118

characteristic load and an alternative concentrated characteristic load as given in Table 11. For the parking of heavier
vehicles and for repair workshops, greater loading and the
most adverse arrangement of actual wheel loads must be
taken into account.

Loads

conveyor gantries are given in Table 12 (in SI and imperial

units). The supports for such machines and for all industrial
machinery should be designed for the static weight plus an
allowance for dynamic effects; i.e. vibration, impact etc.

9.2.9 Pit-head frames

9.2.6 Overhead travelling cranes

To allow for vibration, acceleration and deceleration, slipping of slings, and impact of wheels, maximum static wheel

loads (see Table 12 for typical loads) of simple electric

overhead travelling cranes should be increased by 25%.
Braking or travelling under power produces in the rail-beam
a horizontal thrust which is transferred to the supports. The
traversing of the crane and load produces a horizontal thrust
transversely to the rail-beam. Therefore the additional forces
acting on the supporting structure when the crane is moving
are (a) a horizontal force acting transversely to the rail and
equal to 10% of the weight of the crab and the load lifted, it
being assumed that the force is equally divided between the
two rails; (b) a horizontal force acting along each rail and
equal to 5% of the greatest static wheel load that can act on

A pit-head frame of the type that is common at coal mines

and similar may be subjected to the following loads. (These
notes do not apply to the direct vertical winding type of pithead tower.)

Dead loads. The dead loads include the weights of (1) the
frame and any stairs, housings, lifting beams etc. attached to
it; (2) winding

pulleys, pulley-bearings, pedestals etc.;

(3) guide and rubbing ropes plus 50% for vibration.

Imposed loads. The imposed loads are the resultants of the

tensions in the ropes passing over the pulleys and (unless
described otherwise) are transmitted to the frame through

the pulley bearings and may be due to the following

simultaneously, but the effect of each must be combined with

that of the increased maximum vertical wheel loads.

conditions. (a) Retarding of descending cage when near the

bottom of the shaft; this force is the sum of the net weight of
the cage, load and rope, and should be doubled to allow for
deceleration, shock and vibration. (b) Force due to

For a crane operated by hand, the vertical wheel loads

overwinding the cage which is then dropped on to the

need be increased by only 10%; for force (a) the proportion of

the weight of crab and load can be 5%. Force (b) is the same

overwind platform; this force acts only on the platform (and

not at the pulley bearings) and is the sum of the net weights of
the cage and attachments and the load in the cage, which sum

the rail. The forces (a) and (b) are not considered to act

for hand as for electrically operated cranes.

The foregoing requirements are in accordance with

BS6399: Part 1. Gantry cranes other than simple types
should be considered individually.

9.2.7 Structures supporting lifts

The effect of acceleration must be considered in addition to
the static loads when calculating the load due to lifts and
similar machinery. If a net static load of Fd is subject to an
acceleration of a metres per second per second (mis2) the
load on the supporting structure is approximately Fm = Fa X
(1 + 0.098a). If a is in ft/s2, Fm = Fd(l + 0.03a) approximately.
The average acceleration of a passenger lift may be about

0.6m/s2 or 2ft/s2, but the maximum acceleration will be

considerably greater. An equivalent load of 2Fd should be
taken as the minimum to allow for dynamic effects. The load

for which the supports of a lift and similar structures are

designed should be related to the total load on the ropes. If
the latter is Fm and the ropes have an overall factor of safety
of 10, the service load on the supports should be not less than
2.SFm to ensure that a structure, if designed for a nominal
overall factor of safety of 4, is as strong as the ropes.
The requirements of BS2655 (see Table 12) are that the
supporting structure should be designed for twice the total

should be doubled to allow for impact. (c) Force causing

rope to break due to cage sticking in shaft or other causes; the
force in the rope just before breaking is the tensile strength of
the rope. (d) Tension in rope when winding up a loaded cage.

Combined loads. For a frame carrying one pulley, the

conditions to be designed for are the total dead load
combined with either imposed load (a), (b), (c) or (d).
Generally condition (c) gives the most adverse effects, but it is
permissible in this case to design using service stresses of say,

double the ordinary permissible service stresses because of

the short duration of the maximum force. The procedure
would be to design the frame for service dead load plus half of
force (c) and adopt the ordinary service stresses. If the frame

carries two pulleys, the conditions to be investigated are:

dead load plus (a) on one rope and (d) on the other (this is the
ordinary working condition); dead load plus (a) on one rope
and overwind (b) on the other; and dead load plus (a) on one

rope and breaking force (c) on the other rope (this

is

generally the worst case: force (c) can be halved as explained

for a single-pulley frame).
The weights of the ropes, cages etc. and the strength of the

load suspended from the beams when the lift is at rest.

ropes would be obtained for any particular pit-head frame

from the mining authorities, and they vary too greatly for
typical values to be of any use.

Reinforced concrete beams should be designed for this load

with an overall factor of safety of 7, and the deflection under
this load should not exceed 1/1500 of the span.

9.2.10 Railway bridges

9.2.8 Industrial plant

Typical static weights of screening plant, conveyors and

As stated in section 2.4.6, standard railway loading throughout Europe (including the UK) consists of two types, RU and
RL. The former, which is illustrated in Table 9, covers all
combinations of main-line locomotives and rolling stock. RL

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____________5ft6in

Weights of vehicles
Express
4-6-2

Heavy goods
2-10-0

+ooe.e4
5911 3m

Type

L 56ff

0
a

Mixed traffic

Shunter

2-6-4

0-6-0

+G.GO 32ft6in
4.7m
(tank)

0
0

plus tender

plus tender

(tank)

1385
139

1564
157

867
87

558
56

219

179

189

22

18

19

kN

Total weight

engine+tender

154
15.5

kN
tons

Maximum
axle load

1-co-co-i

Type

ao-BO

Total weight

to 1380

1000 to 1280

680 to 770

100 to 128

68 to 77

132 to 138

tons
kN

Maximum
axle load

5ft6in
Type

0
a

tons

AXIc loads

350

85

35

7.5 to IS
0.75 to 1.5

212
21.25

'75

Pony

kN
tons

Total weightIaden

37
3.75

75
7.5

3.05m

9ft
2.74m

200kN

lOOkN

or 20 tons

or 10 tons

41t

32ft
9.75m

CCC

AB
8ff

1.35m I'.I

Trailer

32ft
9.75m

Roller

Driving
wheels

Roller

Driving
wheels

80

120

50

50

60

80

80

60

80

C
60

12

200
20

224
22.5

2.74m
9 ft
5 ft 9 in

in

driving wheels

320

100
10

300
30

l.68m

2.44m

2.44m

5 ft 6 in

8 ft

8 ft

l.37m
4ft 6 in
driving wheels

1.75m

l.435m
4 ft

Gauge

multicylinder
locomotives.

Tractor

Trailer

Tractor

Diesel

Steam

for

Articulated tipping

Road rollers

Overall width

or
or 22.5 tons

3.75 to 7.5
0.375 to 0.75

00 00

kN
tons

95100 Ib/yd,

Colliery tubs and mine

cars 610 mm or 690mm
(2ft or 2ft3in) gauge
Minimum turning
radius 3,66m or 121t

850

(eight wheeled)

Driving

110 to 180
11 to 18

1.07 m
3 ft 6 in

Street tram car

Type of vehicle

22 to 36

7.32m

ft 11 in

Total weightfkN

220 to 360

2.44 m
8 ft

Overall width

1.83m

6 ft

61

6.1 m

to 550
1500 standard)
30 to 55
(50 standard)
100 to 170
IOta 17

ton wagons

kN

560kN 56 ton ore wagons

7.9m
300

200
to 20

17 to 22

tons

0-4-0

15.2m

20.7m

21.2m
1320

0-6-0

ooi

-__
kN

rolling stock
on British
Railways
except
(steam
locomotives
not now in
general use)
Maximum axle
load 200 kN
or 20 tons on
rails weighing
500kg/rn or

Shunters

Mixed traffic

Express

Data apply to
standard gauge

32

Vehicle

Department
of Transport
regulations

Locomotive
Heavy motor car
and other vehicles
Trailer

ft

2.75

2.50
2.30*

8
7

in

21

6*

Vehicle

Rigid vehicle
Articulated*
Trailers*
Vehicle and trailer*

m
11.0
13.0
7.0
18.0

ft

36
42
22
59

in
1

Description

kN

tons

One-wheel axle
Single two-wheel
axle

45(50)

4,5(5)

(90(100)

9(10)

_______________________

Maximum
dimensions

and
axle loads

Axle loads

Length

Width

Unless drawn by locomotive,

heavy motor car or tractor:

otherwise projection on either
side of drawing vehick not
greater than 300mm or 12 in

No specified limit if constructed

and normally used to carry

indivisible loads of exceptional

Weights in brackets apply if wheels

are fitted with twin tyres at not less
than 300mm or 12 in centres.

length

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Loads on bridges: BS54001

ULTIMATE VALUES

VALUES OF PARTIAL FACTOR OF SAFETY CORRESPONDING TO LOADING CONDITION I

Limit-state considered*

Type of loading

Ultimate

Serviceability

1.05

Steelwork

(1.10)

Concrete

(1.20)
[1.00]

ri nni

1.00

From structural elements

1.15

Dead load

1.00

1.75

1.20

{l.20}

{l.00}

Due to retained material and/or surcharge

1.50

1.00

Due to relieving effects

1.00

Due to HA loading alone

1.50

1.20

Due to HB loading with or without HA loading

1.30

1.10

On footbridges and cycle track bridges

1.50

1.00

On railway bridges

1.40

1.00

From all materials other than structural elements

Earth pressure

On highway bridges

Imposed load

*Increased values indicated thus (1.10) apply when dead loads are not properly assessed.
Reduced values indicated thus [1.00] apply where these cause a more severe total effect.
Reduced values indicated thus { 1.20} may be adopted only where approved by appropriate authority.

IMPOSED LOADS
Notes

Loading
Uniform load as follows:
Loaded length 1(m):
Up to 30
3Oto 379
More than 379

Basic

HA

No dispersal of load beneath

contact area may be considered
Knife-edge load arranged to have
most severe effect

Load (kN/m of lane):

30
151 (1//)0475
9

PLUS a knife-edge load of 1 2OkN per lane

Highway
bridges

Alternative Single 100 kN load having circular (340mm dia.) or square (300 mm) Loads may be dispersed as
contact area transmitting effective pressure of 1.1 kN/mm2
indicated on Table 10
Due to vehicle as follows:
Load per wheel = 2500/ newtons (where
j=number of units of HB load)

Limit of vehicle

HB

1m

Loads may be dispersed as

indicated on Table 10
I unit represents 4 tonnes gross
laden weight of vehicle

O.2m.J

(whichever has most critical

effect on member being considered)

HC

See section 2.4.6

(

Footbridges and cycle track

bridges

Loaded length 1(m):

Load (kN/m2):

Upto 30
Exceeding 30

*But not less than 1.5 kN/m2

25(1/1)0475*

Due to train of loads as follows:

250kN

250kN

2SOkN

250kN

Railway bridges (RU loading)

rn_fi.6 rn_fl .6 mJO.8rr

Note: for details of loads due to wind, braking, traction, lurching, nosing, centrifugal force etc. see BS5400

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_________

__________

ULTIMATE VALUES

Loads on bridges: BSS4002

10

FORMULAE FOR DISPERSAL OF LOAD

Load = 1.1 N/mm2

Shape of
loaded area

Material

Square

Notation

Formula

2500j

+ 2W]2

h'

Concrete
slab

pressure in N/mm2

depth below surface at

which load is applied
.

in

Circular

mm

Dispersal of load
concrete slab

l000Qj

+ 2h']2n

number of units of HB
load (to consider
alternative HA load,

take j=4)
Square

Asphalt

f=

2500j
II

,J(2500j/l.l) + h']2

etc.

surfacing

Circular

j=

l0000j
Dispersal of load through
asphalt etc. surfacing

+ h']2ir

.1/6 load transmitted

by this sleeper

over which sleeper

transmits load to ballast

I..

*aor
DIspersal of concentrated load beneath sleepers

DETERMINATION OF LANE ARRANGEMENT

Total carriageway
width

0.4 m

DISPOSITION OF LOADS IN BANDS

Loading arrangement

Lane arrangement

Up to 4.6 m

Divide each carriageway by 3m. Loading

on any fractional lane is proportional to
that on a complete lane.

Exceeding 4.6 m

Divide each carriageway into least possible

integral number of lanes of equal width by
dividing by 3.8 m and rounding up to next
whole number.

HA only HB with or without HA

(HA

(HA

First lane

HA

HB

Second lane

HA

HA

Third lane (if any)

HA/3

HA/3

HA

Any other lanes

HA/3

HA/3

HA/3

Notes:

SURCHARGE ON RETAINING STRUCTURE

HA load

lOkN/m2

HBload

(j5)/2kN/m2 wherej=number of units of HB

load

RU load 50 kN/m2 on areas occupied by tracks

I. Actual lanes designated first, second etc. should be chosen so as to

induce most severe conditions (but if HB load straddles two lanes, these
must adjoin).
2. Where HB loading occurs, no HA load need be considered in that lane
within a distance of 25 m from the limits of the HB vehicle.
(HA
indicates HB load straddling adjoining lanes with remainder
3.
(HA
of both lanes loaded with full HA loading.
(HA
indicates HR load straddling both lanes with remainder of
(HA/3
one lane loaded with full HA load and other with HA/3 load.

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122
loading is less severe and is only applicable for rapid-transit
passenger systems where main-line equipment cannot operate: brief details of this loading are given in section 2.4.6.

In addition to the primary loads considered above,

secondary live loading due to dynamic effects (such as impact
and oscillation), nosing, lurching, centrifugal force, acceler-

ation and braking must be taken into account. For details

reference should be made to clause 8 of BS5400: Part 2.

Loads

design methods. However, it seems possible that future

heavier aircraft may utilize undercarriage arrangements in
which larger numbers of wheels act together, with additional
increases in the tyre contact area. The deflection of, and
support provided beneath, slabs carrying such large loaded
areas then become increasingly important and may require
greater consideration in future.
For information, some details regarding the Boeing 747,
the largest commercial aircraft currently operating, are as

9.2.11 Aircraft runways

follows: overall width 59.64m; length 70.51 m; height 19.33 m;

The design of a pavement for an aircraft runway or apron

passengers; undercarriage consists of sixteen wheels arran-

depends on the amount, frequency and distribution of

ged as four 4-wheel bogies; maximum weight per tyre

loading from the aircraft, the flexural strength of the slab, the
support provided by the subgrade and the particular type of
facility (e.g. runway, apron etc.) being designed. In current

20 640 kg.

design practice, the loading data produced by the aircraft

manufacturers are used to prepare design charts giving the
resulting flexural stresses in slabs of various thicknesses by
means of computer programs or influence charts: for further
details see ref. 132.
Designers of such pavements must anticipate future as well
as present loading requirements.
Experience obtained from designing runways for heavy
US military aircraft which are supported on isolated groups
of up to four wheels (the gross tyre weight of a B52 bomber

exceeds 22680kg) has confirmed the validity of current

gross weight at take-off 371945kg; capacity up to 550

9.2.12 Dispersion of wheel loads

Rules for the dispersion of road and rail wheel loads on
concrete slabs are shown on Tables 10 and 11. Note that the
requirements of BS5400 (Table 10) differ from those that
have been generally adopted in the past (Table 11).

9.2.13 Effects of wind

The data in Tables 13 to 15 are based on BS3: Chapter V:
Part 2: 1972, and a description of the use of these tables is
given in section 2.7,

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11

Imposed toads from vehicles

U)

0
U)

Loaded
length

Equivalent
HA uniform
loading

(m)

(kN/m2)

1.0
1.5

106.2
59.8
42.2

HA uniform loading for

HA uniform loading for

reinforced concrete
slabs on steel beams

Transverse
(kN/m2)

Longitudinal
(kN/m2)

Loaded
length

Longitudinal

T ransverse

(ft)

(Ib/ft2)

(lb/ft2)

(lb/ft2)

2420

2420

2270

1 700
1 225

1 700

1180

1225

966
828

885
655
520
452

I-,

S..

0.
E

0
I-

I
ICe

5C)

0.

2.0
2.5
3.0
3.5
4,0
4.5
5.0

319
28.2
24.1

21.6
19.0
16.4

5.5

6.0
6.5 to 23
25
30
50
100

106.2
59.8
35.7
24.0
19.5
16.4
14.0

94.0
37.8
24.2
18.4
15.0
12.9
11.4

12.1

10.6
10.5
10.5
10.5
10.5
10.3

13.7
11.0
10.5
10.3

11.3
10.7
10.5
10.5
10.3

9.6
7.6
5.3

9.6
7.6
5.3

0
5-.

Ce

6
7

900mm

3ft

487

325

421

355
288
220
216
200

270
240
225
220
216
200

770
580
460
390
340
310
260
230
220
220
220
216
200

142

142

142

725
644

9
10
12
14
16
18

400

20 to 75
80
100
200

5.3
375mm

9.6
7.6

7Smm.$

Ce

reinforced concrete
slabs on steel beams

Equivalent
HA uniform
loading

Load on each contact

area 112.5kN

Direction
travel

or 11.25 tons

Ce

rtj

iBm

-u

U)
C)

1.8m

6.1 m

Ce

so

-u

C)
C)

I-

-c

900mm

-u
Ce

900mm

Ii

75 mm-u

3inl

Direction

4--mm

CeO

Load on each contact

mrnl_f_ area= 112.5kN

travel

or 11,25 tons

*-

3tt

by

20 ft

Uniformly distributed
C)

Imposed loads per BS6399: Part I

Concentrated load usually assumed to act on 300mm or 12 in square

C)

Ca

Footbridges
between
buildings

lb/ft2

kN

lb

Loading from crowds only

4.0

83.5

4.5

1012

Loadingexceedingcrowds(e.g. trolleysetc.)

5.0

104.5

4.5

1012

Grandstands

5.0

104.5

4.5

1012

2.5

52.2

9.0

2023

Repairworkshops

5.0

104.5

9.0

2023

Pedestriantrafficonly

4.0

83.5

4.5

1012

No obstruction to vehicular traffic

5.0

104.5

9.0

2023

Parking only: vehicles

Floors,
ramps,
driveways

25 kN or 2.5 tons

Parking of vehicles> 25 kN or 2.5 tons

etc.

At ground floors
of buildings
&
0

Concentrated load of 40 kN or 4 tons

Road bridges
DTp

Where vehicles can mount footpath

F=wheel load

U)

-u

Surfacing

Ce

//

C)

C)

0
0
U)

(including impact) in any position

Wheels on ballasted rail tracks on concrete slab

Wheels on concrete slab

Concentrated

kN/m2

Ca

Dispersion at
is allowed
from each
contact area.
Specified loads
include an
allowance for
impact.
With HB and
twin-wheel
loading, stresses
permissible may
be increased

dLrY)1)
I

'.

Bl
I

I
I

//

//

contact length

width of tyre

(=7510450mm or3to l8in)

'. Wheel-load dispersion area = A x B

overall width (two sleepers)

length of sleeper
Axle-load dispersion area = A x B
C
1

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12

Imposed loads: miscellaneous

Number of floors (including roof)
supported by member

Columns
Piers

5to

More
than 10

10

Walls

Foundations

Reduction of uniformly
distributed imposed loads
specified on

Reduction of load
on all floors

50%max.

Multiply load by (1.05 A/800), where

A = area in m2. Maximum reduction = 25%

Single span supporting not less

than 40 m2 or 430 ft2 at same general level
Beams

10% 20% 30% 40%

This reduction or reduction for columns etc. can be made, whichever gives the greatest
reduction

Tables 6 and 7

(per BS6399:Part 1)

Applicability

Reductions apply to all buildings except warehouses and other stores, garages and
office areas used for storage or filing
Applicable also to factories, workshops etc. Design for imposed load not less than
5 kN/m2 or 104 lb/ft2 provided the reduced load is not less than S kN/m2 or 104 lb/ft2
No reduction is to be made for machinery or other particular loads

MISCELLANEOUS IMPOSED LOADS

Lifting
capacity

Minimum
wheelbase

or *

Maximum static load on pair of wheels

tons
kN

1/5

Span! ofrane (m)

Height H

Span lof crane (ft)

Notes
End
clearance E

ci,

0)

kN

tons

ftin

1.8

60
86

55

60

10 0
10 6
12 0
13 0

115
180

ftin mm

18

30

40

50

60

70

5.5

140
215

6
11.5

7
13

130

20

31

33

35.5

46
70

48

51
81

1.7
1.8
2.0
2.3
2.6

56
60

18

14
21.5

3.1

10 3

15

12

in

C)
Ce

Ce

I-

0)
3.

20
50
100

2
5
10

200
300
500

20
30
50

2.5
3.0
3.2
3.6

4.0

Allowances
for dynamic effects
on crane beams
and supports
BS6399: Part I

310
460

700

200

355
480
720

BS 2655

72

Vertical load

Increase static wheel load by

Forces acting
horizontally

Transverse to rail:

9
9.5

280

11

300
360

12

14

Tabulated

dataare
typicaland
mayvarydue
tomakeand
useofcrane

Operation
Electric

Hand

25%

10%

10%

5%

5%

5%

proportion of weights of crab plus load

Longitudinally (along rail):
proportion of max. static wheel loads

Design load: weight of all machinery on beams plus twice max. suspended loads
Factor of safety of beams (based on strength of materials) = 7
Deflection of beams 4c

span
1500

kN/m

lb/ft

For cement, grain, coal, crushed stone etc.

2.5 to 4.1

168 to 280

Steel framing, corrugated sheeting, wooden floor

8.2 to 9.8

560 to 672

kN/m2

lb/ft2

8.0

168

Type of plant

Use/construction

Belt conveyors

Conveyor gantries

Screening plant

69
76
86

230
240

Increased vertical load to be considered to act at same time as either

transverse or longitudinal horizontal force

at rail level

Beams and su pp orts

510
810

200

Shaker type for coal (including steel supports)

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