fill and replacing it with concrete;
using a limited number of drawings that exist for old
structures, because such documentation is often neither (iii) Services which are laid over or through the arch
accurate nor reliable. rings may affect the strength. The position and
size of these should be determined.
Masonry Arch Bridges
2.13 Where there is doubt about any of the above
conditions, a site investigation shall be made, including
General the digging of trial holes when necessary.
2.9 The external fabric should always be inspected. Parapets and Spandrel Walls
Probing into the construction will be necessary where
the strength of the bridge is in doubt or if internal scour 2.14 Parapets and spandrel walls shall be inspected to
and leaching of the fill is suspected. The road surface obtain evidence of any defects and their extent
and footway structure shall also be examined for signs recorded, eg:
of rupture or other damage.
(i) Tilting, bulging or sagging;
Arch Barrel
(ii) Lateral movement of parapet or spandrel wall
2.10 The arch barrel shall be inspected to record all relative to the face of the arch barrel;
the information needed to determine the loading and
resistance in accordance with 2.4 and 2.5. In particular (iii) Lateral movement of parapet or spandrel wall
the following information shall be obtained: accompanied by longitudinal cracking of arch
barrel;
(i) Nature and condition of the brickwork or
stonework including the location and extent of (iv) Weathering and lack of pointing;
any crushing;
(v) Evidence of vehicular impact;
(ii) Thickness of the joints and depth of mortar
missing; (vi) Cracking, splitting and spalling;
(iii) Condition of the mortar; (vii) Loosening of any coping stones.
(iv) Presence of cracks - their width, length, position Abutments, Piers, Foundations and Wing Walls
and number;
2.15 Inspection of arch bridge abutments, foundations
(v) Location of any displaced voussoir; and wing walls shall be in accordance with 2.16.
(vi) Deformation of the arch barrel from its original Sub-structures, Foundations, Retaining Walls and
shape; Wing Walls
(vii) Any additional strengthening rings, or saddling.
General
2.11 The above information is also required for the
use of the modified MEXE method. See BA 16 (DMRB 2.16 Sub-structures and foundations are taken to
3.4.4). represent all elements of the bridge beneath the soffit of
the deck, including bearings, piers, bank seats,
2.12 The inspection should provide further abutments, wing walls, piles and foundations rafts. In
confirmation of any information already obtained. For the case of arches the sub-structure and foundations
example: include the springings and all elements beneath the
ground. All accessible parts of the sub-structures,
2/2 May 2001

Part 3 BD 21/01 Inspection for Assessment
foundations and wing walls shall be examined and any Dry-stone Walls
defects noted. Retaining walls and their foundations
shall be similarly examined except for dry-stone walls 2.19 Dry-stone walls shall be inspected for evidence
where the specific requirements of 2.19 apply. of defects, and their extent recorded, eg:
For sub-structures founded in water, underwater (i) Partial collapse;

inspection of the submerged sub-structure and
foundations are required to determine their condition. (ii) Bulging or distortion in isolated areas or
widespread cracking of masonry;
Bearings
(iii) Loss of masonry;
2.17 The presence or otherwise of bearings shall be
noted, and if present, they shall be inspected to obtain (iv) Weathering and leaching of the fabric of the wall
information on the following: both on the face and internally;
(i) General condition of bearings; (v) Harmful vegetation and its nature.
(ii) Any binding or jamming, looseness or reaching

the limit of movement;
(iii) Condition of seating, bedding and plinth;
(iv) Whether correct operation of the bearings is

prevented or impaired, eg by structural members
built into abutment or pier.
Piers, Bank Seats, Abutments, Retaining Walls and

Wing Walls
2.18 The inspection shall obtain information on

whether the following defects are present and, if so,
their extent:
(i) Tilting and rotation, in any direction;
(ii) Rocking;
(iii) Cracking, splitting and spalling;
(iv) Erosion beneath water level;
(v) Weathering and other material deterioration,

including lack of pointing for masonry and
brickwork;
(vi) Growth of vegetation;
(vii) Lack of effective drainage;
(viii) Internal scour, and leaching of fill;
(ix) Settlement of fill.
May 2001 2/1

Part 3 BD 21/01 Objectives and Procedures
3. OBJECTIVES AND PROCEDURES
General limit state, but the need for this additional requirement
shall be agreed by the Technical Approval Authority.
3.1 The objectives of assessment shall be to
determine, in terms of vehicle loading, the load that a Masonry Arch Bridges
given structure will carry with a reasonable probability
that it will not suffer serious damage so as to endanger 3.5 Limit state requirements are applicable to the
any persons or property on or near the structure. assessment of masonry arch bridges. However, unless a
suitable rigorous method of analysis is used conforming
3.2 The carrying capacity shall normally be assessed to the principles of Chapter 6, arches shall be assessed
relative to the loading possible from any convoy of by the modified MEXE method in accordance with BA
vehicles of up to 40/44 tonnes gross vehicle weight. 16 (DMRB 3.4.4). The modified MEXE method
Where this loading cannot be carried an assessment determines allowable axle and bogie loads directly and
should be undertaken for the loading that is is not in limit state terms. Therefore calculation of
representative of the full range of vehicles up to 26 assessment load effects and assessment resistance in
tonnes gross vehicle weight permitted under the Road accordance with 3.7 to 3.19 is not required.
Vehicles (Authorised Weight) Regulations. If the
structure is still considered inadequate to carry this
lesser load, a reduction in the number of lanes and/or in Cast Iron Bridges
the level of loading should be determined. Overall
structural behaviour must be considered since weakness 3.6 Cast iron bridges shall be assessed on a
in any part such as the foundation, sub-structure or permissible stress basis in accordance with 3.7 to 3.19,
superstructure can affect the load carrying capacity of using special partial factors, and restricting stress levels
the structure. to values which would exclude the risk of fatigue
failure.
3.3 The procedures given in this section shall not be
used for the assessment of spandrel and dry-stone walls Assessment Load Values
and they may also not be appropriate for the assessment
of other types of retaining walls, wing walls, sub- Assessment Loads
structures and foundations when their assessments are
to be based on qualitative judgement of the information 3.7 The assessment loads, QA*, are determined from
obtained from their inspections. For those assessments the nominal loads, QK, according to the equation:
the requirements of Chapter 8 shall apply. However, the
procedures in this section shall be employed when an
QA* = γfL . QK
analytical approach is considered to be needed and
applicable to the structure in question. Further advice is
given in BA 55 (DMRB 3.4.9 ). where γfL is a partial factor for each type of loading as
given in Table 3.1.
Limit States Nominal dead, superimposed dead and live loads are
given in Chapter 5.
3.4 In general, structures shall be assessed by the
application of limit state principles. The limit state to be 3.8 The Type HA loading given in Chapter 5 is
adopted for this Standard shall be the ultimate limit factored to give the 40 tonnes Assessment Live
state, using appropriate partial factors. However, for Loading. Assessment calculations may need to be
masonry arch bridges and cast iron bridges alternative repeated with other levels of Assessment Live Loading
assessment methods may be adopted in accordance with (see 3.1 to 3.3, 3.20 to 3.25, Chapter 5 and Chapter 9).
3.5 or 3.6. In general, older structures do not need to be
assessed for the serviceability limit state. However
structures built after 1965 should normally be checked
for the serviceability limit state as well as the ultimate
May 2001 3/1

Objectives and Procedures Part 3 BD 21/01
Table 3.1 Values of γfL - Partial Factor for Loads
Notes: For masonry arch bridges, with respect to permissible single axle loads γfL shall be 3.4. For individual
vehicles of precisely known configurations, a reduced γfL of 2.0 may be considered appropriate.
* When the application of γfL for dead and superimposed dead load causes a less severe total effect
than would be the case if γfL, applied to all parts of the dead and superimposed dead loads, had been
taken as 1.0, values of 1.0 shall be adopted.
# The top 100mm of road construction shall be considered as surfacing material.
+ For cast iron bridges the value of 1.5 may be reduced to 1.0 and for other structures the value of
1.75 may be reduced to 1.20, if the highway authority can ensure that the thickness of road
surfacing is not increased during the remaining life of the bridge.
Chapter 5 also includes live load requirements for a (except that for cast iron bridges the value of γfL shall be
single wheel load, a single axle load and footway taken as 1.0).
loading. For bridges carrying a horizontally curved
carriageway, requirements are given for determining the Assessment Load Effects
enhancement in vertical live loading caused by
centrifugal effects. Other loads not specified in this
document shall only be considered when deemed 3.10 The assessment load effects, SA*, are obtained
necessary for assessment purposes. Assessment for from the assessment loads by the relation:
these other loads shall be in accordance with the
requirements of BD 37 (DMRB 1.3) SA * = γf3 (effects of QA*)
Load Combinations = γf3 (effects of γfL . QK)
3.9 Dead and superimposed dead loads shall be where γf3 is a factor that takes account of inaccurate
combined with live loads using the factors given in 3.7. assessment of the effects of loading such as unforeseen
When other loads (not specified in this document or stress distribution in the structure, inherent inaccuracies
mentioned in Table 3.1) are considered to be significant in the calculation model, and variations in the
for assessment purposes, reference shall be made to dimensional accuracy from measured values. The
BD 37 (DMRB 1.3) for the details of these loads, effects of the assessment loads are to be obtained by the
appropriate load combinations and respective γfL values use of the appropriate form of analysis in accordance
with the requirements of Chapter 6. For the purpose of
3/2 May 2001

this Standard the value of γf3 shall be taken as 1.1, be calculated from the following expression:
except that for cast iron bridges γf3 shall be taken as 1.0.
R* = function (fk/γm)
Assessment of Resistance
where fk is the characteristic (or nominal) strength of
the material as given in Chapter 4 and γm is a partial
Assessment Resistance factor for material strength as given in Table 3.2.
3.11 The assessment resistance, RA*, shall be 3.13 BD 44 (DMRB 3.4) and BA 44 (DMRB 3.4)
determined from the calculated resistance, R*, shall be used for the assessment of concrete structures.
multiplied when required, by the overall condition BD 56 (DMRB 3.4) and BA 56 (DMRB 3.4) shall be
factor, Fc, as follows: used for the assessment of steel structures. BD 61
(DMRB 3.4) and BA 61 (DMRB 3.4) shall be used for
RA* = Fc . R* the assessment of composite structures.
R* and Fc should be determined in accordance with 3.12 3.14 For steel and wrought iron construction the
to 3.17 and 3.18 and 3.19 respectively. expression may be modified as:
1
Calculated Resistance R* = γ m function (fk)
3.12 The calculated resistance, R* determined from
material strengths and measured section properties shall
Table 3.2 Values of γm - Partial Factor for Material Strength
* See Table 2 of BD 56 (DMRB 3.4 ) for the value to be taken for different components.
# To be determined for the structure being assessed (see Chapter 4).
3.15 For cast iron the calculated resistance shall be 3.17 Wherever possible, the existing sound thickness
determined on a permissible stress basis from the (eg allowing for corrosion and cracking of the critical
following expression: components) shall be measured, and used in
determining R*.
R* = function (fp)
Condition Factor
where fp is the permissible stress of cast iron as given in
Chapter 4. 3.18 If the measurement of sound thickness is not
possible, or if there are other uncertainties in the
3.16 The strength of the sections shall be determined determination of resistance, a condition factor Fcm shall
in accordance with the requirements of Chapter 7. be estimated to account for any deficiencies that are
May 2001 3/3

Objectives and Procedures Part 3 BD 21/01
noted in the inspection (see Chapter 2), but cannot be 3.23 In this Standard reference is made to the use of
allowed for in the determination of calculated resistance Parts 3, 4 and 5 of BS 5400 as implemented by BD 56
R*. The value of Fcm shall represent, on the basis of (DMRB 3.4 ), BD 44 (DMRB 3.4) and BD 61 (DMRB
engineering judgement, an estimate of any deficiency in 3.4 ) respectively. When using these documents care
the integrity of the structure. This may relate to a shall be taken to ensure that the partial factors of safety
member, a part of the structure or the structure as a are correctly applied.
whole. The value taken for Fcm shall not be greater than
1.0. *Note: Except for the additional factor Fc , the format
of equation 2a is used in BD 44 (DMRB 3.4) whereas
3.19 Advice on determining suitable condition factors the format given in equation 2b is used in BD 56
for use with the modified MEXE method for masonry (DMRB 3.4). Therefore when using BD 61 (DMRB
arches is given in BA 16 (DMRB 3.4). These condition 3.4) in conjunction with either BD 56 (DMRB 3.4) or
factors shall also be used with other arch analysis BD 44 (DMRB 3.4) care must be taken to ensure that
methods unless other similar rationally-derived factors γf3 is applied correctly.
are available.
3.24 If equation 2a, 2b or 2c is not satisfied,
Verification of Structural Adequacy consideration shall be given to weight and/or lane
restrictions and repair, strengthening or reconstruction
of the structure as appropriate (see Chapter 1).
3.20 Structures shall be deemed to be capable of Assessment for various levels of Assessment Live
carrying the assessment load when the following Loading, (see 5.12 to 5.17) shall be determined by
relationship is satisfied:
deriving appropriate reductions to the value of QK in
accordance with Chapter 5 and substituting the values
in equations 2a, 2b or 2c.
RA* ≥ SA* Equation 1
3.25 The modified MEXE method for the assessment
ie of masonry arches determines the values for allowable
axle or bogie loads which can be compared to the live
loading given in Annex A, thereby enabling the
fk
Fc . function
γm
(
≥ γ f3 effects of γ fL . Qk ) structural adequacy to be verified directly for 40 tonne
vehicles and full AW loading. Alternatively, the axle or
bogie loads allowable for the arch enable gross vehicle
Equation 2a weight restrictions to be determined.
Note: Superscript * refers to factored values. Fatigue Assessment

3.21 For steel and wrought iron construction the
relationship may be rearranged as follows: 3.26 Requirements for fatigue endurance are not
included in this Standard because any such assessment
would be profoundly influenced by the past stress
Fc history of each structure, which cannot generally be
γ f3 γ m
( ) ≥ (effects of γ fL .Qk )
. function fk determined to the accuracy required for assessment
purposes. Reference shall be made to the appropriate
Equation 2b provisions of Part 10 of BS 5400 as implemented by
BD 9 (DMRB 1.3), when fatigue endurance
3.22 For cast iron the following relationship shall be calculations are considered necessary for the
satisfied: assessment of a structure.
Fatigue endurance calculations are not required for cast

iron structures, because the level of stress permitted in
( ) (
Fc . function f p ≥ effects of γ fL .Qk ) this Standard provides a reasonable assurance against
fatigue failure.
Equation 2c
3.27 BA 38 (DMRB 3.4) deals specifically with the
fatigue of corroded reinforcement.
3/4 May 2001

Load Testing
3.28 Load testing is not generally warranted for the

assessment of structures because of the high costs
involved, the possibility of causing structural damage
while undertaking the tests and the difficulty in
interpreting any test results. Consideration for testing
shall only be given to those structures whose structural
behaviour is uncertain or where the material strength at
critical sections needs to be considered. It should be
noted that load testing on its own is not sufficient to
assess directly the capacity of a structure to resist with
adequate margins of safety the various loading
conditions to which it may be subjected during its life.
Load tests should therefore be complementary to the
analytical process and are not to be considered as a
replacement for the usual assessment procedures.
Further guidance is given in BA 54 (DMRB 3.4).
3.29 The object of load testing shall be to check

structural behaviour under load and/or verify the
method of analysis being used, ie to prove the accuracy
and suitability of the assessment model of the structure.
This will require the structure to be adequately
instrumented for any test and for sufficient number of
measurements to be taken to allow the assessment
model to be properly verified. The assessment model
shall be adjusted if necessary in the light of the test
results and the refined model used to determine the load
capacity of the structure in accordance with the
requirements of this Standard.
May 2001 3/5

Part 3 BD 21/01 Properties of Materials
4. PROPERTIES OF MATERIALS
Unit Weights, Elastic Moduli and Coefficients of be used for assessment. A table of minimum yield
Expansion stresses specified in various post-1955 British Standard
Specifications is given in Annex C. When information
4.1 It is recommended that, for initial assessment, from documents is not available, hardness
the appropriate values of the material properties given measurements and/or sample testing shall be
in Tables 4.1, 4.2 and 4.3 should be used. However, in undertaken. The method given in BS 427 may be used
cases where the initial assessment shows inadequacies for the hardness test.
or there is doubt about the particular material, the
material properties should be verified by testing. Table Reinforcement
4.1 gives the unit weights of materials, Table 4.2 gives
elastic moduli and Table 4.3 gives coefficients of linear 4.4 Pre-1961 reinforcement may be assumed to have
thermal expansion. a characteristic strength not greater than 230 N/mm².
For reinforcement after this date, the strength shall be
taken as specified in the appropriate design codes of the
Strengths of Materials period for high yield and mild steel bars.
General 4.5 Corrosion or damage can reduce the strength and

ductility of reinforcement. For tensile reinforcement,
4.2 For initial assessment the characteristic strengths where the loss of cross sectional area is less than
of materials should be taken as specified in 4.3 to 4.10. approximately 50%, the design characteristic strength
Testing should normally only be carried out if the initial and an adequate ductility can be assumed in assessing
assessment is considered inadequate or if there is some the strength of a member. Where the loss exceeds
doubt about the nature and quality of the materials. The approximately 50%, an appropriate value of the
strength values obtained from a limited number of tests strength and the degree of ductility of the reinforcement
shall be considered as only an indication of whether the shall be based on test evidence.
characteristic strength values in 4.3 to 4.10 are
applicable to the material present in the structure. For Prestressing Tendons
any particular structure the determination of appropriate
characteristic strength values that are statistically valid 4.6 The characteristic strength of prestressing
will usually require extensive testing. Special tendons was first specified by the British Standards
requirements for the testing of wrought iron are given in Institution in 1955. Values for tendons used before this
4.9. The strength of materials in a particular structure date may be taken from documents of the period
may be known from records. In the cases of stone and (Ref 8).
wrought iron it is often useful to know their source.
Concrete
Steel
4.7 Pre-1939 concrete may be assumed to have a
4.3 In general, the nominal yield stress for steel shall characteristic strength not greater than 15 N/mm². The
be determined as described in BD 56 (DMRB 3.4 ). In strength of modern concrete shall be taken as specified
the absence of definite information a characteristic in BD 44 (DMRB 3.4). Where concrete strength has
yield strength of 230 N/mm2 may be assumed for steel been defined in terms of a 28 day minimum cube
produced before 1955. Some of the pre-1922 steels strength, this should be considered as being equal to the
were of poor quality and should be closely inspected for characteristic cube strength.
laminations, inclusions and deformities. Since about
1955, steel has been available in various grades, ie with 4.8 Guidance on the assessment of concrete strength
different levels of yield stresses. Hence, it is essential to in existing structures from tests on samples is given in
identify the particular grade and specification of the BS 6089 : 1981.
steel on the structure from available documents. From
this information, and reference to the specification, it
should be possible to determine the yield stress that can
May 2001 4/1

Properties of Materials Part 3 BD 21/01
Table 4.1 Unit Weights of Materials
# Reference may be made to BS 648 (Schedule of Weights of Building Materials) for the unit
weights of materials not listed.
* Wide range of unit weights because of the variability of timber.
4/2 May 2001

Table 4.2 Elastic Moduli
* For modern materials see the relevant Standards for implementation of BS 5400 or, where available, the
relevant assessment versions.
# Value of E depends upon age, cement content and other factors.
Table 4.3 Coefficients of Linear Thermal Expansion
* For the purpose of calculating temperature effects, the coefficient of linear thermal expansion for structural
steel and for concrete may generally be taken as 12 x 10-6/ °C. If the type of aggregate is known, the
calculated temperature effects may be calculated using the coefficients of linear thermal expansion as given
in Table 4.3 above. The values given contain an allowance for the presence of reinforcement.
May 2001 4/3

Wrought Iron (i) where the live load shear stress qL acts in the
same sense as the dead load shear stress qd
4.9 The quality of wrought iron may depend upon
where and when it was made and its strength can vary qL < 24.6 - 0.44 qd N/mm²
considerably. It should always be carefully examined
for laminations, inclusions and deformities. As a (ii) where the live load shear stress qL acts in an
general guide the characteristic yield stress may be opposite sense to the dead load shear stress qd
taken as 220 N/mm² for wrought iron of satisfactory
quality; however testing is required when defects are (a) qL < 43.9 - 0.79 qd N/mm² when qL < 2qd
present. If tests are carried out, the characteristic yield
stress should be determined as described in Annex C. (b) qL < 24.6 + 0.44 qd N/mm² when qL < 2qd
Cast Iron - Compressive and Tensile Stresses In the above inequalities, the signs of the shears
have been taken into account and only numerical
4.10 The compressive stress in cast iron due either to values of qL and qd should be substituted.
the permanent load or to the combined permanent and
live load shall not exceed 154 N/mm². The tensile stress Masonry
due either to the permanent load or to the combined
permanent and live load shall not exceed 46 N/mm². In 4.12 Graphs for brick and stone in Figures 4.2 and 4.3
addition, for a given value of permanent load stress, the respectively give an indication of the order of strength
live load stress shall not exceed the permissible tensile to be expected for various types of masonry according
or compressive live load stresses obtained from to the units and mortar. These values may be used for
Figure 4.1. an initial assessment with rigorous forms of analysis.
Where strength tests are carried out it is preferable to
* Note: The values of the permissible live load stress do them on masonry built with the same units and
given in Figure 4.1 are based on the 154N/mm² mortar rather than on the units and mortar separately.
compressive stress and the 46N/mm² tensile stress TRRL Contractor Report 244 'Masonry Properties for
limitations and the additional restriction that the live Assessing Arch Bridges' (Ref 9) and BS 5628
load stress, fL, shall not exceed the values given by the 'Structural Use of Masonry' give information on
following: suitable tests and strengths.
(i) For tensile values of fL, the greater of the values

given by
either fL = 24.6 - 0.44 fd N/mm²

or fL = 19.6 - 0.76 fd N/mm²
(ii) For compressive values of fL, the greater of the

values given by
either fL= - 43.9 + 0.79 fd N/mm²

or fL= - 81.3 + 3.15 fd N/mm²
Where fd is the permanent load stress and tensile

stresses are positive.
Cast Iron - Shear Stresses
4.11 The shear stress in cast iron due either to the

permanent load or to the combined permanent and live
load shall not exceed 46 N/mm². In addition the
following limitations shall apply:
4/4 May 2001

Figure 4.1 Permissible Stresses in Cast Iron
May 2001 4/5

Figure 4.2 Characteristic Strength of Normal Brick Masonry
4/6 May 2001

Figure 4.3 Characteristic Strength of Normal Stone Masonry
May 2001 4/7

Part 3 BD 21/01 Loading
5. LOADING
General 5.5 When the carriageway on the bridge is

horizontally curved, the structure shall be assessed for
5.1 Structures shall be assessed to the loading the live loading requirements given in 5.8 to 5.27 and,
requirements given in this Chapter. Assessment loading in addition, a separate assessment for centrifugal effects
will generally be limited to the application of dead and may be required in accordance with the requirements of
superimposed dead loads and type HA live loads, the 5.38 to 5.45.
latter consisting of a uniformly distributed load (UDL)
together with a knife edge load (KEL), as specified in Notional Lane and Live Loading Application
5.8 to 5.27. Type HA loading is given in Table 5.2 and
Figure 5.1. For assessment purposes this is factored to Notional Lane Widths (bL)
give the Assessment Live Loading. Type HB loading
for assessment purposes is not covered by this 5.6 For the purposes of applying the Assessment
Standard. However advice for the requirement for HB Live Loadings, the carriageway* shall be divided into a
assessment should be sought from the Overseeing number of notional lanes. The lane widths shall be
Organisation. Live load requirements are also included neither less than 2.5m nor greater than 3.65m where the
for a single wheel load, single axle load, accidental number of notional lanes exceed 2. The number of
wheel and vehicle loading, and footway loading. All notional lanes shall be based on the actual lane
loads specified in this Section are nominal loads and markings. If the marked lanes are greater than 3.65m
shall be multiplied by the appropriate partial factors wide then the criteria given in Table 5.1 shall be used to
given in Chapter 3. determine the number of notional lanes. A hard
shoulder shall be considered as a traffic lane. If there
5.2 The type HA, UDL and KEL is generally are no lane markings, the carriageway shall be divided
suitable only for modelling of longitudinal load effects, into the integral number of notional lanes having equal
and does not satisfactorily model the effect of vehicles widths as given in Table 5.1. Each notional lane shall be
on trough decks, short span masonry arches, decks with loaded with the appropriate UDL and KEL.
main members that span transversely, including skew
slabs with significant transverse action, and buried *Note: The carriageway width shall be considered as
concrete box structures with cover greater than 0.6m. the width of running surface between kerbs, raised
These types of structure shall be assessed using the paving, barriers, etc. Where the running surface is
loads given in 6.9 to 6.14 for troughing, 6.15 to 6.29 for divided by a physical obstruction (eg, a dual
masonry arches and Annexes D and E for girders and carriageway with central reserve) two separate
slabs that span transversely and buried concrete box carriageway widths shall be considered.
structures with cover greater than 0.6m. For structures
composed of longitudinal members at centres of 2.5m
or less with low transverse distirbution, a check shall be Carriageway Width (m) Number of
made using the vehicles in Annexes D and E. Notional Lanes
5.3 When loading or principal combinations of loads below 5.0 1

other than those specified in this Standard are
considered necessary for assessment purposes, these from 5.0 up to and including 7.5 2
loadings shall comply with the requirements given in
above 7.5 up to and including 10.95 3
BD 37 (DMRB 1.3). Further advice on the application
of such loads is given in BA 34 (DMRB 3.4). above 10.95 up to and including 14.6 4
5.4 Requirements are given for Assessment Live above 14.6 up to and including 18.25 5
Loading to enable bridges to be assessed for their
capacity to carry either 40/44 tonne vehicles or the full above 18.25 up to and including 21.9 6
range of vehicles possible under the AW Regulations or
for restricted traffic (see Chapter 9).
Table 5.1 Number of Notional Lanes
May 2001 5/1

Loading Part 3 BD 21/01
Nominal Dead Load the Motor Vehicles (Authorisation of Special Types)

Order (Northern Ireland) 1997 [1997 No. 109].
5.7 The nominal dead load and nominal
superimposed dead load shall be derived having regard However it also covers Special Types General Order
to 4.1. (STGO) Article 18 Category 1 vehicles which can have
gross vehicle weights (GVWs) of up to 46 tonnes. It
should be noted that STGO Category 2 vehicles can
Nominal Assessment Live Loads also have GVWs lower than 46 tonnes but are not
covered by this loading. It also does not cover
General Engineering Plant as defined in Statutory Instrument
No. 1198 (1979). 1968 No. 277, even if the total weight
5.8 The Assessment Live Loading levels of loading is 40 tonnes or less except when such plant is being
cover the ranges of vehicles specified in 5.12 to 5.17. transported on a STGO Category 1 vehicle. In Northern
For loaded lengths of 2m to 50m the following loads Ireland the corresponding legislation is the Motor
shall be applied: Vehicles (Authorisation of Special Types) Order
(Northern Ireland) 1997.
(i) A UDL (which varies with loaded length)
together with a KEL; 5.13 26 tonnes Assessment Live Loading. This
loading corresponds to the loading imposed by all types
(ii) A single axle load; of two or three axle AW vehicles (restricted to 26
tonnes gross weight).
(iii) A single wheel load.
5.14 18 tonnes Assessment Live Loading. This
All members of the structure shall be capable of
loading corresponds to the loading imposed by all types
sustaining the worst effects resulting from the separate
of two axle AW vehicles (restricted to 18 tonnes gross
application of these loads.
weight).
5.9 For loaded lengths less than 2m the single axle
5.15 7.5 tonnes Assessment Live Loading. This
load and the single wheel load shall be used. For loaded
loading corresponds to the loading imposed by two axle
lengths in excess of 50m, the UDL and KEL to be used
light goods vehicles and public service vehicles
shall be as described in BD 50 (DMRB 3.4.2).
(restricted to 7.5 tonnes gross weight).
5.10 Values are given for single axle and single wheel
5.16 Fire Engine Loading. These loadings correspond
loads in Tables 5.3.1 and 5.3.2 that are applicable to the
to two groups of fire engines (FE). Details of the
Assessment Live Loading levels of loading. However,
vehicles included in each group are listed in Annex E.
values for the UDL and KEL are only given for the type
This loading allows for up to three permitted vehicles in
HA loading case because the Reduction Factors given
convoy.
in 5.21 to 5.28 make it possible to determine
Assessment Live Loading effects directly from the 5.17 3 tonnes Assessment Live Loading. This loading
previously calculated effects of type HA loading. corresponds to the loading that is imposed by cars and
vans (restricted to 3 tonnes gross weight).
5.11 Requirements for accidental wheel and vehicle
loading, footway loading and for the assessment of Type HA Loading UDL and KEL
centrifugal effects are given in 5.34, 5.35 and 5.38 to
5.45 respectively. 5.18 For loaded lengths between 2m and 50m the type
HA loading is represented by the UDL derived from the
Assessment Live Loadings loading curve W = 336 (1/L) 0.67, where W is the UDL
in kN per metre length of lane of width 3.65m (but for
5.12 40 tonnes Assessment Live Loading. This covers
application see 5.19) and L is the loaded length in
the full range of vehicles up to 40/44 tonnes gross
metres, applied in conjunction with a KEL of 120 kN
weight (see Annex A). It does not cover the passage of
uniformly distributed across the lane width. This
the following:
loading curve is illustrated in Figure 5.1 and tabulated
in Table 5.2. For loaded lengths greater than 50m refer
Special Types General Order Vehicles as regulated by
to BD 50 (DMRB 3.4.2). The longitudinal disposition
Statutory Instrument 1979 No 1198 as amended,
of the KEL is to be such as to cause the most severe
Special Order Vehicles, and in Northern Ireland by
5/2 May 2001

Figure 5.1 UDL Curve for Type HA Load
Loaded length m Load kN/m Loaded length m Load kN/m
2 211.2 28 36.0
4 132.7 30 34.4
6 101.2 32 33.0
8 83.4 34 31.6
10 71.8 36 30.5
12 63.6 38 29.4
14 57.3 40 28.4
16 52.4 42 27.5
18 48.5 44 26.6
20 45.1 46 25.8
22 42.4 48 25.1
24 40.0 50 24.4
26 37.9
Note: for the definition of loaded length see Standard BD 37 (DMRB 1.3)
Table 5.2 Type HA loading UDL for Loaded Lengths 2m to 50m
May 2001 5/3

effect on the structural element under consideration. Traffic Flow* Annual Average
The derivation of the short span type HA loading is Hourly HGV Flow
given in Annex G. (AAHHGVF)
5.19 The UDL determined for the appropriate loaded High (H) AAHHGVF > 70
length (see Note under Table 5.2) and the KEL loads
shall be applied to each notional lane in the appropriate Medium (M) 70 > AAHHGVF > 7
parts of the influence line for the element or member
under consideration. The lane loadings specified in 5.26 Low (L) 7 > AAHHGVF
are interchangeable between the notional lanes and the
notional lane or lanes may be left unloaded if this Road Surface Categories
causes the most severe effect on the member or element
under consideration. The KEL shall be applied at one Road surfaces shall be classified as:
point only in the loaded length of each notional lane.
a) “Good”: In terms of ride quality, roads that are in
sound condition, showing no visible
Reduction Factors for UDL and KEL deterioration, or roads that are showing some
visible deterioration that is deemed to be lower
5.20 The Reduction Factor K is defined as the ratio: level of concern i.e. the deterioration is not
serious and generally needs no action.
Assessment Live Loading / Type HA Loading
b) “Poor”: In terms of ride quality, roads that show
If a linear elastic method of analysis is used to extensive or severe deterioration. These are
determine the effects of loading, K will also be the ratio considered to indicate a warning or intervention
of Assessment Live Loading effects/Type HA loading level of concern, and include roads with poor
effects. Both the UDL and the KEL parts of the type vertical alignment.
HA loading are reduced by an identical Reduction
Factor for each of the Assessment Live Loadings, and The ride quality shall be determined based on the
hence the effects of Assessment Live Loading may be methods of non-destructive pavement assessment,
obtained directly from the type HA loading effects for which are approved by the Overseeing Organisation e.g.
UDL and KEL for loaded lengths in excess of 2m. High-speed Road Monitor (HRM), Traffic Speed
Condition Survey (TRACS). Where HRM is used, the
5.21 Type HA loading was derived by deterministic requirements given in HD29 (DMRB 7.3.2) shall be
means, ie by estimating the worst credible values of complied with. The variances of moving average
relevant loading parameters from statistics available at deviations of road surface shall be taken over a length
the time. Recent data and probabilistic analyses indicate of road including the bridge and extending 20.0m
that the basic requirements can be relaxed for bridge beyond each end.
situations less onerous than the above worst case
scenario, while maintaining a consistent reliability level Alternatively, Motorways and trunk roads may
for the whole network. Relaxations have been produced generally be considered as “good” surface category if
by making the worst category of loading equivalent to they are maintained and repaired before they deteriorate
the current assessment loading, and then determining to “poor” surface.
the successive relaxation levels on the basis of constant
reliability for bridges in all situations. Where the methods of non-destructive pavement
assessment are not available or practicable, the road
5.22 The research work referred to above justifies surface category may be based on the following
that there should be six separate loading requirements assessment by driving a vehicle over the bridge in free
corresponding to six categories of bridge situations in flowing traffic conditions:-
terms of road surface characteristics and daily traffic
flow (both directions). The categories are as follows: a) Subsidence or dip in the road or poor profile run-
on slab. If the bridge is in a dip, or where the
vehicle bounces in such a manner that the driver
or passengers are aware of significant alterations
in their seat pressure whilst on any part of the
bridge or run-on slab.
5/4 May 2001

b) Sub base deterioration. The vehicle pitches For 0 < L ≤ 20

locally due to change in short wave length
vertical road profile on the bridge. AF = aL / 2.5
For 20 < L < 40
c) Surface deterioration. If there is any obvious
visual extensive or severe deterioration, such as AF = 1 + ( aL / 2.5 - 1) x (2 - L/20)
potholing or any noticeable steps in expansion
joints on the bridge that can be felt as well as For 40 ≤ L < 50
heard by the driver.
AF=1.
d) The assessment should be confirmed by
Where aL = 3.65m and L is the loaded length (m).
observation of the passage of HGV’s over the
structure, where practicable, as car suspensions Lane Factor
are more forgiving and may not always detect the
above. HGV’s tend to “rattle” or “thump” when 5.24 Lane factors shall be as follows:
the surface or alignment is poor because of their Lane 1: 1.0
relatively stiff suspensions. Lane 2: 1.0
Lane 3: 0.5
If any of the conditions above occurs, the road surface Lane 4 and subsequent: 0.4
shall be categorised as “poor”. Otherwise the road
surface shall be categorised as “good”. Bridge Specific Live Loading
The 6 categories of bridges will be referred to as Hg, 5.25 The bridge specific live loading for the 40
Mg, Lg, Hp, Mp and Lp. tonnes assessment level, for each loaded length and
notional lane, shall be determined by multiplying the
* AAHHGVF is equal to the total annual 2-way HGV adjusted (as described in Paragraph 5.23 above) HA
flow over the bridge divided by 8760. (HGV is defined UDL and KEL by the product of the appropriate Load
as goods vehicles that are over 3.5 tonnes maximum Reduction Factor K, selected from the relevant figure
permissible gross vehicle weight) A sufficiently (to be referred to henceforth as the ‘appropriate K
accurate approximation to the AAHHGVF may be diagram’) from Figures 5.2 to 5.7, which correspond to
obtained from the traffic counts over limited periods. the six classes of bridge situations described above, and
TRL Report SR 802 provides guidance on the Lane Factor.
interpretation of such data.
5.26 The lane loading for any lane determined as in
Adjustment Factor (AF) for UDL and KEL 5.25 above shall be applied to occupy a width of 2.5m,
in the most onerous transverse position in that lane. The
5.23 The HA UDL and KEL have been derived using remainder of any notional lane shall not be loaded with
a lateral bunching factor to take into account the any live loading.
possibility that, in slow moving situations, more lanes
of traffic than the marked or notional lanes could use 5.27 If the bridge is found to be inadequate for the 40t
the bridge. Probabilistic analysis shows that maximum load level, the value of its live load capacity factor C
impact effects, which occur at high speeds, should not shall be determined as defined below:
be considered together with maximum lateral bunching.
Comparison of the effects of alternative traffic speed Available live load capacity
and bunching situations have led to the conclusion that C= ————————————
high speed high impact effect with no lateral bunching Live Load Capacity required
is the most onerous criterion for bridge loading. The for Adjusted HA Loading
HA UDL and KEL are therefore to be adjusted in order
The permissible weight restriction level shall be the
to eliminate the lateral bunching factor by dividing by
highest for which the K value in the appropriate K
the following Adjustment Factor (AF):
diagram is less than C.
(Note: The 3 tonne and fire engine type loading models

are not probabilistic, hence all 6 K diagrams contain the
same K factors for these weight restriction levels.)
May 2001 5/5

Recently Assessed Bridges
5.28 Bridges already assessed during the current

Assessment and Strengthening Programme using BD
21/93, and found to be inadequate for the 40t load level,
may be checked in respect of the above requirements
using the following simplified procedure:
(1) Multiply the value of the load reduction factor K

from the previously carried out assessment by the
Adjustment Factor AF given in 5.23, except that
‘aL’ shall be taken as bL notional lane width in
metres.
(2) Determine the weight restriction level by

comparing the product (K x AF) with the values
of K given in the appropriate K diagram.
5.29 The purpose of the above check is to determine

approximately if for a particular bridge there is any
likelihood of improving the already assessed capacity if
the above requirements are used. If a bridge, when
assessed using the simplified procedure, is found to
have an improved load capacity, it will be worthwhile
to carry out a new assessment using the above
requirements. However, in certain circumstances for
beam and slab type of bridges, the improvement may
not be substantiated. If, when using the above
simplified procedure, a bridge is found to be marginally
inadequate for a particular load level, a full assessment
using the above requirements may still be advisable, as
the bridge may then be found to be adequate for that
level.
5/6 May 2001

1.0
0.91 40 tonnes
0.9
0.89
26 tonnes
0.8
0.7
0.67
18 tonnes
0.6
Reduction Factor K
0.54 Group 1 FE
0.5
0.4
0.37 7.5 tonnes, 3 tonnes
7.5 tonnes & Group 2 FE
0.3
Group 2 FE
0.2
3 tonnes
0.1
0
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Loaded Length L metres
Figure 5.2 K Factors for Heavy Traffic Poor Surface (Hp)
August 2001 5/7

1.0
40 tonnes
0.9
0.89
0.87
0.8 26 tonnes
0.7
0.66
18 tonnes
0.6
Reduction Factor K
0.54 Group 1 FE
0.5
0.4
0.36 7.5 tonnes, 3 tonnes
& Group 2 FE
7.5 tonnes
0.3
Group 2 FE
0.2
3 tonnes
0.1
0
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Figure 5.3 K Factors for Medium Traffic Poor Surface (Mp)
5/8 August 2001

1.0
0.9 40 tonnes
0.87
0.8
26 tonnes
0.7
0.63
18 tonnes
Reduction Factor K
0.6
0.54 Group 1 FE
0.5
0.4
7.5 tonnes, 3 tonnes
7.5 tonnes & Group 2 FE
0.3
Group 2 FE
0.2
3 tonnes
0.1
0
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Figure 5.4 K Factors for Low Traffic Poor Surface (Lp)
August 2001 5/9

1.0
0.9
40 tonnes
0.81
0.8
0.79
26 tonnes
0.7
Reduction Factor K
0.6
0.59
18 tonnes
0.54
0.5
Group 1 FE
0.4
& Group 2 FE
0.32 7.5 tonnes
0.3
Group 2 FE
0.2
3 tonnes
0.1
0
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Figure 5.5 K Factors for Heavy Traffic Good Surface (Hg)
5/10 August 2001

1.0
0.9
40 tonnes
0.8
0.79
0.77
0.7
26 tonnes
Reduction Factor K
0.6
0.57
18 tonnes
0.54
0.5
Group 1 FE
0.4
7.5 tonnes
& Group 2 FE
0.31
0.3
Group 2 FE
0.2
3 tonnes
0.1
0
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Figure 5.6 K Factors for Medium Traffic Good Surface (Mg)
August 2001 5/11

1.0
0.9
0.8 40 tonnes
0.76
0.75
26 tonnes
0.7
Reduction Factor K
0.6
18 tonnes
0.55
0.54
0.5
Group 1 FE
0.4
7.5 tonnes 7.5 tonnes, 3 tonnes
& Group 2 FE
0.3
Group 2 FE
0.2
3 tonnes
0.1
0
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Figure 5.7 K Factors for Low Traffic Good Surface (Lg)
5/12 August 2001

Single Axle and Single Wheel Loads FE loading, the values for the nominal single axle loads
given in Table 5.4 are based on the maximum gross axle
General weights for the respective groups given in Annex F.
However, if the structure is to be assessed for a
5.30 Single axle and single wheel loads shall be restricted range of vehicles within these groups, a lesser
applied separately as different load cases to the UDL nominal axle value may be derived for these particular
and KEL or for application to loaded lengths of less vehicles by multiplying their axle weights given in
than 2m. One axle load with 1.8m track positioned Annex E by a conversion factor which shall be 1.2.
transversely or one wheel load shall be applied per lane.
For the purposes of applying the axle load a 2.5m lane Nominal Single Wheel Loads
width shall be used for the disposition of the axles. A
minimum transverse separation of 0.7m shall be taken 5.32 The values of nominal single wheel loads for the
between adjacent axles. The effects of full loading from Assessment Live Loadings are given in Table 5.3.2.
axles in two adjacent lanes only shall be considered.
For axles in other lanes factors as in 5.24 shall be Lesser nominal wheel loads may be determined, when
applied to the loading effects. The disposition of the applicable, for FE loading; these values shall be half the
nominal FE axle loads determined in accordance with
axle or wheel load is to be such as to cause the most
5.31.
severe effect on the structural element under
consideration.
Wheel Contact Areas
Nominal Single Axle Loads
5.33 The wheel loads for all loading levels shall be
uniformly distributed over a circular or square contact
5.31 The values of the single axle loads for the
area, assuming an effective pressure of 1.1 N/mm².
Assessment Live Loadings are given in Table 5.3.1. For
Road
Assessment Hp Mp Lp Hg Mg Lg
Live
Loading
40 tonnes 200 190 180 180 170 165
26 tonnes 200 190 180 180 170 165
18 tonnes 200 190 180 180 170 165
7.5 tonnes 100 93 86 91 86 83
3 tonnes 50 47 43 47 43 40
FE group 1 120 115 110 110 103 100
FE group 2 60 57 55 55 51 50
Table 5.3.1: Nominal Single Axle Loads (kN)
May 2001 5/13

Road
Assessment Hp Mp Lp Hg Mg Lg
Live
Loading
40 tonnes 100 95 90 90 86 82
26 tonnes 100 95 90 90 86 82
18 tonnes 100 95 90 90 86 82
7.5 tonnes 50 47 44 46 43 41
3 tonnes 25 22 21 22 21 19
FE group 1 60 57 55 54 51 50
FE group 2 30 29 27 27 26 25
Table 5.3.2: Nominal Single Wheel Loads (kN)
Accidental Wheel and Vehicle Loading 5.36 For elements supporting footways only, the
pedestrian live load shall be taken as follows:
5.34 Members supporting central reserves, outer verges
and footways which are not protected from vehicular (a) for loaded lengths of 36m and under, a uniformly
traffic by an effective barrier, shall be assessed for distributed live load of 5.0 kN/m2;
accidental wheel or vehicle loading.
(b) for loaded lengths in excess of 36m, k x 5.0 kN/
For cantilevered members the appropriate accidental m2 where k is the nominal HA UDL for
wheel loading arrangement for the level of Assessment appropriate loaded length (in kN/m) x 10/(L +
Live Loading under consideration shall be selected 270)
from Table 5.4. For non-cantilevered members a single
Where L is the loaded length (in m).
appropriate accidental vehicle shall be selected from
and applied in accordance with Annex D. No footway
Where the footway has a width exceeding 2m, these
loading is required. The accidental wheel or vehicle
intensities may be reduced by 15% on the first metre in
loading shall be located in whatever lateral position
excess of 2m and by 30% on the second metre in excess
which produces the most adverse effect on the element.
of 2m. No further reduction for widths exceeding 4m
Where the application of any wheel or wheels has a
shall be made. These intensities may be averaged and
relieving effect, it or they shall be ignored. Wheel
applied as a uniform intensity over the full width of the
contact areas shall be as specified in 5.33. The methods
footway.
of assessment of bridge deck cantilevers for accidental
wheel loading given in Annex J may be applied. Special consideration shall be given to the intensity of
the pedestrian live load to be adopted on loaded lengths
Footway Loading in excess of 36m where exceptional crowds may be
expected. Such loading shall be agreed with the
5.35 Elements supporting footways shall be assessed appropriate authority.
for the worst effect of the loading given in 5.34, 5.36 or
5.37.
5/14 May 2001

Assessment Live W1 W2 a
Loading (kN) (kN) (m)
40 tonnes 100 60 1.5
26 tonnes 100 40 1.5
18 tonnes 100 10 1.5
7.5 tonnes 50 10 1.5
3 tonnes 25 - -
FE Group One 60 10 1.5
FE Group Two 30 20 1.5
Direction of travel
(parallel to lane markings)
Table 5.4 Nominal Accidental Wheel Loads
5.37 For elements supporting footways and a On footways: 0.5 of the value given in 5.36 (a)
carriageway, the pedestrian live load shall be taken as and (b) as appropriate.
0.8 of the value specified in 5.36 (a) or (b), as
appropriate, except for loaded lengths in excess of Where a highway bridge has two footways and a load
400m or where crowd loading is expected. combination is considered such that only one footway is
loaded, the reductions in the intensity of footway
Where the footway has a width exceeding 2m, these loading specified in this clause shall not be applied.
intensities may be further reduced by 15% on the first
metre in excess of 2m and by 30% on the second metre Where crowd loading is expected or where loaded
in excess of 2m. No further reduction for widths lengths are in excess of 400m, special consideration
exceeding 4m shall be made. These intensities may be shall be given to the intensity of pedestrian live loading
averaged and applied as a uniform intensity over the to be adopted. This shall be agreed with the appropriate
full width of footway. authority.
Where a main structural member supports two or more

notional traffic lanes, the footway loading to be carried
by the main member may be reduced to the following:
May 2001 5/15

Centrifugal Effects Equivalent Static Live Load for UDL and KEL
General 5.41 The static live load shall be applied as two

longitudinal line loads applied at 1.8m transverse
5.38 The vertical effects arising from centrifugal spacing and two point loads applied at 1.8m transverse
forces on horizontally curved carriageways shall be centres. One set of two longitudinal line loads and one
determined by adjusting the static live load by set of two point loads shall be applied per lane width
application of the centrifugal effect factor* as given in and shall be positioned to give the worst loading effect.
5.44. However, the application of an equivalent static The equivalent static load shall not be used for
live load for the purpose of determining centrifugal determining local effects in members.
effects differs from the requirements of 5.6 and 5.12.
There will hence be a need to also consider the live 5.42 The transverse positions of the line loads and
loading case ignoring centrifugal effects, in accordance point loads shall be coincident and the minimum
with 5.6 and 5.12, to ensure that the most onerous live transverse separation of adjacent sets shall be one
loading is applied for assessment purposes. Centrifugal metre.
effects may be ignored when any one of the following
5.43 The two longitudinal loads and two point loads
criteria applies:
shall be derived by dividing UDL and KEL values of
(i) the horizontal radius of curvature of the assessment live loading by 2.
carriageway exceeds 600m;
Centrifugal Effect Factor
(ii) the span of the longitudinal element under
5.44 The increased equivalent static live loads shall
consideration is greater than 15m;
be determined by application of the centrifugal effect
(iii) the bridge has a reinforced or prestressed factor FA, where:
concrete slab deck;
FA = 1 + 0.20v² but not greater than 2
(iv) for all internal longitudinal girders when the r (derivation of expression for FA is
distance between centre lines of the outermost given in Annex B)
girders is less than 10m;
v= speed of the vehicle* in m/s
(v) for longitudinal edge girders outside the
carriageway, when the distance between the kerb r= radius of curvature of carriageway in
line and the centre of the edge girder is greater metres.
than 0.5m.
Centrifugal effects need not be considered when FA is
less than 1.25.
For transverse members any enhancement of bending
moments due to centrifugal action may be ignored.
* Note: The value to be taken for v shall correspond to
Enhancement of end shears may be ignored for spans
the maximum speed at which heavier vehicles can
greater than 6m.
travel along the curved carriageway on the bridge.
Where the radius of curvature is the only determining
* Note: A simplified method for considering centrifugal
influence on vehicle speed, v may be assumed as:
effects is given in BA 16 (DMRB 3.4.4) and may be
applied for the assessment of bridge decks that comply.
1
 1000 r  2
5.39 Where the critical loading effect is due to a  r + 150 
single axle, the loading specified in 5.30 to 5.33 for the
Assessment Live Loading levels shall be considered as
the equivalent static live load and shall be enhanced in Application of Centrifugal Effect Factor
accordance with the requirements of 5.44.
5.45 The enhancement in live loading caused by
5.40 Where the critical loading effect is due to a centrifugal effects shall be determined by adjusting the
single wheel, the loading specified in 5.30 to 5.33 shall equivalent static live load in accordance with Figure 5.8
be deemed to cover any increases in loading due to and FA as determined from 5.44.
centrifugal effects.
5/16 May 2001

Notes: 1. WL is the longitudinal line load or point load derived in accordance with 5.43.
2. Values of FA shall be calculated from the formula given in 5.44.
3. The static line loads shall be positioned within the notional lane widths to give the worst
assessment loading effect.
Figure 5.8 Application of Centrifugal Effect Factor
May 2001 5/17

Part 3 BD 21/01 Analysis of Structure
6. ANALYSIS OF STRUCTURE
Distribution Methods of the beam where the support is of soft brick, or one-
quarter of the depth of the beam where the support is of
Global Analysis hard material such as concrete or granite.
6.1 In establishing the load capacity of a bridge, the Section Properties

effects of vehicle loading should be assessed by using
some form of distribution analysis which will take 6.6 The section properties used for the calculation of
advantage of the transverse distribution properties of member stiffnesses should be based on a realistic
the deck. assessment of the state of the structure. Note should,
therefore, be taken of corrosion, cracks, flaws and any
6.2 Some simple methods are given in BA 16
other faults in either superstructure or substructure and
(DMRB 3.4.4), but the choice of the appropriate
due allowance made for the adverse effect in the
method will depend upon the structural form of the
assessment of member stiffnesses.
bridge and the required degree of accuracy. The simple
methods, although conservative, are quick to use and
should be tried initially where appropriate, before Dispersal of Loads for Decks Other Than Troughs
progressing to the more accurate but more complex
computer methods. 6.7 No allowance for the dispersal of the UDL and
KEL shall be made. The dispersal of nominal wheel
Local Effects loads through surfacing and well compacted fill
materials may be taken at a spread-to-depth ratio of 1
6.3 Due allowance must be made for the local horizontally to 2 vertically from the edge of the wheel
effects of wheel loads applied to particular elements of contact area. Dispersal through structural concrete slabs
the bridge. may be taken at spread-to-depth ratio of 1 horizontally
to 1 vertically. Typical depths to which the dispersal
Assumptions may be taken are:
(i) Hogging plates: the highest part of the plate;

6.4 Methods of analysis should be in accordance
with the principles set out in BS 5400: Part 1: 1988 as (ii) Jack arches: the level of the mid-depth of the
implemented by BD 15 (DMRB 1.3.2). Structures arch ring at the crown;
should be modelled as realistically as possible and
whatever approach is adopted for representing member (iii) Reinforced concrete slabs: the level of the neutral
stiffnesses it should be used consistently throughout the axis.
structure. Elastic methods of analysis are acceptable as
safe solutions for the ultimate limit state. 6.8 Where the pressure diagrams from adjacent
wheel loads overlap, the group of wheels may be
Effective Spans treated as a whole and the load dispersed from the
centres of the outside wheels of the group.
6.5 The effective span shall be as specified in the
appropriate parts of BS 5400 or the assessment
versions. Where there are no bearing stiffeners and the
beam rests directly on masonry, concrete or brick, the
effective span should be taken as the distance between
the centroids of the bearing pressure diagrams. In this
case, the bearing pressure diagrams shall be determined
by assuming that the reaction is distributed linearly
from a maximum at the front edge of the support to zero
at the back of the bearing area. The length of the
bearing area shall not be taken as greater than the depth
May 2001 6/1

Analysis of Structure Part 3 BD 21/01
Figure 6.1 Longitudinal and Transverse Trough Decks
6/2 May 2001

Dispersal and Distribution Through Trough Decks Loads for Transverse Trough Decks
General 6.13 Transverse troughs shall be assessed for the

effects of Assessment Live Loadings on the basis of a
6.9 The loading requirements for troughing are single axle and/or a single wheel load in accordance
dependent upon the orientation of the troughs relative with 5.30 to 5.33. The values of the single axle loads
to the direction of the carriageway (see Figure 6.1) and given in Table 5.3.1 shall be multiplied by the
differ from the requirements of 5.18 to 5.20. For appropriate enhancement factors given in Table 6.1,
longitudinal troughing, which runs parallel to the depending on the depth from the road surface to the top
direction of the carriageway and spans between of the troughing. These enhancement factors allow for
supporting transverse members or abutments, loading the presence of other axles on the vehicles including
requirements are given in 6.10 to 6.12. For transverse bogies. The values of the single wheel load given in
troughing, which runs at a right angle to the direction of Table 5.3.2 do not require any enhancement.
the carriageway and spans between supporting
longitudinal members, loading requirements are given Dispersal and Distribution of Loads
in 6.13. Requirements for the dispersal and distribution
6.14 For longitudinal and transverse troughs the load
of loads for both longitudinal and transverse troughing
shall be dispersed as shown in Figure 6.2. Provided the
are given in 6.14.
troughs are adequately connected, the load may be
Loads for Longitudinal Trough Decks assumed to be carried by a width of troughing
extending equally on either side from a vertical line
6.10 The carriageway shall be divided into 2.5m through the centre of the load for a distance equal to
notional lane widths. The Type HA live loading UDL twice the width of the dispersion area. The distribution
shall be taken as two longitudinal strip loads and the of load between these troughs shall be taken as linear,
KEL as two wheel loads applied in each notional lane. being zero at the outer trough and a maximum at the
The value of each of the two longitudinal strip loads trough under the load (see Case A in Figure 6.2). The
and two wheel loads shall be derived by dividing UDL proportion of the load taken by individual troughs is
and KEL values of assessment live loading values by 2. given by the ratio obtained by dividing the area of the
portion of the distribution diagram that corresponds to
6.11 Each longitudinal strip load shall be applied over the trough width by the total area of the diagram. The
a transverse width of 0.3m with a 1.8m transverse distribution diagram for adjacent strip and/or wheel
spacing between the centre lines of the two strips. The loads may overlap (see Case A in Figure 6.2), and when
wheel loads shall be applied over a 0.3m x 0.3m square this occurs the amount of load taken by a trough located
contact area with a 1.8m transverse spacing between within the overlap area shall be obtained by adding the
their centres. One set of two longitudinal strip loads and individual loads determined from the respective
one set of two wheel loads shall be applied per lane distribution diagrams. Where the actual troughing does
width and shall be positioned within the lane to give the not extend for the distance assumed or where there is a
worst loading effect. The transverse positions of the joint of inadequate strength, the amount of load carried
strip loads and wheel loads shall be coincident and the by each trough shall be assessed from the ordinates of a
minimum transverse separation of adjacent sets, distribution diagram as shown in Case B, Figure 6.2. If
measured between the centre lines of the longitudinal the edge of the outside trough is stiffened or otherwise
strip loads or centres of the wheel loads, shall be 0.7m. supported due consideration may be given to this.
Assessment Live Loading values shall be determined by
the application of Reduction Factors in accordance with
5.21.
6.12 The longitudinal troughing shall also be

separately assessed for the single axle and single wheel
loads given in 5.30 to 5.33.
May 2001 6/3

Assessment Depth from road surface level to top of troughing (m)

Live
Loading 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.5
40 tonnes 1.00 1.04 1.08 1.13 1.17 1.21 1.25 1.30 1.34 1.55
26 tonnes 1.00 1.04 1.08 1.13 1.17 1.21 1.25 1.30 1.34 1.55
18 tonnes 1.00 1.04 1.08 1.13 1.17 1.21 1.25 1.30 1.34 1.55
7.5 tonnes 1.00 1.00 1.02 1.03 1.05 1.06 1.07 1.08 1.09 1.10
3 tonnes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
FE Groups One & 1.00 1.00 1.00 1.00 1.00 1.00 1.03 1.06 1.09 1.16
Two
Note: Linear interpolation may be used for intermediate values
Table 6.1 Transverse Troughing Enhancement Factors
6/4 May 2001

Figure 6.2 Dispersal and Distribution of Load Through Troughing
May 2001 6/5

Masonry Arches (i) When a bridge is found to have a lower capacity

than that given by the modified MEXE method,
Modified MEXE Method the MEXE assessment shall stand unless there is
good reason to believe that it is unconservative
6.15 The Military Engineering Experimental for the case in question, for example when the fill
Establishment (MEXE) developed a simple empirical depth is greater than the arch thickness;
method for assessing the capacity of masonry arches for
carrying military traffic. It is based on theoretical (ii) The alternative method shall be used in
studies carried out by Pippard (1) supported by accordance with 6.20 to 6.25 to determine the
observations of the behaviour of arches under actual collapse load for the bridge, from which the
live loads. The method, which takes account of the assessed capacity shall be obtained.
condition of the arch barrel and its geometric
properties, has been further modified to suit normal Factors of Safety
civilian highway traffic.
6.20 Structural adequacy shall be checked using
6.16 The method uses a nomogram, or, alternatively Equation 2a in 3.20 with the following factors of safety:
an equation, to obtain a permissible provisional
permissible axle loading (PAL), depending on the span, γfL = 3.4 for one of the axles and 1.9 for the others. For
ring thickness and depth of fill. This value is then bogies, γfL of 3.4 should be applied to the critical axle,
modified by factors which allow for the influence of see Table 6.2. (See Annex H for basis.)
other important parameters. The method is limited to
arches with a maximum span of 18m. Details of the Where a check for Type HB loading is carried out then
method are given in BA 16 (DMRB 3.4.4) and it shall γfL = 2.0.
be used wherever possible before any of the more
complex methods described in 6.17 to 6.25 are tried. γf3 = 1.0, if the method has been validated against test
results, otherwise 1.1. If a method is found to give
Alternative Methods consistently higher or lower results than a statistically
significant number of test results, a different value of γf3
6.17 The modified MEXE method is generally may be adopted for the method.
considered to be an approximate method suitable for
preliminary assessment. However, if such an γm = 1.0, if Fc takes into account material deterioration.
assessment indicates that the bridge is inadequate, the
result must be confirmed by a more rigorous 6.21 The overall condition factor Fc will depend upon
assessment. Furthermore, when the depth of fill at the the method and is intended to cover deterioration in
crown is greater than the thickness of the arch barrel, material properties as well as defects in the structure
the results shall again be confirmed using an alternative such as those covered by the condition factor Fcm (see
method. There is a possibility that for such cases the 3.18 and 3.19) and the joint factor Fj of the modified
MEXE method may be unconservative. MEXE method. In the computer-based Pippard-MEXE
method described in BA 16 (DMRB 3.4.4), this overall
6.18 A number of computer programs have recently condition factor is to be taken as the product of Fcm and
been developed specifically for assessing the capacity Fj calculated for a modified MEXE assessment. If any
of masonry arch bridges. Before using such a program, aspect of material deterioration or any structural defect
the assessing engineer should satisfy himself that the can be and is taken account of directly in a particular
basic analysis is sufficiently accurate and also that the method, Fc should be modified accordingly. It is
program gives consistent results for the types of bridges imperative that double counting in this respect is
it covers. One method for ensuring this would be to avoided.
validate the program against available full scale test
results, such as those from the 10 tests organised by
TRL (Ref 10).
6.19 A comparison of three different methods of

assessment is described in BA 16 (DMRB 3.4.4). In
using any method other than the modified MEXE
method the following rules shall be complied with:
6/6 May 2001

Figure 6.3 Effective Width Under a Wheel Load
Figure 6.4 Combined Effective Width
May 2001 6/7

Wheel Load Dispersal Bogie Combination Conversion Factors

and/or Axle No Axle lift-off With axle lift-off
6.22 In the longitudinal direction, any applied wheel
load shall be deemed to have a dispersal of 2 vertical to Single Axle 1.0 -
1 horizontal through the fill material. Transversely, the
effective width of the arch barrel carrying a wheel load
applied at any position along the span can be derived as
shown in Figure 6.3 from the following formula: Critical
Double Axle 1.0* 1.28*
w = h + 1.5 (See Annex H for basis) Axle
Bogie Other
where h is the fill depth at the point under consideration Axle 1.0 0.50
and both w and h are in metres. The effective width for
a number of wheel loads located transversely on the
carriageway is the combined effective width as shown
in Figure 6.4, the overall width of the barrel or the An Outer +
width of the part of the barrel between two longitudinal Axle 1.0 1.50 1.28*
cracks, whichever is the least. When the third option is Triple
used, any longitudinal cracks should be ignored when Axle Middle
determining Fcm. Bogie Axle 1.0* 1.0* 1.0
6.23 The live loading to be applied to arches shall be Other Outer +

the single, double and triple axles given in Annex A for Axle 1.0 0.50 0.50
current AW vehicles up to 40/44 tonnes gross vehicle
weight. The nominal values of the axle weights shall be * Critical axle of bogie to be located at a position
determined by multiplying the gross axle weights to cause the most adverse loading effect.
obtained from Annex A by the appropriate conversion
factors given in Table 6.2. The possibility of lift-off in a + Conversion factor values for outer axles are
double or triple axle bogie shall be considered if the interchangeable to determine the most adverse
conditions on the arch are likely to cause this effect (see loading effect.
BA 16 (DMRB 3.4)). The axles shall be assumed to
have a 1.8m track and shall be located within 2.5m Note: Where an assessment is being carried out for
transverse lane widths, with a 0.7m minimum spacing bogies with air or fluid suspension, the conversion
between the track width of adjacent vehicles. factors for the no axle lift-off case shall apply
irrespective of the conditions on the arch.
6.24 For arch spans greater than 20m, the capacity
shall also be checked for 40 tonnes Assessment Live Table 6.2 Nominal Axle Weight Conversion Factors
Loading by application of the Type HA UDL and KEL,
as given in 5.18 to 5.20, appropriate to a loaded length
equal to half the arch span and positioned to produce Multispan Masonry Arch Bridges
the most onerous effect, multiplied by the respective
reduction factors given in 5.21. 6.26 Multispan masonry arch bridges shall be
assessed using the following principles:
6.25 Live loads must be factored for the ultimate limit
state. Two analyses should be made - one with (i) Any individual span of the bridge may be
unfactored dead load, to represent an estimate of the assessed as a single span arch provided the
least permanent load present when live load is applied, adjacent intermediate supports and spans are
and one with all dead loads factored for the ultimate structurally adequate;
limit state, to represent the greatest total load which
may be present on the structure. (ii) The intermediate supports and the adjacent spans
are to be considered adequate if, at the ultimate
limit state (ULS), when the live loading is placed
only on the span under question (in order to
produce the worst horizontal thrusts on the
adjacent parts of the structure), no tension occurs
6/8 May 2001

in any cross-section of the supports or the

adjacent spans. The critical sections are the top
and the base of a support and the near mid-span
and the springings of the adjacent spans;
(iii) Any individual span may be assessed as a single

span arch, even if tension develops in the
adjacent supports and the springings of the
adjacent spans under the conditions described in
(ii) above, provided there is no tension anywhere
else in these elements when the sections with
tension are represented as hinges.
6.27 The ultimate limit state (ULS) checks described

in the previous clause may be carried out using elastic
finite element or frame analysis. In order to produce
upper bound horizontal thrusts in the span loaded with
live load, the section underneath the critical axle load
should be represented as a hinge. Any other suitable
analysis method may also be used to carry out the
checks, provided the principles given in 6.26 are
adhered to.
6.28 In idealising the structure for the above checks,

full advantage shall be taken of any concrete or other
strong infill between the arches or any haunching at the
junctions. Such constructional details have the effect of
raising the line of the horizontal thrust onto the adjacent
arch thereby reducing the likelihood of any tension
occurring at the top of the adjacent arch.
6.29 The assessing engineer, from experience, may

decide the above checks to be unnecessary for bridges
with short and stocky intermediate piers and simply
assess each span as an individual single span arch.
May 2001 6/9

Part 3 BD 21/01 Strengths of Members
7. STRENGTHS OF MEMBERS
General erected in accordance with the requirements of

BS 5400 : Part 6. If it is considered that steel members
7.1 The strengths of members shall be assessed in were fabricated and erected to Standards that differ
accordance with the relevant requirements given in this from BS 5400 : Part 6 requirements, and that these
chapter. Several modes of failure may need to be differences are likely to adversely influence the strength
considered. of members, an appropriate value for the condition
factor, Fcm , shall be taken into account for these
7.2 Dimensions of members may be obtained from variations (see 3.18 and 3.19).
records but should be checked on site, due allowance
being made for corrosion, spalling and other defects. 7.10 If there is evidence of corrosion or damage in
reinforcement, the cross-sectional areas of the corroded
bars shall be assessed for inclusion in strength
Steel
calculations. In cases where severe loss of cross section
has occurred, consideration shall be given to the
7.3 The strength of steel members shall be assessed possible reduction in strength and ductility of the bars
in accordance with BD 56 (DMRB 3.4). The rules for in accordance with 4.3 to 4.6.
webs in BD 56 (DMRB 3.4) can be applied to riveted
construction by means of the following conversion. The assumed reduced size shall be recorded in the
Structure File so that adjustments can be made in any
7.4 In the expression for mfw in 9.9.2.2 of BD 56 subsequent assessment, in accordance with the
(DMRB 3.4), replace bfetf2 by 2zp where zp is the plastic documents contained in Volume 3, Section 1 of the
modulus of the flange section consisting of the flange Design Manual for Roads and Bridges (DMRB 3.1).
plate or plates and the flange angles.
7.5 It is essential to inspect the structure carefully Wrought Iron

and to take measurements of thicknesses, especially
where there is evidence of corrosion or reason to 7.11 Wrought iron is a material similar to steel and
suspect it, eg at the base of a web plate. It may be members should be assessed in accordance with 7.3 to
necessary to remove some concrete or road materials. 7.8.
The actual minimum section should be used in the
calculations. Cast Iron
7.6 Members should be checked for laminations,

7.12 Cast iron members are to be assessed on a
defect and cracks. permissible stress basis only, in accordance with 3.6
and using the permissible stresses in 4.10 and 4.11.
7.7 Splices on flanges and webs may govern the
strength, especially in old bridges. 7.13 The section modulus of cast iron girders may be
increased for live loading by the factor D/d (see paper
7.8 Rivets should be examined for corrosion,
by C S Chettoe, N Davey and G R Mitchell (Ref 6))
especially on the underside of decks or in places where
where D is the overall depth of the deck less 75mm for
access for maintenance is difficult. The effects on rivets
surfacing material and d is the depth of the bare girder
of alternating loads (stress reversal) should be allowed
at midspan provided the following conditions are
for.
present:
Concrete (i) The girders are known to be firmly embedded in
well consolidated filling material, other than pure
7.9 The strength of concrete members shall be sand or pure clay;
assessed in accordance with BD 44 (DMRB 3.4).
(ii) There are no services in the carriageway which
Note: The requirements of BD 56 (DMRB 3.4) are would decrease the support rendered by the fill,
applicable to steelwork which has been fabricated and eg stoneware pipes or large diameter water or gas
mains.
May 2001 7/1
Strengths of Members Part 3 BD 21/01
7.14 The factor D/d shall not be applied to

longitudinal girders consisting of cast iron troughs. The
maximum value for D/d which may be applied to the
section modulus of cast iron sections for live load, shall
not exceed 2.0. Should openings be made in the
carriageway after an assessment which used the D/d
factor, the opening must be back filled with concrete, or
the assessment reconsidered.
7.15 Cast iron struts that are adequately braced

should be assessed by the Gordon-Rankine equation as
follows:
 F. a. L2S 
(
P = 2 × 10 −4 × ) ( fc . A ) / 

1 +
Kr2 

where P = safe load (kN)

fc = compressive yield stress
= 555 N/mm²
A = cross-section area (mm²)
LS = length (mm)
Kr = least radius of gyration (mm)
F = end fixity factor given in Table 7.1
1
a = material factor,
1600
Masonry
7.16 The strength of masonry members shall, in

general, be assessed in accordance with 4.12 and
BS 5628, except that in the case of arch barrels the
empirical modified MEXE method of assessment (see
6.15 and 6.16) should be used at least as a first
approximation.
Composite
7.17 The strength of composite members shall be

assessed in accordance with BD 61 (DMRB 3.4).
End Condition F
Both ends pin jointed 1

One end fixed, one end pin jointed 0.5
Both ends rigidly fixed 0.25
One end fixed, one end entirely free 4
Table 7.1 Values of End Fixity Factor (F)
7/2 May 2001

Part 3 BD 21/01 Sub-structures, Foundations and Walls
8. SUB-STRUCTURES, FOUNDATIONS AND WALLS
General Spandrel Walls
8.1 This chapter deals with the assessment of the 8.7 Spandrel walls affect the carrying capacity of
sub-structures and foundations for all types of bridges, arch bridges and should be assessed separately from the
retaining walls, dry-stone walls and spandrel walls to arch barrel. They should not be assumed to provide
arch bridges. It should be noted that in most cases these support or strength to arch barrels. The assessment of
structures are not amenable to assessment by spandrel walls should be based upon the results of
calculation and must be assessed qualitatively by visual surveys. Advice on the interpretation of these
considering the condition of the structure and the observations and their application to the assessment of
significance of any defects. Advice on the assessment spandrel walls is given in BA 16 (DMRB 3.4.4).
of these structures is given in BA 16 (DMRB 3.4.4) and
BA 55 (DMRB 3.4.9). The requirements for the
inspection of these structures are given in Chapter 2 of
this Standard, with particular emphasis being placed on
the various defects which should be identified.
Sub-structures, Foundations and Retaining Walls
8.2 The assessment of sub-structures, foundations

and retaining walls should be based upon the results of
their detailed inspection. Advice on the interpretation of
these observations is given in BA 16 (DMRB 3.4.4).
8.3 However, in certain circumstances an analytical

assessment approach shall be adopted (see 2.1 to 2.13,
Chapter 3 and BA 55 (DMRB 3.4.9).
8.4 If for any reason the dead load applied to the

sub-structure, foundations or retaining walls is to be
increased, the form and extent of the foundations must
be determined and the adequacy of the subsoil to carry
the additional loads proved using conventional ground
investigation techniques.
8.5 If a foundation, retaining wall or a substructure

shows no signs of distress, if there is no evidence of
scour either externally or internally, and if no
significant increases in load are envisaged, then the
foundation, retaining wall or sub-structure may be
assumed to be adequate and no further assessment is
necessary.
Dry-stone Walls
8.6 The assessment of dry-stone walls should be

based upon the results of visual surveys of the
structures. Advice on the interpretation of these
observations and their application to the assessment of
dry-stone walls is given in BA 16 (DMRB 3.4.4).
May 2001 8/1

Part 3 BD 21/01 Assessment for Restricted Traffic
9. ASSESSMENT FOR RESTRICTED TRAFFIC
General distress in the sub-structures and/or foundations,

consideration should be given to whether reducing the
9.1 Structures which cannot sustain the 40 tonnes live loading would alleviate the distress. If this is felt to
Assessment Live Loading, and which are not scheduled be the case, it would be appropriate to supplement the
for immediate replacement or strengthening, shall be requirements of Chapter 8 with the imposition of
reassessed in accordance with 9.2 to 9.4 for the levels weight restrictions corresponding to a level of
of restricted Assessment Live Loading as described in Assessment loading in accordance with 9.14 to 9.19.
9.5 to 9.9. Where a structure cannot sustain the 18
tonnes or 7.5 tonnes Assessment Live Loading, it may Reduced Vehicular Loadings
be necessary to check which types of Fire Engines (FE)
can be carried in accordance with 9.5 to 9.9. A structure 9.5 The main levels of restricted Assessment Live
which cannot carry the 7.5 tonnes Assessment Live Loading which may be used for reassessment are
Loading may be assessed for 3 tonnes Assessment Live described in 5.8 to 5.33 and are as follows:
Loading (Car loading), if it is considered desirable to
keep the bridge open under this level of loading. When (i) 26 tonnes Assessment Live Loading;
the structure cannot sustain any of the loadings
described in this Standard, it should be considered for (ii) 18 tonnes Assessment Live Loading;
immediate closure. The relationship between
assessment and weight restrictions is considered in 9.14 (iii) 7.5 tonnes Assessment Live Loading.
to 9.20.
9.6 These loadings shall be used to assess the
Method of Reassessment for Restricted Loadings appropriate gross vehicle weight that the structure is
capable of carrying.
Superstructures (Except Masonry Arch Bridges) 9.7 For masonry arches the additional Assessment
Live Loading levels of 33 tonnes, 13 tonnes and 10
9.2 The reassessment should be carried out for the tonnes given in Annex F should also be considered.
appropriate level of Assessment Live Loading as
described in 9.5 to 9.9. Requirements for determining 9.8 In addition the FE loadings, which are also
Assessment Live Loading effects are given in 5.8 to described in 5.8 to 5.33, may be used to check which
5.33. These live loading effects shall be added to the groups of these vehicles may still be permitted to use a
other assessment load effects in accordance with 3.7 to structure when the structure cannot carry the 18 tonnes
3.10. Assessment Live Loading. A structure may be capable
of carrying an FE of greater gross weight than that
Masonry Arch Bridges permitted under the corresponding main level of
Assessment Live Loading, because the construction of
9.3 The maximum axle loads that correspond to the
FEs is such that their axle configuration and weight
Assessment Live Loadings given in 9.5 to 9.9 are listed
distribution impose a lesser loading on the structure
in Annex F. The modified MEXE method for the
than the most critical AW vehicles. Additionally, the
assessment of these structures determines the value of
structure may be marginally stronger than the minimum
the allowable axle or bogie loading directly.
required to carry the restricted Assessment Live
Sub-structures and Foundations Loading.
9.4 Generally the requirements of Chapter 9 are not 9.9 In appropriate circumstances and as an
alternative to complete closure, the 3 tonnes
applicable to the assessment of sub-structures and
Assessment Live Loading may be used for the
foundations. Their assessment is primarily based on the
assessment of structures that are not capable of
qualitative judgement of information obtained during
inspection, in accordance with the requirements of sustaining the 7.5 tonnes Assessment Live Loading.
Chapter 8. However, if inspection reveals signs of
May 2001 9/1

Assessment for Restricted Traffic Part 3 BD 21/01
Loading With Lane Restrictions be weight restricted. If it cannot carry these loads, the
structure should be reassessed for one of the other
General Assessment Live Loading levels, ie 26 tonnes
Assessment Live Loading (9.15), 18 tonnes Assessment
9.10 In some cases it may be feasible to sustain the Live Loading (9.16) or 7.5 tonnes Assessment Live
40 tonnes or a specified level of restricted Assessment Loading (9.17). Structures which cannot carry 7.5
Live Loading by the imposition of lane restrictions tonnes Assessment Live Loading may, in appropriate
which reduce either the number and/or the width of circumstances, be assessed for the 3 tonnes Assessment
lanes available for traffic. When determining the Live Loading (9.18). A group or groups of FEs may be
feasibility of adopting lane restrictions, consideration excluded from the gross vehicle weight restrictions
shall be given to the effect on traffic flow. Lane provided that the structure has been shown to be
restrictions, particularly restrictions requiring one-way capable of sustaining the loading for the appropriate
operation, may impose severe delays. group or groups of FEs (9.19).
Assessment Method 9.15 26 tonnes Assessment Live Loading. When a

structure can sustain the 26 tonnes Assessment Live
9.11 The reduced carriageway width shall be divided Loading but not the 40 tonnes Assessment Live
into notional lanes in accordance with 5.6. The Type Loading, the weight restriction shall be 26 tonnes gross
HA loading is applied to these notional lanes taking vehicle weight (gvw).
into account the reductions given in 5.23 to 5.25. It
should be noted that additional analysis will be required 9.16 18 tonnes Assessment Live Loading. When a
as it is not possible to derive the loading effects for the structure can sustain the 18 tonnes Assessment Live
restricted lanes directly from the Type HA loading Loading but not the 26 tonnes Assessment Live
effects derived for unrestricted lanes. Appropriate Loading, the weight restriction shall be 18 tonnes gross
Reduction Factors from 5.8 to 5.33 shall be applied to vehicle weight (gvw).
the Type HA loading effects to determine the level of
Assessment Live Loading which can be carried by the 9.17 7.5 tonnes Assessment Live Loading. When a
restricted lanes. structure can sustain the 7.5 tonnes Assessment Live
Loading but not the 18 tonnes Assessment Live
9.12 In the assessment, care must be taken to ensure Loading, the weight restriction shall be 7.5 tonnes gross
that the disposition of the restricted lanes does not vehicle weight (gvw).
impose an unduly adverse distribution of loading on
particular parts of the structure. 9.18 3 tonnes Assessment Live Loading. When a
structure can sustain the 3 tonnes Assessment Live
Application Loading but not the 7.5 tonnes Assessment Live
Loading, the weight restriction shall be 3 tonnes gross
9.13 Lane restrictions shall be applied by physically vehicle weight (gvw).
constraining the carriageway width available to vehicles
by use of obstructions such as kerbs, raised paving, 9.19 FE loading. The group(s) of FE that may be
barriers, etc. The additional superimposed dead loads excluded from the vehicle restriction order for
from such obstructions shall be considered in the structure, that can only sustain 7.5 tonnes Assessment
assessment. The use of markings on the existing road Live Loading or 3 tonnes Assessment Live Loading,
surface to delineate the carriageway width is not a shall be determined by reference to Annex E.
reliable method for applying the restriction in dense
traffic conditions. Weight Restrictions for Masonry Arch Bridges
9.20 When the capacity of the arch is assessed in

Weight Restrictions terms of allowable axle and bogie loads, the appropriate
level of weight restriction shall be determined from
General Annex F. This lists the required axle load capacities in
terms of gross vehicle weights for all the levels of
9.14 All structures, assessed by the use of this loading described in 9.5 to 9.9 together with additional
Standard, shall, where required, be restricted in terms of levels at 33, 13 and 10 tonnes respectively.
gross vehicle weight. A structure which can sustain the
40 tonnes Assessment Live Loading will not require to
9/2 May 2001

Part 3 BD 21/01 Assessment for Restricted Traffic
Restriction Signs
9.21 The Traffic Signs Regulations and General

Directions 1994 are being revised to include higher
weight limit signs. It is expected these will come into
force during 2001. In the meantime special
authorisation of the higher limits can be made by the
DETR in the normal way. In Northern Ireland, weight
limit signs in the Traffic Signs Regulations (Northern
Ireland) 1997 can already be varied to the new limits.
May 2001 9/3

Part 3 BD 21/01 References
10. REFERENCES
The following documents are referred to in the text of BS 15 : 1948 : Mild Steel for General Structural
the Standard: Purposes
1. Pippard A.J.S - 'The Approximate Estimation of BS 427 : Methods of Vickers Hardness Test
Safe Loads on Masonry Bridges' - Civil Engineer in
War, I.C.E. 1948. BS 648 : 1964 : Schedule of Weights of Building
Materials
2. Heyman J. - 'The Estimation of the Strength of
Masonry Arches' - ICE Proceedings Part 2, December BS 968 : 1962 : High Yield Stress (Welding Quality)
1980 pp 921-937. Structural Steel
3. Heyman J. - 'The Masonry Arch' - Ellis BS 2762 : 1956 : Notch Ductile Steel for General
Horwood, 1982. Structural Purposes
4. Pippard A.J.S. and Baker J.F. - 'The Analysis of BS 2846 : Part 3 : 1975 Determination of Statistical
Engineering Structures' - Edward Arnold, 1968. Tolerance Interval
5. Morice P.B., and Little G. - 'The Analysis of BS 4360 : 1986 : Weldable Structural Steels
Right Bridge Decks Subjected to Abnormal Loading' -
Cement and Concrete Association, London, 1956 pp 43. BS 5268 : Code of Practice for the Structural Use of
Timber
6. C.S. Chettoe, N.Davey and G.R.Mitchell - 'The
Strength of Cast Iron Bridges' - Journal of the BS 5400 : Steel, Concrete and Composite Bridges
Institution of Civil Engineers No 8 October 1944.
Part 3 : 1982 : Code of Practice for Design of Steel
7. M.A. Crisfield and A.J. Packham - 'A Bridges, including Amendment No. 1
mechanism program for computing the strength of
masonry arch bridges 2' - TRRL Research Report 124, Part 6 : 1999 : Specification for Materials and
1987. Workmanship, Steel
8. 'First Report on Prestressed Concrete' - Section 9.1 : 1983 : Code of Practice for Design of
Institution of Structural Engineers, 1951. Bridge Bearings
9. Hendry A - 'Masonry Properties for Assessing Section 9.2 : 1983 : Specification for Materials,
Arch Bridges' - TRRL Contractor Report No. 244, Manufacture and Installation of Bridge Bearings
TRRL, Crowthorne, 1991.
Part 10 : 1980 : Code of Practice for Fatigue
10. Page J. - 'Assessment of Masonry Arch Bridges'
- Proceedings of the Institution of Highways and BS 5628 : Code of Practice for the Structural Use of
Transportation National Workshop, Leamington Spa, Masonry
March 1990.
Part 1 : 1978 : Unreinforced Masonry
11. Davy N. - 'Tests on Road Bridges' - National
BS 6089 : 1981 : Guide to Assessment of Concrete
Building Studies Research Paper No. 16, HMSO, 1953.
Strength in Existing Structures
12. Chettoe CS and Henderson W - 'Masonry Arch
14. The following is a list of documents in the
Bridges. A Study' - Proc Inst. Civ Engrs, London, 1957.
Design Manual for Roads and Bridges to which
13. The following is a list of British Standards to reference is made in this Standard:
which reference is made in this Standard:
May 2001 10/1

References Part 3 BD 21/01
Volume 1 Section 3 General Design BA 38 Assessment of the Fatigue Life of Corroded or

Damaged Reinforcing bars
BD 9 Implementation of BS 5400 : Part 10 : 1980
BA 44 The use of BD 44 for the Assessment of
BD 15 General Principles for the Design and Concrete Highway Bridges and Structures
Construction of Bridges: Use of BS 5400 : Part 1 : 1988
BA 54 Load Testing for Bridge Assessment
BD 37 Loads for Highway Bridges
BA 55 The Assessment of Bridge Substructures and
Foundations, Retaining Walls and Buried Structures
Volume 2 Section 2 Special Structures
BA 56 The use of BD 56 for the Assessment of Steel
BD 31 Buried Concrete Box Type Structures Highway Bridges and Structures
SB 3 Rigid Buried Concrete Structures [for use in BA 61 The use of BD 61 for the Assessment of
Scotland only] Composite Highway Bridges and Structures
BA79 The Management of Sub-standard Highway

Volume 3 Section 3 Repair Structures
BA 35 The Investigation and Repair of Concrete

Highway Structures Volume 7 Section 3 Pavement Maintenance Assessment
HD29 Structural Assessment Methods

Volume 3 Section 4 Assessment
15. The following is a list of Statutory Instruments
BD 34 Technical Requirements for the Assessment and to which reference is made in this Standard:
Strengthening Programme for Highway Structures -
Stage 1 - Older Short Span Bridges and Retaining The Road Vehicles (Authorised Weight) Regulations
Structures 1998 (SI 1998/3111)
BD 44 The Assessment of Concrete Highway Bridges The Road Vehicles (Construction and Use) Regulations
and Structures 1986 (SI 1986/1078) as amended
BD 46 Technical Requirements for the Assessment and The Motor Vehicles (Authorisation of Special Types)
Strengthening Programme for Highway Structures - General Order 1979 (SI 1979/1198) as amended
Stage 2 - Modern Short Span Bridges
The Traffic Signs Regulations and General Directions
BD 50 Technical Requirements for the Assessment and 1994 (SI 1994/1519) (these Regulations are being
Strengthening Programme for Highway Structures - revised to include new weight limits and are expected
Stage 3 - Long Span Bridges to come into force during 2001).
BD 56 The Assessment of Steel Highway Bridges and The Motor Vehicles (Authorised Weight) Regulations
Structures (Northern Ireland) 1999
BD 61 The Assessment of Composite Highway Bridges The Motor Vehicles (Construction and Use)
and Structures Regulations (Northern Ireland) 1989
BA 16 The Assessment of Highway Bridges and The Motor Vehicles (Authorisation of Special Types)
Structures (a 2001 version is in the course of Order (Northern Ireland) 1997 (SR 1997 No 109)
preparation)
The Traffic Signs Regulations (Northern Ireland) 1997
BA 34 : Technical Requirements for the Assessment (SI 1997/336)
and Strengthening Programme for Highway Structures:
Stage 1 - Older Short Span Bridges and Retaining

Structures
10/2 May 2001

Part 3 BD 21/01 Enquiries
11. ENQUIRIES
All technical enquiries or comments on this Standard should be sent in writing as appropriate to:
Chief Highway Engineer

The Highways Agency
St Christopher House
Southwark Street J KERMAN
London SE1 0TE Chief Highway Engineer
Chief Road Engineer

Scottish Executive Development Department
Victoria Quay
Edinburgh J HOWISON
EH6 6QQ Chief Road Engineer
Chief Highway Engineer

The National Assembly for Wales
Cynulliad Cenedlaethol Cymru
Crown Buildings
Cathays Park J R REES
Cardiff CF10 3NQ Chief Highway Engineer
Director of Engineering
Department for Regional Development
Roads Service
Clarence Court
10-18 Adelaide Street G W ALLISTER
Belfast BT2 8GB Director of Engineering
May 2001 11/1

Volume 3 Section 4 Annex A
Part 3 BD 21/01 AW Vehicle and Axle Weights
ANNEX A. AW VEHICLE AND AXLE WEIGHTS
A1. AW Vehicle and Axle Weights

The maximum gross vehicle and axle weights allowable under the Road Vehicles (Authorised Weight) Regulations
19981 are tabulated below. In the case of vehicles these are associated with specified minimum axle spacings. Full
details of these spacings and the corresponding gross vehicle weights for closer spacings are given in the
regulations. For existing vehicles and for 44 tonne intermodal transport journeys, the Road Vehicles (Construction
& Use) Regulations 1986 as amended still apply.
a. Rigid Vehicles
No of axles Gross Vehicle Weight (tonnes)
2 18.00
3 26.00
4 32.00
b. Articulated Vehicles
No of axles
Tractor Trailer Gross Vehicle Weight (tonnes)
2 1 26.00
2 2 38.00
2 3 or more 40.00
3 1 36.00
3 2 or more 40.00 and 44.003
3 3 41.002
3 3 44.002
3 (Articulated bus) 28.00
c. Single Axle
Gross Axle Weight (tonnes)
Driving Axle 11.5
Non-Driving Axle 10.0
d. Bogies
No of Axles o/a Minimum Axle Spread (m) Gross Bogie Weight (tonnes)
2 Driving < 1.00 11.5
2 Driving 1.00 but < 1.30 16.00
2 Driving > 1.30 18.00
2 Driving > 1.30 19.004
2 Non-driving < 1.00 11.00
2 Non-driving 1.00 but < 1.30 16.00
2 Non-driving 1.30 but < 1.80 18.00
2 Non-driving > 1.80 20.00
3 Non-driving < 2.60 21.00
3 Non-driving > 2.60 24.00
May 2001 A/1

Annex A Volume 3 Section 4
AW Vehicle and Axle Weights Part 3 BD 21/01
e. Weight by reference to axle spacing – rigid vehicles

The maximum authorised weight in kilogrammes in the table below is the distance between the centres of outer
axles of the vehicles (in metres) multiplied by the factor in the third column and rounded up to the nearest 10 kg, if
that number is less than the maximum authorised weight.
Description of vehicle Number of Factor to determine Maximum

axles maximum authorised authorised weight
weight (kg)
Rigid motor vehicle 2 6,000 18,000
Tractor unit 2 6,000 18,000
Trailer which is not a semi- 2 6,000 18,000
trailer or centre-axle trailer
Rigid motor vehicle 3 5,500 25,000, 26,0004
Tractor unit 3 or more 6,000 25,000, 26,0004
Trailer which is not a semi- 3 or more 5,000 24,000
trailer or centre-axle trailer
Rigid motor vehicle 4 or more 5,000 30,000, 32,0004
Articulated bus Any number 5,000 28,000
f. Weight by reference to axle spacing – articulated vehicles
The maximum authorised weight in kilogrammes for an articulated vehicle in the table below is the distance
between the kingpin and the centre of the rearmost axle of the semi-trailer (in metres) multiplied by the factor in
the third column and rounded up to the nearest 10 kg, if that number is less than the maximum authorised weight.
Description of vehicle combination Number of Factor to determine

axles maximum authorised weight
Articulated vehicle 3 or more 5,500
Notes
1 The references for the Statutory Instruments promulgating the Road Vehicles (Authorised Weight)
Regulations are given in 1.10.
2 10.5 tonne axle.
3 International intermodal transport journeys only (permitted under the Road Vehicles (Construction and Use)
Regulations 1986 as amended).
4 The driving axle if it is not a steering axle is fitted with twin tyres and road-friendly suspension, or each
driving axle has twin tyres and no axle has an axle weight exceeding 9,500 kg.
A/2 May 2001

Volume 3 Section 4 Annex B
Part 3 BD 21/01 Increase in Loading Due to Centrifugal Action
ANNEX B. INCREASE IN LOADING DUE TO

CENTRIFUGAL ACTION
Figure B1
Where the loading is to be applied as an equivalent static live load in accordance with 5.41 to 5.43, W/2 may be
considered as one of the longitudinal line loads or one of the point loads. The equivalent static live loads adjusted
for centrifugal effects are given by R1 and R2. Assuming conservatively, h = 1.75 m and d = 1.8 m the following
value for factor FA is obtained:
FA = 1 + 0.20 v²
r
Maximum value of r (above which centrifugal effect may be ignored): Centrifugal effects will only need to be
considered when the adjustment of the static live loads is equal to or greater than 25%.
2v2 h 8v 2 h
FA = 1 + ≥ 1.25, or r <
grd gd
Testing at the Transport Research Laboratory established the following relationship between v and r:
100 gr
v =
r +150
Substituting for v in the above inequality gives
h
r < 800 − 150
d
Substituting h = 1.75 and d = 1.8m gives
r < 628m
which means that for a radius greater than 600m (rounded value), centrifugal effects may be ignored.
May 2001 B/1
Volume 3 Section 4 Annex C
ANNEX C. PROPERTIES OF MATERIALS
C1. Wrought Iron
Determination of Characteristic Yield Stress. A value for the characteristic yield stress may be obtained by testing
samples of material taken from the structure to be assessed.
Where such test results are to be used, the characteristic yield stress shall be inferred from these results by one of
the following two methods:
(i) The mean and standard deviation of the test results shall be calculated and the 95% one-sided tolerance
interval determined with 95% confidence for the number of results available from Table 7 in annex B to BS
2846 : Part 3 : 1975 (use the column for (1 - α) = 0.95, P = 0.95).
(ii) The mean of the test results shall be calculated and an amount of
 1 
1.645 σ  1 + 
 n
subtracted from it where
σ is the known standard deviation, to be taken as 26 N/mm²:
n is the number of test results.
Note: It must be appreciated that the yield stress of wrought iron determined from samples varies over a wide
range, typically from 180 to 340 N/mm², and this range is not necessarily much narrower when samples are taken
from the same structure. It is, therefore, unlikely that a few test results will provide any more reliable information
about the yield stress of the material in the structure as a whole than the value given in 4.9, which is based on a
large number of tests.
The methods of inferring the characteristic yield stress given above make allowance for this variation in results.
The first method implies the determination of the standard deviation from the test results only and will give lower
results for the characteristic yield stress, since it must allow for the wide possible variation in standard deviation. It
is only likely to be suitable if more than ten test results are available.
The second method is based on the reasonable assumption that the standard deviation of results is the same for the
samples taken from the particular structure as that determined from the larger number of results on which the value
in 4.9 is based. This method is suitable for small numbers of results though, again, the allowance for uncertainty
necessarily increases as the number of results is reduced.
May 2001 C/1

Annex C Volume 3 Section 4
* The above table is only valid for plates, flats and sections up to 51mm thickness.
# BS 15 revision September 1961. Universal beams and universal columns with flange thicknesses less than
38mm have minimum yield stresses of 247N/mm2.
Table C2 Structural Steel: Minimum Yield Stresses to Post 1955 British Standards
C/2 May 2001

Volume 3 Section 4 Annex D
Part 3 BD 21/01 Loading from Vehicles
ANNEX D. LOADING FROM VEHICLES
D1. Introduction
The effect of vehicular traffic on cross-girders and slabs spanning transversely including skew slabs with
significant transverse action, and buried concrete box structures with cover greater than 0.6m, can be determined
directly by considering individual vehicles and using a suitable method of analysis such as a grillage computer
program.
As a first step, transverse spanning members should initially be assessed using the simple methods given in BA 16
(DMRB 3.4) where these are appropriate. If this initial assessment shows that the members are inadequate, then
further analysis using the loading and methods given in this Annex shall be undertaken.
D2. Critical Vehicles
The details of critical vehicles for full assessment live loading are given in Table D1. It is necessary to consider all
these vehicles to determine the most onerous effects.
Table D2 gives details of the critical AW vehicles to be considered for restricted assessment live loading.
D3. Vehicle Application and Lane Widths
The following loads shall be applied:
a. Single vehicle (with single axle impact)
b. Convoy of vehicles (jam situation with no axle impact)
All members shall be capable of sustaining the worst effects resulting from the separate application of these loads.
The carriageway shall be divided into 2.5m wide lanes which shall be located at the positions causing the most
adverse loading effects. The vehicle(s) shall be positioned within the lane to cause the most onerous loading effect
but there should be at least 0.7m lateral spacing between wheel centres of adjacent vehicles*. The wheel loads
should be applied at 1.8m transverse spacing on the axle over a 0.3 x 0.3m square contact area. In addition there
will be a UDL of 5kN/m² where the carriageway width is such that it accommodates an integral number and a
fractional part of a 2.5m lane. This load is applied over the fractional part of lane. The full effects of loading from
vehicles in two adjacent lanes only shall be considered. For vehicles in lanes 3 and in lanes 4 and other lanes
factors of 0.5 and 0.4 respectively shall be applied to the loading effects. Where convoys of vehicles are considered
the minimum distance between vehicles shall be 1.0m.
The wheel loads of vehicles used for the assessment of buried concrete box structures (cover greater than 0.6m),
shall be dispersed from the carriageway to the top of the buried structure in accordance with BA 55 (DMRB 3.4.9).
*Note: For the assessment of buried concrete box structures, there should be at least 1.5m lateral spacing between
wheel centres of adjacent vehicles. The impact factor shall be applied to a single axle of a single vehicle in one
lane only. The adjacent vehicle shall have no axle impact.
May 2001 D/1

Annex D Volume 3 Section 4
Loading from Vehicles Part 3 BD 21/01
Vehicle No. of AXLE WEIGHTS AND SPACING

Gross Axles
Weight
(tonnes) 01 W1 A1 W2 A2 W3 A3 W4 A4 W5 A5 W6 02
(m) (tonnes) (m) (tonnes) (m) (tonnes) (m) (tonnes) (m) (tonnes) (m) (tonnes) (m)
321 4 1.0 6.50 1.20 6.50 3.90 11.50 1.30 7.50 1.0
382 4 1.0 6.50 3.00 11.50 5.10 10.00 1.80 10.00 1.0
403 5 1.0 6.00 3.00 11.50 4.20 7.50 1.35 7.50 1.35 7.50 1.0
404 5 1.0 6.00 2.80 11.50 1.30 6.50 5.28 8.00 1.02 8.00 1.0
405 5 1.0 5.00 2.80 10.50 1.30 4.50 4.80 10.00 1.80 10.00 1.0
416 6 1.0 5.00 2.80 10.50 1.30 5.00 4.18 6.83 1.35 6.83 1.35 6.83 1.0
447 6 1.0 6.00 2.80 10.50 1.30 5.00 4.70 7.50 1.35 7.50 1.35 7.50 1.0
448 5 1.0 7.00 2.80 11.50 1.30 7.50 7.60 9.00 1.35 9.00 1.0
Notes
1 4-axle rigid
2 2+2 artic
3 2+3 artic
4 3+2 artic, W2 and W3 can be reversed for worst effect
5 3+2 artic, with 10.5 tonne drive axle, W2 and W3 can be reversed for worst effect
6 3+3 artic, maximum axle weight 10.5 tonnes, W2 and W3 can be reversed for worst effect
7 3+3 artic, maximum axle weight 10.5 tonnes, W2 and W3 can be reversed for worst effect
8 3+2 artic, 40ft ISO container, international intermodal journeys only, W2 and W3 can be reversed for worst effect
Key: 01 and 02 - overhang (m)
W1, W2 etc - axle weights (tonnes)
A1, A2, etc - axle spacings (m)
01 A1 A2 A3 A4 A5 02
v v v v v v
W1 W2 W3 W4 W5 W6
Table D1 Critical Road Vehicles (Authorised Weight Regulations)
D/2 May 2001

Volume 3 Section 4 Annex D
Part 3 BD 21/01 Loading from Vehicles
D4. Vehicle Nominal Loading
The nominal loading in each lane shall be as follows:
a. Single vehicle - An impact factor of 1.8 shall be applied to the most critical axle of the vehicle positioned at
the most onerous part of the influence line diagram. See Chapter 14 of reference 4. The factored axle and
remaining unfactored axles shall be taken as the nominal loads.
b. Convoy of vehicles - The unfactored axle weights shall be taken as the nominal loads.
The partial factors for loads given in this Standard shall be applied for deriving assessment load effects.
Assessment Vehicle Vehicle No. AXLE WEIGHTS AND SPACING

Live Ref. Gross of
Loading Weight Axles
Level (tonnes) 01 W1 A1 W2 A2 W3 02
(m) (tonnes) (m) (tonnes) (m) (tonnes) (m)
26 RA 20.32 3 1.0 4.32 2.67 8.00 1.02 8.00 1.00

26 RB 26.00 3 1.0 7.00 3.42 9.50 1.30 9.50 1.00
26 RC 26.00 3 1.0 7.00 3.42 11.50 + 1.30 7.50 + 1.00
26 RD 26.00 3 1.0 6.50 3.00 11.50+ 5.30 8.00 + 1.00
18 RE 18.00 2 1.0 6.50 3.00 11.50 1.00
7.5 RF 7.50 2 1.0 6.00 2.00 1.50 1.00
3 RG 3.00 2 0.75 2.10 2.00 0.90 1.00
RA Short wheelbase, minimum bogey axle spacing, vehicle

RB Maximum equal bogey axle weight vehicle
RC Maximum axle weight
RD 3-axle articulated, king-pin assumed 0.2m in front of centre-line of rear axle
+ Note: W2 and W3 are interchangeable to determine the most adverse effect.
Table D2 Critical Road Vehicles (Authorised Weight Regulations) to be Considered When Assessing
for Restricted Assessment Live Loading Levels
May 2001 D/3

Volume 3 Section 4 Annex E
Part 3 BD 21/01 Fire Engines
ANNEX E. FIRE ENGINES
Make of Gross Axle Weight Distribution

Fire Engine Weight Spacing (m) (tonnes)
(tonnes) Front Rear
Dennis DF 16.26 3.60 6.10 - 10.16

Leyland MS 1600 16.26 3.68 6.61 - 10.17
Leyland MS 1600 16.26 4.62 6.61 - 10.17
Leyland MS 1600 16.26 5.26 6.61 - 10.17
Dodge 16.26 5.8 6.61 - 10.17
Dodge 16.26 5.2 6.61 - 10.17
Dodge 16.26 4.5 6.61 - 10.17
Dodge 13.21 4.04 4.83 - 9.15
Dodge 13.21 3.8 4.83 - 9.15 Group 1
Ford 13.00 3.73 4.83 - 9.15
Ford 13.00 4.04 4.83 - 9.15
Bedford SLR1 12.55 3.84 4.37 - 8.89
Bedford SLRA 12.55 3.51 4.37 - 8.89
Dodge 12.20 3.50 4.58 - 8.64
Dennis RS & SS 11.70 3.60 4.80 - 7.20
Dennis Rapier 11.00 3.60 4.48 - 6.52
Dennis Sabre 13.00 3.80 5.50 - 7.50
Dennis Sabre 14.50 4.20 5.50 - 9.00
Mercedes-Benz ATEGO 13.50 3.86 4.70 - 9.30
DAF FF55.230 14.00 3.90 4.50 - 9.50
Dodge 7.50 3.50 3.26 - 5.08 Group 2

Dodge 6.60 3.60 2.30 - 4.90
Table E1: Fire Engines
E1. Loading
The above table contains the critical fire engines for Group 1 and 2 assessment levels, although this list is not
exhaustive. For fire engine vehicles other than those listed above (such as three-axle fire engines with turntable
ladders), it will be necessary to obtain axle loads and spacings from the vehicle manufacturer. The maximum gross
vehicle weights for use of these other fire engines in the UK are generally given as either 18 tonnes or 26 tonnes as
appropriate. The vehicle loading is to be applied as described in Annex D, excepting that a maximum of 3 fire
engines, together with any other vehicles of the appropriate type (3 tonnes cars and vans), shall be applied to the
structure at any one time.
May 2001 E/1

Volume 3 Section 4 Annex F
Part 3 BD 21/01 Axle Weights for Restricted Assessment Live Loadings
ANNEX F. AXLE WEIGHTS FOR RESTRICTED

ASSESSMENT LIVE LOADINGS
Restricted Assessment Maximum Gross Vehicle Maximum Axle Weight

Live Loading (tonnes) Weight (GVW) (tonnes) (tonnes)
Single Axle Double Axle

(per Axle)
33 32 11.5 9.5
26 26 11.5 9.5
18 18 11.5 -
13 12.5 9 -
10 10 7 -
7.5 7.5 5.5 -
3 3 2 -
Fire Engines
Group 1 10 -
Group 2 5 -
Table F1 Axle Weights for Restricted Assessment Live Loadings
May 2001 F/1

Volume 3 Section 4 Annex G
Part 3 BD 21/01 Background to Type HA Loading and Assessment Live Loading
ANNEX G. BACKGROUND TO TYPE HA LOADING

AND ASSESSMENT LIVE LOADING
G1. Introduction
The type HA loading Assessment Live loading for short spans (2-50m length) has been derived from first
principles using the latest available data. The method used to derive the loading has been compared with some
findings from the work to determine the partial material factors in BS 5400 : Part 3, which uses probability theory.
These findings indicated that the 95% characteristic load (ie 5% chance of occurring in 120 years) was
approximately the same as the current serviceability loading, ie 1.2 x HA. Using the same statistical load model it
was shown that the ultimate load (ie 1.5 x HA) occurred with a return period of 200,000 years or 0.06% chance in
120 years. This latter concept has been adopted for deriving the new loading by assuming that the worst credible
load that can reasonably be expected to occur in the lifetime of the bridge will be equivalent to 1.5 x HA. Hence
the value of the nominal HA can be found directly by dividing by 1.5.
Four elements have been used to generate the extreme loads, namely:
(i) Loading from AW vehicles;
(ii) Impact;
(iii) Overloading;
(iv) Lateral bunching.
Each of these elements is discussed in more detail later. The loading has been derived for a single lane only. It has
been assumed that if two adjacent lanes are loaded there is a reasonable chance that they will both be equally
loaded.
G2. Vehicle Loading and Impact
It has been assumed that spans can be fully occupied by convoys of particular vehicles which are fully laden to the
limits prescribed by the AW Regulations. The bending moment and shear force effects on a simply supported span
due to specified numbers of these vehicles have been derived using a computer program which automatically
selects the most onerous load case. By running a comprehensive range of all the possible vehicles it was possible to
produce an envelope of moments and shears for all current legal AW vehicles. It was assumed that there was a
1 metre gap between each vehicle.
Impact was included only in those computer runs which were for a single vehicle and was applied only to the
heaviest axle. Based on TRRL report LR 722 the value of 1.8 was adopted as the extreme impact factor, whose
effect was thus included in the bending moment and shearing force envelopes.
The results of the computer runs indicated that the loading could be broadly divided into three span regions,
namely: (i) 0-10m, where axle or bogie loading is dominant, (ii) 25-50m, where multiple vehicle loading is
dominant, and (iii) a transition region 10-25m where the loading changes from axle or bogie to vehicle dominant.
The transition region also includes cases where single vehicles dominate the loading effects. Table G1 illustrates
the dominant loading for the various spans.
August 2001 G/1

Annex G Volume 3 Section 4
Background to Type HA Loading and Assessment Live Loading Part 3 BD 21/01
Ve.
Legend: Si. = Single

Do. = Double
Tr. = Triple
Mu. = Multiple ( > 3)
Ax. = Axle
Ve. = Vehicle
Table G1 Dominant Loading for Various Spans
G/2 August 2001

Volume 3 Section 4 Annex G
Part 3 BD 21/01 Background to Type HA Loading and Assessment Live Loading
G3. Overloading
The amount of overloading was determined from the results of roadside surveys of the then C&U vehicles carried
out by TRL at three main road sites. Axle and vehicle weights were determined using static weighbridges and the
results presented for various vehicle types. From a knowledge of the legal limits for particular vehicles and axle
configurations, it was possible to derive an extreme overload factor. This was taken as 1.4, from 2 to 10m spans,
reducing linearly from 10m span to unity at 60m span, where, with a seven vehicle convoy, it could reasonably be
expected that any overloaded vehicles would be balanced by partially laden ones.
G4. Lateral Bunching
An allowance was made for the case where more than one line of vehicles can squeeze into a traffic lane. The
factor was based on the ratio of the standard lane width, 3.65, to the maximum vehicle width under the then C&U
Regulations, 2.5m. The factor has been assumed to be constant up to 20m, where there is a good chance of having
adjacent lines of two lorries in each line, reducing to unity at 40m where the chances of getting two lines of five
lorries side by side are remote.
It should be noted that corresponding compensating factors have been provided in 5.23 to allow for the cases where
the actual lane widths are less than the standard lane width. In these cases the derived assessment loading should be
reduced by the appropriate factor.
However comparison of the effects of alternative traffic speed and bunching situations have led to the conclusion
that high speed impact effect with no lateral bunching is the most onerous criterion for bridge loading. The HA
UDL and KEL are therefore adjusted by Adjustment Factors in accordance with 5.23.
G5. Calculation of Type HA Design Loading
For both shear and moments and for each span, the AW envelope values, which include any impact effect, have
been multiplied by the appropriate value of the span-dependent overloading and lateral bunching factors. The
resulting moments and shears have then been divided by 1.5 to give the nominal values but increased by 10% to
allow for any unforeseen changes in traffic patterns. The effect of the 120 kN knife edge has then been removed
from the moments and shears and an equivalent, uniformly distributed loading derived. The worst UDL from the
moment and shear calculations was always the shear value and this has been taken at each particular span. The
equation given in 5.18 was found to give a very good fit with the calculated values.
G6. Calculation of Assessment Live Loadings
The values of the Assessment Live Loadings (see 5.8 to 5.33) have been determined in a similar way to the Type
HA Loading but using an envelope containing those vehicles whose gross weight is equal to or less than the
maximum weight specified for the particular loading. However no 10% contingency allowance has been included
in the calculations and there are some other differences which are described in the following paragraph.
In the case of fire engines the maximum convoy has been limited to three vehicles, with any remaining space being
filled with car loading (3 tonnes Assessment Live Loading). For fire engines no overload factor has been taken
since it was assumed that there is a definite limit to the amount of water that they can carry. Use of the overload
factor for cars has been modified to take account of their shorter length and the lateral bunching factor has also
been increased to take account of their narrower width.
May 2001 G/3

Annex G Volume 3 Section 4
Background to Type HA Loading and Assessment Live Loading Part 3 BD 21/01
G7. Comments on Loading
It should be noted that the various factors which have been used in determining the loading are span dependent and
that they are used to derive an ultimate or extreme load rather than a working load. For serviceability it is difficult
to ascribe values to the individual factors, but their combined effect will be reduced in the ratio 1.2:1.5. It should
also be noted that there has been a considerable growth in commercial traffic over the years and that convoys of
eight or more HGVs are quite common on some routes. However, allowing for this situation means that the derived
loading will be conservative for medium length spans on lightly trafficked routes, where the probability of ever
having a bridge completely filled with heavy vehicles is small. For the shorter spans which can only accommodate
a small number of HGVs, the loading should not be considered conservative given the likelihood that the bridge
will suffer full loading conditions even on little used roads.
The impact factor has been derived from measurements taken on motorway overbridges which are of modern
construction and where the road surface and bridge joints were likely to have been in good condition. The road
surfaces at older bridges are unlikely to be in such good state and therefore the impact effects are unlikely to be less
than those measured, except in cases where the traffic is forced to move at a slow speed. The overload factors have
been derived from a sample survey of about 3500 vehicles and may thus be assumed to be typical of what may
occur at any time, or in any place in the country.
From the discussion above it will be seen that the factors which have been used in deriving the loadings can be said
to be fairly universal in application and reflect situations which may occur at any bridge site. However the AW
envelopes may be conservative for the longer bridge short spans, where the loading is dominated by several
vehicles in convoy, if the traffic is light, or there is a low proportion of heavy goods vehicles. However, even in
these cases there is always the possibility that the full envelope loading may be attained as a result of an accident
causing a jam of vehicles or other interruption to the normal traffic pattern.
G/4 May 2001

Volume 3 Section 4 Annex H
Part 3 BD 21/01 Background to the Requirements for Masonry Arch Bridges
ANNEX H. BACKGROUND TO THE REQUIREMENTS

FOR MASONRY ARCH BRIDGES
H1. Partial Safety Factor (γγfL) for Live Loads
The ultimate limit state load for AW vehicles, in terms of a single axle load, is the maximum permitted axle load
multiplied by an impact factor, 1.8, and an overloading factor, 1.4, giving a total γfL of 2.52. From the serviceability
point of view, pending any detailed statistical examination, it will be reasonable to assume that only a loading
equivalent to the nominal HA loading will be applied to the structure on any regular basis. The nominal HA load
equivalent is approximately the ultimate limit state load divided by 1.5 (see Annex G), ie 2.52 divided by 1.5 or,
say, 1.7 times the maximum permitted axle load. Examination of typical load deformation curves from the ten TRL
tests (Ref 10), a few examples of which are given in Figure H1, shows that deformations increase rapidly as the
applied load exceeds approximately half the ultimate failure load. In order to avoid causing any permanent
structural damage, therefore, it will be prudent to limit regularly applied loading, pending a detailed investigation
regarding serviceability, to half the ultimate failure load. This can also be inferred from reports of first damage
observed in various full-scale tests. This implies a γfL of 3.4. Taking the greater of the two values, therefore, a live
load γfL of 3.4 for a single axle is recommended for masonry arches.
When multiple-axle AW vehicles are used in the analysis, a γfL of 3.4 should be used for the critical axle. However,
as the impact factor of 1.8 is not considered to be applicable to the other axles, a pro-rata reduction can be made
giving γfL of 1.9 for these axles.
When the configuration and speed of a vehicle at the time of crossing is known with some precision, as in the case
of some abnormal indivisible loads, the possibility of overloading and impact may be ignored and a γfL of 2.0 may
be considered adequate.
H2. Effective Width for Wheel Loads
H2.1 The analysis of an arch is generally carried out for a unit width of the barrel. In order to calculate the effects
of wheel loads applied at the road surface, it is therefore necessary to determine the effective widths.
H2.2 The effective width for a wheel load has two components - the dispersal through the fill material and the
transverse structural action of the barrel itself. Based on the examination of a number of experiments on full scale
bridges reported by Davy (Ref 11) and Chettoe and Henderson (Ref 12), the following approximate formula for
effective widths, for a wheel load applied at any position along the span, has been devised:
w = h + 1.5
where both w and h are in metres.
The above formula is intended to be somewhat conservative compared to the test results referred to in H2.3 since,
approaching failure, loads may become more concentrated than was the case during the tests. When the effective
widths for a number of wheels overlap transversely, the total effective width will be that between the outer points.
H2.3 It should be noted that the true effective width would depend upon a number of factors, including the aspect
ratio. Therefore, the above formula should be used as a conservative approximation until further work is carried out
to investigate the transverse distribution of load effects. Nevertheless, as shown in Table H1, this formula gives
reasonable agreement with the effective widths for a 4-wheel axle determined experimentally by Chettoe and
Henderson (Ref 12) for a number of arch bridges, and for a single wheel load determined by Davy (Ref 11) for
Alcester bridge.
May 2001 H/1

Annex H Volume 3 Section 4
Background to the Requirements for Masonry Arch Bridges Part 3 BD 21/01
* Limestone Fill
** Concrete Fill
Table H1 Transverse Effective Widths for a 4 Wheel (HB Type) Axle
Live Load
Failure Load
1. Preston
2. Shinafoot
3. Prestwood
4. Torksey
Figure H1 Load Deformation Curves
H/2 May 2001

Volume 3 Section 4 Annex J
Part 3 BD 21/01 Assessment of Bridge Deck Cantilevers for Accidental Wheel Loading
ANNEX J. ASSESSMENT FOR BRIDGE DECK

CANTILEVERS FOR ACCIDENTAL
WHEEL LOADING
J1. Derivation of Accidental Wheel Loading (AWL)
The AWLs have been derived from their actions upon infinitely long cantilever slab elements up to 3 metres wide.
The loading values of the four wheeled AWL configurations (Table 5.4) have been determined so that when
multiplied by 1.5 they produce similar peak elastic cantilever root ultimate moments as would single real vehicles
placed on the cantilever slab. Wheel loads are factored upwards to represent the worst credible loading case. The
factors used for the real vehicles are 1.8 impact factor (one axle only) and a 1.4 overloading factor (all axles).
Westergaard’s equation was used to determine the peak elastic moments and the calculations were carried out for
the range of vehicles contained within each load assessment band. The most onerous values are then taken. The
method is not suitable for non-cantilevered members and an accidental vehicle from Annex D shall be used instead.
J2. Assessment of Existing Structures
(i) The Westergaard equation used to determine the requirements in this Standard is an elastic method, and
produces a considerable peak value of moment in line with the heaviest axle. For new designs adequate
reinforcement can be provided to prevent the initiation of local failure. However, an elastic method can be
onerous for the assessment of existing structures as an actual collapse cannot occur until a mechanism has
been set up along a length of cantilever root together with failure planes within the deck area adjacent to the
errant vehicle;
(ii) For cantilevers where assessments of the local effects of the AWL using elastic methods of analysis indicate
inadequacies, consideration should be given to the use of non-linear plastic analysis such as yield line
methods. Vehicles as given in Annexes D and E rather than AWL, should be used for this analysis. Use of
this method of analysis is referred to in BD44 (DMRB 3.4). It is important to also ensure that local shear
strength is adequate and that the reinforcement is sufficiently ductile to allow the rotations at any yield line
to safely occur. Attention should also be given to the boundary conditions assumed for the cantilever
connection to the adjacent section of deck, to ensure the overall structural action is being correctly modelled
for the AWL loading case. Cantilevers are often modelled with a rigid support at the root although many
decks do allow some flexural rotation to occur, which may allow the peak loading effects to be dispersed;
(iii) The use of such collapse analysis methods makes allowance for the mobilization of the full strength of the
structure, therefore the assessed capacity may be greatly in excess of that derived from elastic
considerations. However, in achieving this mobilization considerable local yield may occur along the lines of
failure, leading to possible excessive cracking and subsequent loss of durability at that location. Hence, when
a large gain in assessed capacity is achieved through the use of these methods, increased frequency of
inspection of such locations may be considered necessary;
(iv) For elements which are still found to be inadequate following the more detailed analysis mentioned in J2 (ii)
above, consideration should be given to strengthening or replacement;
(v) Locations where cantilevers are terminated or discontinuous need to be considered as special cases. These
locations have been frequently provided with additional local strength in the original design. If not, or if such
locally enhanced strength is found to be insufficient, these locations may need additional strengthening;
(vi) Where strengthening or replacement is not possible or practical, the provision of an ‘effective barrier’ (see
Chapter 5) should be considered.
May 2001 J/1

Annex J Volume 3 Section 4
Assessment of Bridge Deck Cantilevers for Accidental Wheel Loading Part 3 BD 21/01
J3. Effective Barriers
(i) The only fully ‘effective barriers’ currently available to prevent vehicles of the types associated with AWLs
travelling onto deck cantilevers are P6 parapets (BD 52 (DMRB 2.3) refers) and higher containment (1.2m
high) concrete barriers. However, these barriers are unlikely to be suitable for use on many bridge decks for
a number of reasons, including consideration of available space, fixity, environmental impact and the need to
use long safety fence transitions, as well as the large additional dead weight of concrete barriers. Where an
‘effective barrier’ is provided, AWL need not be considered on the cantilever area, although it does still need
to be considered on the traffic side of the barrier. Strength of local elements of the bridge, verge width,
necessary setbacks, drainage, and visibility requirements also need to be considered;
(ii) Where a fully ‘effective barrier’ is not appropriate or possible, the installation of a partially ‘effective
barrier’ may be considered, provided that cantilevers are adequate to carry the nominal live loading which is
represented by the most onerous vehicle for the appropriate assessment level given in Annexes D and E
(impact factor should not be applied). The ultimate live loads should be taken as the nominal live loads
multiplied by a γfL factor of 1.5 ( γf3 should not be applied). The use of non-linear plastic methods of
analysis may be considered. A partially ‘effective barrier’ is a physical obstruction such as a safety fence,
which does not allow vehicles (other than errant vehicles) to enter or park on areas supported by inadequate
cantilevers.
J/2 May 2001

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DESIGN MANUAL FOR ROADS AND BRIDGES BD 21/01

THE HIGHWAYS AGENCY

SCOTTISH EXECUTIVE DEVELOPMENT DEPARTMENT

THE NATIONAL ASSEMBLY FOR WALES

THE DEPARTMENT FOR REGIONAL DEVELOPMENT*

The Assessment of Highway

* A Government Department in Northern Ireland

© Crown Copyright 2001

All rights reserved.

Copyright in the typographical arrangement and design is vested in the Crown.

Standing Order Service

The benefits to you are:

You can contact us at:

We look forward to hearing from you.

Printed in the United Kingdom for The Stationery Office

VOLUME 3 HIGHWAY STRUCTURES:

THE ASSESSMENT OF HIGHWAY

This Standard gives criteria for the assessment of

INSTRUCTIONS FOR USE

This is a revised document to be incorporated into the

1. Remove BD 21/97, which is superseded by

2. Insert BD 21/01 into Volume 3, Section 4.

3. Archive this sheet as appropriate.

Note: A quarterly index with a full set of Volume

Replace the existing pages with the pages enclosed.

London: The Stationery Office

© Crown copyright 2001

All rights reserved.

Copyright in the Typographical arrangement and design is vested in the Crown.

First published 2001

Standing Order Service

The benefits to you are:

You can contact us at:

We look forward to hearing from you.

Printed in the United Kingdom for The Stationery Office

VOLUME 3 HIGHWAY STRUCTURES:

THE ASSESSMENT OF HIGHWAY

General or lane restrictions, calculated in accordance with

May 2001 1/1

1/2 May 2001

Definitions (xiii) Centrifugal Effects. Radial forces and changes

May 2001 1/3

(xxix) Superimposed Dead Load. The weight of all L Loaded length

1/4 May 2001

2. INSPECTION FOR ASSESSMENT

General Inspection for Loading

May 2001 2/1

(iii) Condition of the mortar; (vii) Loosening of any coping stones.

2/2 May 2001

For sub-structures founded in water, underwater (i) Partial collapse;

(ii) Any binding or jamming, looseness or reaching

(iii) Condition of seating, bedding and plinth;

(iv) Whether correct operation of the bearings is

Piers, Bank Seats, Abutments, Retaining Walls and

2.18 The inspection shall obtain information on

(i) Tilting and rotation, in any direction;

(iii) Cracking, splitting and spalling;

(iv) Erosion beneath water level;

(v) Weathering and other material deterioration,

(vi) Growth of vegetation;