Civil Engineering Reference
In-Depth Information
section are based on the frequent or occasional presence of pedestrians on
cycle lanes. Special consideration may need to be given to loads due to horses
or cattle for individual projects. The load models defined in this section do
not describe actual loads. They have been selected so that their effects (with
dynamic amplification included where mentioned) represent the effects of
actual traffic. Actions for accidental design situations due to collision should
be represented by static equivalent loads. Loads on footbridges may differ
depending on their location and on the possible traffic flow of some vehicles.
According to EC1, the same models should be used for pedestrian and cycle
traffic on footbridges, on the areas of the deck of road bridges limited by
pedestrian parapets and not included in the carriageway, and on the foot-
paths of railway bridges. Other appropriate models should be defined for
inspection gangways within the bridges and for platforms on railway bridges.
The recommended models, to be used separately in order to get the most
unfavorable effects, are a uniformly distributed load of 2 kN/m
2
and a con-
centrated load of 3 kN applicable to a square surface of 0.20
0.20 m
2
.
Characteristic loads are intended for the determination of pedestrian or cycle
track static load effects associated with ultimate limit state verifications and
particular serviceability verifications.
According to EC1, three models should be taken into account as relevant
on footways, cycle tracks, and footbridges. They consist of a uniformly dis-
tributed load
q
fk
, a concentrated load
Q
fwk
, and loads representing service
vehicles
Q
serv
. For road bridges supporting footways or cycle tracks, a uni-
recommended value is
q
fk
ΒΌ
5 kN/m
2
. For the design of footbridges, a
uniformly distributed load
q
fk
should be defined and applied only in the
q
fk
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