Annex A

(Normative)
Load Models for Classification and Assessment of Loadcarrying Capacity
(Replaces 'Models of Special Vehicles for Road Bridges')

A1.

Procedure for classification and load-carrying capacity

assessment

A1.1

Purpose and field of application

(1)P
This annex states the overall methodology for classification and assessment
of load-carrying capacity for existing road and path bridges, and the load models to
be used.
(2)
Together with the related supplementary rules set out in the Load and calculation rules for road and path bridges, this annex forms the basis of the administration of heavy transport vehicles with a total weight exceeding the limits stipulated in the Danish Road Traffic Act, with each bridge on the relevant road section or in
the relevant road network being assigned to a bridge class based on a load-carrying
capacity assessment, such bridge class being used in part for the establishment of
road networks for heavy transport vehicles, and in part for specific assessments of
passage possibilities for heavy-duty transport vehicles.
(3)
In addition, the rules provide the basis of signposting of weak bridges not
able to carry vehicles weighing up to the weight limitations stipulated in the Road
Traffic Act, i.e. with a total weight of up to 48 tonnes.
(4)
With the trial scheme for Huge Goods Vehicles (HGV), special HGVs have
been introduced with a total weight up to 60 tonnes, but with a greater length,
which, however, are only permitted to pass already designated sections where the
load-carrying requirement is automatically met.

A1.2

Types of load-carrying capacity assessments

(1)
Distinction should be made between the following types of load-carrying
capacity assessments:
1. Classification of bridges with the aid of scale-determined reference vehicles
called standard vehicles
2. Signage of weak bridges with the aid of 'limit vehicles' as defined in the
Danish Road Traffic Act
3. A direct load-carrying capacity assessment based on the current vehicle

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(2)
Also, in the context of classification of large bridges with large widths of
span a separate verification of load-carrying capacity ought to be performed for general traffic within the limits of the Danish Road Traffic Act, see section A2.2.3. Thus,
a classification cannot immediately be assumed to constitute a sufficient safety verification of the load-carrying capacity, as more dangerous load situations may occur
for general traffic than those that are part of a classification.
(3)

The overall principle is shown in the Figure A1.2-1 below.

Load-carrying assessment

Figure A1.2-1 Overall principle, classification and transport assessment

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A1.2.1

Classification

(1)
The load-carrying capacity assessment of existing bridges will, in principle,
be made in the form of a classification using standard vehicles, see Figure A2.3.1-1
and -2.
(2)
These standard vehicles also form the basis of a classification of heavy vehicles/transport vehicles, see below. Classification is thus an indirect method which is
not based on real vehicles.
(3)
In connection with the classification, classes are calculated corresponding
to the various passage types, which reflect the degree of restrictions imposed on
heavy transportation.
(4)
Large bridges with a width of span of more than 50 metres shall be regarded as consisting of several bridges in the bridge. Each overall structural element
shall be regarded as a bridge in the bridge, for example, hangers, transverse bulkheads, slabs, etc. For each structural element up to 5 bridge classes are calculated.
An influence length should be assigned to the classes for the structural element instead of widths of span.
A1.2.2

Signposting of weak bridges

(1)
A load-carrying capacity assessment with a view to signage of weak bridges
will be made on the basis of the 'limit vehicles' defined in the Road Traffic Act, see
section A3.
(2)
Such an assessment will only be relevant if a classification has led to a
normal passage class that is smaller than the passage corresponding to the upper
curve in section A3, see below regarding passage types.
A1.2.3

Direct assessment

(1)
Direct assessment of the load-carrying capacity in relation to the actual
vehicle requested to pass the bridge, is normally made only in cases where a classification does not lead to the desired permission for passage.
(2)
Direct assessment is used only in the context of conditional passage type 3,
see sections A1.3.1 and A2.2.2.
(3)
In addition, direct assessment may be considered when the relevant vehicles differ significantly from the standard vehicles, for example if the relevant vehicle
has larger axle load or significantly different axle configuration than the standard
vehicles.

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A1.3

Classification of vehicles calculation of vehicle classes

(1)P
The classification system means that the relevant heavy transport vehicles
shall be classified based on the same standard vehicles as are used as basis for classification of the bridges, see Figure A2.3.1-1 and -2.
(2)
The standard vehicles represent 22 different classes from class 10 to class
500, as the class roughly corresponds to the total weight in tonnes of the standard
vehicle. The classes from 225 and upwards are primarily used for bridges with a
width of span of more than 50 metres.
(3)P
A vehicle class is determined by comparing moment and shear force from
the relevant vehicle with moment and shear force of the series of standard vehicles,
when they are subjected to a simply supported beam with the widths of span of 2, 4,
6, 8, 10, 15, 20, 25, 30, 40, 50, 60, 80, 100 and 200 metres.
(4)P
For each width of span, 2 classes are determined for the relevant vehicle,
one for moment and one for shearing. The largest class for the relevant width of
span is called the width of span class. The vehicle's class is defined as the largest of
all the width of span classes. When determining the class, straight interpolation between the classes shall be used.
A1.3.1

Passage types

(1)P

A distinction shall be made between different transit types:

1.
2.

Normal passage
Conditional passage

(2)P
Normal passage means that vehicles may freely pass the bridge without
any form of restrictions.
(3)P
Conditional passage means that one or more restrictions are imposed on
the transport, e.g. reduced speed, driving in a special lane or limitations in the other
traffic.

Conditional passage, type 1: Standard vehicles A and B, see section A2.3.1

and other traffic load shall be placed within the carriageway, meaning within the existing lane
Conditional passage type 2: Same as type 1, but with reduced speed for
standard vehicle A (v = 10 km/h)
Conditional passage, type 3: The standard vehicle A is the only traffic load
on the bridge and drives in a specially designated lane (the least dangerous) and at a reduced speed (v = 10 km/h)
Conditional passage, type 3A: Same as type 3, but with the bridge only being closed for other traffic in the in the direction of travel. Type 3A is only
relevant for bridges with at least two carriageways in each direction, typically motorway bridges. Typically, it is being used for large bridges.

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A1.3.2

Conditions which shall be met in connection with the passage of

transport

(1)P
A heavy transport may pass a bridge if the conditions in (2) and (3) have
been met.
(2)

Assessment on the basis of classification:

(3)

The maximum class of the transport is lower than the class of the bridge for
the relevant passage types, normal or conditional. As a point of departure
one may use the maximum width of span class corresponding to the maximum and minimum width of span, respectively, of the bridge.
If a more refined load-carrying capacity assessment has been made with
load-carrying capacity classes for the various elements of the bridge (typically large bridges), it is a requirement that the transport class shall be
lower than the class of the bridge for all the sub-elements, based on the influence lengths relating to the sub-elements.
Assessment on the basis of a direct assessment:

The load-carrying capacity of the bridge shall not be exceeded in any element in the conditional passage, type 3, or, alternatively type 3A, which is
the only passage type used in connection with a direct assessment.

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A2.

Load set-up and load models

A2.1

Division of the carriageway area into load tracks (notional lanes)

and numbering of load tracks
(1)P
The same rules shall be used as stated in section 4.2, and the load tracks
shall be numbered as stated herein.
(2)
Where the width of the lane area and other geometrical parameters of importance to the position of the load are not known with certainty, these shall be determined by way of check measurements.

A2.2

Load set-up, classification

(1)P
When classifying bridges, a load model shall be used consisting of two
standard vehicles and a uniformly distributed load, see Figures A2.2-1 and A2.2-2.
The heaviest vehicle, A, shall be placed in the most critical load track, load track 1,
while vehicle B shall be placed in the second-most critical load track, load track 2,
and the uniformly distributed load shall be placed in the other load tracks as well as
in front of and behind the heavy vehicles as shown in the figure. The uniformly distributed load shall not be placed outside the load tracks.

Figure A2.2-1 Definition of load lanes, load tracks, carriageways and traffic
lanes.
The load track width is set at 3.0 metres
a and b vary, but with a + b < 3 metres

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Load tracks/ lanes

Figure A2.2-2 Load position

A2.2.1

Normal passage

(1)
Normal passage means that no restrictions are associated with the position
of the vehicles and the load.
(2)P
The vehicles shall always be placed in the middle of a load track and parallel with the direction of travel, in the most dangerous position for the structural part
and the section subject to examination.
(3)P
placed.

When examining local effects, the load shall be considered as randomly

A2.2.2

Conditional passage

(1)
Conditional passage means that the position of the load is subject to restrictions. The restrictions entail that higher load-carrying capacity classes are
achieved for the bridge.
(2)P
types.

(3)P

The following restrictions are linked to the previously mentioned passage

Conditional passage, type 1: Standard vehicles A and B and other traffic
loads shall be placed within the existing traffic lanes.
Conditional passage type 2: The same as type 1, but with reduced impact
loading factors corresponding to the reduced speed (v = 10 km/h)
Conditional passage, type 3: The standard vehicle A is the only traffic load
on the bridge and is placed in the most favourable lane and with reduced
impact loading factor corresponding to reduced speed (v = 10 km/h)
Conditional passage, type 3A: The same as type 3, but where the bridge is
only closed for the other traffic in the direction of travel.
Conditional passage types 1 and 2 means that vehicles and the uniformly

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distributed load are placed in the existing traffic lanes in parallel with the direction of
travel, in the most dangerous position for the structural part and the section subjected to examination, see Figure A2.2.2-1.
Classification normal passage

Classification conditional passage

in the most dangerous lane

in the second most dangerous lane
in other whole lanes
a and b vary, but with a + b < 3 metres

Figure A2.2.2-1 Position of standard vehicles for different passenger types

(4)P
Conditional passage type 3 means that the position of the load may be limited to the most favourable traffic lane for A. As for type 3A, vehicle B and the uniformly distributed load are placed in the existing traffic tracks in the opposite direction of travel, in the most dangerous position for the structural part and the section
subject to examination, see Figure A2.2.2-2.

Figure A2.2.2-2 Position of vehicles, conditional passage type 3A

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(5)P
When examining local effects in the conditional passage types 1 and 2, the
load shall be considered as randomly placed within the existing traffic lanes. In connection with conditional passage types 3 and 3A, the examination may be limited to
a fixed position of the most favourable traffic lane.
A2.2.3

Separate verification for ordinary traffic load, large bridges

(1)P
For large bridges with a width of span of more than 50 metres, a verification shall also be conducted for safety purposes of the load-carrying capacity for the
load incidences with a normal traffic load, which, in certain situations, may be more
critical than the load incidences used in the classification, see section A2.3.1.4.

A2.3

Load models
A2.3.1

Vehicles A and B, classification

(1)P
As vehicle A the standard vehicles shown in Figure A2.3.1-1 and -2 corresponding to the various classes are used. For classes up to and including 100, the
track width is 2.6 m, but it is 2.8 m for classes greater than 100.
(2)P
For classes lower than or equal to 50, vehicle B has the same class as A.
For classes larger than 50, vehicle B is maintained on class 50.
(3)P
The wheel pressure from the standard vehicle is distributed over a width of
600 mm across and a contact length in the direction of travel of 200 mm.
A2.3.2

Evenly distributed traffic load, classification

(4)P
The uniformly distributed load is set at 2.5 kN/m2. This load is inclusive of
impact loading factors.
A2.3.3

Evenly distributed traffic load for separate verification, large bridges

(5)P
As load, uniformly distributed load as shown in the table below, Figure
A2.3.3-1, shall be used. The size of the uniformly distributed load solely depends on
the influence length and shall be placed in the entire width of the bridge. The values
stated include impact loading factors.

Uniformly distributed load [kN/m2]

50m < L 100 m

100m < L 1000 m

L > 1000 m

4.0

2.89 + 111/L

3.0

Figure A2.3.3-1 Uniformly distributed load, large bridges

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A2.3.4

Braking load, classification

(1)P
When examining the substructure and controlling the horizontal stability,
the braking load shall be taken into consideration in the verifying of normal passage
and conditional passage, type 1.
(2) For bridge lengths that are shorter than or equal to 10 m the braking load shall
be calculated as 10% of the total weight of vehicle A. For bridge lengths that are
longer than or equal to 40 m, the braking load shall be calculated as 40% of the total
weight of vehicle A. As for bridge lengths that are between 10 and 40 m, the braking
load shall be determined by way of interpolation. The braking force is expected to
attack in the longitudinal direction on level with the carriageway.
(3) In addition, bridges with a width of span greater than 50 m shall be inspected
with a braking load as: 360 + 0.1x3.0xqxLb = 360 + 0.3xqxLb 900 kN, where q is
the uniformly distributed load stated in the table, and Lb [m] is the length subjected
to a load in the direction of travel. The braking force is expected to attack in the longitudinal direction on level with the carriageway.
A2.3.5

Impact loading factors

(1)P
Any addition of the dynamic impact to the static load from the vehicles shall
be included in the calculation by means of an impact loading factor , which shall be
multiplied by the vehicle axle load.
(2)
is set at = 1.25 for width of span of less than or equal to 50 m. For
widths of span/influence lengths greater than 60 m, is set at = 1.0. In the intermediate interval, straight interpolation is used between the two values.
(3)
For soil-filled structural elements, the dynamic factor is reduced as a function of the height hs of the earth fill, according to the following formula.
red = 1 + ( - 1) x (6 - hs)/6 1.0, where hs is inserted in m.
(4)
For conditional passages where the speed has been reduced to v=10 km/h,
is set at =1.0. For speeds of between 10 km/h and 45 km/h, straight interpolation is used between = 1.0 and = 1.25 for widths of span of up to 50 m, respectively = 1.0 + 0.25 (60-L)/10 1.0 for widths of span/influence lengths greater
than 50 m.

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Class

Axle configuration
Axle pressure in tonnes and axle distances in m

Track
width
m

Figure A2.3.1-1 Standard vehicles to and including class 200

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Class

Track
width
m

Axle configuration
Axle pressure in tonnes and axle distances in m

Figure A2.3.1-2 Standard vehicles, classes 225 - 500

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A2.3.6

Vehicles, signposting of weak bridges

(1)P
As vehicle load, the 'limit vehicles' defined in section A3 shall be used for
vehicles A and B shall be used in such a way that vehicles within the same standard
signage type are placed in the most critical position.
(2)P
An impact loading factor shall be calculated in accordance with section
A2.3.5, and, if relevant, a braking load shall be determined in accordance with section A2.3.4.
(3)
Alternatively, the signposting may be determined based on the curves
drawn up in A3 with a starting point in the calculated bridge class.

A2.3.7

Direct assessment

(1)P
In the calculation of the load-carrying capacity of a bridge with respect to
the impact exerted by the relevant vehicle, the following data shall be provided for
the relevant vehicle:

The number of axles

Wheel bases
Axle load
Track width
Number of wheels per axle
Distances between wheels in the transverse direction
Tyre pressure
Tyre width

(2)
The wheel pressure shall be distributed on a rectangular pressure area with
the width being equal to the tyre width b and a contact length in the direction of
travel that can be determined as L=H/ (bxK), where H is the wheel pressure, and K
is the contact pressure which may be set at K=1.14 x inflation pressure.

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A3.

Signposting of weak bridges

(1)
The provisions set out in the Danish Road Traffic Act and any related executive orders cannot immediately be described by the standard vehicles shown in
Figure A2.3.1-1 and -2. Therefore, a number of 'limit vehicles' has been introduced
that accurately reflect the limits defined in the Act for vehicles on road sections with
or without weight limit signage.
(2)
The 'limit vehicles' used are shown in Figure A3.1 and correspond to the
following signposting:
Description

Signage, cf. the Danish Signage Order

Weight limit

32/48

C31 Total weight

C32 Total weight of the train of carriages

32 tonnes
48 tonnes

24/32

C31 Total weight

C32 Total weight of the train of carriages

24 tonnes
32 tonnes

24/10

C31 Total weight

C35 Axle load

24 tonnes
10 tonnes

12/8

C31 Total weight

C35 Axle load

12 tonnes
8 tonnes

8/5

C31 Total weight

C35 Axle load

8 tonnes
5 tonnes

(3)
The 'limit vehicles' have been classified so as to allow for a determination of
which signage is required for weak bridges based solely on bridge class. If the bridge
class is known, the standard signposting is determined by comparing the class with
the limit curves shown in Figure A3.2.
Note:
Bridges that, before the 1 July 2011 were classified as Class 50 or above in normal passage, may without further notice be presumed as having enough load-carrying capacity as regards the regulations in the Danish Road Traffic Act of 1 July 2011.

(4)
The statutory provisions and required signposting may also be examined by
way of a direct assessment of the impact of the 'limit vehicles' compared to the loadcarrying capacity of the bridge.

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Grnsekretjer
med maksimale totalvgte og
akseltryk og med minimale
mellemakselafstande svarende
til frdselslovens bestemmelser

Grnsekretjer
med maksimale totalvgte
og akseltryk svarende til
standardafskiltning
type - 32/48-

Grnsekretjer
med maksimale totalvgte
og akseltryk svarende til
standardafskiltning
type - 24/32 -

Grnsekretjer
med maksimal totalvgt
og akseltryk svarende til
standardafskiltning
type - 24/10

Grnsekretjer
med maksimal totalvgt
og akseltryk svarende til
standardafskiltning
type - 12/8 -

Grnsekretjer
med maksimal totalvgt
og akseltryk svarende til
standardafskiltning
type - 8/5 -

Figure A3.1 Limited vehicles

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Class

Width of span [m]

Figure A3.2 Classes of width of span corresponding to the requirements of the
Danish Road Traffic Act as well as the standard signage types used.

DISCLAIMER
The translation into English of Road Standards (Vejregler), Tender Specifications and National
Annexes is to be regarded entirely as a service. In the event of any discrepancy or shortcomings in the translation, the Danish version will prevail. At any time the Danish versions of
Road Standards (Vejregler), Tender Specifications and National Annexes are those in force.

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