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Roads
2015

Bruprosjektering
Design of bridges, ferry quays and other load-bearing structures

NORMAL Manual N400

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N400 BRIDGE PROJECTION

Bruprosjektering

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N400 BRIDGE PROJECTION

 Handbooks in the Norwegian Public Roads Administration

This is a handbook in the Norwegian Public Roads Administration

handbook series. The Road Directorate is responsible
for preparation and updating of manual
the books.

This manual is digital only (PDF)

on the National Roads Administration's website,
www.vegvesen.no .

The Norwegian Public Roads Administration's handbooks are published on

two levels:

Level 1: ○ Orange or ○ Green color code

on the cover - includes normal (orange
color) and guideline (green color)
approved by the supreme authority
or by the Road Directorate by authorization.

Level 2: ○ Blue color code on the cover

- includes guidance approved by it
department that has been authorized to do so in
Public Roads.

Bruprosjektering
N400 in the Norwegian Public Roads Administration's handbook series

Cover photo: Geir Brekke and Knut Opeide

ISBN: 978-82-7207-680-0

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N400 BRIDGE PROJECTION

Preface

Generally

This roadmap is drawn up on the basis of the regulations of the Ministry of Transport and Communications pursuant to the Road Act
Section 13. The regulations provide a framework for the design and standard of the road, and apply to all public roads.
 scope

Manual N400 User Design applies to the design of:

- bridges, ferry quays and other load-bearing structures in the public road network
- bridges and other load-bearing structures with or without private measures
the public road network

The manual applies to all phases of construction time and useful life including production, transport and
and mounting phase for load bearing elements. Furthermore, the standard applies for repair and maintenance measures
affecting the bearing capacity and reliability of the structure, as well as for reinforcement and rebuilding.

The reliability requirements in the manual also apply to formwork, scaffolding, travel or other assistive devices.
constructions for the execution of the construction work if they go over, under or are placed so close to
public roads that any collapse may affect the area open to public traffic.

Commencement

Manual N400 User Design is valid from 04/2015 and replaces:

- Manual N400 User Design [2009]
- Manual V499 User Design - Eurocode Edition [2011]
- note 2010 / 115840-003 - Provisions for switching to Eurocodes when designing bridges,
ferry quays and other constructions related to road construction - Change of end date to 31 June 2011
- note 2013 / 058550-001 - Status of design and construction of concrete bridges in the State Roads Administration

The manual is coordinated with regulations for traffic loads, manual R410 Cables for hanging, slant and
arch bridges, manual R412 User classification and manual R762 Process code 2.

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Contents
Preface 3
Generally 3
scope 3
Commencement 3
Contents 4
Introduction 19
Generally 19
Fraviksbehandling 19
Control and approval 19
Significant changes compared to previous versions 19
Validity / Waivers 20
definitions 21

1 Basis for engineering 25

 1.1 Design assumptions 25
1.1.1 General 25
1.1.2 Design principles 25
1.1.3 Design requirements 25
1.1.3.1 Basic requirements 25
1.1.3.2 Basic conditions and foundations 26
1.1.3.3 Bridges over public roads or railways 26
1.1.3.4 Type of construction 26
1.1.4 Units and Designations 26
1.1.5 Tolerances 26
1.1.6 Usage time 27
1.1.6.1 General 27
1.1.6.2 Reduced design life 27
1.1.6.3 Temporary structures 27
1.2 Foundation material 27
1.2.1 General 27
1.2.2 Foundation material for all bridges 27
1.2.3 Additional material for bridges over watercourses 28
1.2.4 Additional material for bridges over fjords, healthy and navigable rivers 28
1.2.5 Additional material for bridges over railways 28
1.2.6 Additional material for bridges over roads 28
1.2.7 Additional material for existing bridges 28
1.3 Documentation 29
1.3.1 General 29
1.3.2 Design basis 29
1.3.3 Construction calculations 29
1.3.4 Description and Quantity List 30
1.3.5 Drawings and Material Lists 30
1.3.5.1 General 30
1.3.5.2 Overview drawings 30
1.3.5.3 Development and assembly drawings 30
1.3.5.4 Foundation drawings 30

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1.3.5.5 Concrete drawings 31

1.3.5.6 Steel drawings 31
1.3.5.7 Wooden drawings 32
1.3.5.8 Aluminum drawings 32
1.3.5.9 Drawings of stone structures 32
1.3.5.10 Coating drawings 32
1.3.5.11 Equipment drawings 32
1.3.5.12 Drawings of reinforced / rebuilt bridge 33
1.3.6 Drawings of completed construction 33
1.3.7 Calculations and other design material 33
1.3.8 Management documentation 33
1.4 Quality assurance 34

2 Control and approval 35

2.1 General 35
2.1.1 Scope 35
2.1.2 Transmission of design material 35
2.2 Collective checks 35
2.3 The Road Directorate's control scheme 35
2.3.1 Technical control of user concept 35
2.3.2 Design control 36
2.4 The Road Directorate's control grades 36
2.4.1 General 36
2.4.2 Level of control I - Simple control 36
2.4.3 Level of control II - Limited control 36
 2.4.4
2.4.5 Control
Level ofgrade IIIIV
control - Normal control control
- Comprehensive 36
37
2.5 Duty of information 37
2.6 The Road Directorate's approval scheme 37
2.7 Technical approval 37
2.7.1 General 37
2.7.2 Technical partial approval 37
2.7.3 Technical approval for general contract, OPS, etc. 38
2.7.4 Requirements for documentation for technical part-approval 38
2.7.5 Requirements for documentation for overall technical approval 38
2.7.6 Approval of work drawings 38

3 General design requirements 39

3.1 General 39
3.2 Joints, bearings and joints 39
3.3 Connection between superstructure and substructure 39
3.3.1 Stores and Joints 39
3.3.2 Number of bearings per axis 39
3.3.3 Phone foundations and use of bearings 40
3.4 Grout-free bridges 40
3.4.1 General 40
3.4.2 Requirements for joint-free construction 40
3.4.3 Sizing 41
3.4.4 Displacement of users 41

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3.4.5 Prerequisites for geometry and the use of light masses 42

3.4.6 Offset control 42
3.4.6.1 General 42
3.4.6.2 Offsets due to temperature 42
3.4.6.3 Offsets due to traffic load 42
3.4.6.4 Offsets due to wind 42
3.4.6.5 Combination of offsets 43
3.4.6.6 Recommended limits for displacement in users 43
3.5 Bridges with joint construction 43
3.5.1 General 43
3.5.2 Bridges with special requirements for placement of joints, bearings and joints 44
3.5.3 Low Break Bridges 44
3.6 Functional requirements for bridges 44
3.6.1 Deformations 44
3.6.2 Local deformations in joint construction 44
3.6.3 Fluctuations 44

4 Design requirements and accessibility requirements 45

4.1 Requirements for widths 45
4.1.1 Free widths 45
4.1.2 Free width over handrails 45
4.1.3 Security room 46
4.1.4 Free width for rail traffic 46
4.2 Requirements for heights above and below bridges 46
4.2.1 Free height for bridges and other road structures 46
4.2.2 Free height for pedestrian and bicycle traffic under bridges and in subways 46
4.2.3 Free height in side terrain for busy roads under bridges 46
4.2.4 Free height above watercourses 47
4.2.5 Free height for agricultural traffic 47
4.2.6 Free height for rail traffic 47
4.2.7 Vertical clearance over fjords and sound 47
4.2.7.1 Minimum vertical clearance over sea 47
4.2.7.2 Vertical clearance over waterways and navigable waters 47
4.2.8 Free height over terrain 48
 4.3
4.4 Alignment Requirements
Design of details 48
48
4.4.1 General 48
4.4.2 Handrails 48
4.4.3 Edge supports 48
4.4.4 Land heirs 49
4.4.5 Transition plates 50
4.4.5.1 General 50
4.4.5.2 Grout-free bridges 50
4.4.5.3 Overfilling 51
4.4.5.4 Width and fall 51
4.5 Geometry requirements for cavities 52
4.5.1 General 52
4.5.2 Cavity in box bridges with inspection requirements 52
4.5.2.1 Cartridge cross section with constant height 52

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4.5.2.2 Variable height cassette cross section 53

4.5.2.3 Special height rule for steel boxes 53
4.5.3 Cavities in columns, towers and ridges 54
4.5.4 Cavities in arch bridges 54
4.6 Doors, hatches and manholes 54
4.6.1 Location of doors, hatches and manholes 54
4.6.2 Doors and manholes in vertical surfaces 54
4.6.3 Hatches and manholes in horizontal surfaces 55
4.7 Access 56
4.7.1 General 56
4.7.2 Access to storage 56
4.7.3 Access to joints 58
4.7.4 Access around columns and between columns and wall 58

5 Loads 59
5.1 Classification of influences 59
5.2 Permanent influences 59
5.2.1 General 59
5.2.2 Self-loading 59
5.2.2.1 General 59
5.2.2.2 Coating 59
5.2.3 Water pressure 60
5.2.4 Soil pressure 60
5.3 Variable influences 61
5.3.1 General 61
5.3.2 Temporary loads 61
5.4 Natural cargo 61
5.4.1 General 61
5.4.2 Snow load 61
5.4.3 Wind load 62
5.4.3.1 Wind classes 62
5.4.3.2 Characteristics of the wind field 62
5.4.3.3 Boundary conditions and load combinations 64
5.4.3.4 Operating instructions in wind load class I 64
5.4.3.5 Operating instructions in wind load class II 64
5.4.3.6 Operating instructions in wind load class III 66
5.4.3.7 Vertebral Release Fluctuations 66
5.4.3.8 Control of the instability phenomena 67
5.4.4 Loads from waves and currents 69
5.4.4.1 General 69
5.4.4.2 Wave heights and flow components 69
5.4.4.3 Load 69
5.4.4.4 Wave load on small structures 69
 5.4.4.5 Wave load on large-volume structures 70
5.4.4.6 Swirl Discharge 70
5.4.5 Loads from variable water pressure 70
5.4.6 Loads from landslides 70
5.4.7 Islast 71
5.4.7.1 General 71

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5.4.7.2 Ice thickness 71

5.4.7.3 Load from drift ice 71
5.4.7.4 Distance between structural parts 71
5.4.7.5 Tilted structures 72
5.4.7.6 Horizontal load from thermal expansion and water level variation 72
5.4.7.7 Vertical ice loads for water level variations 72
5.4.8 Thermal influences 73
5.4.8.1 General 73
5.4.8.2 Vertically varying temperature proportion 73
5.4.8.3 Difference in temperature proportion between different structural parts 73
5.4.8.4 Temperature differences 73
5.4.9 Seismic influences 73
5.4.9.1 General 73
5.4.9.2 Selection of seismic class 74
5.4.9.3 Requirements for analysis 74
5.5 Deformation loads 74
5.5.1 General 74
5.5.2 Pre-tension, shrinkage, creep and relaxation 74
5.5.3 Sentences 74
5.5.4 Friction forces / deformation forces from bearing 74
5.5.5 Ground pressure against end skirt on joint-free bridges 75
5.6 Accident loads 75
5.6.1 General 75
5.6.2 Accidental load caused by vehicles 75
5.6.3 Accidental load caused by ship traffic 76
5.6.3.1 General 76
5.6.3.2 Determination of accident burden from ship traffic using risk analysis 76
5.6.3.3 Simplified rules for determining accident load from ship traffic 76
5.6.4 Accidental load caused by rail traffic 76
5.6.5 Fire with possible subsequent explosion 76
5.6.6 Accident loads from landslides and floods 77
5.6.6.1 Accidental load caused by landslides 77
5.6.6.2 Accidental load caused by flooding 77
5.7 Concurrency of loads 77
5.7.1 General 77
5.7.2 Simultaneous wind, current, wave and tidal loads 77

6 Construction Analysis 79
6.1 General 79
6.2 Design principles 79
6.3 Design load effect 79
6.3.1 General 79
6.3.2 Dynamic analyzes 79
6.3.3 Combination of extreme values for dynamic load effects 79
6.3.4 Model experiments 79
6.3.5 Geotechnical engineering - fracture boundary condition 80
6.3.6 Accident situation and seismic situation 80
6.4 Requirements for Nonlinear Analysis Methods 81
6.4.1 Prerequisites 81
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6.4.2 Types of non-linear design analysis 81

6.4.2.1 General 81
6.4.2.2 Load Impact Analysis 81
6.4.2.3 Global stability 82
6.4.3 Documentation 82

7 Concrete structures 83
7.1 General 83
7.2 Basis for design 83
7.2.1 Basis 83
7.2.2 Material factor for structures in water 83
7.2.3 Basic variables 83
7.3 Materials 84
7.3.1 Selection of concrete specification 84
7.3.2 Density of reinforced concrete 84
7.3.3 E-module for concrete 84
7.3.4 Lightweight concrete 85
7.3.5 Low-heat concrete 85
7.3.6 Regular slack reinforcement 85
7.3.7 Stainless slab reinforcement 85
7.4 Durability and overlay for reinforcement 85
7.4.1 Conceptual clarifications and clarifications 85
7.4.2 Minimum cover, C min 85
7.4.3 Permissible Deviations, ∆ C dev 87
7.4.4 Designed roofing, C nom 87
7.4.5 Special cover requirements 87
7.4.6 Mounting rods 87
7.4.7 Indication of overlay on reinforcement drawings 87
7.5 Construction Analysis 88
7.5.1 Additional moments in slim structural parts - 2nd order theory 88
7.6 Fracture Limit Conditions 88
7.6.1 Bending with axial force 88
7.6.2 Control of shear force capacity 88
7.6.3 D areas 88
7.6.4 Fatigue 89
7.7 Use limit states 89
7.7.1 Scissors 89
7.7.2 Pressure Relief 89
7.8 Reinforcement Rules 89
7.8.1 General 89
7.8.2 Measures for good casting 90
7.8.3 Reinforcement with mechanical end anchorage 90
7.8.4 Socket joints for slack reinforcement 90
7.8.5 Reinforcement rules for foundations and pavements 90
7.8.6 Reinforcement rules for columns and walls 91
7.8.7 Reinforcement rules for superstructure 91
7.8.8 Reinforcement rules for recesses 91
7.9 Design rules 91
7.9.1 Runoff 91

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 7.9.2 Vertical castings 91
7.9.3 Underwater casting 92
7.9.4 Foundations 92
7.9.5 Grounds and retaining walls 92
7.9.6 Transition plates 92
7.9.7 Superstructure 93
7.9.8 Tensioned structures 93
7.9.9 External and uninjected tension reinforcement 93
7.9.10 Recesses 93
7.9.11 Weight-reducing recesses 93
7.9.12 Concrete joints 94
7.9.13 Casting 94
7.9.14 Cathodic protection 95
7.9.15 Cutouts for fence posts 95

8 Steel structures 97
8.1 General 97
8.2 Basis for design 97
8.3 Materials 97
8.3.1 Structural steel 97
8.3.2 Interacting concrete and steel 97
8.4 Resistance 97
8.4.1 Corrosion protection of structures in air 97
8.4.2 Corrosion protection of structures in water 98
8.5 Construction Analysis 98
8.5.1 General 98
8.5.2 Load effect determined on the basis of plastic theory 98
8.5.3 Load effect on dips 98
8.5.4 Calculation of dynamic response 98
8.6 Fracture Limit Conditions 99
8.7 Use limit states 99
8.8 Screw and welding connections 99
8.9 Fatigue 99
8.10 Manufacturing and design rules 99
8.10.1 Cavity 99
8.10.1.1 Cavities available for inspection 99
8.10.1.2 Cavities in smaller cassette sections 100
8.10.1.3 Cavities in profiles and the like 100
8.10.2 Superstructure 100
8.10.2.1 Plate thicknesses 100
8.10.2.2 Orthotropic Plates 100
8.10.2.3 Plates with tensile stresses perpendicular to the plate plane 100
8.10.2.4 Bevel of plates 101
8.10.2.5 Pressure transfer for direct installation 101
8.10.2.6 Cutting joints in cooperative structures 101
8.10.3 Railing 101
8.10.4 Welded connections 101

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9 Wooden structures 103

9.1 General 103
9.2 Basis for design 103
9.2.1 Basis 103
 9.2.2 Climate classes 103
9.2.3 Equilibrium of wood 103
9.2.4 Temperature influence, swelling and shrinkage 104
9.3 Materials 104
9.3.1 Structural and laminated timber 104
9.3.2 Connecting agents 104
9.3.3 Embedded steel plates 104
9.3.4 Tension system 105
9.4 Resistance 105
9.4.1 General 105
9.4.2 Chemical protection 105
9.4.2.1 Chemical protection methods 105
9.4.2.2 Creosote impregnation 105
9.4.3 Constructive protection 105
9.4.3.1 General 105
9.4.3.2 Structural protection of wood without creosote 106
9.4.3.3 Structural protection for wood treated with creosote 106
9.4.3.4 Design of constructive protection 106
9.4.3.5 Constructive protection against traffic jams 106
9.4.4 Protection of clamping systems 106
9.5 Construction Analysis 107
9.5.1 General 107
9.5.2 Laminated bridges 107
9.5.2.1 General 107
9.5.2.2 Tension force in transverse tension covers 107
9.5.2.3 System stiffnesses 107
9.5.2.4 Reduced stiffness when cracking between slats 108
9.6 Fracture Limit Conditions 108
9.6.1 Cross-tensioned covers 108
9.6.1.1 General 108
9.6.1.2 Anchor plate 109
9.6.1.3 Sliding between slats 109
9.6.1.4 Cracking between slats 110
9.6.2 Effect of butt joints on sizing 110
9.6.3 Concentrated loads 110
9.6.4 Fatigue 110
9.7 Use limit states 110
9.7.1 Stretch restriction 110
9.7.2 Cracking between slats 110
9.8 Manufacturing and design rules 111
9.8.1 111
9.8.2 Cross tension bridges 111
9.8.2.1 Design 111
9.8.2.2 Suspension 111
9.8.2.3 Fasteners 111

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9.8.2.4 Handrails 111

9.8.2.5 Swallowing and drainage 112
9.8.3 Layout of the bridal deck 112
9.8.4 Nodes with embedded steel plates 112
9.8.5 Lightning protection 112

10 Other construction materials 113

10.1 Aluminum constructions 113
10.2 Stone and block masonry structures 113
10.3 Plastic structures 113

11 Foundation 115
11.1 General 115
 11.1.1 Introduction 115
11.1.2 Frost protection 115
11.1.3 Erosion and erosion protection 115
11.1.4 Drainage and backfill 115
11.1.5 Design load effect 115
11.1.6 Carrying capacity 116
11.1.7 Sentences 116
11.1.8 Supplementary analyzes of the soil's bearing and deformation properties 116
11.2 Direct foundation 117
11.2.1 General 117
11.2.2 Control of eccentricity 117
11.2.3 Dimensional ground pressure and effective foundation surface 117
11.2.4 Design carrying capacity 118
11.2.5 Control against sliding on rock 118
11.3 Piles and pile foundations 118
11.3.1 General 118
11.3.2 Selection of pellet type 119
11.3.3 Design principles 119
11.3.3.1 General 119
11.3.3.2 Reduction factor 119
11.3.3.3 Side support from ground 120
11.3.3.4 Corrosion on steel bars of profile steel 120
11.3.4 Tensile pillars 120
11.3.4.1 General 120
11.3.4.2 Tensile pillars in bulk 120
11.3.4.3 Pillars in rock: 121
11.3.5 Steel Pipe Player 121
11.3.5.1 Capacity contribution from steel pipes 121
11.3.5.2 Stiffness 121
11.3.5.3 Reinforcement 121
11.4 Freestanding pile groups in water with cast steel pipe fittings 122
11.4.1 General 122
11.4.2 Design principles 122
11.4.2.1 Calculation model 122
11.4.2.2 Load effects 122
11.4.2.3 Unintentional eccentricity 122

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11.4.2.4 Side support from ground 123

11.4.2.5 Control of single pill loss 123
11.4.2.6 Reduction factor for free standing pile groups in water 123
11.4.2.7 The capacity of the pile 124
11.4.2.8 Pile tip dimensioning 124
11.4.2.9 Accident situation 124
11.4.3 Constructive design 124
11.4.3.1 Slenderness 124
11.4.3.2 Strength in pipe joints 124
11.4.3.3 Stiffening of piles in the construction phase 124
11.4.3.4 Recording horizontal forces 124
11.4.3.5 Concrete and reinforcement 124
11.5 Spunts, slots and other supporting walls 125
11.5.1 General 125
11.5.2 Corrosion of steel point 125
11.6 Anchors 125
11.6.1 General 125
11.6.2 Tensioned anchors 125
11.6.2.1 Length of anchorage in rock 125
11.6.2.2 Capacity control of anchored foundations 126
11.6.2.3 Tensioning procedure 127
 11.6.2.4 Corrosion
11.6.3 Counterweight protection
box anchors 127
127
11.6.4 Mounting bolts 127
11.6.4.1 Capacity control 127
11.6.4.2 Length of anchorage in rock 127
11.6.4.3 Corrosion protection 128
11.6.5 Anchors in loose masses 128

12 Utilization and equipment 129

12.1 General 129
12.1.1 Products 129
12.1.2 Steel corrosion protection 129
12.2 Coating 129
12.2.1 Occupancy classes 129
12.2.2 Structures in bulk 130
12.2.2.1 General 130
12.2.2.2 Constructions above groundwater level with drainage conditions 130
12.2.2.3 Structural parts fully or partially below groundwater level 130
12.2.3 Connections and Terminations 131
12.2.3.1 General 131
12.2.3.2 Finishing without edge carrier or guide edge 131
12.2.3.3 Connection to concrete edges 131
12.2.3.4 Termination in bridge and connection to joint 131
12.2.3.5 Connection to railing posts 131
12.2.3.6 Connection to water drains 131
12.2.4 Construction of sidewalks 131
12.2.5 Moisture threshold 132
12.3 Handrails 132

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12.4 Stores and Joints 132

12.4.1 General 132
12.4.2 Store in concrete structures 132
12.4.3 Inventory inclination 133
12.4.4 Sizing and presetting 133
12.4.5 Inspection, maintenance and replacement 133
12.5 Sealing structures 133
12.5.1 General 133
12.5.2 Joint bed and reinforcement 134
12.5.3 Slope 134
12.5.4 Sizing and presetting 134
12.5.5 Joints in curbs, guide edges and concrete railings 134
12.5.6 Open and tight joint structures 135
12.5.7 Inspection and maintenance 135
12.6 Overwater 135
12.6.1 General 135
12.6.2 Paved drainage in bridge 135
12.6.3 Switch off 135
12.6.4 Water Management System 136
12.7 Electrical systems, cables and fluid wiring 136
12.7.1 General 136
12.7.2 Grounding 136
12.7.3 Internal lighting and workflow 137
12.7.4 Road lighting 137
12.7.5 Security installations for aviation and maritime traffic 137
12.7.6 Cables and wires owned by parties other than the Norwegian Public Roads Administration 137
12.7.6.1 General 137
12.7.6.2 Investigation 138
12.7.6.3 Pulling pipe 138
12.7.6.4 Location of pipes, cables and cable ladders 138
 12.7.6.5 Telecommunication and signal cables 140
12.7.6.6 High Voltage Cables 140
12.7.6.7 Liquid conducting wires 140
12.8 Other equipment 140
12.8.1 Doors and doors 140
12.8.2 Stairs and walkways 141
12.8.3 Inspection devices 141
12.8.3.1 Inspection Trolley 141
12.8.3.2 Carrier Cables 142
12.8.3.3 Suspended rods 142
12.8.4 Leveling bolts 142
12.8.5 Light Masts and Sign Masts 142

13 Design-specific requirements 143

13.1 Free extension bridge 143
13.1.1 General 143
13.1.2 Loads 143
13.1.3 Design load combinations for stability control 143

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13.1.4 Dimensional load combinations in use limit state 143

13.1.5 Ceilings 144
13.1.6 Checking boundary conditions 144
13.1.7 Checking Tensile Stresses 144
13.1.8 Capacity checks 144
13.1.9 Prerequisites for the execution of FFB stages 144
13.1.10 Casting joints 144
13.1.11 Cable duct 144
13.1.12 Interconnection 144
13.2 Suspension bridges and slant bridges 145
13.2.1 General 145
13.2.2 Calculation models 145
13.2.3 Effect of length deviation in suspension rods 145
13.2.4 Replacement of sloping rod or suspension rod 145
13.2.5 Broken rods / suspension rods 146
13.2.6 Anchoring of carrier cables in the ground 146
13.3 Cables and cable systems 147
13.3.1 General 147
13.3.2 Materials and workmanship 147
13.3.2.1 Cables in suspension bridges 147
13.3.2.2 Cables in inclined bridge bridges 147
13.3.2.3 Cable Heads 147
13.3.3 Sizing 148
13.3.4 Design requirements 148
13.3.4.1 General 148
13.3.4.2 Saddles and suspension rods for closed, spirally wound cables 148
13.3.4.3 Saddles and suspension rods for parallel wire cables 149
13.3.5 Resistance 149
13.3.5.1 General 149
13.3.5.2 Surface treatment of saddles and suspension rods 149
13.3.5.3 Corrosion protection of parallel wire cables for suspension bridges 150
13.4 Movable Bridges 150
13.4.1 General 150
13.4.2 Flap bridges 150
13.4.3 Swing Bridge 151
13.5 Stone vault bridge 151
13.5.1 General 151
13.5.2 Static Calculations 151
13.5.3 Dimensioning criteria 151
 13.6 Landslides, tunnel portals and bulk tunnels 152
13.6.1 Landslide superstructure 152
13.6.1.1 General 152
13.6.1.2 Design 152
13.6.1.3 Load 152
13.6.1.4 Sizing 152
13.6.2 Tunnel portals and bulk tunnels 153
13.7 Support Structures 153
13.8 Culverts and tubes 153
13.9 Holiday Quay 154

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13.9.1 General 154

13.9.2 Special conditions for ferries to operate a connection 154
13.9.2.1 General 154
13.9.2.2 Recess 154
13.9.2.3 Locking catch on fall gate 154
13.9.2.4 Length of fall gate 154
13.9.2.5 Bulb 155
13.9.2.6 Fender List 155
13.9.2.7 Vertical distance from car tire to water line 155
13.9.2.8 Ferjas bow 156
13.9.2.9 Lifting bow 156
13.9.2.10 Scrolling 156
13.9.2.11 Ferry's effective length 156
13.9.3 Loading on the ferry dock 156
13.9.3.1 General 156
13.9.3.2 Load from ferry on ferry dock 156
13.9.3.3 Load from ferry on additional dock 158
13.9.3.4 Load combination factors for impact and mooring loads from ferry 159
13.9.4 Accident load 159
13.9.4.1 Breakage in one lift cylinder 159
13.9.4.2 Abnormally high impact load on quay 159
13.9.5 Ferjekaibru 159
13.9.5.1 Functional requirements for ferry berths 159
13.9.5.2 Length of ferry dock 160
13.9.5.3 Width of ferry jetty 160
13.9.5.4 Directional nonconformities in lay-out 160
13.9.5.5 Fender element behind ferry cab 160
13.9.6 Additional quay and bridge booth 160
13.9.6.1 Functional requirements for additional quay and bridge booth 160
13.9.6.2 Main dimensions 160
13.9.6.3 Foundation 160
13.9.6.4 Erosion protection and water depth 160
13.9.6.5 Bollards 161
13.9.6.6 Mountain anchors 161
13.9.6.7 Landkar 161
13.9.6.8 Hydraulic system 161
13.9.6.9 Electrical Equipment 161
13.9.6.10 Other equipment 161
13.10 Segment bridges in concrete 162
13.10.1 General 162
13.10.2 Dimensioning 162
13.11 Bridge brethren 162
13.12 Flow bridges and pipe bridges 163
13.12.1 Functional requirements 163
13.12.1.1 Alignment 163
13.12.1.2 Sailing 163
13.12.1.3 Waterproofing 163
 13.12.1.4 Freeboard 163

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13.12.2 Self-loading 163

13.12.2.1 General 163
13.12.2.2 Permanent buoyancy 164
13.12.2.3 Marine fouling 164
13.12.2.4 Permanent self load for pipe use 164
13.12.2.5 Variable own load for pipe use 165
13.12.3 Natural Cargo 166
13.12.3.1 General 166
13.12.3.2 Hydrodynamic loads 166
13.12.3.3 Current load 166
13.12.3.4 Load Impact Analysis 167
13.12.3.5 Accident loads 167
13.12.4 Sizing 167
13.12.4.1 General 167
13.12.4.2 Control of global stability in fracture boundary condition 167
13.12.4.3 Control in ordinary breaking limit state 168
13.12.4.4 Control in use limit state 168
13.12.4.5 Control of accident situations 168
13.12.5 Operating Manual 169
13.12.6 Buoyancy 169
13.12.7 Anchorage system 169
13.12.8 Equipment 169
13.12.8.1 Joint structures 169
13.12.8.2 Other equipment 169

14 Bridges in the Operational Phase 171

14.1 Usage Classification 171
14.1.1 General 171
14.1.2 Use class and road group 171
14.2 Reinforcement / rebuilding 171
14.2.1 Design life 171
14.2.2 Documentation 171
14.2.3 Inspection and condition assessment 172
14.2.4 Analysis of life cycle costs 172
14.2.5 Disposable transport 172
14.2.6 Temporary and permanent reinforcement / rebuilding 172
14.2.7 Water flow calculations 173
14.2.8 Width Expansion 173
14.2.9 Replacement of superstructure 173
14.2.10 Storage 173
14.2.11 Reinforcement of steel beam bridges 173
14.3 Existing bridges included in new road systems 173
14.4 Maintenance and repair measures 174
14.5 Coating work 174
14.5.1 Capacity control 174
14.5.2 Coating work on existing bridges during the operational phase 174

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 Introduction
Generally

Manual N400 Bridge design shall be used in the design of bridges, ferry quays and other carriers
constructions within the scope as specified in the Preface. The manual contains requirements for:
- reliability and carrying capacity
- durability
- traffic safety, accessibility and efficient maintenance

The manual supplements the Eurocodes with supplementary provisions for calculation, dimensioning and
design of bridges, ferry quays and other load-bearing structures. Location dependent and specific requirements
what is needed for the design is also discussed.

Requirements for road alignment and geometry are met by the manual N100 Road and street design. For
can be found in the handbook N101 Handrails and roadside areas. Tunnel requirements are given in
manual N500 Road tunnels, but for tunnel structures that are designed, built and managed as
bridges (bulk tunnels, tunnel portals, etc.) apply to the requirements of this standard.

Recommendations are given in the manual to the extent this is appropriate. To distinguish recommendations from requirements, is
these are written in italics with indentation.

Fraviksbehandling

New regulations for derogations for county road users are provided for in regulations on standards, deviations, control,
approval etc. in the design, construction and management of the bridge, ferry dock and other carriers
construction on county roads (bridge regulations for county roads) §4.

The Norwegian Public Roads Administration is the derogation authority for bridges on national and county roads. For municipal bridges is
the municipality derogation authority.

Control and approval

Manual N400 Bridge Design describes the Danish Road Directorate's control and approval scheme for bridges,
ferry quays and other load-bearing structures within the scope.

Significant changes compared to previous versions

Significant changes in relation to manual N400 [2009] / manual V499 [2011] are mentioned:
- regulations for traffic loads are taken out of the ordinary and are issued as separate regulations
- restrictions on foundry work on public roads have been introduced
- technical control of user concept is formalized as a control level
- Technical regulations for segment bridges, pipe bridges and float bridges have been incorporated

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Validity / Waivers
The collective term “road norms” includes both norms enshrined in the Road Act and norms enshrined in
Road Traffic Act / Sign Regulations.

This manual is a road standard authorized by the Road Act.

The road norms shall, in accordance with regulations pursuant to section 13 of the Road Act, apply to all planning and construction of
 roads and streets on the public road network. The Norwegian Public Roads Administration may deviate from this road standard for the national government.
and county roads. For municipal roads, this authority is assigned to the municipality.

Road norms have two levels of requirements - must and should - where must-demands are the most important. The meaning of the verbs
shall, should and can, and who has the authority to derogate from the technical requirements for national and county roads
appears in Table 01. Application for waiver is made on separate form. Form and case / process requirements
can be found in the Norwegian Public Roads Administration's quality system. Before the appropriate authority can process the waiver application, shall
the consequences are considered.

Verb Meaning Authority to waive requirements

Shall Claim The requirements are waived by the Roads Directorate. An application for a waiver must be justified.

should Claim The requirements are waived by the Regional Roads Office. An application for a waiver must be justified. The Road Directorate shall
be notified with the possibility of changing the waiver decision within 3 weeks (6 weeks in the period 1 June to
August 31).
Can Recommendation Departed according to academic assessment without the requirement for approval.

Table 01: Use of shells, should and can. Authority to derogate from requirements for bridges, ferry jets and other carriers
constructions on national and county roads given in this road template

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definitions
In the N400 User Design Manual , definitions apply as set out in Table 02.

Term Definition

Another bearing Construction to be designed, constructed and managed as a bridge, including bulk mass tunnels,
construction road cap / road superstructure, tunnel portals, landslides and support walls in concrete, natural stone or
permanent spun, slotted wall and other supporting wall with design height ≥ 5.0 m.

Screed Asphalt layer between the moisture insulation and the bonding layer where the breaking deck makes it difficult to satisfy
geometric requirements on the wear layer.

coating Layers that protect the load-bearing structure from wear and tear. The coating may persist
of moisture insulation, straightening layers, bonding and asphalt wear layers.

durability The ability of the building material to retain its strength and appearance over the intended dimensioning
service life without major maintenance costs.

concrete Joint Reinforced concrete slab or beam, where geometry and reinforcement are designed so that it does not
transmitted bending moment.
 Bru Carrying structure with a span greater than or equal to 2.5 meters and which shall carry traffic loads.
By bridge is also meant filled structures such as culverts and pipes with span or diameter
of 2.5 meters or more.

Bruklassifisering Determine the maximum permitted traffic load for existing bridges based on drawings, previous calculations,
documented material capacities and condition.

Use Class The designation of the weights for which the different roads are allowed. The usage class is abbreviated Bk and
is followed by a number, e.g. Bk10 and Bk8. It indicates maximum permissible axle load, load from axle combinations
and total weight depending on the distance between the shafts.

bearing Bridge, ferry dock and other load-bearing structure.

construction
dimensioning The anticipated time period a construction or part thereof, for an intended purpose and purpose
life anticipated maintenance, should be usable without extensive repair required.

dimensioning The consequences of influences on the use design in the design situation (cutting force, torque,
load effect tension, strain, deflection, rotation, etc.).

displacement Measure for the mass of the fluid volume that a ferry displaces.

Effective ferry length Length from recess to end lifting bow at other end.
Effective cage length Length from the bridge front to the outermost support point on the quay.

end Overrun Designation of cross carrier at the end of the superstructure

Disposable Transport Vehicles / vehicles with such large axle loads and / or total weights and / or design that they result in larger
stresses on the bridges than the special transports. It is assumed that such transports only occur
one or very few times in the bridge's design life. For such transports, exemptions are required.
section for driving with accompanying.

ferjekai Bearing construction that connects ferry with road area on land.
Ferjekaibru Executable connection between ferry and dock.

Reinforcement Measures that increase carrying capacity.

Free width Width available for a vehicle, e.g. between side barriers.

Free height Minimum height for overlying obstacles.

freeboard The smallest vertical distance from the water line to the top of the float body.

Free advance Construction method where the axle is extended outwards on both sides of a column, with the formwork hung up
in the previous casting section.

Grout-free bridge Bridge without joint construction. The bridge superstructure ends directly towards the road filling and coating
is passed continuously over the bridge. End skirt / cross carrier and any wing walls are monolithic
associated with the superstructure.

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Term Definition

Fugerom Rooms under joint construction that provide accessibility for inspection throughout the length of the joint.

Wet Insulation Barrier between construction and asphalt to prevent moisture ingress.
Walking and Separate area on bridges designated by public traffic signs for pedestrian, cycling or combined
bicycle facilities pedestrian and bicycle traffic.

Walking and Separate bridge intended for pedestrian, cycling or combined pedestrian traffic signs
bicycle bridge and bicycle traffic.

Lift Tower Suspension for lifting and lowering device on ferry jetty.

highest Highest water level that can be calculated under average meteorological conditions and at all possible levels
astronomical constellations between earth, moon and sun.
tides (HAT)
high-voltage cables Cables with voltage over 1000 V AC or 1500 V DC.
cables

Highest regulated The highest water level a reservoir can be adjusted to. The power plant owner is required to run the power plant
water level (HRV) so that the water level does not exceed this level. Exceptions to this are during flood situations where the power plant
and the river flow below does not manage to take away the water.

Non-linear analysis Structural analysis taking into account the non-linear deformation properties of the materials.

cablehead Steel structure that transfers the tensile force of the cable to the actual use structure (tower or bridge beam).

Carriageway The part of the road intended for regular driving.

Construction Procedure for determining the load effects at each point of construction. Divide if necessary
analysis in three levels using different models: global analysis, structural component analysis and local analysis.

quality Plan Document that determines which procedures and resources to use in the implementation
of a project.

sag Concave transition in the vertical plane alignment. Characterized by the vertical angle point
below the road line.

lowest Lowest water level that can be calculated under average meteorological conditions and at all possible levels
astronomical constellations between earth, moon and sun.
 tides (LAT)
Lowest regulated The lowest level a power plant owner is allowed to drain the water reservoir.
water level (LRV)

LCC analysis Method that compares investment with the future costs of management, operation, maintenance
and development

Material Handling Tunnel Tunnel that is built in building pits or established by tunneling in bulk.

Locking Hook Fuse hook mounted on the fall gate of a ferry.

manholes Opening without closing / closing mechanism. Male holes can be oriented both portrait and landscape.

membrane Barrier between construction and loads to prevent moisture and water penetration above and below
groundwater.

Medium Water (MV) Average height of the sea surface at a site over a period of 19 years.

Temporary Bridges and other load-bearing structures with design life less than 10 years.
construction
Modified wood Wood treated in a way that causes the material parameters to be changed.

rebuilding Change to customize usage to increase standard, usage or environment. Establishment of centerpieces
is considered a rebuild, the same applies to paving work that involves a higher standard than before
for example, the first time the establishment of moisture insulation and asphalt to replace concrete wear layers.

OPS Public private cooperation

Assembly Bearing system above stock level.

overburden The distance from the concrete surface to the nearest structural reinforcement.

Overgangsbru Bridge that crosses over road or railroad.

transition Plate Concrete slab jointed to earthenware / end carrier intended to reduce the drawbacks if possible
sentence in road filling.

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Term Definition

over Height Ceilings are intended to eliminate adverse effects of deflection and are used to provide superstructure.
the prescribed form in the finished state.

Partialfaktor- Dimensioning using factors of material properties and influences to achieve an intention
method reliability level.

Polymer Modified Binder containing polymer in sufficient quantity to give the asphalt mass the desired properties.
binder creates durability, resistance to deformation, flexibility at low temperatures, etc.

prefabricated Characterized by the fact that the element is manufactured in a different location than in its final position in the structure.
element period.
production Work drawings, description text and other requirements necessary for the execution of a particular
underlay project.

Design All work is related to choice of bridge type and equipment, constructive design, determination of
loads and load combinations, analysis and dimensioning, drawing, preparation of technical part i
competitive basis and preparation of management documentation.

In connection with assignments performed by engaged consultants, the designation may have
more extensive meaning. The N400 does not include works related to feasibility studies, collection
and compilation of basic material, plan treatment, etc.

Project planning Includes basic material for preparation of bridge projects, as well as any supplementary
basis information and specific rules for each project.

collision protection Element that shields structural part against collision from road, rail, ship traffic, etc.
Reliable The ability of the structure or structure to meet the set requirements it is dimensioned
for through the design life.

Impact Forces (loads) applied to the structure (direct impact) or applied displacements or
accelerations (indirect influence)

Recess Ferry support for bridge front.

robustness The ability of a construct to withstand events such as fire, explosions, shock or the effects of human beings
equal error without being disproportionately damaged compared to the original cause.
safety space An extension of the tire that is separated from road traffic by a high-strength handrail and serves as
safety area / evacuation route in case of emergency stop, accidents etc.

Special Transportation Vehicles / vehicles with larger axle loads, bogie loads, triple bogie loads and total weights
classes, but are associated with these according to special rules. These rules distinguish between vehicles / vehicles
on road networks in road group A and road group B. For bridges, these rules apply only to the use classes Bk
10, Bk T8 and Bk 8.

Mobile phone / signal cablesCables with voltage up to 50 V.

additional quay The part of the quay that the ferry is added to.
turnkey The contractor is responsible for the design, implementation and selection of solutions for the project.

under Construction Bearing system below stock level.

 of performance The contractor's obligations are limited to carrying out work according to drawings and descriptions.
entreprise Often referred to as "developer-managed work".

Maintenance Measures taken during the construction life to ensure that it can meet the requirements of reliability.

Veggruppe The road network is divided into road group A and road group B depending on the construction and bearing capacity of the bridges.
Road group A is a road network without bridges or with bridges that have two or more lanes. May also include
Roads with newer bridges with one lane that can withstand loads according to road group A. Road group
B is a road network consisting of bridges with one lane. Loads in this road network are lower than
those allowed for road group A.
Veglokk / Constructions that are built across the road to utilize the area above, improve traffic safety and / or
vegoverbygg reduce environmental disadvantages.

Vertical clearance Minimum height between highest astronomical tides (HAT) and bottom use structure.

Wind load class Specifies the requirements for the extent of wind load calculations for use design depending on the self-swing period
and span.

ADT The total number of vehicles passing a section on a road in one year, divided by 365. It is used
(daytime traffic) today's EAD for existing roads and forecast EAD for new roads.

Table 02: Definitions

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1 Basis for engineering

1.1 Design assumptions
1.1.1 General
It is assumed that the responsibility for providing the necessary design basis has been clarified before
planning is initiated. The design should be led, carried out and controlled by the professionals with proper
competence.

It is assumed that formal plan approval is available. The client / project owner must set aside sufficiently
time to ensure a good quality design, and to control and approve the design,
see Chapter 2.

For new types of construction where experience is limited, due consideration shall be given to such
constructions will have the character of a pilot project. This may result in stricter documentation requirements.
Quality system must be established, see 1.4.

At the start of the design work, the supporting structure shall be assigned a brown number on the mold
XX-YYYY (where XX is county number and YYYY is continuous numbering). Parallel bridges and separate
portals at each end of parallel tunnels shall each have their own brown number. Brown numbers are determined by the State
the road system and must appear in all documents accompanying the project.

1.1.2 Design principles

Manual N400 Use design is based on the partial factor method , according to Norwegian standard ( NS-EN 199 X).

The level of security used in these regulations shall be maintained regardless of technical choice
solutions and calculation methods even though there are no written rules for the chosen solutions and
methods.

The design requirements must be in accordance with the tolerance requirements specified for
the execution of the construction work.

1.1.3 Design requirements

1.1.3.1 Basic requirements

The design and the individual elements of the construction must be designed and designed to achieve one
constructions such as:
- behaves ductile in breach boundary condition
- is not sensitive to local damage and unforeseen incidents
- are adapted to the environment, landscape, foundation and foundation conditions and are logical and consistent in
its structure
- is located so that snow avalanches, landslides, floods etc. do not have unreasonably large consequences
- is universally designed and ensures good accessibility and usability for all road users
- can be built safely and securely
- can be inspected, maintained and repaired while maintaining road safety
and accessibility requirements are not significantly reduced
- is secured satisfactorily against unauthorized persons coming to undesirable areas on the bridge
such as when climbing on cables, flanges, arches, etc.
- enables the replacement of equipment and elements with shorter design life than expected
for the user design, while meeting requirements for accessibility
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1.1.3.2 Basic conditions and foundations

Basic investigations will be carried out to clarify basic conditions and geotechnical issues.
The results of the basic surveys shall be summarized in a geotechnical report included in the basis
for selection of foundation method, see 1.2.2.

Furthermore, the foundation method is also determined taking into account the importance of the bridge in the road system as well
after an assessment of:
- the function of the foundation as part of the bridge's static system
- the robustness of the foundation to unforeseen events
- feasibility of the solution

For requirements regarding foundation and choice of foundation method, see Chapter 11.

1.1.3.3 Bridges over public roads or railways

In the case of foundry work on public roads, the area during travel / scaffolding shall be closed to public traffic in
connection with the casting of the concrete and at least 8 hours after the casting work has been completed.

For bridges that cross the railway, 4-lane highway or 2-lane road with ÅDT> 8000, the superstructure should
Bottom and side edges are made of materials that do not require scheduled periodic maintenance during it
design life.

1.1.3.4 Type of construction

When choosing a construction type, the following applies:

- Steel pipes coated with zinc, epoxy, etc. should not be used as water passages.
- Grating grates should only be used on temporary bridges.
- The use of stainless steel in load-bearing structures shall be clarified in writing with the Norwegian Road Directorate
before starting the design.
- Traditional wooden decks consisting of straw and plank should not be used permanently
road bridges or ferry quays.
- Tensioned structures are recommended designed so that no control is required during the operational phase
of clamping force or post tensioning of the system.

1.1.4 Units and Designations

Units shall be in accordance with the SI system.

To the extent this is deemed necessary, names are defined in connection with the formulas or requirements
where the designations are used.

1.1.5 Tolerances
Manufacturing and construction tolerances are given in manual R762 Process code 2. Tightened tolerance requirements will
could apply to special construction types.

Current tolerances shall be stated in the production documentation.

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 1.1.6 Usage time

1.1.6.1 General

Bridges and other load-bearing structures shall be designed for 100-year design life.
Elements and equipment with a design life of less than 100 years should be replaceable.
Corrosion protection systems must be renewable. The structure must be dimensioned and designed
to take into account planned replacement work.

1.1.6.2 Reduced design life

Holiday quays are to be designed for 50 years of design life.

For new bridges included in existing sections of the road can also have 50 years of design life
considered.

1.1.6.3 Temporary structures

Temporary constructions are meant bridges, ferry jetties and other supporting constructions in association
to the road line with planned design life less than 10 years.

Traffic loads corresponding to the use class and road group on the current section shall be used
according to current road list. Furthermore, it should be dimensioned for Bk 10/60 if the bridge will be trafficked off
timber and / or modular vehicles with 60 tonnes total weight. It should also be checked for special
road networks such as Sv 12/65 and Sv 12/100 in accordance with Chapter 14 if this is or may be permitted during service life.

Surface treatment, overlay, coating type and design coating weight are determined
for the individual project. For minimum coverage requirements, see 7.4.2.

1.2 Foundation material

1.2.1 General
1.2.2 - 1.2.7 provide requirements for technical foundation material for new bridges and for existing bridges included in new bridges
road construction. The base material will vary depending on what the bridge crosses over. General case processing
such as hearings, estimates, land acquisition, etc. are omitted from this overview.

1.2.2 Foundation material for all bridges

The following basic material must be available:
- overview map
- detailed map
- longitudinal and transverse profile of road terraces
- length profile of brusted
- dimension class (road), traffic volume (ÅDT) and speed limit
- information on road salting or assessment of possible future salting
- geotechnical report
- information on local conditions that may influence the choice of type of bridge
- technical data for any cables and wires

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1.2.3 Additional material for bridges over watercourses

For bridges over watercourses, the following must be available:
- longitudinal and transverse profile of the river course
- Description of the river course (evenness, boulders, rock, sand, mud, vegetation, local
 power
- water flowconditions, etc.)or water flow calculations if observations are not available
observations
information can be obtained from NVE
- the acidity of the water, if this is of significance for the actual construction
- special information on ice and ice, fishing, and any requirements for free opening of boat traffic

1.2.4 Additional material for bridges over fjords, healthy and navigable rivers
The following must be available:
- crossing permit from the Coastal Administration
- mean water (MV), highest astronomical tides (HAT), lowest astronomical tides (LAT)
and other necessary tidal data
water level information can be found at www.sehavniva.no
- information on current, wind and wave conditions
- requirements for sailing, marking of sailing and information on ship traffic, boat types and sizes,
sailing frequency etc.

1.2.5 Additional material for bridges over railways

Reference is made to Jernbaneverket's technical regulations.

Requirements for minimum free opening (height and width) shall be stated. Free height requirements will depend on train speed,
bridge widths and rail crossings. During the construction period, Jernbaneverket will be able to grant exemption from them
general requirements in some cases.

The course manager on the current route for the bridge project can be contacted regarding practical challenges
around the project such as grounding, shielding against running current, safety requirements during the construction phase, etc.

A preliminary project is sent to the Swedish National Rail Administration for approval by the agency.

1.2.6 Additional material for bridges over roads

For bridges over roads, the following must be stated:
- intersection point, crossing angle, minimum free height and width requirements
- any need for snow circulation, securing traffic on underlying roads, etc.
- any plans for future road expansion

The basis shall include both (all) roads of the crossing.

1.2.7 Additional material for existing bridges

For existing bridges to be included in new road projects, the following documentation must be available:
- condition report
- sustainability assessment
- function in the road network
- upgrade needs to meet standard requirements

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1.3 Documentation
1.3.1 General
Documentation means design basis, calculations, drawings, descriptions,
material lists / tension lists and management documentation. Performed design checks shall be stated in
see the documentation, see Chapter 2.

Digital 3D information model can be used for bridge design (BIM). If projected
Open BIM standards and formats must be used in BIM. The information model is built up
with an object-based modeling tool that uses objects with properties and relationships.
Stitch data is extracted from 3D model.

Calculation reports must be clear with a table of contents, assumptions, assumptions and
results.
 Any parts of the structure where close inspection of the design is particularly important shall be stated as such
that this can be incorporated into the control plans for the construction work. Refer to 1.4.1.

Unless otherwise agreed, the documentation shall be in Norwegian. All documentation must be available
electronically.

1.3.2 Design basis

The following must be stated in the design documentation:
- design assumptions in accordance with 1.1
- foundation material according to 1.2
- description of natural and basic conditions
- assumptions regarding construction method and performance control
- description of construction and foundation
- construction materials and material parameters
- load assumptions and other assumptions for the design calculations
- any approved deviations from regulations

1.3.3 Construction calculations

The correctness of all choices and assumptions must be demonstrated and documented either by calculation or by
reference to recognized literature or practice.

When using analysis programs, results for important sizes should be verified, if possible probable
by alternative analyzes, estimation calculations, results from literature etc. depending on the construction
complexity and consequences of failure. As a minimum requirement for verification of the analysis model,
enclosed self-loading for construction:
- offset figures
- diagrams of average forces and demonstration of the correctness of the results, for example by estimation
by hand or based on charts from reputable manuals

For non-commonly known calculation methods, sources must be stated or formulas derived so far that
accuracy can be checked.

Calculations should be clearly edited and clearly kept, so that they are easy to control. calculations
must be copyable. Handwriting can be used, but electronic format requirements apply, see 1.3.1 and 1.3.7.

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1.3.4 Description and Quantity List

The description and volume of content, content and editing must be in accordance with the manual
R761 Process Code 1, Handbook R762 Process Code 2 and Handbook R763 Competition Basis.

1.3.5 Drawings and Material Lists

1.3.5.1 General

Drawings should be prepared using a digital drawing tool. It should be exchangeable digitally
information with other disciplines within a road and bridge project.

Drawings shall be prepared in a degree of detail which ensures proper execution and which also provides necessary
documentation for the management of the construction. Furthermore, the drawings should be so organized and targeted
that the structure can be built part by part, without the need to search for information on drawings that show
other parts of the structure.

1.3.5.2 Overview drawings

An overview drawing must be carried out as described in manual R700 Drawing basis, section 2.11.

Bridges should be divided into axes. The axis numbering should follow increasing profile numbers on the road and axis 1
is added at the lowest profile number. In addition to the requirements in the manual, the overview drawing's field of note must
R700 Drawing Basis View:
- annual figures for the acquisition of the construction work
 - case and document numbers for any approved exceptions
- case and document number for any crossing permit

For bridges over watercourses, flow direction, design flood level and water velocity shall be included
corresponding return period specified.

When rebuilding existing bridges, a new overview drawing will be prepared. This drawing should show
both existing and new structural parts as well as other changes.

1.3.5.3 Development and assembly drawings

Drawing (s) shall be prepared which, to the extent necessary, show the construction method in accordance with the assumed
calculation assumptions for the construction phase.

This may be, for example, indication of stage division, mounting methods, if any
auxiliary columns, scaffolding, stiffening systems, etc.

1.3.5.4 Foundation drawings

Own foundation drawings will be prepared. Requirements for what to display on the foundation
drawings depend on the foundation method.

When founding on rock:

- Dimensions and depth of blasted building pit

By direct foundation on loose masses:

- excavation level and distribution of building pits
- possible frost protection, ground reinforcement, filling, straightening and compaction to the planned
foundation level

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When founding on piles:

- pile plan showing the location, direction and inclination of the piles; each pel is given a unique number
If appropriate, pile plans can be incorporated into the shape drawing of the foundation.
- detail that shows the transition between pile and rock when foundational to rock
- design of transition in top pile
- excavation level and distribution
- possible frost protection, ground reinforcement, filling, straightening and compaction to the planned
foundation level

Backfill until and above construction shall be shown on the foundation drawing. Lower boundary of
filling in against construction, delimiting against reinforcement layers and filling for roads, as well as protective layers
of fluxes against membrane shall also be stated.

Backfill until stone structures can be shown in the drawing of the stone structure if it is
provided the work is performed in an operation.

Extension, thickness, mass types and grading of erosion protection and rocky gutters shall be displayed on
foundation drawing.

1.3.5.5 Concrete drawings

Form and reinforcement drawings shall be prepared with necessary reinforcement strips, as well as any
span reinforcement drawings. Concrete specification, reinforcement cover and workmanship are specified on
relevant drawings.

The shape drawings shall show the building parts in plan, elevation (possibly longitudinal section), cross section and necessary
details. Any heights must be indicated, either on a separate drawing or on a drawing. Processing of
casting joints and other details that are assumed to be completed during the execution shall be specified and detailed.

Reinforcement shall be shown in plan, possibly in elevation, with full indication only one place in accordance with NS-EN
ISO 3766, and to the extent necessary on average. It will be detailed on a larger scale in areas where this
is important for ensuring good execution, for example in joints and where there is high reinforcement density. IN
such areas shall be shown the location of all the reinforcing bars with the necessary aiming. It shall
 mathematical formulas are not used to describe reinforcement with variable dimensions.
The location of each clamping cable shall be defined in the height and transverse direction of the bridge throughout the cable
length. Dimensions and angles / slopes in castings and anchoring details must also be specified.

Regarding requirements for production documentation and division of responsibilities between client / consultant and executor /
supplier of tension reinforcement, reference is made to the Norwegian Concrete Association's publication no. 14: Tension reinforcement.
worker.

1.3.5.6 Steel drawings

Complete targeted work drawings with necessary cuts and details will be prepared.
Work drawings should be generated from a 3D model and this 3D model should follow the production line
from planning and engineering to production in the workshop and assembly on site. Layout of
the main structure of the workshop in a stress-free state shall be shown in a separate drawing.

This means that two separate 3D models can be generated; one for voltage-free state, and one for
finished state.

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All welds shall be affixed to their respective dimensions and welding and machining symbols accordingly
with NS-ISO 2553. Important welds and welds of special design shall be shown on average and in scale
minimum 1: 1. Any requirements for grinding welds shall be specified. On the relevant drawings should
screw symbol and strength class are applied.

Corrosion protection and color of the latest coatings shall be stated. Special designs, such as
transition to cast steel, shall be detailed and shown on a separate drawing.

Material list must be prepared containing position number, dimensions, number, weight and
steel grades for all steel parts.

1.3.5.7 Wooden drawings

Complete, targeted work drawings with all necessary cuts and details will be prepared. Everyone
connections must be specified with the necessary dimensions and dimensions. Own drawings will be prepared for
any clothing, jealousy, fittings, etc.

Drawing of cross-tensioned cover shall show:

- the location of each clamping unit in the height and transverse direction of the bridge, identified by means of
unique numbering
- Information on the size of maximum tension force before locking ( P max ), full tensioning force
after locking ( P 0 ) and minimum allowable residual stress force ( P min ) after the assumed voltage loss, see 9.5.2.2.
- the temperature dependence of the clamping force in the table

Where the slats are jointed, the principle for the placement of joints shall be clearly stated.

Material list must be prepared on own drawing. Material list should contain position number,
dimensions, number, weight and material qualities, as well as surface treatment for all steel parts and
impregnation for all three parts.

1.3.5.8 Aluminum drawings

The same requirements for drawings as described for steel drawings in 1.3.5.6 apply to aluminum structures.

1.3.5.9 Drawings of stone structures

For bridges and retaining walls in stone, the following must be shown in the drawings:
- types of stones
- stone sizes
- maximum joint openings
- minimum overlap in damn
- visible surfaces on stone (natural surface, drill pipe pattern, chopped surface, polished surface, etc.)
 1.3.5.10 Coating drawings
Own membrane and coating drawings will be prepared. These should show all the necessary details
such as transitions, connections and terminations, geometry leaps, penetrations, joints
in corners and joints etc.

1.3.5.11 Equipment drawings

Handrail drawings shall show endings of handrails or transition railings to road handrails. fixing
of railings and requirements for dilatation joints shall be stated.

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Bearings and joints shall have their own drawing showing location and orientation (horizontal and vertical) together
for the entire construction. If it is necessary to divide the drawing into one bearing and one joint drawing, shall
Dependencies on movement are shown in the joint drawing.

Bearings and joint types with design rotations, movements, loads and requirements
presets for assembly must be shown in the drawing. Targeted location of checkpoints as well
jacking force in use limit state with and without traffic load shall be indicated on the same drawing.

Other equipment drawings shall show all necessary details. Attachments shall be indicated on equipment drawings,
while casting is shown on the drawing.

1.3.5.12 Drawings of reinforced / rebuilt bridge

When reinforcing / rebuilding existing bridges, an overview drawing should be updated or, if applicable
drawn again. The overview drawing shall, to the extent possible, satisfy the requirements of the R700 manual
Drawing basis for both the bodywork and the existing part of the bridge.

1.3.6 Drawings of completed construction

When the construction work is completed, all drawings and drawing lists must be updated for changes such as
is made during the construction phase. Furthermore, description of moisture insulation, equipment etc. must be made clear
suppliers' type designations or product names.

Measurements of piles (location, direction, inclination and length), measurement of permanent point and measurement
of bridal decks should be incorporated into "As Built" drawings. First-time metering of leveling bolts
should also be incorporated.

If the bridge is designed for single-use transport, this must be indicated on the overview drawing.

The standard drawing list must be prepared according to the Norwegian Public Roads Administration's website for bridges:
http://www.vegvesen.no/Fag/Teknologi/Bruer. The drawings should be marked "As Built" and delivered
electronically in pdf format to the Norwegian Public Roads Administration according to the Norwegian Public Roads Administration at all times applicable
standard.

If future bridges are not the Norwegian Public Roads Administration, "As Built" drawings must also be delivered electronically
in pdf format to respective owner.

1.3.7 Calculations and other design material

Updated design calculations and other design material must be submitted electronically in pdf-
format for the Norwegian Public Roads Administration according to the Norwegian Public Roads Administration's current standard.

A document list shall be prepared in accordance with the Norwegian Roads Administration's website for bridges:
http://www.vegvesen.no/Fag/Teknologi/Bruer.

1.3.8 Management documentation

Other documentation necessary for the management of the construction must also be prepared and delivered
electronically to the Norwegian Public Roads Administration.

Overview of documentation to be provided by the Norwegian Public Roads Administration, as well as requirements for the formulation of standards
document list is provided on the Norwegian Public Roads Administration's website for bridges:
 http://www.vegvesen.no/Fag/Teknologi/Bruer.

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1.4 Quality assurance

The purpose of quality assurance is to achieve quality as specified in the design basis.

Quality assurance must be systematically constructed and documented, and adapted to the tasks that
performed in the organization. An overall description of the quality assurance must be summarized in one
quality manual. The quality manual shall, in addition to inform the employees of their responsibilities and duties
in quality engineering matters, also be able to document the quality assurance of project organizers
to the client.

The designer shall establish a quality system in accordance with NS-EN ISO 9001. Quality audits
must be carried out in accordance with NS-EN ISO 19011.

In the project organization, there must be a person with sufficiently defined responsibility, authority,
resources and organizational freedom to perform the following tasks:
- plan and maintain the organization's quality system
- verify that specified requirements are met
- implement measures or contribute to solutions to ensure quality
- plan and perform quality audits

The project's quality system must at least ensure that:

- organization and internal responsibilities are known; position and work instructions shall be prepared
to the extent necessary
- the design is led, carried out and controlled by professionals with the necessary theoretical knowledge and
practical insight
- all personnel performing work of importance for quality shall have the necessary qualifications
and prerequisites for this
- Framework conditions and current design guidelines are understood and adhered to
- self-control covers all aspects of the design task
- the documentation is clear and clearly shows the basis and results of the design
- all deviations from defined requirements are recorded and systematized as a basis for corrective measures

For larger projects and / or where the client demands this, a quality plan must be prepared.
The project engineer's quality system forms together with the client's quality system
and requirements, the basis for a quality plan for the specific bridge project.

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CONTROL AND APPROVAL :: N400 BRIDGE PROJECTION

2 Control and approval

2.1 General
2.1.1 Scope
Control and approval requirements apply to:
- bridges, ferry quays and other load-bearing structures on national and county roads
- Transition bridges on municipal and private roads across national and county roads
- load-bearing structures on private land along national and county roads
- Formwork, scaffolding, construction and other auxiliary structures for the execution of the construction work
if they cross, below or are located so close to public roads that any collapse occurs
may touch area open to ordinary traffic

The Road Directorate's control and approval scheme is based on regulations on construction of public roads § 3 no.
2 for national road. For county roads, the legal basis is a regulation on standards, exceptions, control, approval
etc. in the design, construction and management of the bridge, ferry dock and other load-bearing construction on
county road (bridge regulations for county roads).

For bridges and other load-bearing structures not to be owned and maintained by the state or
the county municipality, ownership and maintenance responsibility must be clearly stated in the documents that are submitted
for checking and approval.

2.1.2 Transmission of design material

For the construction contract, it is the client who is responsible for sending the design material
The Road Directorate for inspection and approval. This is the responsibility of the general contractor for tenders.

Procedure for ordering control, transmission of design material and processing time for
control and approval are provided on the Norwegian Public Roads Administration's website for bridges: http://www.vegvesen.no/
Subject / Technology / Bruer.

2.2 Collective checks

All calculations and drawings must be through a colleague check. The check must be performed by another person
than the one who did the design. The colleague check also applies to reinforcement lists, material lists, etc.
which are not covered by the approval scheme and are therefore sent directly to the site. It shall
indicate who has prepared the documentation and who has approved it.

The colleague check must be performed in accordance with a pre-established control plan.

2.3 The Road Directorate's control scheme

2.3.1 Technical control of user concept
A preliminary project for bridges and other load-bearing structures shall be sent to the Roads Directorate for technical control
of the user concept before detailed design is initiated if the design applies:
- construction with an estimated construction cost above the threshold value specified by the Norwegian Public Roads Administration
website for bridges: http://www.vegvesen.no/Fag/Teknologi/Bruer.
- constructions that are not part of a client-controlled construction project, for example
total contract, OPS, etc.
- new or unconventional user concept

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The Roads Directorate shall be informed of the project schedule and any special circumstances of the project.
 As a basis for the checks, there must be at least an overview drawing. This is supplemented
with any details of significance to the control. In addition, there must be a description of static
system, foundation method, material selection, etc. In cases where mounting or construction method is
crucially, this should also be described.

2.3.2 Design control

Design control of each design must be carried out. The control is carried out by the Government
the Roads Administration or by consulting engineers engaged by the Roads Directorate. Scope and level of control
determined by the use of control degrees in accordance with 2.4.

The person carrying out the control shall not have participated in the design or execution of the controlled measure,
and must be independent of the company involved in the design.

Documentation of checks carried out in the form of equilibrium checks, independent control calculations, etc. shall
could be presented on request.

2.4 The Road Directorate's control grades

2.4.1 General
The design control must be carried out to an extent that takes into account the difficulty of the construction
and to the designer's experience with the type of bridge in question.

The degree of control is chosen by the Roads Directorate in each case.

A checklist can be used to facilitate the control work. Independent checklist can be found at
http://www.vegvesen.no/Fag/Teknologi/Bruer.

2.4.2 Level of control I - Simple control

The degree of control involves a review of the submitted material, where it is checked that the work has been carried out
in accordance with the Public Roads Administration's manuals, and that the functional requirements are met.

If control according to control degree I shows that the design is defective, the control degree shall
construction is being reassessed.

2.4.3 Level of control II - Limited control

The degree of control involves a review of the submitted material where it is checked that
the work has been carried out in accordance with current regulations and that the functional requirements have been met. Control ratio
additionally includes a random calculation check of important supporting elements, or a similar one
control when conferencing the calculations. An assessment must be made of safety against collapse.

2.4.4 Control grade III - Normal control

The degree of control involves a thorough review and evaluation of all material sent. the purpose
is to verify that the work has been carried out in accordance with current regulations, that the functional requirements are
taken care of and that all necessary calculations have been carried out. It must be considered whether static system and
constructive design is solved in an appropriate manner. An assessment of security against
collapse, as well as a capacity check of critical incisions.

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2.4.5 Level of control IV - Comprehensive control

The scope of control is the same as for degree III, but in addition it must be carried out independently
control of global stability and capacity of critical elements.

2.5 Duty of information

All information necessary for assessing whether the design is carried out in accordance with the above
any provisions in force at any time shall be presented. If this is not met, additional information should be provided
such as safety studies and impact assessments could be presented. This documentation
 is considered part of the design.

2.6 The Road Directorate's approval scheme

Approval of safety and technical standard for bridges in connection with the national and county roads network is granted by
The Road Directorate on the basis of checks carried out in accordance with 2.3.

All work drawings (K-drawings) used at the construction site must be approved by the Roads Directorate.

The Road Directorate's control and approval does not represent responsibility for any errors
or deficiencies that may appear in the design documents.

2.7 Technical approval

2.7.1 General
Technical approval is given together or in two steps. For technical approval in two steps the approval is divided
as follows:
- technical partial approval
- approval of work drawings

2.7.2 Technical partial approval

Technical partial approval is intended to document that safety and technical standards are sound
taken care of in the design.

For the following types of construction, at least technical partial approval must be available before dispatch
on offer:
- vault bridges, arch and truss bridges
- steel beam bridges and joint bridges
- box and freeware user
- suspension and slant bridges
- pipe and float bridges
- moving bridges
- bulk tunnels fully or partially submerged in water
- bridges with uninjected / external tensioning
- road cap / road superstructure
- structures built in unusual structural materials such as aluminum and
composite materials
- structures with special foundation conditions, such as light fills, high
stone fillings, lower boxes, free-standing pile groups, etc.

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2.7.3 Technical approval for general contract, OPS, etc.

In the case of total contracts, PPPs, etc., only technical approval of work drawings must be given.

2.7.4 Requirements for documentation for technical part-approval

For constructions where technical approval is given in two steps, see 2.7.1, the following documentation must be provided
the Road Directorate is sent:

Technical partial approval:

- foundation material as described in 1.2
- design assumptions
- calculation and dimensioning of typical foundations
- stability calculations for land vessels and support structures
- load effects, dimensions and associated capacity for typical cuts
- calculation of necessary cross sections and stiffening systems for steel and aluminum structures
- checking the limit of use for the most stressed sections
- erosion protection, protection against collision forces, etc. and description of measures that are important
for the function of the building or the design life
- drawing in accordance with 1.3.5.2
 - shape drawings
- drawings showing reinforcement in the most prominent sections, as well as any tension reinforcement drawings
- equipment drawings in accordance with 1.3.5.11
- technical part of the competitive basis with prerequisites and description of the construction work
execution and operation (document list in Chapter A1 and Chapter D1)

Approval of working drawings:

- the documentation must comply with the requirements of 1.3.

2.7.5 Requirements for documentation for overall technical approval

When submitting design material for overall technical approval, the documentation must be
in accordance with the requirements of 1.2 and 1.3.

2.7.6 Approval of work drawings

Approval of work drawings is given when necessary calculations are submitted and checked, and
work drawings have been carried out in accordance with the conditions for approval.

Approved drawings must be accompanied by reference to the case and document number of the approval note from
The Norwegian Road Directorate in the Norwegian Public Roads Administration's archive system. This reference should be given on a separate line in the title field
as shown in manual R700 Drawing basis.

When submitting approved work drawings, as well as any subsequent revisions thereof, shall
an updated drawing list with drawing number, title, revision letter and date is attached
drawings.

In case of major or fundamental changes, it must be considered whether the drawings covered by the change must
will be sent to the Roads Directorate for new approval.

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3 General design requirements

3.1 General
All structural parts must be designed with a view to good and appropriate water drainage. It shall
be well accessible to all exposed surfaces so that inspection and maintenance can be carried out
in a safe and effective way.

3.2 Joints, bearings and joints

Joints, bearings and joints should be positioned optimally for future maintenance. Minimizing the number
joints should be given priority over a minimization of the number of bearings. Two joints without moving parts should still
Priority is given to one joint with moving parts.

If there is no provision for replacement of joints and bearings as described in 12.4.1, these shall have the same
dimensioning service life as the main support structure. Assembly joints that are without joints or joints
The storage function must have the same design life as the rest of the construction.

3.3 Connection between superstructure and substructure

3.3.1 Stores and Joints
The connection between superstructure and substructure must be formed monolithically or by the use of bearings or joints.

For freely laid concrete bridges in concrete or with cross-tensioned wooden deck with a span <10 meters and
 surface for approximately the entire bridge width, the connection can be made with asphalt membrane.

Concrete joints are regarded as monolithic compounds, see 7.9.12. In column lakes where it may be needed
raise the superstructure it must be stored.

Stretch function should not be built into bearings. Negative storage forces should also not be included
over stock.

Warehouse lifting can be avoided by increasing the self-weight locally (ballast), adjusting the bearing position in the axis or
adjust the span. Other possibilities may be the use of joints, possibly combined with pendulum like
also provides offset options.

3.3.2 Number of bearings per axis

No more than two vertical bearings per axis shall be used for bridges with a total width ≤ 15 m.

The axle can be supplemented with a third bearing that only serves the side control or retaining function.

For prefabricated and plastic cast concrete beam bridges with three or more beams per span, beam ends
molded monolithically with cross support so that two bearings are sufficient. The same principle applies to
steel beams, concrete slab elements and beam or slab elements in wood.

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3.3.3 Phone foundations and use of bearings

Do not use sliding bearings or deformation bearings on columns / washers that are based on single
pile or flat pile group. Transition between superstructure and substructure must be dimensioned for any
collision loads.

For columns based on spatial, freestanding pile group, it should be arranged using sliding bearings
securing between bridge structure and pillar which in an accident situation prevents uncontrolled displacement of
column. The warehouse's possible side control should be checked in the same accident situation.

3.4 Grout-free bridges

3.4.1 General
Grout-free bridges are characterized by being without grout construction, finishing the bridge structure
directly towards the road filling, and that the coating is passed continuously over the bridge end. End Overrun / crossmember
and any wing walls are monolithically associated with the superstructure.

In addition to the most common beam and slab bridges, the solution may also be relevant for professional users
and arch bridges.

With regard to the superstructure storage, there is a distinction between:

- bridges with sliding storage at both ends, retained in the area near the bridle
- bridges with one sliding and one retained end

3.4.2 Requirements for joint-free construction

Bridges with total length ( L tot ) up to the solid line in Figure 3.1 shall be made joint-free at both ends.
Adherence is required in the area near the moped. Length requirements vary with minimum temperature
at the noise site, according to NS-EN 1991-1-5: 2003 + NA: 2008, figure NA.A2 .

For co-users, the requirements for total bridge length in figure 3.1 can be set to 0.7 L tot . For bridges in other materials
limits for total lengths can be calculated / evaluated based on temperature expansion coefficients and
material's reaction properties to temperature changes.

For bridges with one end retention, the requirements for maximum total bridge length ( L tot ) are halved as indicated.
above, and in Figure 3.1.
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GENERAL CONSTRUCTION REQUIREMENTS :: N400 BRUPROSJEKTERING

Figure 3.1: Requirements for joint-free design and need for control of displacements

3.4.3 Sizing
The horizontal forces affecting the longitudinal bridge shall be absorbed in one of the following ways:
- for passive ground pressure against the end skirt, see 5.5.5
- directly down into the substructure
- by utilizing the transition plate in the power take-off

Transverse forces are absorbed directly into the substructure or by utilizing the transition plate in the power take-off.
The checks are carried out in breach limit condition.

For bridges with one sliding and one retained end, the retained end, in addition to the side forces,
is dimensioned in the breaking limit state for the longitudinal holding forces of the bridge. The displaceable
the end should be checked in the fracture limit state for forces across, with power take-up either directly in
the substructure or by utilizing the transition plate.

The above requirements apply regardless of bridge length.

3.4.4 Displacement of users

 For bridge lengths up to the dotted line in Figure 3.1, and if the bridge is otherwise within the limits
in 3.4.5, no requirements are set for checking offsets in accordance with 3.4.6.

If one or more of the requirements in 3.4.5 are not met, the offsets check in accordance with 3.4.6
implemented.

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3.4.5 Prerequisites for geometry and the use of light masses

For road bridges with displaceable storage at both ends and bridge lengths up to dotted line according to
Figure 3.1, the following limitations apply to displacement control requirements:
1) horizontal radius R h ≥ 300 m for road users.
2) bias <30 ° in both bridges
3) height from bottom skirt to bottom plate / beam ≤ 3.0 meters
4) the ratio of users' average skirt height ≤ 1.1
5) ratio of users' skirt width ≤ 1.1 (measured perpendicular to the direction of movement)
6) light masses not used

For road users with restraint at one end apply 1) - 3).

For separate pedestrian and bicycle bridges with sliding storage at both ends apply 2) - 6). Too separate
pedestrian and bicycle bridges maintained at one end apply 2) - 3).

3.4.6 Offset control

3.4.6.1 General

For joint-free bridges with total length in the area above the dotted line in Figure 3.1, or if conditions in
3.4.5 is not fulfilled, a check shall be made for offsets by the user (s).

Unless more accurate values / calculations are used, displacements shall be calculated accordingly
to 3.4.6.2 - 3.4.6.4.

3.4.6.2 Offsets due to temperature

Longitudinal offsets ( d temp ) should be checked for temperature variations alone, with load factor 1.0.

The temperature at the shower site with a return period of 1 year can be used as a basis for diurnal variations
and 5 years for weekly variations in controlling longitudinal movement of the user.

3.4.6.3 Offsets due to traffic load

Both restrained and displaceable bridges must be checked for traffic load alone, with load factor of 0.7.
This can be positioned so that rotation φ at the user gives maximum theoretical displacement, d occurred , (crack
in the coating) measured perpendicular to the bridge. Rotation about theoretical shaft axis and retention at
transition plate provides (crack in coating):

d traf = h s x tan φ (3.1)

where:
h s - the height from the bottom of the transition plate for layouts measured to the upper coating.

Any component of centrifugal action of the traffic load shall be included.

3.4.6.4 Offsets due to wind

Vertical axis rotation (fixed bearing) shall be checked for wind load alone, with load factor of 0.7. This one provides
displacements ( d wind ) according to Figure 3.2.

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Figure 3.2: Flat bridge - vertical axis rotation

3.4.6.5 Combination of offsets

If several of the offsets can occur at the same time, the sum of offsets (d comb ) can be multiplied
with a combination factor of 0.7.

3.4.6.6 Recommended limits for displacement in users

Calculated horizontal displacements in the bridges ( d comb ) should be compared with the following indicative
values for risk of cracking in coating:
- d ≤ 25 mm: Low risk of cracking. Driving comfort is little affected.
- d> 25 mm <d <50 mm: High risk of cracking. Driving comfort is somewhat reduced.
Measures to reduce the risk of cracking should be considered.
- d> 50 mm: The solution should be redesigned

An assessment of acceptable values must be made in each case.

3.5 Bridges with joint construction

3.5.1 General
Grout structures shall be placed at ground level, except as described in 3.5.2.

Bridges that cannot be designed joint-free shall be designed for bridges <500 meters with retention in
longitudinal direction at one end and with joint construction at the other.

At the retained end, the deformations towards the filling shall be checked in accordance with 3.4.6.3 and 3.4.6.4.
Two-joint solution should be selected if the deformation requirements are exceeded.

Foundation conditions can also be limiting to the one-bird solution if

conditions require the absorption of large anchoring forces.

In the case of a single-joint solution, the retaining end shall have the same solution as described in 3.4.

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 3.5.2 Bridges with special requirements for placement of joints, bearings and joints
For suspension bridges without suspended side buckles, joints shall be placed at the towers. Any viaducts must then
is retained by ground vessels. If the side buckle is suspended, the support bracket shall be continuous at the tower.

The joint position on movable bridges and ferry jetties is shown in 13.4 and 13.9.

Roads designed as an arc with a lane where stretching straps should be without joints in the lane
transition to any sideways, and shall not have joints between the arch and the lane.

For arch bridges with partially over / under or under lane, as well as freely forward bridges
with monolithic main columns does not apply to single-joint solution at bridge length <500 meters.

3.5.3 Low Break Bridges

For bridges with low rupture, the joint structure must be placed at least 10 m from the low rupture. So should
check that the joint structure is placed so far from the low break that the height difference, measured up to
edge drag, will be a minimum of 0.20 m.

3.6 Functional requirements for bridges

3.6.1 Deformations
Deformation of the bridge structure of the user structure shall for no load placement have greater deflection than
L / 350, where L = the length of the span considered. Deflection here also means negative deflection
(Turning up). Deformation or rotation from unfavorable skew load shall be included. The control
is carried out with characteristic traffic load alone.

Deflection of bridge structure due to permanent loads, including long-term effects,

should be compensated with altitude. The required height shall be calculated in the limit of use,
combination almost permanently . The combination factor ψ 2 for variable loads is set equal to 0.

For transitional bridges and bridges with overhead support systems, check that the height requirements are checked
and width according to 4.1 and 4.2 are satisfied. The control is performed in use limit mode, combination
often occurring .

3.6.2 Local deformations in joint construction

Local deformation differences in joint construction in the roadway, for example between superstructure
and ground vessels shall not exceed the supplier's requirements and shall not exceed 10 mm. For walking and walking
bicycle facilities and separate pedestrian and bicycle bridges will deform differences in the joint structure
not exceeding 7 mm. Any deformations in bearings should be included. The check is performed for traffic load
alone, with load factor of 0.7.

3.6.3 Fluctuations
Swing-sensitive road bridges shall be considered for wear on moving parts and fasteners.

Swing-sensitive pedestrian and bicycle bridges must be assessed for the comfort of road users.
Dynamic loads from wind and traffic should be considered in both vertical and horizontal directions.

NS-EN 1990: 2002 / A1: 2005 + NA: 2010, item A2.4.3.2 has recommendations on comfort criteria for
pedestrians.

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DEVELOPMENT REQUIREMENTS AND CONSIDERATIONS FOR ACCESS :: N400 BRIDGE PROJECTION

4 Design Requirements
and considerations of access
 4.1 Requirements for widths
4.1.1 Free widths
Reference is made to the N100 Road and Street Design Manual for free width requirements for:
- lane
- sidewalk
- pedestrian and bicycle facilities
- separate pedestrian and bicycle bridges

Sidewalks shall be separated from the roadway with an elevation. The height of the curb is decisive
for sizing the sidewalk in accordance with NS-EN 1991-2 .

Pedestrian and bicycle facilities shall have the internal railing in accordance with the N101 Railing and Road Handbook
page ranges.

Transition bridges for pedestrian and bicycle traffic with a free width <3.5 m must be considered if the storage space
for snow is sufficient.

4.1.2 Free width over handrails

Road bridges with overhead support structure shall have minimum side distance a = 1.0 m to the traffic profile
as defined in Figures 4.1 and 4.2. Free width should be checked against handrail characteristics (W or VI), see
N101 Handrails and roadside areas.

Separate pedestrian and bicycle lanes should have a minimum side distance a = 0.2 m.

Figure 4.1: Free height and width of roadway with roof pitch

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Figure 4.2: Free height and width over the carriageway and pedestrian / bicycle facilities with unilateral cross section
 4.1.3 Security room
Security room is an extension of the tire that is separated from road traffic with a high-strength handrail
and serves as a safety area / evacuation route in case of emergency stops, accidents, etc. The free width must be ≥
The railing must be in accordance with the N101 Handrails and the side areas of the road .

4.1.4 Free width for rail traffic

The free width shall be a minimum 2.2 m plus curve impact from trace center. In areas where change is taking place
increase the width by 0.4 m to each side. Please refer to Jernbaneverket's technical regulations for further details
details.

4.2 Requirements for heights above and below bridges

4.2.1 Free height for bridges and other road structures
Free height requirements for bridges and other load-bearing structures, as well as overlying bridges
support system, is given in the manual N100 Road and street design . Requirements for free height in tunnel portals are given in
manual N500 Road tunnels .

The requirements apply from the top coat to the bottom construction. The height requirement also applies to pavements
and pedestrian and bicycle facilities. Free height shall be measured from level with excess wear layer in roadway, see Figure 4.1
and 4.2.

4.2.2 Free height for pedestrian and bicycle traffic under bridges and in subways
Free height requirements are given in the manual N100 Road and street design .

4.2.3 Free height in side terrain for busy roads under bridges
Until the road without handrails, requirements for free height in the safety zone depend on the distance from the carriageway.
Constructive elements or parts of these that are lower than the height requirement trigger the requirement
safety barriers. Manual N101 Handrails and the side areas of the road, figure 2.6 gives requirements for free height in
safety zone.

When calculating impact loads, reference is made to 5.7.2.

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4.2.4 Free height above watercourses

Free height over watercourses is determined so that there is at least 0.5 m clearance against the superstructure when calculated
water level for 200-year flood.

In cases where the consequences of high flood levels are particularly large (including lack of water)
it may be appropriate to use a longer return period. These choices are made
in consultation with NVE.

The rules do not apply to culverts used for water flow in fillings.

4.2.5 Free height for agricultural traffic

Free height requirements are given in the manual N100 Road and street design .

It is recommended to also consider the free height of 4.9 meters for agricultural traffic.

4.2.6 Free height for rail traffic

The free height should generally be 7.2 m between the rail top and the bottom construction. It is referred to
Jernbaneverket's technical regulations for further details.

4.2.7 Vertical clearance over fjords and sound

4.2.7.1 Minimum vertical clearance over sea

 Vertical clearance shall be chosen so that the superstructure avoids direct contact with the sea with good clearance.

In areas with moderate wave height (approx. 0.5 m), the minimum vertical clearance for bridges should be the largest
of highest astronomical tides (HAT) + 2.5 m and mean water (MV) + 3.5 m. In areas with larger
Wave heights, vertical clearance should be considered in particular.

The rules do not apply to culverts used for water flow in fillings.

4.2.7.2 Vertical clearance over waterways and navigable waters

The Norwegian Coastal Administration provides a general framework for design and standard for the different types of waterways. It should be posted
sufficient margins in the vertical curvature of the bridge ensuring that the requirement for vertical clearance is met through
the entire bridge's design life.

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4.2.8 Free height over terrain

Minimum free height from terrain to bottom bridge shall be 2.0 m. For requirements for free height at land or pillar
it is shown in Figure 4.13 and Figure 4.14.

Free height escalation to the ground or pillar can be carried out over a maximum length of 5.0 m.

Figure 4.3: Free height measured vertically from terrain level to bottom bridge

4.3 Alignment Requirements

Alignment of bridges shall be in accordance with the N100 Road and Street Design Manual . It appears special
for requirements for increased minimum radius in the horizontal curve of bridges in relation to roads.

For float / pipe bridges, additional requirements for alignment are described in 13.12.1.

4.4 Design of details

4.4.1 General
Over the road, pedestrian and bicycle paths, railways, parking areas or areas with other types of activity,
the outer edges of the tire deck shall be designed so that controlled water runoff is achieved and the risk of
that pebbles or other loose objects on the bridge can fall into underlying areas is minimized.
 4.4.2 Handrails
Bridges and other load-bearing structures in the road line with similar fencing needs shall have handrails in
According to the N101 Handrails and the road side areas .

Concrete railings shall be molded and without grout joints.

4.4.3 Edge supports

Detailed geometry requirements for the upper and inner sides of curbs on road bridges are shown in Figure 4.4.

The width of the edge carrier (b) is influenced by the geometry of the handrail type and other characteristics, see manual
N101 Handrails and roadside areas. Theoretical width requirement is rounded to the nearest 50 mm inside
the requirements of the manual. The minimum width of the edge carrier is b = 500 mm.

The edge carrier must have a height h = 150 mm above the top of the coating. Planned coating thickness (t) is added
to reason. The edge of the edge carrier shall have a fall towards the lane of 4% and a corner towards the lane shall
bevels 70 x 70 mm.

The outer edges of the bridges shall have drips, irrespective of whether there are requirements for edge drag. Edge dragons must
be puddle-cast and without grout.

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Figure 4.4: Geometric requirements for curbs on road bridges.

The same requirements apply to separate pedestrian and bicycle lanes, see Figure 4.5. Edge carrier least
width is b = 350 mm.

Figure 4.5: Geometric requirements for edge drag on separate pedestrian and bicycle lanes

4.4.4 Land heirs

 For land gradients oriented parallel to the direction of travel, the wing clearance must be kept at least 500
mm into the horizontal part of the filling cone. The wing depth at the end shall be minimum
500 mm measured in relation to the upper wear layer, see figure 4.6.

End skirt on joint-free bridges and similar structural part on disc sheets must have on the air side
minimum depth 800 mm below filling level. The requirement also applies to the wings in general, see Figure 4.6.

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Figure 4.6: Land carvings parallel to the direction of travel

Top edge edges are broken down 80 mm over a length of 300 mm towards the end, see Figure 4.6. Inside
Edge pulleys shall be bevelled in accordance with Figure 4.4. The bevel of the edge drag should follow the upper edge all the way to the wing end.

4.4.5 Transition plates

4.4.5.1 General

This section deals with geometry requirements. For design requirements, see Chapter 7.
For bridges with potholes as well as bulk tunnels, culverts etc. with approximate square cross section and traffic
the following applies to the roof:
- When the filling height up to the bridge end is> 3.0 m, use a transition plate, see figure 4.7.
For planned speed limit> 50 km / h, the transition plate shall have a minimum length of 4.0 m
measured perpendicular to the laying shaft. For planned speed limit ≤ 50 km / h, as well as pedestrian and bicycle lanes,
the length should be a minimum of 3.0 m.
- No transition plate is required when the filling height d, from the top of the construction to
lower wear layer is> 2.5 m for planned speed limit> 50 km / h and> 1.5 m for planned speed limit
≤ 50 km / h, see figure 4.8.
- A transition plate should be used regardless of the filling height if the filling is adjacent to the structure
is made up of lightweight masses (expanded polystyrene, lightweight clinker, etc.)

Grout-free bridges shall have a transition plate regardless of the filling height. Bulk tunnels, culverts and
tunnel portals (traffic inside the race) with whole bottom plate shall have transition plate at the bottom of the bottom plate in
according to the road type rules. The height requirements apply from rock or free of set, fixed ground. Look for
other figures 4.7 and 4.8.

Transition plate is not required for tunnel-cross-sectional structures.

4.4.5.2 Grout-free bridges

The length of the transition plate shall be increased by a minimum of 1.0 m for joint-free bridges with total bridge length L tot
≥ 50 m and restraint in the area near the muzzle, or L to ≥ 25 m and restraint at one end.
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4.4.5.3 Overfilling

When insulating directly on the structure, the height from the upper edge of the transition plate to the upper edge
structure be 0.2 m ≤ h ≤ 1.0 m in the plate laying shaft. If cable puller is placed
on the transition plate, the height requirement applies h ≥ 0.2 m from the top of the tractor or the top of the tractor.
protection.

For structures in filling with filling height d ≥ 0.2 m, the upper edge of the transition plate can be
lie at the same level as the upper construction in the plate laying shaft.

4.4.5.4 Width and fall

The extent of the transition plate in the transverse direction of the road should be such that it covers under the shoulders without
come into conflict with railing posts, light mast foundations etc. To avoid the same conflict
no requirement for transition plate below middle parts.

The upper transition plate shall have a drop of (10 ± 5): 100 from the layout, see Figure 4.7.

Figure 4.7: Transition plate for construction without overfill with coating directly on roof plate

Figure 4.8: Transition plate for overfill construction

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4.5 Geometry requirements for cavities

4.5.1 General
A distinction is made between whether or not cavities should be inspected from the inside. Typical structural elements
to be inspected internally are box bridges, as well as hollow cross sections in towers, columns, arches, and ridges.

For steel bridges designed to be airtight in accordance with the principles in 8.10.1.2, no requirements are set for access
for internal inspection.

4.5.2 Cavity in box bridges with inspection requirements

4.5.2.1 Cartridge cross section with constant height

Box section with constant box height, which is assumed to be available for internal inspection in accordance with
to manual V441 The inspection manual for bridges shall have a continuous free space of height h ≥ 2000
mm and free width according to Figure 4.9. For minimum free space, the vouter must not exceed 200 x
200 mm.

The requirements for free heights and widths given in 4.6.2 apply to doors and manholes.

Figure 4.9: Minimum cartridge cross section dimensions.

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4.5.2.2 Variable height cassette cross section

 For cassette cross section with variable box height, which is assumed to be available for internal inspection in
according to manual V441 Inspection manual for bridges , h ≥ 1600 mm, limited to the smallest
of the lengths d / 3 or 25.0 m, see Figure 4.10. For the middle region of length d, the height requirement varies
linear from 1600 to 2000 mm. For the remaining area, h ≥ 2000 mm.

The requirements for free heights and widths given in 4.6.2 apply to doors and manholes.

Figure 4.10: Free height of variable height cassette cross section.

4.5.2.3 Special height rule for steel boxes

For steel boxes, the requirements for inside free height are as described in 4.5.2.1.

If the bottom plate and top plate are stiffened with trapezoidal struts or the like, with minimum distances as shown
in figure 4.11, the requirement for objection height from the upper base plate between the struts applies.

Figure 4.11: Steel cross section, section

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4.5.3 Cavities in columns, towers and ridges

Minimum free space in columns and towers shall be 1200 x 1200 mm. Requirements for paddles are given in 4.5.2.1. circular
cavities should have a diameter ≥ 1400 mm.

For holes with hollow cross sections, the same geometry requirements apply as for box bridges, see 4.5.2.

4.5.4 Cavities in arch bridges

For arches designed as hollow cross sections, the same geometry requirements apply as for box bridges, see 4.5.2.
 4.6 Doors, hatches and manholes
4.6.1 Location of doors, hatches and manholes
Hatches should not be placed in a lane, shoulder or pedestrian or bicycle area.

Bridges with cassette cross-section shall have access to both bridges. In seal-free brews must come
happen through the hatch in the bottom plate. Bridges with joint construction shall have access through opening in
end crossmember.

Towers or arches where parts of the structure are above the roadway level shall have a door at said level and at
foundations- / ground level.

All interior rooms shall be fitted with manholes so that they are accessible for inspection.

4.6.2 Doors and manholes in vertical surfaces

Requirements for minimum height h from the top of the bottom plate, built-up staircase or repos to the top opening
shall be as specified in Table 4.1. The requirement depends on the thickness (t) of the structural part.

t <1000 1000 <2000 2000 <4000 ≥ 4000

h ≥ 1400 ≥ 1600 ≥ 1800 ≥ 2000

Table 4.1: Height requirements for doors and manholes in vertical surfaces. All dimensions in mm.

Doors shall have an opening with a width ≥ 800 mm.

Male holes shall have minimum free width in accordance with Figure 4.12. For opening with minimum dimensions should vouter
not be larger than 100 x 100 mm, alternatively rounded with radius R ≤ 200 mm.

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Threshold height ( k ) measured from the top of the bottom plate, staircase or repos shall be:
- for wall thickness t ≤ 200 mm, k ≤ 400 mm
- for wall thickness t> 200 mm, k ≤ 200 mm
 Figure 4.12: Typical dimensions for doors and manholes in vertical surfaces. Width reduction in the bottom of the opening
does not apply to doors, only for manholes.

For transverse bulkheads, transverse supports, etc. constructed as trusses, the minimum contour of the manhole must be able to pass
through the unions without conflict.

4.6.3 Hatches and manholes in horizontal surfaces

Hatches and manholes in horizontal surfaces shall have a free opening of at least 800 × 800 mm, possibly ø 900 mm.

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4.7 Access
4.7.1 General
The requirements of 4.7.2 - 4.7.4 are independent of the construction material.

4.7.2 Access to storage

In storage areas, structures shall be designed with sufficient free space to ensure accessibility
for inspection / maintenance work.

For users without joint construction, access to the bearings will only be from the outside. Free height over terrain with
access to bearings must be ≥ 1200 mm, see Figure 4.13. For gap requirements, d, see Figure 4.15.

The minimum distance between the end skirt and the bearing must be ≥ 200 mm.
 Figure 4.13: Example of access to storage from the outside

For users with joint construction and joints, access to bearings may be from the outside or from
joint space. Free height shall be ≥ 1200 mm measured from terrain or bottom of joints depending on which
since access is assumed from, see Figure 4.14.

If it is arranged for all access to be able to take place from the joint room, there is a requirement for free height over terrain
≥ 600 mm. For requirements for slot (d), see Figure 4.15.

The distance from the bottom of the joints to the upper storage area shall be ≥ 200 mm.

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Figure 4.14: Example of access to storage arranged from outside and joints respectively

Figure 4.15 shows the plan of stock ledges with access from one or more sides.

The bearing bracket can be designed to fit the bearing shape. For larger stocks it can be
necessary to design the structure under the console as a pilaster, see the middle part of figure 4.15.

Figure 4.15: Plan stock ledges with access from one or more pages
 For gap (d) between storage ledge and superstructure:
- d ≥ 200 mm for (a + b) ≤ 800 mm
- d ≥ 400 mm for 800 mm <(a + b) ≤ 1600 mm
- d ≥ 600 mm for (a + b)> 1600 mm

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4.7.3 Access to joints

During grout construction, there shall be availability for inspection throughout its length. For road users
the joint compartment shall have dimensions according to figure 4.16. For separate pedestrian and bicycle road users must
width be ≥ 800 mm and height ≥ 1600 mm.

Built-in joints should be drained. It also refers to 12.5.

Figure 4.16: Grout for road users

4.7.4 Access around columns and between columns and wall

The minimum distance between columns / wall columns in the same axis shall be ≥ 1000 mm. Minimum distance between
columns / wall columns and outer edge skirts, a, are given as:

- For b ≤ 1200 mm, a ≥ 600 mm + b / 2

- For b> 1200 mm a must be ≥ 1200 mm
Measure b is determined for the column that gives the greatest value.
 Figure 4.17: Access around columns and oblong column cross section

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5 Loads
5.1 Classification of influences
Loads are classified according to their variation over time as follows:
- permanent influences
- variable influences
- accidents

The characteristic value of the influence shall be used as a basis for calculating the dimension.
zoning load effect.

Detection of fatigue is done by defining the load history. Characteristic load and number of exchanges
is determined as expected load history over the design's useful life.

5.2 Permanent influences

5.2.1 General
Permanent influences are expected to be virtually constant within the time period considered. Which
permanent impact is considered:
- the weight of the structure (own load)
- the weight of permanent ballast and equipment that will not be removed
- external water pressure calculated from mean water level or average ground water level and with mean water
density
- soil pressure, weight of soil and any other fillers

5.2.2 Self-loading

5.2.2.1 General

The weight of all permanent parts of the structure is considered to be self-loading. It should not be taken into account
design tolerances when calculating the own load.

For the calculation of own load for various construction materials , reference is made to NS-EN 1991-1-1 , as well as chapter
7 and 9.

In cases where accurate determination of size and distribution of the structure's own load is special
important for the safety of the structure, as in the control of roller stability and bearing lift, it should be taken
consideration of uncertainties in the distribution of own load.

When using fillers in ballast boxes, the tolerance requirements for the own load must be specified.

5.2.2.2 Coating

Dimensional coating weight should always be included in the load. Requirements for dimensioning weight are
given here, while the choice of coating classes is dealt with in 12.2.

Design weighting shall be determined in each case. Minimum design requirements

roadway load weights are given in Table 5.1.

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Sidewalks over road bridges shall be dimensioned for a load weight of at least 1.5 kN / m 2 in addition to the weight
of the sidewalk itself, see also 12.2.5.7.

Largest span l [m]

l ≤ 50 50 <l ≤ 200 l> 200

3.5 kN / m 2 2.5 kN / m 2 2.0 kN / m 2

Table 5.1: Minimum requirements for design weighing weights in roadways

Pedestrian and bicycle facilities and separate pedestrian and bicycle bridges shall be dimensioned with minimum requirements
coating weights as given in Table 5.2.

Largest span l [m]

l ≤ 200 l> 200

2.0 kN / m 2 1.5 kN / m 2

Table 5.2: Minimum requirements for design weights for bridges with pedestrian and bicycle traffic

Movable bridges with span> 10 meters shall be dimensioned for a minimum 2.0 kN / m 2 in roadway
and 1.0 kN / m 2 on sidewalks and pedestrian and bicycle facilities in addition to the weight of the sidewalk itself.

Bridges and other load-bearing structures with continuous road construction shall be dimensioned
for the weight of the road superstructure in addition to the pavement weights in Tables 5.1 and 5.2.

5.2.3 Water pressure

Water pressure is determined as specified in NS-EN 1997-1 and manual V220 Geotechnology in road construction . variable
part of the water pressure is treated in 5.5.5.

5.2.4 Soil pressure

Soil pressure is determined as specified in NS-EN 1997-1 and manual V220 Geotechnology in road construction. Press from
other types of fillers must be determined separately.

The weight of soil and soil pressure can be considered permanent except in cases where soil or any
other fillers must be assumed to be removable or infused. In such cases, the corresponding change
in cargo is considered variable and free cargo.

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 5.3 Variable influences
5.3.1 General
Loads from variable impacts are loads that vary in time and include:
- traffic loads
- shock and mooring loads from the ferry
- natural loads
- other variable loads such as:
• load from variable ballast and removable equipment
• loads applied to the structure in temporary phases such as fabrication, installation, special
short-term operations, removal, etc.

Characteristic values for traffic loads and shock and mooring loads from the ferry are given in NS-EN 1991-2, as well as
additional rules in regulations for traffic loads . Characteristic value for other variable loads is defined as that
unfavorable expected load based on current conditions.

5.3.2 Temporary loads

Temporary loads from:
- materials and equipment stored on the structure or adjacent road filling
- equipment and transport necessary for the execution

If no more accurate calculations or investigations are carried out, for construction traffic such as
If the construction is in the construction phase, a dynamic addition of 20% of the total load of the vehicle is considered.
The speed of such traffic is limited to a maximum of 40 km / h.

5.4 Natural cargo

5.4.1 General
Natural loads are loads caused by climate at the noise level and other natural conditions (earthquakes, etc.). The need for
and the extent of any measurements and observations to determine the natural loads at the noise site is determined
for the individual project.

The characteristic value of a variable natural load on a permanent structure is determined as the load that
has a probability p = 0.98 for not being exceeded for a single year, that is, for a return period of 50 years.

In construction conditions with a duration of less than 1 year, the return period can be reduced to 10 years according to
NS-EN 1991-1-6. A return period equal to 10 years can also be used for checking damage conditions.

Abnormal nature loads have a return period corresponding to accident loads.

5.4.2 Snow load

Snow load is not considered to occur at the same time as traffic load on road bridges, ferry docks or pedestrian and bicycle bridges.
If the structure can be used for snow storage, or cannot be cleared for snow,
the load must be assessed separately.

Structures that protect bridges (roofs, etc.) shall be calculated for snow loads as specified in NS-EN 1991-1-3.

Snow loads that may remain on the structure over time shall be included in the calculations as permanent loads.

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5.4.3 Wind load

5.4.3.1 Wind classes

Wind loads on user structures are determined by the following wind load classes:

Wind load class I: Operating instructions with negligible dynamic load effect from wind. Wind load class I
 includes all bridges, where the maximum intrinsic swing period is <2 s.

Examples of type I wind loads are plate bridges, concrete or steel beam bridges, co-operative bridges,
truss bridges, free-build bridges in the finished state, vault structures.

Wind load class II: Operating instructions with dynamic load effect from wind that cannot be neglected.
Wind load class II includes all use instructions where one of the following is fulfilled:
- the maximum intrinsic swing period is ≥ 2 s and the span is <300 m
- the maximum intrinsic swing period is <2 s and the span is ≥ 300 m

Examples of wind load class II use designs are free build users in building condition, slim
pillars and towers in construction, hanging and slant bridges with limited span.

Wind load class III: Operating instructions with a pronounced dynamic load effect from wind. Wind load class III
includes all bridges where the following two conditions are met:
- the maximum intrinsic swing period is ≥ 2 s
- the span is ≥ 300 m

Operating instructions of a particularly special design, such as slender walkways, should be considered to belong
wind load class III even if the span is <300 m, given that the maximum intrinsic swing period is ≥ 2 s.

A user design can be calculated according to a higher wind load class than it belongs to.

5.4.3.2 Characteristics of the wind field

The local wind speed v m expressing the mean time value of the wind speed in the main current direction
(x), according to NS-EN 1991-1-4: 2005 + NA: 2009, point NA.4.2 + point 4.3 is given by:

v m ( z , T, R ) = v b,. c0 dir . c season . c alt . c prob . c0( z ).cr( z ) (5.1)

where:
z - position in vertical direction locally over terrain
T - statistical averaging period, T = 600 s
R - return period, R = 1 / p , where p is the probability of annual exceedance

Values for v b, 0 , c dir , c season , c alt , c prob , c 0 ( z ) and c r ( z ) and determined according to NS-EN 1991-1-4.
If the wind field can be described within the basic cases of terrain roughness categories, it is calculated
turbulence intensity, I u , in the main current direction according to NS-EN 1991-1-4: 2005 + NA: 2009, table NA.4.1.

For bridges in wind classes II and III, the wind field's integral length scales, one-point turbulence spectrum
(wind spectrum) and normalized cospects (coherence) are defined.

The integral length scale x L u is given by:

(5.2)
L 1 (z / z 1 ) 0.3 , z> z min
Lu
x
= { L 1 (z min / z 1 ) 0.3 , z ≤ z min

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where:
L 1 - reference length scale equal to 100 m
z 1 - reference height equal to 10 m

For approximately homogeneous flow conditions, the other turbulence intensities are integral
the length scales given by:

Lu y 1/3
Lu z 1/5
xLv 1/4
Iv 3/4 1/4
= In u and y L v = x Lu (5.3)
Iw 1/4 zLv 1/12
xLw 1/12
yLw 1/18
zLw 1/18
 One point spectra S i ( n ) for the turbulence components u, v and w, expressed at frequency n, are given by:

nSi A i nˆ i
= (5.4)
σ i2 (1 + 1.5A i nˆ i ) 5/3 for i = u, v, w

where σ is the standard deviation of the turbulence component i , and:

i

nxLi(z)
n , A w = 6.8 , A v = 9.4 , A w = 9.4 (5.5)
i=
vm(z)

Cospectra S i i in normalized form of separation normally in the main current direction, horizontally ( y )
12
or vertically (z), is given by:

Re [ S i i 1 2 ( n, ∆ s j )]
√ S i1(n ) ¶ S i 2(n )
()
= exp - C ij
n∆sj
v m (z )
(5.6)

where ∆ s j is the horizontal or vertical distance between considered points, and:

i1,i2=u,v,w
j=y,z
C uy = C uz = 10.0, C vy = C vz = C wy = 6.5, C wz = 3.0

The use of alternative spectra must be clarified in writing with the Roads Directorate before the start of the design.

If the conditions for determining the characteristics of the wind field according to NS-EN 1991-
4: 2005 + NA: 2009, table NA.4.1 is not present, wind measurements shall be made at the noise site. To map
the wind field in more detail, such field measurements can be supplemented with studies of terrain model in the wind tunnel,
or with numerical simulations. These surveys should not replace field measurements.

For wind loads class III with a span> 300 m, wind measurements shall always be carried out at the noise site.

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5.4.3.3 Boundary conditions and load combinations

The finished operating instructions shall be checked without traffic load in the break and use limit condition for a
wind field with return period equal to 50 years.

In construction conditions, the use structure can be checked for a wind field with return period equal
10 years according to 5.5.1.

Road bridges in wind loads classes I, II and III shall be checked in operating and breaking limit conditions with simultaneous
wind and traffic load. The wind load is calculated with a wind field where the throwing wind speed at the roadway
the highest point is equal to 35 m / s, or with a wind field with a return period equal to 50 years if it gives lower value.

For separate pedestrian and bicycle bridges, no requirements are set for the control of simultaneous wind and traffic load.
For road users in class I and II wind loads, the wind surface of vehicles shall be assumed as a rectangular surface with height
2.0 m from the top of the carriageway. No simultaneous addition from the handrails shall be considered. length
on the vehicle's wind surface (and the traffic load) is set equal to that which, as a whole, gives the least adverse load effect.

For road users in wind class III, the wind surface of vehicles shall be assumed as a rectangular surface with height
2.0 m from the top of the road. The width of the vehicles is set equal to 2.0 m per load field.
The length of the vehicle's wind surface and the number of load fields with transverse position are determined by what
which, in general, produces the most adverse loading effect. Power factors are determined by numerical simulations or
by section model in wind tunnel.

Operating instructions in wind load classes I, II and III shall be considered controlled in the fatigue limit state.
 5.4.3.4 Operating instructions in wind load class I
Load effects are calculated on the basis of the throwing velocity pressure in the main current direction as indicated in
NS-EN 1991-4: 2005 + NA: 2009, point NA.4.5.

The total wind load per unit length of the user structure is given as the product of
peak velocity pressure and force factors (form factors). The three components of the wind load q D , q L , q M ,
horizontal force, vertical force and torque, respectively, are referred to the cross-section of the cross-section:

qD(z) cDh
qL(z)=qpcLb (5.7)
q M (z ) to cMb2

where:
h - reference height for the power factor c D
b - reference width for the power factors c L and c M

Power factors (form factors) are determined according to NS-EN 1991-1-4 or other relevant literature sources .

5.4.3.5 Operating instructions in wind load class II

The total wind load is divided into two contributions; one from the mean wind speed and one from the fluctuating wind load,
so q tot = q + q ( t ). Load effects from fluctuating wind loads are calculated in the frequency plane.

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Contributions from the average wind speed are calculated in the same way as for wind load class I use structures,
see 5.5.3.4. The three load components of the wind load are thus given by:

q (z)
D c h
D

-
q ( z ) = qc b
L L
(5.8)
q (z)
M c b
M 2

where the velocity pressure q is given by:

- 1
- m (z, T, R )
q = 2ρv
2
(5.9)

The air density ρ is set equal to 1.25 kg / m 3 .

In the schedule, the three components of the fluctuating part of the wind load are given as:

q ( y, z, t )
D 2c h (c ′ h - c b)
D D L

q ( y, z, t ) 1- 2 c b (c h + c ′ b) v
L = ρv
2
(z, T, R )
m L D L
(5.10)
q ( y, z, t )
M to 2c b M 2 c′ b M 2

Here, the factors c D , c L and c M apply to the angle of incidence α = r θ where r θ is the average cross-sectional rotation , and:

c ( -r ())
∂ rc ∂ (∂ rccD L (è-r ()
θ )
∂ (∂rc cD M()(è -r θ ) ∂ (
(5.11)
D θ

cc′' =,
=
c ∂′ α= , c ' =c ' = , c ' =c ' = ,c' =
D è
DD L D , c ′ MD=
α ()
∂rc ∂ ∂∂(αrc
αD ()è ∂ ∂(∂αrcαD ()è ∂ (
c 'D = D è
, c ' =c 'D = , c ' =c 'D = , c' =
∂α ∂α ∂α

For horizontal bridge elements, such as a bridge beam, are:

u ( y, z, t )
v=
w ( y, z, t ) (5.12)

For vertical bridge elements, such as a pillar, are:

u ( y, z, t )
v=
v ( y, z, t )
(5.13)
 Power factors (form factors) are determined from NS-EN 1991-1-4 or other relevant literature sources .

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5.4.3.6 Operating instructions in wind load class III

For wind load class III operating structures, dynamic load effects shall be calculated on the basis
in the principles stated for wind load class II, see 5.5.3.5, but the calculation shall be extended to a greater extent to take
consideration of the interaction between the swinging user structure and the flow. This implies
including that:
- power factors and their derivatives shall be determined by sectional model studies in the wind tunnel
- The section model should also be used to determine expressions for aerodynamically derived
(Flutterderiverte)
- the calculation model should be expanded to include aerodynamic damping and
aerodynamic stiffness reduction
- load contribution from the turbulence components, aerodynamic damping and aerodynamic
stiffness reduction should all be based on aerodynamically derived sectional model studies
in the wind tunnel

Changed properties of the user structure due to possible accumulation of snow on the bridge beam or
against railings; snow, ice and water on cables; or other similar changes to the dynamic system,
must be assessed.

5.4.3.7 Vertebral Release Fluctuations

Operating instructions in wind load classes I, II and III shall be considered with respect to vortex release fluctuations.
Vertebral lesions occur due to alternating vertebral bodies on each side of the cross-section, giving
fluctuating forces q L ( t ) across the main current direction and torque q M ( t ) about the cutting center.

The vortex release frequency n s is given by:

V St
n =
s
(5.14)
h

where:
V - average wind speed
St - Strouhals number
h - reference height for measuring Strouhals numbers

Swirl release fluctuations may occur within a wind speed range around each
mean wind speed V which gives resonance. Resonant wind speeds V s to be considered is given by:

n h
i
V =
r
(5.15)
St

where:
n i - the user's intrinsic swing frequency # i
 For wind load class III use instructions, data from field or wind tunnel surveys shall be used
when calculating load effects.

For wind load class I and II user instructions, data and methods given in NS-EN 1991-1-4 can be used for
to assess the possibility and magnitude of any vortex release fluctuations.

Calculation of load effects in use structures in wind load classes I, II and III shall be based on a
low turbulent wind field where I u <0.05. The damping properties of the operating structure when calculating
swirl release fluctuations are given in Table 5.3.

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bridge structures Damping conditions ξ ξ [%]

Hanging and slant bridges 0.2

steel Bridges 0.4

Concrete bridges, unripe 0.8

Concrete bridges, sketched 1.6

cooperatives Bruer 0.6

Wooden bridges 1.25

c
Table 5.3: Construction damping, there ξ= c cr

For fatigue calculations due to vortex release fluctuations, the annual probability of that
the mean wind speed V has direction ϕ ± ∆ ϕ with respect to the user structure, and at the same time be within
an area of V r that produces vortex release fluctuations is calculated by:

- (5.16)

() ()
2 2

P ( V , ϕ ) = 2ε
r 0 exp - P ( ϕ - ∆ ϕ ≤ ϕ ≤ ϕ + ∆ ϕ )
V m
Vr
Vm
V r

where:
ε 0 - parameter describing the velocity range around V r , where the vortex release oscillations
exists. If no other values can be documented, set ε 0 = 0.3.

P ( ϕ - ∆ ϕ ≤ ϕ ≤ ϕ + ∆ ϕ ) indicates the probability that the mean wind direction is in the area. This
is determined from meteorological data from nearby measurement stations. If no other value is considered
as more appropriate, set ∆ ϕ = 15 °.

V m - average wind speed at the top of the velocity distribution, given by:

(5.17)
1
V = V- (z = z , T = 600 , R )
m m
5

where:
z m - the position where the vortex release effect is greatest, for example in the middle of the beam span or in
tower top.

5.4.3.8 Control of the instability phenomena

Operating instructions in wind load class III shall be checked for instability. Instability here denotes one
fictitious limit for critical wind speed V crit , where the total construction damping or stiffness of the construction
computationally equals zero. As the wind speed V approaches V crit is the behavior of the user structure
characterized by significant displacements, which are mainly due to interaction between air flow and
the static and dynamic response of the user design.

For instability, it must be checked that:

V crit
(5.18)
≥ V = (z = z , T = 600 , R = 500)
m m

γ V crit

where:
γ = 1.6
V crit

z m - reference position for calculating critical wind speed, for example, average height above
terrain for the bridge beam cutting center.
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The critical wind speed should be documented experimentally with section model studies in
wind tunnel. In addition, calculations shall be made in the frequency plane based on aerodynamically derived
(flutter-derived) from the wind tunnel survey.

For particularly slim use structures, more than one vertical intrinsic swing shape should also be examined
contributes to the flutter mechanism. These studies should be based on frequency dependent load coefficients.
Some structural elements, such as cables and slender bars in trusses, should also be checked
for instabilities, especially with regard to galloping.

The four categories of instability phenomenon to be controlled are:

1) Galloping
Galloping is due to motion-induced forces across the main current direction. The phenomenon
occurs for use designs with a cross-sectional shape where the slope of the lift coefficient is c ' L negative.
The critical wind speed for galloping is given by:
8 πn m ξ 1
ּ
z z z

V = (5.19)
ρb
crit
h
- [ c ' (r ) + -c (r ) ]
L θ D θ

where:
n z - lowest intrinsic frequency of intrinsic oscillations across main stream direction
ξ z - damping conditions for the associated oscillating shape
m z - evenly distributed equivalent modal translational mass:

ʃ m ( s ) ϕ ( s ) ds
L z0 2z

m = z
ʃ ϕ ( s ) ds
L z2
(5.20)

where:
m ( s ) - translational mass per unit length in any position
z0

ϕ ( s ) - eigenvalue shape with associated eigenfrequency n z

z

2) Static divergence
Static divergence is due to negative contributions from motion-induced torsional forces to the use structure
total torsional stiffness. The critical wind speed for static divergence is given by:

2m θ
V = 2 πbn
√ ρb (5.21)
crit θ

4 L
- )
c ' (r θ

where:
n θ - lowest intrinsic frequency for torsional oscillation
m θ - evenly distributed equivalent modal rotational mass

3) Coupled vertical and torsional instability (classic flutter)

Coupled vertical and torsional instability (classical flutter) is due to motion-induced forces across
the main current direction in combination with cross-sectional rotation.

The critical wind speed for classical flutter can be simplified according to Selberg's formula:

V = 3.7 bn m r 1-
() (5.22)
2
z
crit θ

√ ρb 3 n θ
n z

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where:
2m θ

r=√ - the inertia radius of the cross section (5.23)

m z

4) Torsional instability
Torsional stability is due to motion-induced torsional forces. Torsional instability should be documented
for those cases where there is a requirement that coupled vertical and torsional instability be documented beyond
the use of Selberg's formula.

5.4.4 Loads from waves and currents

5.4.4.1 General

Wave and current conditions around operating instructions, as well as resulting loads, are determined according to:
- NORSOK Standard (2007) Actions and action effects. N-003, Edition 2.
- Environmental conditions and environmental loads. Recommended Practice DNV-RP-C205,
Det Norske Veritas (DNV), Oslo, October 2010

The methods in the aforementioned references are developed for structures in the sea, but can also be used for
structures in the lake. For structures in rivers, see the Water Management Manual (NVE 2010) .

5.4.4.2 Wave heights and flow components

Wave heights and flow components must be calculated when the water level in the fjord corresponds to the highest
astronomical tides (HAT) and lowest astronomical tides (LAT). When calculating wave forces
flow from tides should be added if significant.

Wave calculations should be performed using deterministic models based on linear wave theory or
using stochastic methods based on wave spectra.

The JONSWAP spectrum can be used for wind generated waves (wind sea).

5.4.4.3 Load

The load on the construct is calculated using empirical formulas according to DNV-RP-C205 (2010)
or by CFD (Computational Fluid Dynamics) analyzes.

5.4.4.4 Wave load on small structures

For piles and foundations with a circular cross-section, Morison's equation is used to calculate the wave load
if the wavelength is greater than five times the diameter, D , of the structure (λ> 5 D ).

Morrison's equation is given as:

π 1
F ( t ) -4= C m ρD 2 v n + -2C D ρDv n | v n | (5.24)

Values for the coefficients C m and C D can be determined according to DNV-RP-C205 (2010).

For piles in the sea, marine fouling will increase the pile diameter by 4 - 8 cm along the entire pile length
to be taken into account. Fertilization will also give the pile a more rough surface.

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The slope angle must be taken into account when calculating the current component normally the pel axis
piles that cut across the incoming wave.
 For small structures with different geometry, formulas from DNV-RP-C205 (2010) can be used to
calculate the contributions to the total force of the wave. An example of such a construction is the foundation
over a pile group where only parts of the structure are submerged when the wave strikes.

5.4.4.5 Wave load on large-volume structures

The term "large volume constructions" is used for constructions where the design dimensions,
D , is greater than one-sixth of the wavelength, D > λ / 6. For such designs, consideration should be given to
bølgediffraksjon.

Wave load on large-volume structures can be calculated according to DNV-RP-C205 (2010) chapter 7.

5.4.4.6 Swirl Discharge

In the construction phase, piles in water must be evaluated with respect to vertebral release. Vortex release can lead to
vibrations in the piles. If the frequency of this is close to the natural natural frequency of the pile
resonance can occur.

The vortex release frequency n s is given by:

n s = V St (5.25)
D
where:
V - flow rate
St - Strouhals number
D - pile diameter

5.4.5 Loads from variable water pressure

Variable water pressure loads are due to variations in water level or groundwater level. Characteristic values
determined on the basis of the highest and lowest observed water levels. For the groundwater level should
the limits are considered separately.

If efficient and permanent drainage is provided, this can be taken into account when determining
of variable water pressure load.

5.4.6 Loads from landslides

For structures designed to secure other infrastructure against landslides, landslides are calculated,
depending on the avalanche type, according to the following:
- Snow avalanche : manual V138 Roads and avalanches, chapter 6
- Flood landslides: manual V139 Floods and landslides, section 6.5.3
- Rock slides: CEO report 32 Securing roads against rock slides

For calculating accident loads from landslides, see 5.7.6.1.

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5.4.7 Islast

5.4.7.1 General

Operating instructions shall be dimensioned for ice loads where applicable. The design of the structure
adapted to local conditions so that ice loads are reduced as much as possible.

Simplified, loads from drifting ice in the sea are assumed to act at the most unfavorable level between HAT and LAT. In magazine /
regulated lakes apply correspondingly, but then with HRV (highest regulated water level) and LRV (lowest
regulated water levels). For rivers, levels of attack on ice load should be considered separately. The following gives characteristic
load values.
 5.4.7.2 Ice thickness

Dimensional ice thickness in meters, h , is calculated by freezing amount of FD in hour degrees [h ° C] given in the manual
N200 Road construction . For permanent structures a return period of 100 years is used. For temporary
structures are used for a return period of 10 years.
1
h = FD 0.5 (5.26)
175

5.4.7.3 Load from drift ice

Load from crushing ice of thickness h towards a vertical construction of width D is calculated as one
line load by:

D h n = –0.5 + h / 5 h ≤ 1.0 m
F c = C h h () -0.16 () (n) (5.27)
h h1 n = –0.3 h > 1.0 m

where:
C = 1800 kPa
h 1 = 1.0 m

The expression above provides the upper limit for ice load from a flat ice deck. In areas with screw ice, it must be made own
reviews. If the displacement of the structure at the point of loading is calculated to be more than 10 mm
in accordance with (5.27), dynamic effects of ice crushing shall be considered in more detail. The ice is driven by wind and electricity. In cases
with bridges over smaller lakes and rivers, the driving forces can be limiting the ice loads.

Local assessments can be made to obtain a better loading estimate.

5.4.7.4 Distance between structural parts

For structural parts exposed to ice crushing, the load on each part can be calculated with D = D eff
after (5.27) if the center distance L> 5 D . If L <5 D , one can expect the collection of ice between
the structural parts and D eff are calculated as shown in Figure 5.1.

Figure 5.1: Distance between structural parts

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5.4.7.5 Tilted structures

Ice load against sloping structural surfaces is limited by the bending strength of the ice. For the ice load to be dominated by
bending rupture the angle of the inclined plane must be α <70 °, see Figure 5.2. The load is then calculated according to ISO 19906: 2010 (E)
Item A.8.2.4.4.3.

Figure 5.2: Ice load against inclined construction

5.4.7.6 Horizontal load from thermal expansion and water level variation

Unilateral load from solid ice cover (kN / m) for temperature changes is calculated from evenly distributed load:
 q h = 300 h + 2.5 | T | <250 (5.28)

where:
h - ice thickness in meters. Do not enter with a value greater than h = 0.5 m
T - lowest daily average temperature (° C) with return period 50 years, see NS-EN 1991-1-5

Opportunities for unilateral load from expansion should be considered in each case.

5.4.7.7 Vertical ice loads for water level variations

For water level changes, solid ice loads specified in (5.26) may have a vertical upward component
which is a maximum of 1/3 of the horizontal load. Ice cover frozen in pillars can with rising water levels
provide lifting loads.

The lifting load (kN / m) can be calculated according to (5.29).

F L = L iq v (5.29)

where L i is the exposed length that is in contact with ice. For a circular cross section, L i = πD. The distributed
the lifting load is:

q v = 0.6 ּ √ h ּ 0.7 ּ C ּ w ּ k g (5.30)

where:
w - total water level change
k g - the printing module = 9.81 kN / m 3 .

For freestanding piles, lifting load (kN / m) can be simplified calculated according to formula (5.31)

F L= q ph 2 (5.31)

where:
q p <1600 kN / m 2 and h ≤ 0.6 m.

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5.4.8 Thermal influences

5.4.8.1 General

Thermal effects are composed of the effects of:

- evenly distributed temperature proportion
- vertical linearly varying temperature proportion, alternatively vertical non-linearly varying
temperature ratio
- horizontal linearly varying temperature proportion
- difference in evenly distributed temperature proportion between structural components
- temperature difference over the wall thickness and between exterior and interior walls in
box-section

The various temperature proportions and their simultaneity shall be calculated in accordance with NS-EN 1991-1-5, as well
additional provisions as specified in 5.4.8.2 - 5.4.8.4.

For structures and structural parts not covered by cross sections defined in
NS-EN 1991-1-5: 2003 + NA: 2008, item 6.1.1, types 1, 2 and 3, the evenly distributed gross temperature can be set equal
representative air temperature, if no more accurate value is used. Varying
temperature proportion should be considered in each case.

5.4.8.2 Vertically varying temperature proportion

Vertically linearly varying temperature proportion should be distributed over the cross-sectional height in this way
that the distribution gives Δ T = 0 in the center of gravity axis.

For vertical non-linearly varying temperature proportion, correction for contribution can normally be omitted
which the distribution gives to ∆ T N, exp and ∆ T N, con .

5.4.8.3 Difference in temperature proportion between different structural parts

 When calculating the difference in the evenly distributed temperature proportion between different structural parts, shall
the most unfavorable structural part is assumed to have the extreme temperature ( T e, min / T e, max ), while
the temperature of the other structural parts appears as a reduction of the numerical value in relation
to the extreme temperature.

5.4.8.4 Temperature differences

Temperature differences in hollow steel cross sections (superstructures and pillars) must be determined in each case.

5.4.9 Seismic influences

5.4.9.1 General

Seismic impact is considered an abnormal natural load.

The seismic impact is characterized by seismic zone maps for rock acceleration,
given as the peak value α g40Hz [m / s 2 ] at frequency n = 40 Hz. Seismic zone maps to be used in Norway
is given in NS-EN 1998-1.

The earthquake movement is given as a description of the movement of the bedrock at a single point.
For structures that are not directly on the bedrock, it must be compensated for that change
the earthquake acceleration that occurs between the bedrock and the structure .

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Bridges shall be designed in accordance with NS-EN 1998-2 , with the exceptions described in NS-EN
1998-2: 2005 + A1: 2009 + NA: 2009 item 1.1.1 (4). Bridges not covered by the scope given at this point
shall be designed in accordance with the provisions of NS-EN 1998-1.

Filled structures and retaining walls shall be designed in accordance with NS-EN 1998-5.

5.4.9.2 Selection of seismic class

Seismic class for bridges shall be selected in accordance with NS-EN 1998-2: 2005 + A1: 2009 + NA: 2009, Table NA.2 (901).

For constructions that are located across roads that are of greater social importance than themselves
construction, the underlying road shall determine the seismic class choice for the construction .

If the underlying road has good detour possibilities and cleanup after an earthquake damage
assumed to take a relatively short time, seismic class can be determined on the basis of criteria for it
overlying construction alone.

5.4.9.3 Requirements for analysis

No seismic analysis is required for category 0 bridges in accordance with NS-EN 1998-2: 2005 + A1:
2009 + NA: 2009, table NA.2 (904).

5.5 Deformation loads

5.5.1 General
Deformation loads are loads that are associated with applied deformations or the structural material
properties such as:
- biasing of the structure (clamping forces)
- shrinkage, creep and relaxation
- sentences
- deformations from loads applied to the structure

Deformation loads are often time dependent. Characteristic load is defined as the highest expected value
within the time period considered.

5.5.2 Pre-tension, shrinkage, creep and relaxation

Refer to 7.2.3.
 5.5.3 Sentences
For direct and telephone foundations, see 11.3.7 and 11.4.6, respectively.

5.5.4 Friction forces / deformation forces from bearing

The resulting frictional force from sliding bearings or forces from deformation of block bearings shall be distributed on
the other structure of the structure in accordance with the stiffness of these arrangements. It should be counted full
friction force in all plain bearings located on that side of the center of motion of the structure
which overall gives the greatest impact, while plain bearings on the opposite side are considered to have 50% of full friction force.
The resulting frictional force should nevertheless be no less than the greatest force from the sliding bearings in a single one
arrangements axis.

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5.5.5 Ground pressure against end skirt on joint-free bridges

For structures that are displaced to the ground, the total soil pressure must be determined.

If no more accurate calculations are performed, the total soil pressure, represented
determined by the soil pressure coefficient k, simplified as given in (5.32) for dimensioning concrete in
ultimate limit state.

{
k = k 0 + (k p - k 0 ) δ / δ
kp
p ; 0 ≤ δ ≤ δp
;δ>δ p
(5.32)

where:
k 0 - coefficient for resting pressure
k p - coefficient for passive soil pressure
δ - occurring displacement
δ p - offset by full mobilization of passive soil pressure

Soil pressure coefficient due to the occurrence of displacement from thermal stresses or
traffic load can be conservatively determined from the expression above by inserting δ
p = H / 200, where H is
the height of the end skirt.

5.6 Accident loads

5.6.1 General
Accident loads are loads to which the structure may be subjected to as a result of improper operation,
accident or abnormal events such as:
- collision loads from vehicles, ships or rail traffic
- cargo from falling objects
- fire with possible subsequent explosion
- explosion with possible subsequent fire
- loads caused by landslides and floods

The incidence and consequence of accident loads are usually related to a certain level of risk. To the extent
the accident load can be determined by means of probability calculations, the probability of
events that one disregards in the analysis do not exceed 10 -4 per year.

5.6.2 Accidental load caused by vehicles

Characteristic values for vehicle loading loads are given in NS-EN 1991-1-7 and NS-EN 1991-2.
Columns, superstructure and other supporting structures shall be checked for vehicle collision loads
if this is relevant. Crucial to the collision risk is the location of the structure in the roadway,
visibility, curvature, etc.

The design for impact loads shall be considered separately for:

- bridges with several pillars near the road
- superstructure consisting of several beams side by side
- hanging rods, rods in overhead trusses or the like
- walls in tunnels, subways, etc.
 The impact load is not considered to occur simultaneously with variable loads, except when dependent on
the impact load and the variable load.

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5.6.3 Accidental load caused by ship traffic

5.6.3.1 General

Characteristic values for sailing loads from ships are specified in NS-EN 1991-1-7 .

Bridges crossing a navigable sea area must be planned and designed to minimize the risk of sailing
least possible. Places where the sail changes direction, or where the navigation conditions for other reasons
are difficult, the consequences of this should be considered.

Vertical clearance and width in sail shall meet the requirements set by the Norwegian Coastal Administration for each
project.

Sailing can also be subject to meeting restrictions, requirements for warning and navigation systems
etc.

All parts of a ship construction that can be tampered with by ships should be dimensioned for their respective
påseilingslaster. Whether a particular part of the user structure can be tampered depends, among other things, on
water depth, free height and whether the structure is protected by natural or artificial obstacles.

Any collision protection on bridge foundations shall be in concrete.

The collision protection may be compliant with the design of the sailing load.

5.6.3.2 Determination of accident load from ship traffic using risk analysis

Vessel support forces should be assessed on a case-by-case basis based on a separate risk analysis, including ship size,
the ship's speed at impact and its associated sailing load is assessed.

The risk analysis shall be carried out in accordance with NS 5814, NS-EN 1991-1-7: 2006 + NA: 2008, Appendix B, or
other recognized methods.

5.6.3.3 Simplified rules for determining accident load from ship traffic

Simplified rules and indicative values of impact forces are specified in NS-EN 1991-1-7: 2006 + NA: 2008, section
4.6.

The minimum value for impact force in areas where ship traffic is not expected is stated in NS-EN 1991-1-
7: 2006 + NA: 2008, point NA.4.6.3 . For parts of the superstructure that are higher than the sailing course should
the frontal impact force, F , is not considered less than 0.1 MN.
dx

Structural parts placed outside the edge of the foundation or fender plate, for example, inclined
columns, arch structures or superstructure shall also be dimensioned for impact loads.

5.6.4 Accidental load caused by rail traffic

Collision loads from rail traffic are usually not expected, as the collision risk is considered less
than specified in 5.6.1. Reference is made to Jernbaneverket's design rules.

5.6.5 Fire with possible subsequent explosion

Characteristic value for accidental injury caused by fire or explosion shall be determined separately for it.
individual projects.

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For fire load requirements for bulk tunnels, lid structures, submersible tunnels and pipe bridges are shown.
it for manual N500 Road tunnels and manual R510 Water and frost protection in tunnels.

Special constructions or parts of constructions, where the consequences of a fire can be

water filling and loss of construction shall be fire protected. The protection should be sized for
a fire load of 300 MW based on the RWS curve for 2 hours, see manual R510 Water and frost protection in
tunnels, Figure 5.1 . The same fire load requirements also apply to structures where fire can result
breakdown in construction with major consequences for the environment.

This may, for example, apply to bulk tunnels with overlying buildings or installations.

Carrying structural parts of bridges considered to be exposed to fire shall be dimensioned for fire.
Design details should be further designed to minimize the consequences of fire. It needs to be considered
special fire protection for:
- bridges with exposed cables (carrier cables, inclined cables, suspension rods, external
power cables, etc.)
- bridges located so that fire from nearby buildings, parking lot or the like
may affect the safety of road users and construction

When calculating the reduction in load capacity, the fire load (temperature) must be taken into account
and duration) as adjoining buildings (gasoline storage, lumber storage, parking space, etc.) are assumed to
represent.

5.6.6 Accident loads from landslides and floods

5.6.6.1 Accidental load caused by landslides

The risk of landslides or underwater landslides must be assessed for each site. In the event of such risk
If available, this should be taken into account when choosing the type of bridge and the design. Characteristic values
for avalanche-induced loads shall be determined in each case.

For structures intended to secure other infrastructure against landslides, reference is made to 5.5.6.

5.6.6.2 Accidental load caused by flooding

The free height above watercourses shall meet the requirements of 4.2.4. Loads caused by flooding are determined individually
case.

5.7 Concurrency of loads

5.7.1 General
Two or more loads that are heavily dependent on time and location, or that often occur with theirs
maximum value at the same time, shall be counted as one load when combining loads. Loading that from one
reasonableness is mutually exclusive, not combined.

Temperature loads and loads caused by variations in the density of the water can both be assumed not to occur
at the same time as other natural loads.

5.7.2 Simultaneous wind, current, wave and tidal loads

Unfavorable wind, current, wave and tidal loads should be considered to occur simultaneously. In combination with
other loads, combinations of the above-mentioned natural loads shall be considered as one load.

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 If it can be demonstrated by means of registrations or other relevant documentation that the most unfavorable
wind, current, wave and tidal load do not occur simultaneously, it must be documented how the above
loads act together and how they are combined with other loads.

For floating bridges and pipe bridges, reference is made to 13.12.1.

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6 Construction Analysis
6.1 General
This chapter contains general design principles and rules for calculating
design load effect. Additional provisions for special construction types are given in Chapter 13.
 6.2 Design principles
Sizing is required for calculations using the partial factor method. Alternative Dimensional
sioning methods, such as design dimensioning or probabilistic methods, shall
be clarified in writing with the Road Directorate before the start of the design.

If geometry deviations have an adverse effect on the safety of the structure, these must be introduced into
the calculation with its unfavorable tolerance limits as specified in the relevant standards. If
If the tolerance limits are exceeded, the structure shall be taken into account with measured values.

If loads, load effects or resistors have great uncertainty or are not possible to determine with
For reasonable accuracy, model tests and / or field measurements shall be performed.

6.3 Design load effect

6.3.1 General
The load effects shall be determined using recognized methods that take into account the load variation
in time and space, and the response of the construction.

When using simplified methods, it must be documented that these yield conservative results.

6.3.2 Dynamic analyzes

The load factors given in NS-EN 1990 do not contain dynamic additions. The effects of dynamic load
shall be taken care of by a dynamic analysis or be included in the load with conservatively selected dynamic
magnification factor.

6.3.3 Combination of extreme values for dynamic load effects

The extreme values for response sizes occurring in the same load situation should be considered as fully correlated
if the correlation is not calculated. If such correlation is taken into account, the calculation method
documented.

6.3.4 Model experiments

Model tests shall be used to determine load or load effect in cases where calculation methods,
manuals and design standards do not provide sufficient information for the design.

Model experiments can also be used to determine baseline data, such as coefficients for
use in calculations, reveal instabilities or determine critical speeds for different phenomena
due to interaction between construction and surrounding air or water.

Model experiments should not replace calculations when calculations are possible. In such cases, calculations
and model experiments are done in parallel.

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In principle, the following types of cargo are distinguished:

- Load type I - Loads that are independent of the movement of the structure, alternatively
that the movements are so small that they do not affect the load picture.
- Load type II - Cases where the movements of the structure affect the load image, for example
slender structures in air or water.

Load types I and II set different requirements for representation of the design in the experiments. This needs to be considered
when planning and designing the model.

Prior to model tests, load-action analyzes shall be performed, possibly assessments to determine sensitivity
with regard to structural parameters, such as stiffness and intrinsic period.

Proper distribution of stiffness and mass in all important structural components shall be ensured in the experiments.
This means that both frequencies and intrinsic waveforms must be recreated. The damping conditions in
model and surrounding air or water should also be taken into account, if this has any impact on the results.
 Choice of model law must be in place well before the model is built and experiments are carried out.
All design parameters (static and dynamic) that are relevant to the experiment should be included
in the model. For both section model and full model experiments, the properties of the real one must
the structure is recreated.

Surface roughness and Reynold figures, for example for section models, must be documented by experiments in
air or water.

6.3.5 Geotechnical engineering - fracture boundary condition

Supplementary text to NS-EN 1990: 2002 / A1: 2005 + NA: 2010, point NA.A2.3.1 (5):
- Method 3 should be used. For calculating the capacity (STR) of structural parts (foundations,
pillars, side and front walls on landfills, ballast structures, etc.) where geotechnical loads and
if the load bearing capacity is included, for geotechnical loads, dimensioning values from
Table NA.A2.4 (C) . For other loads on / from the design, dimensioning values from are used
Table NA.A2.4 (B) .
- Method 2 is to be used for calculating the structural capacity of piles.

6.3.6 Accident situation and seismic situation

Construction in permanent condition subject to abnormal impact (accidental impact, seismic
impact, or abnormal traffic or natural load) shall be calculated in an accident or seismic situation
according to NS-EN 1990: 2002 / A1: 2005 + NA: 2010, table NA.A2.5 :
- For accident situation (Equation 6.11a / b):
If there is a dependency between the accident load and the traffic load, set ψ 2, i = 0.5
for traffic load. ψ 2, in set equal to 0.0 for other variable loads.
- For seismic situation (Equation 6.12a / b):
For the traffic load, set ψ 2, i = 0.5. For other variable loads, set ψ 2, i = 0.0.
If the structure is assumed to be closed in a damaged condition, traffic congestion will be possible
omitted from the load combination.

When offsetting an accident situation, larger offsets are accepted than those usually assumed
detections in violation limit state. Therefore, it is possible to choose static systems and modes that
normally not allowed in violation limit state.

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6.4 Requirements for Nonlinear Analysis Methods

6.4.1 Prerequisites
Nonlinear analysis can be used to document capacity in fracture boundary condition and accident situation.
Both for static analyzes and for dynamic analyzes in the schedule, the use of non-linear element method
be relevant.

The software used should be based on recognized theory and must be verified by examples
that are relevant to the particular use. The user of the software must have expertise and experience
with non-linear element methods and should be able to define controlling parameters as a basis
for the modeling.

All relevant failure types must be taken care of in the model, for example, plastic cross-section, local
and global cracking, or ground breaking. Slim structures should be analyzed with formulation for
large offsets. Effect of shape defects shall be included in the geometry of the structure in accordance with critical
kink forms.

The results of a non-linear load effect analysis depend on the applied load history. In the analysis
there should be a relevant order in the application of loads so that permanent loads precede variables
loads and so that the loads are applied in the correct construction system and at the right time. Simultaneous (Proportional)
The application of all loads should only be used in the analysis if it is documented that they provide reliable
results.

6.4.2 Types of non-linear design analysis

 6.4.2.1 General

The two main areas for using non-linear design analysis are:
- load performance analysis
- global stability

Load impact analysis is static or dynamic analysis to produce deformations and internal forces
for elements of construction. The calculated internal forces are then checked against current criteria
standards for breach limit condition or accident situation.

Global stability is particularly relevant for an accident situation, but also relevant for breach boundary conditions. This
are static or dynamic analyzes that produce both load action and capacity control in one and
same analysis. The purpose is to achieve a global capacity for collapse for the entire construction.

6.4.2.2 Load Impact Analysis

The non-linear model for calculating load effect shall be based on mean values for
material parameters such as E-module and strength. Capacity control should be based on characteristic
values for firmness, which in most cases means 5% fractile in case the lower limit of firmness is critical and
95% -fractile if upper limit of firmness is controlling for capacity. If material parameters are
based on experiments, mean and characteristic values should be derived.

It should be shown in sensitivity analyzes that the choice of material parameters for load effect calculation is
to the safe side.

For dynamic analysis, the internal forces can often be reduced by decreasing global rigidity from
plasticization. This applies, for example, to short-term shocks because of the importance of inertia loads
grows with reduced global stiffness.

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The non-linear analysis shall ensure safety according to the applicable standard. As a general rule, load factor must
is applied to the load effect, i.e. to the internal forces, by basing the load effect analysis
characteristic loads without load factor. Material factor is applied to characteristic firmness during calculation
of capacity. If another method is used, it must be documented that the level of safety is
safeguarded. The requirement for characteristic strength in capacity must also be taken into account in any joint
load factor.

6.4.2.3 Global stability

For control of global stability, load factor is applied directly to external load, and increasing load is applied
the model until convergence is no longer achieved (pushover). The purpose of this analysis is to obtain
a security factor for global stability (breakdown). The model should be able to handle redistribution of
forces in the construction due to failure or reduction of the strength of individual elements. The model should
thus being able to follow the force / deformation course of the elements even at maximum capacity.

The non-linear model of global stability should be based on characteristic material strength.

Load factor applied to external load should take care of normal load factor and material factor. If average
real estate is used in the model instead of characteristic, this relationship should also be taken care of
equivalent load factor.

Form errors for all failure modes that may occur should be calibrated to provide the correct capacity for components
according to the criteria in the relevant design standard.

6.4.3 Documentation
It should be demonstrated that the detailed design of the construction corresponds to the requirements of the analytical model
so that, for example, the inelastic deformations indicated in the analysis can actually take place.

There shall be documentation that the analysis program used meets the requirements of 6.4.1, and
that the program has been tested with good results against trials and benchmarks
relevant to the structure to be analyzed.
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7 Concrete structures
7.1 General
This chapter applies to the design of concrete structures. For structural parts in others
materials are shown to the respective chapters.

Collaborative structures in steel and concrete are dealt with in Chapter 8. Piles are treated in 11.3 and 11.4. The
see also for design-specific requirements in Chapter 13.

7.2 Basis for design

7.2.1 Basis
Concrete structures shall be designed in accordance with Eurocode 2 - Design of concrete structures:
- NS-EN 1992-1-1 General rules and regulations for buildings
- NS-EN 1992-2 Bridges

7.2.2 Material factor for structures in water

For structures cast in water, an additional reduction factor of 0.8 for concrete and 0.9 for concrete shall be introduced.
reinforcement when calculating dimensioning properties in accordance with guidelines in the Norwegian Concrete Association
Publication # 5: Design and construction of concrete structures in water.

7.2.3 Basic variables

The effect of deformation loads according to 5.5 shall be taken into account in the design. Average values
for the material properties to be used.

When using tensioning reinforcements, both direct and indirect load effects due to
the tensioning.

Stiffness of superstructure in prestressed concrete can be calculated on the basis of homogeneous cross-section
without contribution from the reinforcement.

The finished construction must be checked at least at two points; just after the bridge is
opened to traffic and at design life, normally 100 years in accordance with 1.1.6.

When selecting parameters for creep and shrinkage, 70% relative humidity can be assumed for bridge overlay
and 80% relative humidity for columns over water.

In addition, control should be made for situations in the construction phase where displacements / strains are due
hardening or cooling leads to internal or external forces. The casting order must be taken into account i
 the checks, and the required casting order shall be indicated on the working drawings.

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7.3 Materials
7.3.1 Selection of concrete specification
If no special protective measures are planned, concrete specification shall be chosen according to
to Table 7.1.

Exposure conditions and functional requirements concrete Specification

according to manual R762
Process Code 2

Exposure components with exposure conditions and functional requirements that do not require one SV-Standard
the special concrete provided below.

Structural parts exposed to chemical attack from groundwater in soil and rock, where SV-Chemical
the zones of aggression lie within the limits of exposure classes XA2 and XA3
in NS-EN 206: 2013 + NA: 2014, Table 2 . These include acidic varieties of alum slate and
sulfide-bearing rocks with pH ≥ 4.

For structural components exposed in environment with pH in natural state <4 and / or
aggression in concentrations beyond the other exposure limits for Exposure Class XA3,
special constructive measures and / or membrane / protection of the concrete shall be considered.

Structural parts where the risk of continuous retaining view due to curing heat SV-Lavvarme
and temperature differences are significant and where such upgrading is critical to functional performance.

SV-Low heating shall not be specified without the utility being established and it has been confirmed that
concrete with the required composition, according to manual R762 Process Code 2 , can be delivered on
the relevant site.

Additional measures, possibly as a substitute for SV-Low heat, may be the use of cooling pipes,
heating cables, cold concrete, etc.

Structural parts cast in water. AUV concrete /

Normal
underwater concrete

Table 7.1: Selection of concrete specification

For concrete railings, concrete quality B45 SV-Standard with air content of 5.5% +/- 1.5% shall be used.
This should be stated in the note on the drawing.

7.3.2 Density of reinforced concrete

The weight density of reinforced normal weight concrete shall be set at least equal to 25.0 kN / m 3 when dimensioning.

The density of the load shall be calculated on the basis of the amount of reinforcement and the density of the reinforced concrete.
for constructions
- where the amount of reinforcement exceeds 150 kg / m 3 concrete
- where aggregate with gravity> 28 kN / m 3 is used
- which is wholly or partly carried by buoyancy
- made with lightweight concrete

For the last two cases, the measured density of unarmed concrete must always be used.

Weight density for unarmed normal weight concrete can normally be set at 24.0 kN / m 3 ,
see Manual R762 Process Code 2, Process 84.4.

7.3.3 E-module for concrete

For constructions where the value of the concrete's E-module has significance for the safety of the finished or
requirements for the E-module must be specified in the tender documents.
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Where deflections are of great importance, deflection and elevation calculations should be based on measured
E-modules for the concrete. This applies, for example, to freestanding bridges, bridges with the largest span
≥ 50 meters and bridges on roads with particularly strict tolerances for permanent deflections.

7.3.4 Lettbetong
Weight density requirements shall be compatible with specified strength class.

The density classes in NS-EN 1992 / NS-EN 206 allow large density ranges and are based on
"Oven size density". The combination LB45 / 1950 ± 30 kg / m3 (deformation density) can be selected
without further consideration.

7.3.5 Low-heat concrete

The strength class shall not be chosen higher than B45.

Preferably, strength class B35 is selected.

7.3.6 Regular slack reinforcement

Reinforcing steels shall satisfy the requirements and requirements of NS-EN 1992 .

Reinforcement B500NC with dimensions and properties specified in NS 3576-3 may be required
to satisfy the requirements.

7.3.7 Stainless slab reinforcement

The geometric and mechanical properties of the reinforcement shall meet the requirements of NS 3576-5 and have one
PRE value greater than 20.

Typical applications can be where common roofing requirements are difficult to satisfy,
concrete joints, joints at transition plates and areas where access to inspection and / or
Maintenance is difficult.

7.4 Durability and overlay for reinforcement

7.4.1 Conceptual clarifications and clarifications
Overview of concepts and important rules in 7.4:
C min, b : minimum cover for adhesive (7.4.2)
C min, dur: minimum cover for durability (7.4.2)
C min : smallest cover, largest of C and C (7.4.2)
min, b min, major

∆C : Covering tolerance (7.4.3)

dev

C nom : nominal cover; C = C + ∆ C (7.4.4)

nom min dev

Structural reinforcement (7.4.4) shall be designed with cover C . nom

Mounting rods (7.4.6) shall be assumed to have an overlay equivalent to C for constructive reinforcement.
min

7.4.2 Minimum cover, C min

The minimum overlay for adhesive, C min, b , shall satisfy the requirements of
NS-EN 1992-1-1: 2004 + NA: 2008, table NA.4.2 .

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Minimum coverage for durability, C min, major , shall meet the requirements of Table 7.2.

Exposure conditions and functional requirements C min, dur

- Top of bridges with moisture insulation 60

- Construction parts where accessibility for inspection and maintenance is difficult,

for example, in and at joints

- Cast piles, made as dry cast or underwater cast

- Structural parts which may be exposed to de-icing agents ("salt"):

• Pillars, retaining walls etc near salted roadway exposed to salt spray / joints (including structural parts
under terrain)
• Structural parts exposed to salt spray and moisture where washing away from rainfall does not normally find
location (for example, lower part of walls in culverts, tunnel portals, environmental tunnels, etc. from 2 m above)
roadway to bottom foundation)
• Inner edge supports and concrete railings
• Side edge bridge deck and outer 2 m of lower bridge surface for bridges without edge supports / concrete railings
• The inside of the wings and the back of the front walls of the pan
• End beams and inner wings on joint-free bridges
• Areas under joint construction that will be exposed to saline leakage water

- Against dry and accessible voids, for example in box sections and columns 35

- Bottom foundations:
• Against concrete straightening 60
• Towards the mountain 100

- Underwater casting 100

- Structural components in marine environment:
• At a height of at least 12 m above the highest astronomical tides (HAT) in harsh coastal regions
• To a height of at least 6 m above HAT in low-weather coastal areas

- All other surfaces 50

Table 7.2: Minimum coverage for durability

For tensioning, C min must be increased by 10 mm.

For stainless steel reinforcement, except in the top bridges, C can be reduced by 15 mm. min

The smallest cover, C , is set equal to the largest of C

min min, b and C min, major .

Tightened requirements for minimum cover under special conditions:

- Lightweight concrete: C is increased by 5 mm
min

- Use of sliding formwork: Increase C by 10 mm min

- Use of overcoating without draining cloth: Increase C by 10 mm min

- At risk of isabrasion or erosion in running water: C is increased by 10 mm min

For temporary structures, the requirements of C min, major, do not apply . Minimum cover, C = C min min, b , but not
less than 20 mm.

For surfaces in recesses that will later be re-cast and for surfaces in prefabricated elements such as
it should later be cast until C is set equal to the rod diameter, but not less than 20 mm.
min

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7.4.3 Permissible Deviations, ∆ C dev

For cast concrete, the following permissible deviations (tolerances) shall be used:
 - at C <70 mm: ∆ C = +/- 15 mm
min dev

- at C ≥ 70 mm: ∆ C = +/- 20 mm
min dev

7.4.4 Designed roofing, C nom

Reinforcement should be designed with nominal overlay, C = C + ∆ C nom min dev

The overlay is calculated from the concrete surface to the nearest structural reinforcement. Minimum reinforcement without
direct bearing action, for example beams in beams without computational need for shear reinforcement,
in this context is considered constructive reinforcement.

Designed cover, C , shall be 65 mm for pipes / recesses that shall be open during the operating phase, which
nom

pull pipes, weight-reducing recesses, cable pipes for uninjected tensioning, swallowing, etc.

7.4.5 Special cover requirements

In concrete railings, the side facing the lane or pedestrian and bicycle facilities must have been designed
cover for drawbar at least 150 mm.

Concrete wear layers (coating class B1) must be cast simultaneously with the load-bearing cross section. Projected
cover for upper reinforcement is increased by 30 mm.

7.4.6 Mounting rods

Mounting rods shall have a designed overlay at least equal to C for the structural reinforcement as
min

supported.

The following rod diameters and tolerances (permissible deviations) shall be used for mounting rods:
at C <70 mm: ø12 and ∆ C = +/- 5 mm
min dev

at C ≥ 70 mm: ø16 and ∆ C = +/- 10 mm

min dev

7.4.7 Indication of overlay on reinforcement drawings

Designed cover and permissible deviations for both structural reinforcement and associated mounting rods
shall be shown in the reinforcement drawings.

Overlay can be shown in table in the reinforcement drawing's annotation box. Example of such a table
is shown in Figure 7.1. Unshelled surfaces (for example, surface 2 in the table) do not have mounting bars.

Structural reinforcement Associated mounting rods

overburden Diameter overburden

Surface 1 65 +/- 15 mm 12 mm 50 +/- 5 mm

Surface 2 75 +/- 15 mm

Surface 3 75 +/- 15 mm 12 mm 60 +/- 5 mm

Surface 4 120 +/- 20 mm 16 mm 100 +/- 10 mm

Figure 7.1: Example of indication of cover

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7.5 Construction Analysis

7.5.1 Additional moments in slim structural parts - 2nd order theory
For constructions based on bulk or piles, consideration shall be given to the basis of or
The stiffness of the pile group is important for the effective lengths of the columns.

Effective lengths in a displaceable horizontal direction shall be determined from a system breaking analysis
which ensures the interaction between the individual columns.

The effective length of columns in a slidable horizontal direction can be determined by the guidelines
for a freely displaceable single column if the columns' stiffness in the current direction and the axial forces
 is approximately equal in the different column axes.

The effective length of columns in an indelible horizontal direction can be determined by the guidelines
for a non-removable single column.

7.6 Fracture Limit Conditions

7.6.1 Bending with axial force
When dimensioning, no less reinforcement shall be selected in any part of the structure than that
is assumed in the determination of stiffness (for elevated and reinforced cross sections) in the analysis.

7.6.2 Control of shear force capacity

When checking capacity for shear force in accordance with NS-EN 1992-1-1: 2004 + NA: 2008, section 6.2.3 , cot ө
no greater than 2.0 is selected if no control of criss-crosses is made in the step according to NS-EN 1992-1-1:
2004 + NA: 2008, section 7.3.4 .

Sizing for forces in the plane of walls and box / flange cross sections can be done according to methods based
on an assumed internal force model that satisfies equilibrium conditions and geometric conditions for
strains in the investigated local area (pressure field theory).

At simultaneous moments and membrane forces, the dimensioning can be done by:
the structural part is assumed to be divided into layers where the load effects are absorbed as membrane forces evenly
distributed over the thickness of each layer, and where mean elongation in the layers satisfies the condition of linear
stretch variation over thickness.

Calculation rules are given in NS-EN 1992-2: 2004 + NA: 2008, item 6.109, Annex F, LL and MM.

7.6.3 D areas
Areas where ordinary beam theory is not valid (D-areas) shall be dimensioned according to NS-EN 1992:
2004 + NA: 2008 points 5.6.4 and 6.5 .

Examples may be in areas by

- recesses or cross-sectional changes
- indirect arrangements; for example, connecting the cross carrier to a narrow column
- large point loads, bearings and checkpoints
- clamping anchorages

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7.6.4 Fatigue
If the structure or component is subject to fatigue, it shall be indicated on
the working drawings that welding of the reinforcement and straightening or bending of the reinforcement is not allowed.

7.7 Use limit states

7.7.1 Scissors
Scratch widths should be checked in use limit mode, combination often occurring and approximate
permanently. Combination factors ψ i, j according to NS-EN 1990: 2002 / A1: 2005 / NA: 2010, Table NA.A2.1 and
Table NA.A2.2 is set the same:
- combination often occurring: ψ = 0.7 or 0.6 and ψ = 0.2 or 0.0
1.1 2,i

- combination approximately permanent: ψ = 0.5 and ψ = 0.2 or 0.0

2.1 2, i

Scratches shall be calculated in accordance with NS-EN 1992-1-1: 2004 + NA: 2008, point 7.3.4.

Areas where ordinary beam theory is not valid (D-areas) can be checked according to the methodology
in NS-EN 1992-1-1: 2004 + NA: 2008 sections 5.6.4 and 6.5. Scratch control and dimensioning control
column tensile strengthening can then be done according to NS-EN 1992-1-1: 2004 + NA: 2008, section 7.3.3 and table 7.2N.
 Scissor widths must be checked for load effects in both main directions.

For structural parts with tension reinforcement with continuous co-operation within ordinary slack reinforcement
Rice widths shall be checked as follows:
- at the slab reinforcement, with crack width requirements as for slab reinforcement
- at the clamping reinforcement, with crack width requirements as for clamping reinforcement

Permissible ridge widths in temporary situations under construction shall be limited to 0.60 mm.

For constructions that according to Table 7.1 shall be carried out with concrete specification SV-Chemical shall require
permissible rice widths are determined in consultation with the Roads Directorate.

7.7.2 Pressure Relief

Pressure relief requirements apply only in the direction of tensioning.

7.8 Reinforcement Rules

7.8.1 General
Reinforcement with a diameter of less than 12 mm shall not be used.

Exceptions can be made for special details where smaller diameter is considered appropriate due to
of, for example, bending radius. Diameter 10 mm can be used for transverse reinforcement calculated according to
NS-EN 1992-1-1: 2004 + NA: 2008, sections 9.5.3 (6) and 9.6.4 in cases where the reinforcement to be
retained is not computationally utilized in print.

All cross-sectional parts shall be double-armed in both directions. The requirement does not apply to transition plates.
Reinforcing bars with diameter> 12 mm should not be straightened or bent. Reinforcement bundles should not have
more than 2 bars, no more than 3 bars in joint areas.

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The actual structural dimensions of the comb steel must be taken into account when detailing the reinforcement. For calculating
building height, free spacing between reinforcing bars and the like must be taken into account for building dimensions
comb steel as shown in Table 7.3.

Diameter ø12 ø16 ø20 ø25 Ø32

Building dimensions 15 mm 20 mm 25 mm 30 mm 40 mm

Table 7.3: Construction targets for comb steel

7.8.2 Measures for good casting

Areas with dense reinforcement should be drawn as enlarged sections / details that show accurately
reinforcement location and real reinforcement diameter. Drawings should also show casting,
cable ducts, puller pipes and the like that make casting difficult. Necessary vibrator openings in
reinforcement should be planned.

The free opening between horizontal reinforcements in vertical structural members should not be less than 80 mm.

7.8.3 Reinforcement with mechanical end anchorage

Mechanical end anchors shall comply with the requirements of manual R762 Process Code 2 .

In fatigue-stressed areas, the end anchorage shall meet the requirements of category F1 or F2 of ISO 15698 .
There are few suppliers who have performed fatigue tests with specimens embedded in concrete according to
to ISO 15698 , and it should be considered in each case whether the fatigue stress is so significant that
documentation of the anchoring device fatigue properties is required.

For mechanical end anchoring that meets the requirements of category B3 of ISO 15698 , it is not required that
a reinforcing bar shall be placed across the anchorage unit. When using reinforcement with mechanical
end anchoring in category B3 as shear reinforcement in plate and similar constructions is not necessary
 to attach the anchorage unit around the longitudinal reinforcement as required in NS-EN 1992-1-1: 2004, paragraph 8.5.
for angles and hooks. It is sufficient that the anchoring unit is adjacent to the longitudinal reinforcement.

In plates and similar structures, all shear reinforcement may consist of mechanical reinforcement
anchoring.

7.8.4 Socket joints for slack reinforcement

Socket joints that meet the requirements of Manual R762 Process Code 2 may be assumed to have greater strength
than the joint reinforcement.

7.8.5 Reinforcement rules for foundations and pavements

Reinforcement in foundations and ground soles shall have a diameter ≥ 16 mm. Center distance in both directions
must be ≤ 200 mm in the bottom and top edges and ≤ 300 mm in all side surfaces.

The lower reinforcement shall be placed at least 50 mm above the top column. If the distance between this
the reinforcement and the substrate will be larger than 200 mm, the minimum foundation shall be laid in the bottom foundation
ø16c150 mm extra reinforcement in both directions. The reinforcement is detailed designed after measuring the piles.

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7.8.6 Reinforcement rules for columns and walls

Vertical and horizontal reinforcement shall have center spacing ≤ 200 mm. The minimum reinforcement should be
symmetrical. The length reinforcement shall have a diameter ≥ 16 mm; for underwater castings ≥ 20 mm.

Horizontal reinforcement in hollow columns / towers shall have a diameter ≥ 16 mm.

7.8.7 Reinforcement rules for superstructure

Center spacing for slack reinforcement shall be ≤ 200 mm. The longitudinal reinforcement in transverse supports shall have a diameter
≥16 mm.

7.8.8 Reinforcement rules for recesses

All surfaces in temporary and permanent recesses must have surface reinforcement in both directions.

In directions where the reinforcement is statically necessary, the additional reinforcement around the recess should be at least
correspond to the reinforcement that is broken. In the transverse direction, the additional reinforcement shall be larger than the largest
of:
- 70% of broken reinforcement in the main direction
- 100% of broken reinforcement in the transverse direction

When cut into pressure zone, the reinforcement shall be dimensioned for the deflection forces according to 7.6.3.

For temporary recesses with protruding reinforcement, the recess shall be so large that the reinforcement
can be joined with calculated circumference when re-casting. Requirements for protruding reinforcement to be corrected or
bending is given in 7.8.1.

The reinforcement can be joined by sleeves or by welding where this is allowed for fatigue,
see 7.6.4.

7.9 Design rules

7.9.1 Runoff
All internal cavities should be drained.

Drip drains shall be provided to prevent water from flowing under and along concrete surfaces. The requirement applies
also for the building condition.

It may be necessary to arrange temporary drips, for example on the underside

 of the collapsed plate in the superstructure.

7.9.2 Vertical castings

Vertical cast joints shall be cast against formwork.

The casting joint must have a tooth that ensures good casting and power transmission. For cassette cross section should
Toothing ensures the transfer of inserts in both the bridge plate, step and base plate. The tooth must be placed
between the reinforcing layers and do not prevent the casting of continuous reinforcement or
cable channels. The tooth must not be visible from the outside.

In the casting vertical joints, epoxy glue should be applied in the cover zone just before casting, and
the area should be cast before epoxy is cured. The same applies in excess of recess when re-casting
recesses for tensioning anchorages.

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7.9.3 Underwater casting

For constructions carried out underwater casting, the Norwegian Concrete Association's publication no. 5 applies :
Design and construction of concrete structures in water.

7.9.4 Foundations
Building pits for foundations on loose masses shall have concrete straightening.

Foundations on rock should be endowed on a horizontal surface. The detail design should be based
on surveying completed blasted and cleaned building pits. Where leveling support is used, it shall
it is considered whether this must be reinforced. Concrete for rock support shall have the same strength class as it
constructive concrete.

Where the pillar foundation is made with a shelf, the shelf shall extend at least 100 mm outside the column. Socket
shall be completed at least 500 mm above the highest water level; in the sea 500 mm above the highest astronomical
tides (HAT).

Upper foundations and / or plinth shall have inclination ≥ 1:25 for water runoff.

Two-sided fall (roof fall) can be chosen instead of four-sided fall if this makes it easier and tidier
reinforcement guide in excess of foundation.

For pile foundations, the minimum distance from the edge foundation to the outer edge of the installed pile shall be ≥
400 mm. Edge spacing for pre-installed pile is set equal to edge spacing as for projected location
horizontal plane + maximum permissible deviation.

The casting length for top pile in pile foundations shall be selected according to pile type and construction.

For underwater casting, only horizontal casting joints shall be used in the transition between foundation and
column, possibly between foundation and shelf.

The lower box should be submerged from the center box. The bottom cast should reach at least 100 mm above the bottom
box on the outside of the box's bottom plate.

For underwater casting against formwork of prefabricated concrete elements, formwork shall not be included
as a constructive part of the foundation and it also does not entail the reduction of minimum coverage requirements.

7.9.5 Grounds and retaining walls

The top of the sole for vats and retaining walls shall have a slope ≥ 1:25 for water runoff.

7.9.6 Transition plates

Transition plates with layouts shall be dimensioned in the fracture boundary condition for weights and traffic
corresponding load model 1 in NS-EN 1991-2 .

Transition plates can be made with geometry and reinforcement as shown in the collection of Bridal details
on the Norwegian Public Roads Administration's website for bridges: http://www.vegvesen.no/Fag/Teknologi/Bruer.
 Transition plates for earthenware and joint-free bridges, which are assumed to be utilized for power take-up as a friction plate,
shall also be dimensioned according to the manual V220 Geotechnics in road construction . For transition plates
used for anchoring horizontal force, see 3.4.3.

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7.9.7 Superstructure
Calculation of heights shall take into account all elastic deformations, creep, shrinkage and relaxation, as well as
construction method, so that finished bridge deck will lie in theoretical road line at the end of bridge design
life. The calculations are carried out in the limit state of use, the combination almost permanent .

In the case of calculated negative heights> 15 mm, the release shoots shall be assessed in particular in consultation with
builder.

In box bridges there must be vouters in the transition between step and top / bottom plate, as well as in cross-sectional changes
in the longitudinal direction of the bridge.

7.9.8 Tensioned structures

Reference is made to the Norwegian Concrete Association's publication 14: Tension reinforcement works . Here are, among other things, requirements
the production basis specified.

Anchoring voucher must be cast at the same time as the other cross-section. If this is not possible, it should
in the casting joints against the adjacent construction, a shutter with vertical teeth and with is set
the same circumference as the vout. The subsequent casting of the voucher should be carried out as early as possible.

End anchors must be protected with reinforced castings with thickness ≥ 200 mm.

For clamping cables used as rock anchors, the provisions given in 11.6 also apply.

7.9.9 External and uninjected tension reinforcement

Structures with tension reinforcement outside the concrete cross-section (external reinforcement) and
constructions with uninjected tension reinforcement shall be planned with a view to the cables being able to
is replaced.

It should be dimensioned for the following two conditions:

1) Replacement of one arbitrarily placed tension cable. The condition must be checked for the current load situation.
This will normally involve traffic loads. On the restricted area, expected behavior is expected
loads in connection with the replacement (possibly scaffolding, mobile crane, other payloads) according to details
assessment. Assumed loads must be stated under operating conditions.
2) Break in one arbitrarily placed clamping cable. The condition should be checked as an accident situation.

7.9.10 Recesses
The location, size and design of recesses should not cause unacceptable voltage conditions
or deformations in the construction. It should be demonstrated that the remaining cross sections can accommodate them
design forces.

In the case of temporary recesses, the casting joints shall have a tooth which is designed depending on the load.
To ensure good casting of recesses in vertical structural parts, the top surface of the recess must have
a slope of 1: 5.

7.9.11 Weight-reducing recesses

Weight-reducing recesses in plate bridges shall be oriented in the main direction of the bridge plate, parallel to them
free edges. The recesses should be rounded to the bottom to ensure good casting, and the areas
close arrangements should be massive.

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The distance from the top saving tube to the top of the bridge plate must be at least 200 mm.

The recesses shall have drainage pipes at all low points. The drainage pipes shall be of stainless steel and have a minimum
20 mm protrusion from the concrete surface. The drainage should be shown in drawing.

7.9.12 Concrete joints

Concrete joints shall have continuous stainless steel reinforcement.

7.9.13 Casting
On the exterior surfaces of the structure and in the overlay zone, all castings shall be in stainless steel.
steel. Anchoring plates that are entirely inside the cover zone should be left untreated
steel.

Stainless steel shall comply with NS-EN 10088 and have a PRE value greater than 20. Steel number shall
indicated in the drawing.

Steel number 1.4404 meets the requirements and can be used.

Stainless steel fasteners shall comply with NS-EN ISO 3506 , quality A4-80.

Inside cavities such as concrete crates and towers, as well as attachment points for bollards on ferry docks,
hot-dip casting can be used.

When attaching, one of the following methods shall be used:

1) cast groups of threaded rods or bolts with anchoring plate
2) molded full anchor sleeves
3) threaded rods
4) chemical anchors

Expansion bolts, impact anchors, screwed fasteners, etc. shall not be used.

The use of chemical anchors shall be limited to:

- maximum dimension M12
- Internal attachment of stairs, suspension and the like to vertical or approximate verticals
surfaces and from the top

Chemical anchors should not be used for attaching handrails or when attaching from the underside.

Where threaded rods or bolts are presumed to have to go through formwork, a socket sleeve shall be used
in the transition so that the attachment point does not puncture the formwork.

Joint sleeves shall have the same strength class as the threaded rods that are jointed. When using embedded
threaded rods, bolts with anchoring plate or through rods shall have the anchorage
dimensioning breaking capacity that is at least 30% higher than the threaded rods that are joined.

When using through bars, be injected between threaded rod and concrete.

All fixing points shall be targeted to drawings, and drawings shall show how much reinforcement is used
the cut is allowed in connection with drilling in concrete.

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 7.9.14 Cathodic protection
For the following concrete structures with ordinary (not stainless) reinforcement in sea water, the reinforcement shall be protected
with sacrificial anodes of any depth:
- underwater tunnels
- floating elements for floating bridges
- submerged pipe bridges

For the following concrete structures with ordinary (not stainless) reinforcement in sea water, the reinforcement shall be protected
with sacrificial anodes if the bottom structure is at a depth of -10 meters or lower:
- countersinks
- foundations
- pillars
- tower

At depths between -10 meters and -5 meters, the need for cathodic protection must be considered.

Design of cathodic protection shall be based on Veritas report DNV-RP-B401: Cathodic Protection
Design (January 2005) and Norsok Standard M-503: Cathodic Protection (September 1997) .

All reinforcement and other castings in structural parts that are assumed to be cathodically protected shall:
have electrically conductive contact. Measures to ensure this should be stated on separate detailed drawings.

Normally, electrically conductive contact can be achieved by the use of welding connections. If necessary or
appropriately, own reinforcing bars / contact reinforcement are used to establish weld joints.

Special attention must be paid to placement and construction for fatigue-stressed structural parts
of welding joints if welding is allowed.

Dimensioning (weight, number and position) of the anodes, as well as mounting detail and
contact reinforcement shall be shown on separate detail drawings. It shall be stated whether used anodes shall
renewed.

The structural drawing shall show which structural parts have cathodic protection and
refer to relevant detail drawings.

7.9.15 Cutouts for fence posts

The recess shall be at least 250 mm deep with minimum distance between outer contour and free edge of 150
mm. Corners in recess are rounded with a minimum radius of 50 mm. Light opening between pillar and concrete
shall be at least 15 mm. Bottom of recess should be given cone shape with drainage from lowest point in bottom
of recess. Drainage pipes are slanted and arranged with a systematic protrusion at the bottom. imbedded
part of fence posts shall have round or rectangular solid steel cross section.

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8 Steel structures
8.1 General
This chapter applies to the design of steel structures. For structural parts in other materials
it is referred to the respective chapters.

8.2 Basis for design

Steel structures and steel and concrete co-operative structures shall be designed in accordance with Eurocode
3 - Design of steel structures and Eurocode 4 - Design of steel co-operative structures
and concrete. Reference is also made to Manual R762 Process Code 2, Process 85.

For the concrete part in cooperative structures, see Chapter 7.

 8.3 Materials
8.3.1 Structural steel
Steel for load-bearing structures shall be selected according to manual R762 Process code 2, process 85, table
85.11-2 . In the bridge's support system, steel with a standard value for flow limit from 355 MPa to 460 MPa shall be used.

8.3.2 Interacting concrete and steel

In the cooperative model no higher strength class than B45 shall be used.

8.4 Resistance
8.4.1 Corrosion protection of structures in air
Exterior steel surfaces that are not hot-dip galvanized must be surface treated in accordance with
manual R762 Process code 2, process 85.3, system 1.

Steel surfaces for supporting structures in the marine environment at a height of at least 12 m above the highest astronomical
tides (HAT) in harsh coastal areas or at least 6 m above HAT in low harsh coastal areas shall
surface treated in accordance with manual R762 Process code 2, process 85.3, system 2.

Internal surfaces of cavities available for inspection and corrosion protection measures shall be protected
with one of the following options:
1) The surfaces are surface treated as specified in manual R762 Process code 2, process 85.3, system 1.
2) The cavity is equipped with dehumidifier. The average relative humidity
shall not exceed 45% and the maximum value shall always be below 60%.

In cavities with air dehumidification, the surfaces should be colored white to improve the lighting conditions, among other things
inspection and maintenance work.

Pipes for blowing out humid air from dehumidifiers must be at least 100 mm from the structure.

Screws shall be hot-dip galvanized or of stainless steel quality as specified in manual R762 Process code 2, process
85.13. Joints with uncompleted surface treatment should, after assembly, be surface treated as
specified in manual R762 Process code 2, process 85.13 or process 83.771 .

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Heat retardation of steel parts that are not to be cast into concrete, or otherwise come into contact
with fresh concrete, shall be carried out in accordance with manual R762 Process code 2, process 85.342, class B.

8.4.2 Corrosion protection of structures in water

Permanently submerged steel surfaces for load-bearing structures shall have cathodic protection
sacrificial anodes, see 7.9.14.

8.5 Construction Analysis

8.5.1 General
Effect of construction method, ie assembly order and coupling of steel sections, as well as timing and
order for casting of any concrete pavement should be taken care of.

In cooperative structures, the effect of the creep and shrinkage of the concrete shall be taken into account. Furthermore, the dips
is designed to absorb the entire shear flow between steel and concrete. Dimensioning of doubles for
recording of parts of the shear current is not allowed.

8.5.2 Load effect determined on the basis of plastic theory

If the structure is exposed to accident loads, an inspection must be carried out in an accident situation.

When controlling for an accident situation, load effects determined on the basis of plastic can be used
theory, see NS-EN 1993-2: 2006 + NA: 2009, point NA.5.4.1. Material factor can be set equal to 1.0.
 When calculating according to plastic theory, the use of floating rotation methods with full rotation is allowed at all
structural elements containing plastic joints are of cross-sectional class 1. Cross-sectional class 2 is
sufficient for the last floating joint. If the above assumptions are not satisfied,
sufficient rotational capacity must be demonstrated.

8.5.3 Load effect on dips

When calculating the load effect on dips in co-operative structures, it shall be in areas with tension in the tire
where the concrete is assumed to be cracked, cross-sectional values corresponding to unstretched concrete are used if this gives
less favorable values than scratched concrete.

Load effect on doubles by the introduction of concentrated loads, for example from anchoring of
tensioning in the tire can be calculated in accordance with NS-EN 1994-2: 2005 + NA: 2009, point 6.6.2.3.

8.5.4 Calculation of dynamic response

Estimated damping values shall correspond to the load effect.

If more accurate values are not documented, steel structures can be assumed to have one
structural damping corresponding to a damping ratio in the range of 0.005 - 0.008 (0.5 - 0.8%).
Collaborative structures can be assumed to have a structural damping corresponding to a damping ratio in
The range is 0.008 - 0.013 (0.8 - 1.3%), depending on the proportion of concrete in the cross-section and the erection of the concrete.
For the calculation of vortex release, more conservative damping values are given in Table 5.3.

If other damping sources such as ground damping and aero- or hydrodynamic damping
The expected expressions and values shall be documented.

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8.6 Fracture Limit Conditions

Detection of cross-sectional capacity of main carrier system shall be carried out in accordance with NS-EN 1993-2 and NS-EN
1994-2 .

8.7 Use limit states

Detection in use limit state shall be carried out in accordance with NS-EN 1993-2 and NS-EN 1994-2 .

8.8 Screw and welding connections

In screw connections in load-bearing structures, the distribution of forces on the individual screws shall be determined
by a linear elastic calculation.

Screws without prestressing shall not be used in load-bearing structures.

Friction joints shall be designed as Category B screw connections in accordance with NS-EN 1993-
1-8: 2005 + NA: 2009, Section 3.4.1 . This involves the detection of cutting and hole edge capacity in
fracture boundary condition and frictional capacity in boundary condition.

Screw lengths shall be selected in accordance with the requirements of NS-EN 1090-2: 2008 + A1: 2011, clause 8.2.2 .

8.9 Fatigue
Fatigue shall be detected in accordance with NS-EN 1993-2 and NS-EN 1994-2 .

For the detection of bolt fittings, see NS-EN 1993-1-9: 2005 + NA: 2010, Table 8.4 , voltage change is set
equal to calculated shear voltage change:

∆V
∆σW=∆τ=
A (8.1)

where:
 A - Nominal cross-sectional area of the dowel
For cooperative structures, the load shall be limited per dip according to NS-EN 1994-2: 2005 + NA: 2009
Section 6.8.1 (3) .

8.10 Manufacturing and design rules

8.10.1 Cavity

8.10.1.1 Cavities available for inspection

Steel boxes, hollow steel towers, etc. available for inspection and surface-treated shall be provided
with drainage at all lows.

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If the corrosion protection of internal surfaces requires dehumidification systems as specified in 8.4.1,
the cavity is substantially airtight. Doors, doors and doorways shall be provided with gaskets and
locking devices which ensure the necessary tightness. It is assumed that equalization of pressure differences between
the exterior and interior of the cavity are part of the dehumidifier's function.

8.10.1.2 Cavities in smaller cassette sections

Box sections with a height of <1.6 meters are allowed to be made as closed and airtight, ie without adjustment for
interior access for inspection. The cavity should then be pressure tested before transport to the shower site, see manual
R762 Process Code 2, Process 85.24. Alternatively, all welds that seal the box, including assembly welds,
is carried out with a minimum of 2 "layers" of welding larvae, to prevent air leakage.

Welds inside such boxes shall be burned into the outer surface of the box. A fatigue crack will then with great
probability could be observed on the outside.

The use of low elastic surface treatment can contribute to early damage detection.
Longitudinal struts can be made with welds against bulkheads.

Any puller pipes shall be laid with drop in continuous stainless steel 1.4404 sealed pipes in accordance with
to NS-EN 10088 .

8.10.1.3 Cavities in profiles and the like

Pipes, hollow profiles, trapezoidal struts, etc. that are not available for inspection shall be closed and made as
airtight structures. The elements must be pressure tested , see manual R762 Process code 2, process 85.24.

Stair struts, pipes and other cavities inside cassette cross sections with dehumidifiers such as
corrosion protection, can be left open without closing.

8.10.2 Superstructure

8.10.2.1 Plate thicknesses

The maximum permissible plate thicknesses depending on the type of steel and the lowest temperature are given in manual R762
Process code 2, process 85.11. Minimum plate thicknesses are as follows:
- Flange plates with welded dowels shall have thickness ≥ 20 mm.
- The thickness of the frying plates should be ≥ 10 mm.
- The plate thickness in the box walls and bottom must be ≥ 8 mm.

8.10.2.2 Orthotropic Plates

If steel plate is used in the roadway (orthotropic plate), cover plate thicknesses and struts shall be selected
according to NS-EN 1993-2: 2006 + NA: 2009, point NA.C.1.2.2 .

Constructive design of orthotropic steel decks should be in accordance with NS-EN 1993-2: 2006 + NA: 2009,
Appendix C .
 8.10.2.3 Plates with tensile stresses perpendicular to the plate plane

For plates with tensile stresses perpendicular to the plate plane, requirements for improved must be specified
deformation properties normally on the surface, see manual R762 Process code 2, process 85.11 . The
also shown in NS-EN 1993-2: 2006 + NA: 2009, point NA.3.2.4.

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8.10.2.4 Bevel of plates

When switching from thicker to thinner plate in flange or step, the thickest part should be bevelled with maximum
inclination 1: 5. For width changes of flange, the widest part should be bevelled with a maximum inclination 1:10.

8.10.2.5 Pressure transfer for direct installation

Where pressure transfer is assumed for direct installation between steel parts, this must be indicated in the drawing, see
manual R762 Process code 2, process 85.221.

8.10.2.6 Cutting joints in cooperative structures

Collaborative structures with shear connection between steel and concrete deck on only parts of one
continuous static system should not be used.

8.10.3 Handrails
Attachment of handrails to steel decks shall be carried out in accordance with Handbook V161 Cage Handrails, section 5.4 .

8.10.4 Welding connections

Execution classes for welding connections are given in manual R762 Process code 2, process 85. For lifting ears
and transport fuses , see manual R762 Process code 2, process 85.4.

Power transmitting wedge weld shall be designed with a minimum α-dimension of 4 mm at plate thicknesses ≤ 25 mm
and 5 mm for larger plate thicknesses.

Interrupted ("intermittent") welds shall not be used for load-bearing welds in finished use.

Welds with function only in construction mode can be made as interrupted welds provided that the design
does not provide adverse corrosion and finish conditions.

Over bearings and checkpoints, welding between the step and the bottom plate / bottom flange should be designed as
full-blown butte welding. The same applies to stocks and checkpoints in cross-shot and
transverse carriers.
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9 Wooden structures
9.1 General
This chapter applies to the design of wooden structures. For structural parts in other materials
it is referred to the respective chapters.

9.2 Basis for design

9.2.1 Basis
Wooden structures shall be designed in accordance with Eurocode 5 - Design of wooden structures:
- NS-EN 1995-1-1 General rules and regulations for buildings
- NS-EN 1995-2 Bridges

9.2.2 Climate classes

Wooden bridges are generally considered in climate class 3 according to NS-EN 1995-1-1: 2002 + A1: 2008 + NA: 2010, table
NA.901. Structural parts that are protected against moisture are considered in climate class 2.

Examples of structural parts that are protected against moisture are:

- cross-tensioned covering under full moisture insulation coating (coating class A3-4 according to
to 12.2.1)
- Non-creosote impregnated arches, beams and rods with constructive protection in accordance with 9.4.3.2
- Creosote impregnated arches, beams and rods with constructive protection in accordance with 9.4.3.3

9.2.3 Equilibrium of wood

The density of the wood varies considerably with the type of wood, strength class and impregnation. Also, will
The density of gravity varies over time with the humidity.

For structural calculations, the largest or smallest characteristic value of the wood's density is added
as a basis, all as to what is going to be dimensioned. Mean gravity density at 12% wood moisture γ mean
are given in NS-EN 1991-1-1: 2002 + NA: 2008, Table A.3 for all commonly used strength classes. To decide
gravity's largest and smallest characteristic value is multiplied by γ mean by the correction factor in
according to Table 9.1. The values in the table apply to Nordic spruce and pine.

Protection Type of wood Correction factor to γ mean given in NS-EN

1991-1-1: 2002 + NA: 2008, Table A.3
γ inf, k γ sup, k

Under roof, cross-tensioned cover with moisture insulation and Sawing 0.80 1.20
beams and arches with brackets
Glulam 0.85 1.15

Without protection Sawing 0.80 1.30

Glulam 0.85 1.30

Supplement for creosote impregnation class A + 0.5 kN / m 3 + 0.8 kN / m 3

For block glued glulam with more than 2 glued elements, the supplement can be looped.

Table 9.1: Factors for calculating the largest and smallest characteristic value of wood weight density

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9.2.4 Temperature influence, swelling and shrinkage

Indicative values for temperature influence, swelling and shrinkage given below apply to Nordic spruce
 and pine. For other types of wood, similar material properties must be documented.
The temperature coefficient of expansion is set to:
- In the fiber direction: 0.005 mm / (m ° C)
- Across the fiber direction: 0.04 mm / (m ° C)

The changes in the design temperature can be assumed to be the highest and lowest daily average temperatures
at the noise site.

When calculating cross-sectional and longitudinal changes due to variations in humidity, the values are used
in Table 9.2.

Dimension change in% per cent

variation in moisture content

outer limits mean

In the fiber direction - 0.01

Across the fiber direction
- radially 0.04 - 0.25 0.15
- tangentially 0.15 - 0.45 0.28

Table 9.2: Dimensional change due to moisture variations in Nordic spruce and pine with moisture content up to 28%

9.3 Materials
9.3.1 Structural and laminated timber
Construction trees shall have documented minimum strength class C18 in accordance with NS-EN 338 . Laminated wood should have
documented strength class in accordance with NS-EN 14080 or be CE marked with strength class CE L40.

When using modified wood, the material parameters must be documented.

9.3.2 Connecting agents

Nails and nail plates should not be used in bridges. Inserted bolts should not be used in structural parts of
climate class 3.

Reference is also made to manual R762 Process code 2, process 86.11 .

9.3.3 Embedded steel plates

Rods shall be made of stainless steel in accordance with NS-EN 10088, numbers 1.4404, 1.4418, 1.4435, 1.443 6
or equivalent.

Inserted panels shall be corrosion protected by one of the following options:

- stainless steel according to NS-EN 10088, numbers 1.4404, 1.4418, 1.4435, 1.443 6 or equivalent
- hot-dip galvanized and powder coated

In case of hot-dip galvanizing and powder coating, all steel parts must be arranged in order to be dismantled and
is replaced with new ones. The same also applies to steel welded to inscribed sheets.

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9.3.4 Tension system

The clamping system shall be in accordance with manual R762, Process code 2, process 86.115.

The anchor plate that distributes the pressure against the wood is normally not part of the clamping system and shall
dimensioned according to 9.6.1.2.

To reduce the number of re-tensioning using rod-based clamping systems is recommended

using bars with strength (0.1% tensile limit) of at least 900 MPa.

9.4 Resistance
 9.4.1 General
All timber should be protected from degradation. Chemical, structural or combination must be used
of chemical and constructive protection.

Surface treatment of wood is not considered chemical protection.

Unpregnated wood (white wood) should only be used in bridges if the wood moisture can be kept permanently below
20%.

9.4.2 Chemical protection

9.4.2.1 Chemical protection methods

Chemical protection methods are:

- waterborne salt impregnation, such as Cu impregnation
- oil-borne impregnation
- creosote impregnation
- impregnation that modifies the wood

Waterproofing agents must be approved by the NTR (Nordic Wood Protection Council) before being used on bridges.

9.4.2.2 Creosote impregnation

Creosote impregnation shall be carried out after all woodworking has been completed.

For block-glued glulam, double impregnation is recommended (the slats are salt-impregnated before gluing
and creosote impregnated after bonding).

Measures should be planned to capture dripping from creosote impregnated bridges. The construction should
be prepared so that measures can easily be implemented if necessary.

9.4.3 Constructive protection

9.4.3.1 General

The structural protection mainly shields the construction against rain. The underside should
Designed for good ventilation.

The protection includes fittings, cladding, jalousie, skylights and the like. Dense bridges
can be regarded as constructive protection of underlying elements.

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Roof springs, jealousy and the like are assumed to provide protection against direct rain within a straight line such as
forming 30 ° with the vertical. In wind-exposed areas, an increase in angle should be considered.

9.4.3.2 Structural protection of wood without creosote

Top of untreated or chemically protected wood without creosote impregnation shall be constructive
protection regardless of the resultant slope of the surface.

9.4.3.1 applies to side surfaces and undersides.

9.4.3.3 Structural protection for wood treated with creosote

Timber treated with creosote should have constructive protection when the resulting surface
inclination is between 0 ° and 60 ° (90 ° is vertical).

For side surfaces and undersides, 9.4.3.1 applies, but with a reduced angle of 10 ° with the vertical.

If the height of the rain-exposed area is ≥ 1.5 m measured vertically, the remaining surfaces must be protected in a constructive manner.
The height restriction does not apply to columns and the like, with approximately vertical fiber direction.

9.4.3.4 Design of constructive protection

 The structural
or under protectionsoshall
the protection that be designed
moisture so that
is not it can
trapped be easily
inside. replaced.
Copper fittingsThere should
should be venting
be designed behind
so that rainwater
do not run from the bracket down to delayed steel parts.

If the structural protection is of copper, the aeration can be loosened.

Overwater should not come into contact with the tire's side surfaces or the anchorage plates of the tire.

The side edge of the tire can be fitted with an edge bracket with a projection of minimum 30 mm and walk minimum
200 mm below the tire's moisture insulation. The bracket is fastened in such a way as to avoid bulging
due to temperature variations. Any joints are designed and placed so that water does not come
under the fittings.

Wood in end surfaces and at bearings, joints and nodes shall have constructive protection regardless of
impregnation type.

9.4.3.5 Constructive protection against traffic jams

All surfaces of wood in the area 1.0 m from the deck edge, limited vertically to 1.0 m above the top edge of the coating
until edge strokes shall be protected constructively if exposed to traffic jams.

9.4.4 Protection of clamping systems

The clamping system and anchors must be corrosion protected in accordance with manual R762, Process code
2, Process 86.115 . The corrosion protection shall be adapted for use in cross-tensioned wooden covers in consultation with
supplier of the clamping system.

There must be at least two protection barriers.

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9.5 Construction Analysis

9.5.1 General
The design load effect is determined by recognized methods based on the theory of elasticity.

9.5.2 Laminated bridges

9.5.2.1 General

Calculation of load effect in laminated bridges is based on one of the following:

- orthotropic plate theory
- beam grid calculation
- FEM analysis where E and G modules in the two main directions are specified independently
- simplified calculation method as specified in NS-EN 1995-2

Simplified calculation method as specified in NS-EN 1995-2 does not produce transverse torque and shear forces
and thus does not provide a basis for dimensioning of tension force. Therefore, when using simplified method
the standard assumption of a minimum 0.35 MPa compressive stress between slats after all losses
fulfilled.

Simplified calculation method should not be used for laying bias> 15 °.

9.5.2.2 Tension force in transverse tension covers

The tensioning system in cross-tensioned (tension-laminated) bridges must be tightened up to a force

P 0 = min {0.8 ∙ F hp ; 0.9 ∙ F p0.1k } (9.1)

This is considered as nominal clamping force, ie 100%.

Overvoltage is allowed if the jacking force can be measured to within ± 5% of the final
 power. This means that the pre-locking force can be increased to P max = 0.95 · F p0.1k .

The minimum allowable residual stress force after the assumed stress loss ( P min ) is chosen by the designer and shall be laid
the basis for sizing the tire.

9.5.2.3 System stiffnesses

When calculating laminated fracture decks, system stiffnesses in the two main directions as specified in NS-EN
1995-2: 2004 + NA: 2010, Table 5.1 is used. For E 0, the mean for E 0 in NS-EN 338 for burst load and
NS-EN 14080 for glulam is used.

The torsional rigidity of the plate is set equal to the geometric mean of the torsional rigidity in the two main
directions.

For calculation based on orthotropic plate theory, with Poisson's number υ x = υ y = 0, the following expression is used:

Bending stiffness in slat direction:

h3
D xx = k b E x ()
12
(9.2)

Bending stiffness across slat:

h3
D yy = E y ()
12
(9.3)

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torsional stiffness:
h3
D xy = 2 √ (k b G x G y )12() (9.4)

where:
E x - The E module of the slats in fiber direction E 0, mean = E 0 as indicated above

E y - tire system E module across fiber direction E 90, medium

G x - tire system G module in fiber direction G 0, medium

G y - tire system G module across fiber direction G 90, medium

n
k b =1empirical
+n
butch factor for reduced system stiffness

n - number of slats per butt joint in the same cross-section; it is assumed that n ≥ 4 and that the requirements for butt joints
in NS-EN 1995-2: 2004 + NA: 2010, point 6.1.2 (10) is fulfilled.

9.5.2.4 Reduced stiffness when cracking between slats

If the bias is not sufficient to prevent the joint between slats from opening, the calculated
transverse stiffness reduces correspondingly the depth of the crack.

The reduction can be done according to (9.5) and (9.6).

Transverse slab stiffness:

h red 3

D yy = E y () 12 (9.5)

torsional stiffness:

1
D xy = √ k b G x G y h 3 h red 3
(9.6)
6

where:
h red - reduced effective cross-sectional height due to cracking

Thus, in areas affected by cracking, the plate's load-distributing ability in the transverse direction is reduced and
a greater proportion of the load is carried in the fiber direction.
 9.6 Fracture Limit Conditions
9.6.1 Cross-tensioned covers

9.6.1.1 General

Dimensional clamping force ( P min ) should not exceed 40-50% of full clamping force .

High dimensional clamping force means fewer clamping units but shorter re-clamping intervals.
The number of clamping units must therefore be weighed against the length of the re-clamping intervals .

In areas subject to concentrated loads, the remaining biasing force between the slats shall be
after a long time be at least 80 kN / m.

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NS-EN 1995-2: 2004 + NA: 2010, paragraphs 6.1.2 (5) and (6) are related to tires with slats of 223 mm
sawn timber. Since it is force per unit of length that determines the friction between slats and not
voltage, does not fit the standard requirements for larger tire thicknesses.

9.6.1.2 Anchor plate

The pressure under the anchor plate shall be checked for both conditions given in Table 9.3. The check is performed
with load factor 1.0 and with compressive strength according to NS-EN 1995-1-1: 2004 / NA: 2010 + A1: 2013.

Oppspenningstilstand Clamping Force Load Duration Class

When tightening 1.06 · P 0 instant Download

After tensioning P 0 Short Download

Table 9.3: Control of pressure under anchoring plate

When checking contact pressure under anchoring plate, the net contact area shall be used, ie
should be taken into account the drilled holes in the slat.

The anchor plate shall have bending stiffness which ensures an almost uniform distribution of contact pressure.

9.6.1.3 Sliding between slats

Sliding should not occur between slats even at the lowest expected tire temperature. lowest
the expected tire temperature must be calculated with a return period of 50 years.

For example, the clamping force will vary by approx. 0.4% per ° C at fully utilized tension steel with characteristic
0.1% - tensile limit of 950 MPa and a wooden cross-section which is prestressed to approx. 1 MPa at tension.

When controlling sliding between slats, the combination of plate cutting from lining shall be taken into account
example wheel loads and discs from co-operative horizontal loads where relevant. Following
requirements must be met:
vv vH
√ ()µ2 +
0, d () 2 ≤ pµ 90, d
min
(9.7)

where:
vv - vertical cutting per treadmill (plate cutting) calculated evenly distributed over the height

vH - horizontal cutter per running meter (disc cutter) with parabolic distribution
across the plate width

µ 90, d - design friction coefficient normally on the fiber direction

µ 0, d - dimensioning coefficient of friction parallel to the fiber direction

p min - minimum tension force (after all losses) per running meter

Horizontal shear v H can be calculated evenly distributed over 0.9 times the plate width provided that the associated
torque capacity is sufficient and it is checked that no parabolic distribution takes place
between the slats in the limit of use.
 Table 9.4 gives recommended values for design friction coefficient µ d .
The values are the result of Swedish and Norwegian trials and are higher than those specified in NS-EN
1995-2: 2004 + NA: 2010, Table 6.1.

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The roughness of the slat surface Usually on the fibers Parallel to the fibers
µ 90, d µ 0, d

Burst against burst 0.40 0.30

Planer load against planer load 0.30 0.25

Shear load against planer load 0.40 0.30

Adjusted shed load is considered as planing load against planing load since the slats are often planed on both sides. Glue slats are considered as planing load against planing load.

Table 9.4: Design friction coefficients

9.6.1.4 Cracking between slats

Cracking between the slats by bending across the slats is allowed in the breaking limit state if
the stiffness reduction is taken into account when calculating the load distribution from wheel load. See also 9.5.2.3.

9.6.2 Effect of butt joints on sizing

Capacity and voltage control shall take into account reduced effective cross-sectional width
with butt joints.

This can be done by either reducing the cross-sectional parameters (for example, I x ) by the factor k b or
by increasing the acting voltage by a factor equal to 1 / k b . The factor k b is defined in 9.5.2.3.

9.6.3 Concentrated loads

When introducing concentrated loads into beams, attaching suspension rods to arches, etc., it must be carried out
a capacity check in accordance with NS-EN 1995-1-1: 2004 + A1: 2008 + NA: 2010, paragraph 6.4.3.

9.6.4 Fatigue
Fatigue checks are performed in accordance with NS-EN 1995-2: 2004 + NA: 2010, paragraph 6.2.

At nodes with inscribed plates and dips and with alternating loads (R <0, ie one or more
cutting forces change direction) the dips must be secured against working out.

9.7 Use limit states

9.7.1 Stretch restriction
For road users with wooden tracks and asphalt wear layers, tensile stretching in excess of the tire shall be carried over
Do not exceed 1.2 ‰ for cracking of the coating. The check is carried out in use limit state,
combination often occurring .

9.7.2 Cracking between slats

For cross-tensioned covers, check that bending across the slats does not cause opening of
the joint between the slats. The check is carried out in the limit of use, combination often occurring .

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9.8 Manufacturing and design rules

9.8.1
Laminated bridal decks are solid sheets consisting of slats of structural or glulam. slats
are held together by clamping systems, adhesives or screws.

9.8.2 Cross tension bridges

9.8.2.1 Design

It must be good access to all anchors. Protection of protruding part of clamping systems shall
be designed so that control of tension force and possible re-tensioning can be carried out in a safe manner
and effective way.

The anchor plates must be secured against fallout if unforeseen breakages in the tension system if the bridge crosses
road or other busy area. When using tension bars, a safety device must be designed
which ensures that the rod does not protrude during breakage.

The edge distance from holes for clamping unit to the end of the slab shall be at least 150 mm.

9.8.2.2 Suspension

Cross-tensioned covers are tensioned as specified in 9.5.2.2.

The minimum allowable clamping force shall be indicated on the drawing, see 1.4.5.7. Calculation of minimum allowable tension force
be done for the coldest temperature of the place or -30 ° C.

Clamping protocol shall be kept in accordance with manual R762 Process code 2, process 86 . The protocol must specify
the air temperature when tensile forces are read. This also applies when checking the tension force and, if applicable
re-tensioning.

9.8.2.3 Fasteners

Attachment of cross-tensioned covers to cross-supports shall be designed so that no forces of force arise at
tension, re-tension or in the case of long-term deformations.

The same also applies to the mounting of handrails and fittings.

9.8.2.4 Handrails

The following conditions must be taken into account when fastening a handrail in cross-tensioned covers:
- Mounting of handrails should not affect the tension level in the tire.
- All fasteners must be interchangeable even after collision.
- When attaching to the side of the tire, the tension force at the tensioning rod must be anchored at least 1.5 m in
in the tire.
- The thickness of the tire should be at least 350 mm.

Handrails and other elements facing pedestrian and bicycle facilities should not be creosote impregnated
wood.

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 9.8.2.5 Swallowing and drainage

For cross-tensioned covers, the joints of the slats must be centered in the planned swallowing location. slat
shall be adapted to requirements for swallowing dimensions. If the drain dimension is> 1.5 x the slab width, the area should be
is enhanced locally.

This can be done, among other things, by increasing the slab width in the area around the drain.

For sealing between the gutter and the woodwork, the gland can be provided with a flange with a minimum width
100 mm so that the moisture insulation can be squeezed against a flat, finished top cover and provide good sealing.

See also to 12.6.3.

9.8.3 Layout of the bridal deck

The width of the contact surface between the bridging deck and the layout shall be limited to what is calculated
necessary. Lay-out must be designed so that moisture cannot enter the contact surface against the wooden deck.

The contact surface between the wood and the structure can be increased in relation to the protruding part of the cross carrier
so that water does not flow in from the side and is sucked up into the tree.

In order to avoid white rust when laying wood directly on hot-dip galvanized steel, the contact surface should be surface treated
with, for example, a minimum of 100 μm epoxy paint.

9.8.4 Nodes with embedded steel plates

All entrails must be drained.

In order to limit the forces caused by temperature and humidity, it is recommended that the slabs and fittings be inserted
does not have a larger dimension between fixing points, across the fiber direction, than 1000 mm.

9.8.5 Lightning protection

The need for lightning protection must be assessed in each case.

Grounds and pillars shall be provided with a ground electrode with sufficient dimensioned capacity for any
later mounting of lightning protection or other grounding needs.

Otherwise, see 12.7.2.

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10 Other construction materials

10.1 Aluminum constructions
Rules for the individual project must be clarified in writing with the Norwegian Road Directorate before the start of the design.
It is also referred to 1.3.5.8.
 10.2 Stone and block masonry structures
For stone and block masonry structures used as support walls, see manual V220 Geotechnology in
road building.

Stone vault bridges are treated under 13.5.

10.3 Plastic structures

For load-bearing structures in plastics, such as various plastic materials, rules shall apply
Some projects are clarified in writing with the Norwegian Road Directorate before the start of the project.

For expanded polystyrene (EPS) or extruded polystyrene (XPS), see Manual V221
Ground reinforcement, fillings and slopes and manual N200 Road construction.

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11 Foundation
11.1 General
11.1.1 Introduction
This chapter sets out requirements regarding the design and dimensioning of structures in
the foundations such as foundations, vaults, retaining walls and anchoring structures. Such constructions
shall also, depending on the construction material used, meet the requirements of Chapters 7 to 10.

Feasibility of selected foundation solutions in relation to basic conditions, stability and impact
on the surroundings should be considered as part of the design.

11.1.2 Frost protection

All foundation and backfill until foundations or other structural elements shall be in
frost-proof construction. It should be dimensioned for an amount of frost at least equivalent to a 100-year return period,
see manual N200 Road Construction .

11.1.3 Erosion and erosion protection

Erosion risk must be assessed and adequate erosion protection established. When founding in and
in the case of watercourses or sea, foundation on piles shall be considered to avoid undesirable consequences of
erosion. The design basis shall, unless otherwise stated, be flood / current with return period
according to 4.2.4.
 When
flood /using telephone
stream foundations,
with return erosion100
period minimum protection can be established
years. Choice basedforontelephone foundations
of return period
is made on the basis of an assessment of all relevant conditions, including pellet type and associated stiffness.

Sizing of erosion protection for slopes shall be carried out in accordance with manual V221
strengths, fillings and slopes , and for watercourses according to the Guide for sizing
stone erosion protection (NVE, 2009) .

Further information can also be found in the Watercourse Handbook: Handbook in watercourse technology
(Tapir Publishers, 2010)

11.1.4 Drainage and backfill

Structure, compaction and drainage of fillers until culverts, retaining walls and earthenware shall be
according to the N200 Road Construction Manual .

Construction of fillers until structures can be carried out as shown in the collection of Bridal details
on the Norwegian Public Roads Administration's website for bridges: http://www.vegvesen.no/Fag/Teknologi/Bruer.

For the construction of filter structures, see N200 Road Construction Manual .

11.1.5 Design load effect

Design loads and load effect shall be determined in accordance with NS-EN 1990 .
Dimensional load effect shall include the effect of horizontal loads and any outboard loads
on piles.

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Any outboard load from the ground is permanently loaded with a load factor equal to 1.0 in all boundary conditions, but shall
only considered if the load effect is unfavorable.

For pile foundations, self-loading of piles, corrected for buoyancy, shall be considered as load on piles.

11.1.6 Carrying capacity

The load bearing capacity of the foundations shall be determined in accordance with 11.2 - 11.4.

11.1.7 Sentences
Sentences (consolidation) must be calculated according to recognized methods.

The calculation can be done, for example, in the manual V220 Geotechnology in road construction.

The sentences are considered as deformation loads and the size is calculated in use limit state, combination
almost permanently .

The bridge's superstructure shall be designed so that it can occupy at least a sentence difference of 1/1000
of the distance between the foundation axes or, for long spans, up to 50 mm. If calculated
sentence difference between neighboring foundations is greater than 1/1000 of the distance between the foundation axes
or greater than 50 mm, alternative foundation method should be considered, such as foundation
on piles.

In case of telephone foundations, consideration must be given in each case whether sentence and / or skew
the pile group is currently a load case.

When founding with "floating piles" in soft clay, consideration should be given to the preparation of jacking
superstructure, see 3.3.

If the superstructure is prepared for cables and / or wires, see 12.7, the transition to the road filling
are designed and dimensioned so that sentences do not inflict harmful stress on the installations.

11.1.8 Supplementary analyzes of the soil's carrying capacity

and deformation properties
 For large structures, such as the main foundation for suspension bridges, inclined roof bridges and free extension bridges, etc.,
by foundation directly on loose masses or on piles that are not brought to the rock ("floating
piles "), additional analyzes are performed with suitable software to clarify the ground's load bearing capacity and
deformation. Such analyzes are carried out to the extent necessary to ensure that the foundation
has satisfactory behavior in all load cases, including cyclic loads.

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11.2 Direct foundation

11.2.1 General
The soil material parameters and groundwater level / pore pressure ratio shall be determined as part of
the preliminary studies for the design.

Assessment of possible design carrying capacity can also be included as part of the feasibility studies,
so that the studies can be adapted to the needs of the relevant foundation solution.

For direct foundation foundations on rocks, an approximately horizontal rock base must be blasted, see 7.9.4. The
is shown to 11.6 with respect to the proportion of required capacity that can be occupied by rock anchors and rock bolts.

In addition to subsequent checks, safety against overturning shall also be checked in the breach limit condition.

11.2.2 Control of eccentricity

In the case of direct foundation, the following condition shall be met in just under foundation
limit of use, combination rare occurring :

ex 2 ey 2 (11.1)

√ () ()
bx/3
+ ≤1
by/3

where:
e x = M y, Ed / ( N Ed + P ) - longitudinal load eccentricity (along the x-axis)
e y = M x, Ed / ( N Ed + P ) - load eccentricity in the bridge transverse (along the y-axis)
bx - the dimension of the foundation in the longitudinal direction of the bridge
by - the dimension of the foundation in the bridge's transverse direction
P - power in tense, centrally located rock anchors
N Ed + P - dimensioning vertical load

For foundations with eccentrically placed, tensioned rock anchors, the moments M x, Ed and M y, Ed are introduced
as the sum of external moments and moments from tension calculated on the foundation center.

11.2.3 Dimensional ground pressure and effective foundation surface

By direct foundation, the foundation's dimensional ground pressure is calculated in the fracture boundary state,
-
q v as:

- N Ed + P -
qv=≤σv (11.2)
4(bx/2ex)(by/2ey)

where new symbols in relation to 11.2.2 are:

 σ-
- the ground's design carrying capacity for fracture boundary condition
v

-
The formula for q v assumes constant ground pressure distribution over a rectangular surface with side edges
equal to ( b x - 2 e x ) and ( b y - 2 e y ).

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For eccentrically placed, clamped rock anchors, the same formula can be used, but the moments M x, Ed
and M y, Ed are entered in the calculation as specified in 11.2.2. Alternatively, the control can be performed after
the principles laid down in NS-EN 1992 for structures with tension reinforcement without continuous
adhesion compound. When calculating capacity, the power in the rock anchors can be calculated on the basis of
an assumed deformation state of the bottom of the foundation. Increase in external moments as a result
the deflection of the structure must be taken into account.

11.2.4 Design carrying capacity

The design bearing capacity of rock should be determined on the basis of representative characteristic
property values according to the manual V220 Geotechnics in road construction . These values are compared and
corrected against measured values when available. Model factor γ R; d shall be used which is chosen so that
partial factor multiplied by model factor becomes ≥ 2.0.

The design load bearing capacity for loads must be calculated according to the manual V220 Geotechnology in road construction .
The bearing capacity is a function of the dimensioning shear force (horizontal force) in the lower foundation,
and thus includes control against slippage of the foundation. See also 11.1.8 for additional information
analyzes.

11.2.5 Control against sliding on rock

In the case of direct foundation on rock, control against sliding of the foundation shall be carried out in
rupture limit state according to the following formula:

2 2

√ V x, Ed + V y, Ed ≤ µ ( N Ed + P ) (11.3)

where new symbols in relation to 11.2.2 and 11.2.3 are:

V x, Ed - dimensioning shear force in the lower foundation in the longitudinal direction of the bridge (along the x-axis)
V y, Ed - dimensioning shear force at bottom edge of bridge in transverse direction (along the y axis)
μ - friction coefficient foundation / rock

The estimated coefficient of friction must be documented in each case.

When casting directly against blasted rock, the coefficient of friction can be set to µ = 1.0.
When using straightening cast, friction coefficient can be set to µ = 0.7.

11.3 Piles and pile foundations

11.3.1 General
The rules apply to all types of piles and pile foundations. In the following, arrows are defined as one
a subsystem of the entire use structure which includes a column with possible socket, foundation plate and
pile group.

Additional rules for free standing pile groups in water are given under 11.4. The rules in 11.4 apply above more
general rules in 11.3.
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11.3.2 Selection of pellet type

The choice of pellet type shall be justified on the basis of technical assessments in accordance with 1.1.3.2.

Current pile types are given in the Peleg Guide (NGF, 2012), and are specified in more detail in the manual
R762 Process code 2. In special cases, other types of piles may be used.

For bridges and other load-bearing structures designed based on piles in quick clay or
in soft / very soft soil (silt / clay), it is recommended to consider the piles' ability to withstand unforeseen
changes in the ground. It may be appropriate to design the pillars / foundations for passive pressure,
to achieve adequate security / robustness.

Piles of profile steel should not be used at pile lengths that require welding on
construction site, due to time-consuming welding control.

If the exposure class according to NS-EN 1992-1-1 entails concrete piles with reinforcement cover
larger than specified in manual R762 Process code 2, process 83.12, another pellet type shall be used.

11.3.3 Design principles

11.3.3.1 General

General design principles are given in the Pelele Guide and the manual V220 Geotechnics in
road construction .

For affected piles, framework criteria must be prepared. Extra strain on the piles and the pile tip below
hitting and stopping should be compared to static loading and can be dimensioned.

For long piles (length> 30 m) and for piles hit by solid masses, this must be done
assessments as well as any calculations of framability (framework analyzes). It should be used
material dimensions (for example, the thickness of steel pipe fittings) that cause elastic deformation
in the piles under hard hitting, ≤ 20 mm.

The capacity of the pellet cross section is calculated on the basis of design material strengths multiplied
with the reduction factor f a .

Elasticity must be taken into account in piles where this is important, for example for foundations with large ones
differences in pile length, or when considering cracking.

11.3.3.2 Reduction factor

The reduction factor f a should be chosen based on an assessment of conditions specified in the Pelele Guide (2012), point
1.5.3, as well as any other conditions that affect the pile's capacity (uncertainty in calculation models
and such). The choice of reduction factor should be justified.

If the conditions for the selected reduction factor have changed after the piling work has been carried out, it shall:
a new dimensioning is implemented with a changed reduction factor.

Usually, this would indicate a lower reduction factor, which in turn may require action,
for example, supplementary piles.

For standalone pile groups in water with cast steel pipe pipes, special rules apply
of the reduction factor, see 11.4.2.6.

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 11.3.3.3 Side support from ground

For cracking assessment, parameters for the earth's lateral support must be chosen conservatively.

Ground-to-pile support can be calculated by modeling lateral support and axial support such as springs,
possibly using computer programs specifically designed for the purpose.

When calculating lateral support from soil, consideration should be given to any risk of erosion of the loads, see
also 11.1.3. Any risk of reduced lateral support, for example for drilling technical reasons, should be considered.

Drilling techniques and drilling systems are discussed in manual R762 Process code 2, process 83.3 and 83.5.
It may be appropriate to specify a specific drilling system.

11.3.3.4 Corrosion on steel bars of profile steel

Profile steel bars shall have corrosion protection or corrosion extensions in material dimensions, so that
capacity is satisfactory during the entire design life. For steel pipe player applies
the requirements of 11.3.5.1.

11.3.4 Tensile pillars

11.3.4.1 General

In fracture boundary condition, a pile is not considered to have geotechnical bearing capacity for tensile stress caused by permanent
loads in combination with temperature loads, as well as cyclic loads and any other loads of duration
over one hour (load effect is calculated by pile tip, ie including submerged weight of pile). If
computational strain occurs at pile tip, the pile group shall be calculated without these piles
complicity.

In fracture boundary condition, for load combinations where short-term loads give tension in the columns, the carrying capacity of
tensile load is determined as specified in 11.3.4.2 and 11.3.4.3. Short term loads are meant in this context
all loads that are not defined in the preceding sections, such as traffic, collision, ship shock, etc.

In use limit state, combination characteristic should not be stretched in the parts of a pile like
contributes to the pile's geotechnical bearing capacity in bulk or in rock.

The following general requirements apply in addition to the requirements of 11.3.4.2 and
11.3.4.3:
- The contribution of both bulk and rock in collaboration should not be considered.
- No change between tension and pressure for cyclic loads should occur.
- Stretch capacity in fur joint must be documented.
- Pile groups where stretching is calculated computationally shall be checked
with all the pillars fully active on pressure and tension.

If acceptable data from sample load are available, these will be used to determine load bearing capacity.

11.3.4.2 Tensile pillars in bulk

Tensile capacity for piles in sand (friction soil) and for piles in clay (cohesion soil) is calculated according to
to manual V220 Geotechnics in road construction .

In medium soils (silty soils), the lowest carrying capacity calculated according to the references applies
above.

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In determining the design carrying capacity, the partial factor is multiplied by a model factor
γ
R; d = 1.65 for fracture limit state and γ R; d = 1.10 for accident situation.
 11.3.4.3 Pillars in rock:
Stretch anchors for impacted piles with bolts, stays or other types of rock anchors should only be used
used for ferry quays.

When the angle between the longitudinal axis of the pile and the assumed rock surface is ≥ 80 °, it should be dimensioned
Tensile carrying capacity is calculated by recognized methods. For the pile's carrying capacity on stretch it should
the model factor γ R; d is used which is chosen so that the partial factor multiplied by the model factor becomes ≥ 3.0 in
fracture limit condition and ≥ 2.0 for accident situation.

When the angle between the longitudinal axis of the pile and the assumed rock surface is <80 °, the contributing rock volume
is considered separately in each case.

When calculating design carrying capacity, the casting length shall be limited to a maximum of 4.0
m.

11.3.5 Steel Pipe Player

11.3.5.1 Capacity contribution from steel pipes

The steel pipe shall not be included in the pellet cross-section capacity in the finished state, with the following exceptions:
- Contribution from the steel pipe can be included if the lower part of the steel pipe lies deep in the ground,
and in fine-grained homogeneous masses. The pel could then be considered a friction game on this lot
even without casting.
- Contribution from the steel pipe can be counted if the upper part of the steel pipe is homogeneous and
fine-grained masses.

When contributions from the steel pipe are included in the finished state, it must be documented that the material dimension and
corrosion rate is such that the residual capacity is satisfactory throughout the dimensioning
life. The use of corrosion protection in the form of coatings is not permitted.

Contribution from the steel pipe shall not be included for free pile length in water or for piles in inhomogeneous and /
or coarse-grained loads. Also, part of the pile that is above the lowest should not be included
groundwater level, regardless of the mass type around the pipe.

11.3.5.2 Stiffness

When calculating stiffness, the steel pipe shall be taken into account if greater stiffness results in less favorable loading effects.

11.3.5.3 Reinforcement

Reinforcement cover for cast steel pipe players shall be as specified in Table 7.2.

Internal rings with exact dimensions, not exterior bars, are normally used as mounting irons.

Minimum reinforcement shall be determined as for columns in accordance with NS-EN 1992-1-1 .

For part of friction pellets in soil, the minimum amount of reinforcement is set to 0.005 A C , provided the load effects
allows for such reduction.

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11.4 Freestanding pile groups in water

with cast steel pipe player
11.4.1 General
This chapter contains rules for standalone piles or pile groups in water where the piles are made as
cast steel pipe player, and where parts of the piles are unequaled.

The rules assume that the piles in the group have the same diameter and the same, constant reinforcement over effective
free length (length without significant lateral support from ground).

For intermediate cases that are not naturally covered by either 11.3 or 11.4, it can
Based on these two sections, modified design bases are prepared.
 The design basis must be clarified in writing with the Norwegian Road Directorate before the start of the design.

A free-standing pile group in water may consist of one or more piles, and may be planar or spatial. The piles can
be pointed to rock or very firm ground, or friction pellets in loose masses.

Flat pile group has all the pile tops (at cutting level) on the same axis in the horizontal plane, but may have
drooping out of the vertical plane through the axis. Spatial pile group is non-plan pile group.

A spatial pile group should consist of a minimum of 8 piles and be symmetrical.

11.4.2 Design principles

11.4.2.1 Calculation model

Calculation model for the pillar shall include the rigidity / flexibility of the foundation plate where this is off
importance for the load distribution between the piles.

Deviations from intended system geometry shall be taken into account in accordance with given tolerances. Single pellet shell
is not considered to have less prior curvature (shape defect) over effective free length, L , than the equivalent of a
arrow height equal to L / 200 .

When checking against system breakage of the pillar as a whole, the height of the arrow is calculated in relation to the offset of the pillar
longitudinal axis. The shape deviation for the pile group should be strived to correspond with critical crack shape, but still
so that the height of the arrow height is met for each pile in the group.

11.4.2.2 Load effects

Load effects shall be determined by one of the following:

- Calculation based on linear elastic theory. The effect of the structure must be taken into account
displacements (2nd order theory) and for any erection of the concrete.
- Calculation that takes into account non-linear material behavior for concrete and reinforcement and even
geometric nonlinear effects.

11.4.2.3 Unintentional eccentricity

For the column, unintentional eccentricity is assumed to occur along that of the main axes of the cross section where the effect
becomes most unfavorable, and at the same time with the effect of 1st and 2nd order bending moments.

For piles, unintentional eccentricity in dimensioning cuts is taken care of as the effect of shape errors and deviations in
pile placement, direction and inclination are included in the calculations.

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11.4.2.4 Side support from ground

Load effects shall be calculated for the entire pile including part of the pile in soil. Side support and tip resistance from
soil is included as parameters when calculating break lengths and additional torques.

11.4.2.5 Control of single pill loss

For pile groups with more than 4 piles, load effects shall be controlled with the loss of single piles.
Calculation of load effects is performed in the limit of use, combination characteristic . The pelt that
taken out of the static model shall be chosen so as to obtain the adverse load effect on remaining piles.

Remaining piles that now have load effects greater than the geotechnical load capacity (in print
or stretch) shall also be taken out of the calculation model before calculating final load effects.

When calculating geotechnical load capacity, model factor ≥ 0.9 is used for the correlation factors that
are given in manual V220 Geotechnics in road construction, Figure 11.3 .

This may mean that the pile group must be reworked and / or more piles must be inserted.

11.4.2.6 Reduction factor for free standing pile groups in water

A separate reduction factor is used for standalone pile groups in water with cast steel pipe players.
f v . This is given as a product of four sub-factors:
 f v = f v1 ∙ f v2 ∙ f v3 ∙ f v4 (11.4)

Values for the sub-factors are given in Table 11.1. Their significance is:
f v1 - factor depending on the number of piles in the pile group.
f v2 - factor depending on whether the piles in the group are point bearing or friction pellets.
f v3 - factor depending on constructive conditions related to construction and possibility of control of concrete-
and reinforcement work. Furthermore, the risk and sensitivity to the unintended load effect in the finished state
be part of the assessment.
f v4 - factor associated with the possibility of unintended pile forces, for example due to uneven sentences.
Assessment of frame equipment and workmanship are also included.

Number of piles 2.1 3.4 >4

f v1 0.75 0.80 (A) 0.95

Carrying Effect Point-bearing pelt Frictional Games

f v2 0.90 1.0

Constructive conditions Bad Medium good

f v3 0.80 0.85 0.90

Geotechnical conditions Bad Medium good

f v4 0.90 0.95 1.0

(A): Alternatively, groups of 3 - 4 piles can be calculated with f = 0.95. In this case, the pile group is required to demonstrate capacity in one
v1

situation of single pill loss, as discussed in 11.4.2.5.

Table 11.1: Values for the sub-factors of f v

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11.4.2.7 The capacity of the pile

The pile's capacity as reinforced concrete pillar shall be calculated according to NS-EN 1992 , but with the introduction of
reduction factor f v according to 11.4.2.6. Material factors for concrete and reinforcing steel shall be in accordance
to NS-EN 1992-1-1 .

For underwater cast reinforced concrete columns, reference is made to Norwegian Concrete Association's publication no. 5:
Design and construction of concrete structures in water .

11.4.2.8 Pile tip dimensioning

Calculation and dimensioning of pile tips shall be in accordance with the Pile Guide . Sizing should
implemented with f a factor which is determined separately for the rock shoe in accordance with Peleveiledningen .

Note that for sizing the pile tip, the usual reduction factor f a is used . It can be
appropriate to use another f a - factor for dimensioning the pile shoes than for entire piles at large.

11.4.2.9 Accident situation

The calculation of a coat's capacity is performed as for the fracture boundary condition, see 11.3.3, with the same
reduction factor f v , and with material factors for concrete and reinforcement in accordance with NS-EN 1992-1-1 .

Note also the requirement for the detection of single pellet capacity as mentioned in 11.4.2.5 and
in Note (A) to Table 11.1. The requirement for the detection of capacity also applies in the foundation plate and
column.

11.4.3 Constructive design

11.4.3.1 Slenderness

Slenderness criterion is determined in accordance with NS-EN 1992-1-1 .

11.4.3.2 Strength in pipe joints

 In order to avoid local curvature and possible accumulation of cracks, the steel pipe must be joined in such a way that
pipe joints have at least the same torque capacity as the pipe.

11.4.3.3 Stiffening of piles in the construction phase

It will be considered whether it is necessary to establish mutual stiffening of the piles during the construction phase
avoiding displacement of piles due to self-load, unbalanced water pressure, wave load, etc. If
If mutual stiffening is not used, it must be documented that the piles have stability without such stiffening.

Any requirements as to the order for performing water purification and casting of piles shall also be specified.

11.4.3.4 Recording horizontal forces

If horizontal shear forces cannot be absorbed by loads, the pile tip shall be designed and executed
so that it ensures the transfer of the horizontal forces through the tip, for example by doubling
the tip of the mountain.

11.4.3.5 Concrete and reinforcement

Strength class B35 or B45 shall be prescribed. Furthermore, there will be a need to set requirements for the concrete E-module
for the sake of breaking is considered.

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Total cross-sectional area of the pile length reinforcement shall not be less than 0.015 A C and normally
not more than 0.030 A C .

11.5 Spunts, slots and other supporting walls

11.5.1 General
Spun, slotted walls and other supporting walls shall be dimensioned in accordance with NS-EN 1997-1
and manual V220 Geotechnics in road construction . When using a point, it must be shown in the drawing about the point
is temporary or permanent. If necessary, it must be insulated against frost in underlying loads.

Requirements regarding anchors are given under 11.6.

Rules for spun and slit walls also apply to similar structures in the form of secant pillars,
steel pipes, beam stems and the like.

11.5.2 Corrosion of steel point

Steel points that are part of the permanent structure shall be corrosion protected or dimensioned
for corrosion development, so that the capacity is satisfactory during the entire design life.

11.6 Anchors
11.6.1 General
Anchoring structures in the ground shall be designed in accordance with NS-EN 1537 . The anchors should
At least consist of 2 units.

The rock angle of fracture ψ and contributing rock figure must be selected according to the manual V220 Geotechnology
in road construction . If the fracture pattern and fracture angle of the site are known, these shall
the values are considered used. For requirements on materials and workmanship, see manual R761 Process code 1, process
23.2 and manual R762 Process code 2, process 83.7 .

When cables and rods are used for anchors, all other structural units and power transfers shall be used.
guide details have at least the same capacity as the cable / brace.

Loss of individual stays shall be checked in accordance with the same principles as in 11.4.2.5, with the exception of others
section.

Rules for dimensioning suspension bridge anchors are given under 13.2.6.
 11.6.2 Tensioned anchors

11.6.2.1 Length of anchorage in rock

Tensioned anchorages (rock anchors) should only be included in the capacity if the ground is in advance
examined and approved by a geologist / geotechnician for such anchoring.

Total drilling length and rock anchoring length shall be calculated according to the principles given in the manual
V220 Geotechnics in road construction .

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11.6.2.2 Capacity control of anchored foundations

When checking capacity, only contributions from gravity and any rock anchors with anchoring lengths shall be used
according to 11.6.2.1. The coefficient of friction for sliding concrete against rock is determined by
assessment by geologist.

The coefficient of friction for sliding rock to rock and concrete to rock can usually be assumed to be equal to 1.0.

In the finished state, for both the boundary boundary condition and the accident situation, the proportion, p , of total capacity shall
which is allowed to be taken up by rock anchors is limited to:

p≤ { 0.2;
0.3; no redeployment
rearrangement canoption
take place

In the construction state, the required adhesive capacity of the supporting rock figure must be multiplied by a factor,
f , depending on the relative proportion, p , of the required capacity occupied by rock anchors.

The factor f is determined as follows:

{ 1.0;
p /f 0.3;
p ≤ 0.3
≤ 0.3 ≤ p ≤ 0.6
2.0; p ≤ 0.6)

Figure 11.1: Capacity of anchors

For the rectangular foundation, the statically necessary capacity of the rock anchors, S , is determined from the following
conditions based on uniaxial bending, see Figure 11.1:

1) Determined by rolling:

S (1 + (2 e s ) / b ) N 0 –2 N - S p
≤ (11.5)
NN 0 - N 1-p

2) Determined by sliding:
S p
≤ (11.6)
N1-p

where:
N 0 = f g bl
l - the dimension of the foundation across the bending direction
f g - dimensioning ground pressure in fracture boundary condition
 (not greater than the concrete's compressive strength)
S - statically necessary anchoring capacity (no larger than rock anchors)
dimensioning capacity)

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Other names, ( b , e s ), see Figure 11.1.

Note that the above conditions are based on the relationship between capacity with and without rock anchors.
Current cutting and torque loads are not included. The condition for tipping is also based on
assumption of fully utilized ground pressure f g in a rectangular block of voltage for both the state of
and without rock anchors. Subsequent checks in accordance with 11.2 must therefore be carried out with the relevant load
based on the statically required capacity of rock anchors as determined by this point. Mountain anchors like
located in the pressure zone shall then be fully included in the basic pressure control in accordance with 11.2.3, but otherwise reduced
to the statically necessary value.

11.6.2.3 Tensioning procedure

It must be stated in the tensioning procedure that tensioning to the test load in addition to the locking load is not allowed
if the elongation at the test load is greater than the stroke length of the jack.

11.6.2.4 Corrosion protection

Permanent, pre-tensioned anchors shall have double corrosion protection.

11.6.3 Counterweight box anchors

The capacity of counterweight box anchors shall be calculated in accordance with the rules given under 11.6.2, but with it
restriction that up to 20% of the required capacity can be occupied by prestressed rock anchors even in that case
that the rearrangement of forces can take place.

The weight of fillers in ballast boxes must be documented.

11.6.4 Mounting bolts

11.6.4.1 Capacity control

When checking capacity in rupture limit state only contributions from gravity and any rock bolts
included. Capacity is calculated in accordance with 11.6.2.

In determining the capacity of the rock bolts, a model factor shall be used which is chosen so that the partial factor
multiplied by model factor becomes ≥ 2.0.

In the finished state, no more than 10% of the required capacity must be taken up by rock bolts, where transfers of
forces cannot take place. Where the rearrangement of forces can take place, no more than 20% of the required
capacity is occupied by the rock bolts.

Up to 50% of the required capacity can be used in construction and accident situations in the completed state
occupied by rock bolts.

11.6.4.2 Length of anchorage in rock

The anchor length of the rock bolts in rock shall not be less than 60 o at dry cast and 80 o at
underwater placement.

In the case of underwater casting, the bolt's anchoring length up to the foundation should be increased by 150 mm beyond
the requirement of NS-EN 1992-1-1 .

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11.6.4.3 Corrosion protection

All rock bolts shall be either corrosion protected as specified in manual R761 Process code 1, process
23.2 , or be stainless steel.

For bolts that are considered effective only in the construction state, corrosion protection can be eliminated.

11.6.5 Anchors in loose masses

Anchors in loads are dimensioned according to the manual V220 Geotechnology in road construction .

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 12 Utilization and equipment
12.1 General
12.1.1 Products
Where the design depends on the product or product data, it should be designed as long as possible without
the aforementioned data. It should be clear from the drawings which products or product data are not
are complete. When the product is selected and the specifications are available, the design must be completed so that
The design is adapted to the product. This also applies where targets cannot be set before, for example, temperature
and construction time is given.

12.1.2 Steel corrosion protection

All steel equipment shall be class B hot-dip galvanized or better as specified in Manual R762 Process Code 2,
process 85.342 , or stainless steel according to NS-EN 10088, numbers 1.4404, 1.4435, 1.4436 or equivalent.
For emergency railings , see manual N101 Railings and roadside areas .

Fasteners (screw connections and the like) must be stainless steel according to NS-EN ISO 3506 , quality
A4-80. Part of hot-dip galvanized steel exposed to fresh mortar shall be protected against chemical reaction
and gas development.

Steel in bearings and joints shall be corrosion protected as described in Manual R762 Process Code 2 .

12.2 Coating
12.2.1 Occupancy classes
Coating should be used
- lane
- sidewalk
- pedestrian and bicycle facilities
- bridges on separate pedestrian and bicycle bridges
- excess of whole bottom plate in culverts, environmental tunnels etc. where there is traffic directly on the bottom plate

Coating can also be used on center discounts and in security rooms.

The following coating classes are used:

- A2 asphalt wear layer with simplified moisture insulation of the breaking deck
- A3 asphalt wear layer with full moisture insulation of the breaking deck
- B1 concrete wear layer molded monolithically with the structural concrete

For description of coating classes A2 and A3, reference is made to manual R762 Process code 2, process
87.1 . Class B1 is described in 7.4.5.

Coating class A3 shall be used, with the following exceptions:

- Coating class A2 can be used inside walkways.
- For grout-free bridges with concrete pavement on roads with gravel pavement, coating class B1 can be used.

Coating class A3-3 or A3-4 must be used on bridges with steel decks. On bridges with wooden deck
use A3-4. One must be used between creosote impregnated wood cover and moisture insulation

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protective layer to prevent dissolution of the moisture insulation. This protective layer must be sufficient
adhesive to the tire.

Grout-free bridges shall have a minimum of two layers (bonding and abrasion layers) of asphalt concrete, skeletal asphalt or cast asphalt.
above the moisture insulation. The asphalt should have polymer modified binder.

For binding layers and wear layers, see the N200 Road Construction Manual . Design requirements for coating weights
is addressed in 5.2.2.2.
 12.2.2 Structures in bulk

12.2.2.1 General

This applies to culverts, pipes, bulk tunnels, road closures, tunnel portals and landslides.
Structures without traffic in the course, with the main purpose of being water-through, are excluded. Whole
base plate with loose masses between concrete and asphalt should be regarded as a foundation.

On the outside of walls and ceilings, self-adhesive or fully welded asphalt membrane shall be used in accordance with
manual R510 Water and frost protection in tunnels or membrane as described in coating class A3-2.
When switching from one type of membrane to another, the two membranes should be compatible.

12.2.2.2 Constructions above groundwater level with drainage conditions

Constructions in bulk must be protected from surface water that penetrates into the ground.

For tunnel portals with length <35 m where prefabricated plastic membrane is used
contact cast against rock, this membrane can also be used on the rest of the portal.
The membrane must be in accordance with the R510 Water and Frost Protection Tunnel Manual.

For approximately vertical surfaces under the transition plate and on the retaining walls, can drain
knob plate is used.

Over joints in concrete, an extra strip membrane with width 1.0 m below it should be laid
through the membrane. The strip should only be attached to the outer 250 mm on the outer edges. Joints in
concrete should be designed to keep water away from the joint gap as much as possible.

12.2.2.3 Structural parts fully or partially below groundwater level

Structures in bulk must be waterproof and secured with double sealing barriers thereof
the structural concrete may be the one. Formwork bars with waterproofing shall be used. Between
whole bottom plate and bottom asphalt layer it should be a layer of crumb and cool.

Under the lowest level of the groundwater level, the structure shall have self-adhesive / full weld
asphalt membrane or swelling clay membrane (bentonite). The diaphragm should be adjusted to the amount of salt in
water. Where the structure is partially below the groundwater level, the membrane should overlap
the groundwater level is reduced to a minimum of 1.0 m below the lowest groundwater level. It needs to be considered
the probability of lowering the groundwater level in the long run.

Concrete joints shall have double sealing layers in addition to the membrane. The sealing layers must be continuous in
the entire length of the cross-section and having as few joints as possible. Internal seal barrier should be replaceable. IN
casting joints, the use of injection hoses, swelling tapes or waterstop should be considered.

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12.2.3 Connections and Terminations

12.2.3.1 General

Clamping strips must be used when attaching prefabricated membranes to vertical surfaces. Terminal strips, fittings
and connectors shall be stainless steel.

12.2.3.2 Finishing without edge carrier or guide edge

Moisture insulation and protective layers should be completely extended to bevel on the outer edge of the bridges. Asphalt should be laid
with a 50 mm finish on moisture insulation and bevelled to full height.

12.2.3.3 Connection to concrete edges

For coating grades A2 and A3, polymer modified bitumen emulsion C60BP3 shall be applied 100 mm
up on concrete edge and minimum 80 mm above the abrasion wear layer.

For coating class A2, the top edge of the wear layer must be sealed to a width of 400 mm from the guide edge.
 For coating class A3, a minimum 20 mm wide joint of Topeka 4S must be established between
the leading edge and the tarmac. The joint shall have a monolithic connection with the moisture insulation on the fracture deck and
have a hollow wedge in excess with a drop out from the concrete edge towards the wear layer. Where there are loose masses between membranes
and overlying asphalt layers, prefabricated membrane must be used as a connection.

When using a prefabricated membrane, the upper clamping strip should be level with the bottom binding layer. Between
grout / bonding layer and concrete edge, joints of Topeka 4S shall be established as described above.

12.2.3.4 Termination in bridge and connection to joint

For use, the membrane should be brought all the way down to the bottom of the end skirt, foundation or to the upper edge
transition plate. A self-adhesive or fully welded asphalt membrane should be used according to the manual
R510 Water and frost protection in tunnels or coating class A3-2.

Moisture insulation must be carried in its entirety to the joint structure.

The wear layer on the bridge must be entered at least 20 m on the adjacent road before the butt joints are established.

12.2.3.5 Connection to railing posts

Polymer modified bitumen emulsion C60BP3 should be applied to any support, foot plate and bolts
to level with excess wear layer. The same is true when using moisture insulation with polyurethane. excess
wear layers should be given a good fall from the railing post throughout the perimeter of the post.

12.2.3.6 Connection to water drains

Moisture insulation should be added all the way to the water drain and with overlap. Ensure that water flows
on the moisture insulation and the "in" asphalt enters the water drain.

12.2.4 Construction of sidewalks

Sidewalks on non-covered structures and on constructions with coating class A3 shall be constructed
made of asphalt without the use of other materials. There should be continuous moisture insulation throughout
bridge width. The curb shall be in concrete or natural stone, and there shall be at least one
layer asphalt between the moisture insulation and the edge material. For joint-free bridges, it should be open gap like
grout at the curb when transitioning from bridge to road. The opening is dimensioned as specified in 12.4.4.

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12.2.5 Moisture threshold

Sealing structures shall have a threshold on each side. The threshold shall be of asphalt asphalt and have a width in
direction of travel of minimum 600 mm. The excess joint threshold should be 5 mm higher than the joint structure
and escape with excess wear layers.

12.3 Handrails
Cage railings shall be designed in accordance with the manuals N101 Railings and the side areas of the road,
V160 Standard road railings and V161 Cage railings . Reference is also made to manual R762 Process code 2, process
87.2.

Seams in railings (dilatation joints) must be preset in the same way as for bearings, see 12.4.4.
The position of railing posts shall be adapted to joint structures.

12.4 Stores and Joints

12.4.1 General
Storage types must comply with NS-EN 1337 . Joints that take rotation should have spherical lining to avoid
coercive powers.

Bearings and joints must be easily interchangeable. This can be done by disassembling and without mounting bolts
that concrete is removed.

Sliding bearings and other types of movable bearings shall be preset and fitted with a millimeter scale and
 shows for easy and safe presetting during assembly as well as follow-up during the operation phase.
Casting mortar in recesses and supports shall at least satisfy strength class B45.

12.4.2 Store in concrete structures

Open clearance between anchor bolts shall be ≥ 120 mm, distance between the center of the anchor bolt
and edge of constructive concrete shall be ≥ 150 mm, and distance from edge bearing or sliding plate to edge
constructive concrete shall be ≥ 100 mm. The targets are shown in Figure 12.1. Otherwise it is referred to 4.7.2.

Figure 12.1: Geometric requirements for bearings anchored in concrete

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12.4.3 Inventory inclination

Stores on pillars and in joints are to be mounted horizontally. For joints with joint construction
bearings must be mounted with the same rise / fall as the upper wear layer in the bearing's sliding direction. Perpendicular to
primary bearing direction all bearings must be mounted horizontally.

For arches or explosives, it may also be appropriate to orient the bearings at an angle.

12.4.4 Sizing and presetting

To calculate the preset, the deformations should be taken into account
- temperature
- crawling and wasting
- tension
- method of construction

Control of maximum and minimum value and calculation of current value shall be carried out
assembly time.

If the capacity is specified in the limit of use, the load combination should be used characteristically .
Design bearing load must always be positive (pressure) in the breaking and operating limit state.

Stock offset shall be calculated in the limit of use, combination characteristic .

Time and temperature dependent material properties must be taken into account when calculating forces such as
is transferred between adjacent structural parts through bearings. The forces must be determined on the basis
of the supplier's specifications (such as friction in bearings).

12.4.5 Inspection, maintenance and replacement

Bearings and joints must be inspected, see 4.7.2. The bridge's superstructure and substructure shall be designed and
dimensioned so that the superstructure can be jacked up for adjustment and replacement of bearings and joints. Everyone
contact surfaces for jackets shall be horizontal.

Dimensions associated with the jacking's abutment surfaces must match the required jacking size included
tolerances.
 For
builtfixed bearings,
into the attachment points and temporary relief system must be designed. The attachment points should
structure.

For pendulum bearings, attachment points for temporary pendulum shall be made in connection with the replacement of the
the ordinary pendant or parts of it.

12.5 Sealing structures

12.5.1 General
Grouting structures with associated end finishes, guide edges, girders
or concrete railings as well as overwater systems under open joints shall be designed.

The joint structure must be preset, and the final height of the joint is determined after the height
the top wear layer is finally determined.

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Sealing structures should be dampened to avoid unnecessary noise. It must be stated whether it is lodged
special requirements for noise reduction or accessibility for pedestrians and cyclists.

Loose joints should not be used. Sealing structures shall be of a type that is not detrimental to
snow plowing. Angles that cause the joint structure to be parallel to plows should be avoided.

Angles of plows can be assumed to be 35 ° –40 °. Exit from roundabout can provide parallelism
almost regardless of how the joint is placed.

Gaps below the bridge between the superstructure and the landfill, giving access to enclosed spaces and ledges, shall
sealed with steel plate or the like to prevent birds and animals from entering.

Stainless steel should be used where the steel comes into direct contact with chloride-containing wastewater.

12.5.2 Joint bed and reinforcement

Design of joint bed, reinforcement in joint bed for retaining joint structure, end finishes and
mounting shall be adapted to the joint structure used. Dimensions that depend on temperature or
progress must be clearly stated.

Seam joints shall have formwork with limbs or the remaining formwork in stainless steel.

When using stainless steel formwork, the steel can form dripping noses at the bottom of the joint bed.

The joint bed should be designed so that reinforcement for joining the joint in the joint bed is not molded by
joint assembly. The reinforcement must be adaptable to joint bolts, joint height (if the road line must be raised
or lowered) and the variable dimensions of the joint structure while meeting requirements for overlay.

Bend list is prepared after presetting, measured geometry and wear layer height (geometry of
road line) is determined.

12.5.3 Slope
The joint structure shall be parallel to and 5 mm below the upper abutment joint and abrasion layer.

12.5.4 Sizing and presetting

Presets and offsets should be calculated as for stock, see 12.4.4. Forces that are transmitted
between adjacent structural parts through joint structures shall be determined on the basis of
suppliers' specifications.

The following applies to element joints:

- The distance between joints or slats across the direction of travel should not
exceeding 80 mm in limit of use, combination often occurring .
- For pedestrian and bicycle bridges, the corresponding limit value is 40 mm.
- Slats across the direction of travel must not be less than 50 mm wide.
 12.5.5 Joints in curbs, guide edges and concrete railings
Joints shall consist of an open gap with stainless steel cover plate. The cover plate must be recessed a minimum of 30
mm in relation to the concrete surface towards the roadway and fixed at the end one first passes in the direction of travel.
There shall be at least two rows of attachment points to the roadway, and screw dimensions shall be minimum
M10. The lower vertical section towards the roadway shall also have attachment points.

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12.5.6 Open and tight joint structures

Sealing structures should either be waterproof or open with controlled water runoff below. Self
if waterproof joints are provided, drips should be provided at the bottom of the joint bed so that water
from any leakage is diverted without coming into contact with underlying structures or bearings.
It should be possible to retrofit the water drainage system.

Waterproof joint structures should either be bent up by edge strokes or straightened out through recesses
in edging. When carried out in edge piles, the water must be controlled outside the structure.
The joint structures on bridges without edge supports shall be designed accordingly.

Under open grout construction, a controlled water drainage system shall be provided. If in
the future can be expected road salting, the open joint should be secured so that the water does not come in contact
with the construction concrete. Relevant requirements from 12.6 shall be used.

12.5.7 Inspection and maintenance

The joints of the joint structure must be removable for one lane at a time. Joint construction
shall be available for inspection from the underside, see 4.7.3.

12.6 Overwater
12.6.1 General
All bridges should be designed so that overwater is maintained. It must be ensured that the water can be taken on
overwater system or recipient.

Materials that do not corrode or degrade due to ultraviolet light, temperature,

contaminated water or the like. Stainless steel must be used for all castings. By
all outlets must be erosion proof.

The overwater system shall be sized for three-minute rain with a return period of 200 years.

The dimensioning can be done according to «drainage from small fields» in the handbook N200 Road Construction.
If no more accurate assessment of the rainfall intensity is made, a value can be used
for three-minute rainfall equal to 600 liters per second per hectare (equivalent to 3.6 mm per minute).

12.6.2 Paved drainage in bridge

For grout-free bridges, the water must be controlled down the slope of the bridge end using a stone set
drain, if possible with a view to further water management.

The structure of the chute may be clay or other sealing, nonwoven and coarse stone.
For longer bridges, this solution can be combined with solutions described below.

12.6.3 Switch off

Swallows shall be placed as close as possible to the upstream bridge joint, in the theoretical longitudinal break and in the
lowest points in the transverse direction.

If the water is released freely below the bridge, the gutter must be positioned as far as possible away from the columns and vats and
in such a way that the water is not let down or blown into the bridge beams, underlying roads, track areas,
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parking spaces or similar. In the case of lane traffic, the respective lane manager's rules shall be laid down
to reason.

If the water is controlled controlled, the drain location must be adapted to this.

Grating and floating, adjustable grating frame shall comply with the requirements of NS-EN 124 . Direction on
grating slits should form 45 ° with the direction of travel. Frame and grate shall be in tough iron / cool graphite iron.
The minimum inside diameter for tubing under the drain shall be 150 mm and the minimum free-fall below
the lower edge of the deck must be 150 mm. There should be no joint on the pipe in the concrete cross section.
The extinguisher must be able to be lowered into the pipe.

For bridges with coating class A2 or A3, floating, adjustable frame must be laid in asphalt and not cast
fixed, grouted or similar.

A submerged frame for extinguishing in wood and steel decks shall be made of stainless steel.

12.6.4 Water Management System

Longitudinal overhead lines, sliding sleeves and pipe compensators shall be minimized as much as possible.
The overhead line should only be hung across the bridge from the gutter and to the inside or outside of the step / beam.

Where water is controlled by a column, stainless steel pipes must be used.

The fixed point for the wire in the end beam shall be designed as a cast stainless steel tube with a collar. Under
joints shall be stainless steel pipe compensator. Presets and Offsets
of the compensator shall be calculated as for stock, see 12.4.4. Forces transmitted between adjacent
structural parts through the compensator shall be determined on the basis of the suppliers
specifications.

A system with pipes in pipes must be used for use in pits and beam steps. The outer tube should
be in stainless steel and have an outlet outside the box. The pipe should be straight. The requirements do not apply in end beams
when needed for fixed point.

Requirements in accordance with 12.7.6.4 and 12.7.6.7 must also be observed for pipes inside utility pipes.

12.7 Electrical systems, cables and

fluid conducting wires
12.7.1 General
Design of electrical systems is regulated in the regulations on qualifications for electrophysicians. Whoever
Designers shall issue a declaration of conformity for their work in accordance with the regulations.

12.7.2 Grounding
If the structure is equipped with electric low-voltage, high-voltage or telecommunications system, have
lightning protection system or is the main route for high voltage cables, the bridge shall be equipped with earthing systems in
according to the electrical regulations (FEL and FEF).

Bridges and other load-bearing structures where electric rail traffic crosses, passes, passes
close to, or which have other types of high voltage plants nearby, should be specially considered and

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 submitted to the respective track managers. In particular, the return flow from these railway plants will be investigated
can use the bridge as a return line and what dangers and problems it can cause.

It will be considered whether the bridge can be equipped with electrical installations at a later date (included)
instrumentation) which will then trigger requirements for earthing systems. The operating instructions must then be prepared
and facilitated for the establishment of earthing systems.

Grounding connection must be established over bearings connecting the reinforcement on each side.

12.7.3 Internal lighting and workflow

Lighting shall be installed in all cavities used as a walkway or accessible for inspection.
The distance between the bright spots should not be greater than 10 meters. There must be at least one light switch at
every output where the light can be switched on / off regardless of the on / off position of other switches.

Grounded outlets shall be installed for workflow in the box bridges, suspension bridges and slant bridges. Grounded outlet
of type 3 / 32A + j is placed inside the tower at the carriageway level, at the top of the tower, at the bottom of hollow columns
and inside the user shaft at each end and at 50 meter intervals.

12.7.4 Road lighting

All bridges should be prepared for road lighting.

For bridges with a total length <50 m, extra drawbar will suffice.

For lighting and electrotechnical requirements, see manual N100 Road and street design and V124 Technical planning
of road and tunnel lighting .

The distance from the drawbar to the handrails shall be ≥ 300 mm.

12.7.5 Security installations for aviation and maritime traffic

Bridges that may be an aviation obstacle must be marked according to rules given in FOR-2014-07-15-980: regulations
on reporting, registration and marking of aviation obstacles.

Bridges crossing navigable waters shall be equipped with navigation devices and water signs accordingly
to FOR 2012-12-19 number 1329 regulations on water signs and navigation devices and guidelines for
design, technical requirements and location of navigation installations , published by the Norwegian Coastal Administration. It is referred to
The Norwegian Coastal Administration's fairway norm and IALA recommendation for marking fixed bridges over navigable waters.

The marking must be adapted for each case and clarified with the Norwegian Coastal Administration.

12.7.6 Cables and wires owned by parties other than the Norwegian Public Roads Administration

12.7.6.1 General

The installations must be secured against collisions and vandalism. When designing transition between
superstructure and ground vessels must be taken into account the movement of the bridge.

If your own safety instructions are needed, these must be placed at all access openings. Everyone
installations must be marked with the owner and owner's contact address. Need for additional labeling (installation type,
technical data, etc.) must be considered in each case.

Installations that are visible should be designed in such a way that they do not appear obnoxious.

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12.7.6.2 Investigation

For high voltage cables and wires for water, wastewater, overwater, district heating, gases and combustible
liquids, a separate study should be done. The report shall include an assessment of the technical
and economic conditions, as well as society's supply vulnerability in the event of a breach. Assessment about
 the installations shall be carried in, under or outside the bridge shall be part of the investigation. The investigation will
include a risk analysis covering the following conditions:
- leaks from the installations
- danger of explosions or fire
- traffic accidents with subsequent fire
- vandalism
- short circuit or ground circuit
- transfer of dangerous or interfering current or voltage to other installations,
both in normal and fault situations
- damage or interference from electromagnetic fields
- the risk installations pose for persons performing the bridge maintenance
- relationship in the transition zone between bridge and road filling
- risk of corrosion (AC corrosion) of tension reinforcement

For high voltage cables, there must also be a written statement from the electrician in the region,
confirming that the solution complies with current regulations in the area.

12.7.6.3 Pulling pipe

Pullers should not be placed in curbs, concrete railings, elevated pedestrian and bicycle facilities or
sidewalk. The pull pipes should be placed within surface reinforcement. Distance from drawbar to reinforcement shall
meet the coverage requirements in 7.4.

Embedded draft pipes shall be designed to prevent water ingress. All low points should be drained so that
condensation accumulation is avoided.

Where there is a bridge joint, there must be a joint in the pull pipes. The joint should be preset in the same way
as for stock, see 12.4.4. Pulling tubes shall be fitted with sleeves in bridges and brought to the drawers
outside the bridge. Pulling pipes must be placed so that they do not conflict with the foundation of
transition railings.

All cables should be laid in drawbar pipes throughout the bridge. This also applies to cables on cable ladders. specific
Requirements for drawbar are given for each cable type.

An assessment shall be made of the need for extra drawbar for future use.

12.7.6.4 Location of pipes, cables and cable ladders

Minimum distances to units must follow the requirements in Figures 12.2 and 12.3. The requirements do not apply to cross-shots
and attachment points.

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Figure 12.2: Cable and cable placement in box office

 Figure 12.3: Detail A and Detail B

- For round units with D ≤ 300 mm, the minimum distance to the wall, d, should be ≥ 0.75 D.
- For rectangular units with K 1 ≤ 200 mm, the minimum distance to the wall, k, must be ≥
the largest of K 1 and K 2 .

For larger units, the requirements shown in Figure 12.4 apply.

Figure 12.4: Cable and cable placement in box office, large units

The attachment points shall not be within the clearance space in accordance with 4.5.

The cable ladder should be planned for future needs. Distance between telephone / signal cables and
high voltage cables must be in accordance with the cable supplier's requirements, but a minimum of 600 mm.

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12.7.6.5 Telecommunication and signal cables

The distance from the outside drawbar to the concrete surface shall be ≥ 150 mm. Cables placed inside
the use shaft shall be arranged systematically on suitable cable ladders. If telephone and signal cables are placed
freely under the bridge plate, the same rules as inside the aisle should be used.

12.7.6.6 High Voltage Cables

High voltage cables should be equipped with protection so that an instantaneous disconnection in the event of a ground fault or
short circuit. Do not use oil insulated cables. The cables should be laid in grounded metal pipes with or
without inner plastic tubing to facilitate traction.

The possibility of a cable fire occurring and developing into a danger to the actual use design should be considered
conditions for use and cable type, geometric conditions and any combustible materials in the vicinity of the cable.

If high voltage cables are placed in the structural section of the concrete cross section, the cable shall
three conductors are bundled together in a triangle. It is assumed that the cable is practically pullable for the current
brulengden. Conductors placed in separate draw pipes should not be used.

The distance from the upper drawbar to the upper structural breaking deck shall be ≥ 300 mm. For the rest
concrete surfaces require 150 mm. All reinforcement that is approximately parallel to the cables within a distance
of 200 mm, for embedded draft pipes shall be interconnected with cross reinforcement at all junction points.

Distance from cable (triangular conductors) to pre- or post-tensioned reinforcement approximately parallel to the cable,
 must be ≥ 500 mm. For cables with conductors in the same plane, the minimum requirement must be increased by 200 mm.

If the cables are placed freely under the bridge plate or inside the harness, the requirements apply
the minimum distances in Figures 12.2 and 12.3 for cables with the three conductors bundled in a triangle. For
freely placed cables where the conductors are in the same plane, the minimum requirements must be increased by 200 mm.

There shall be a minimum width of 1000 mm on one side for inspection. The attachment points should not
be within the free space profile.

For penetrations in steel structures such as transverse supports, transverse bulkheads and the like, free spacing from
cables for structural components are ≥ 200 mm.

The distance can be reduced to 100 mm by the use of fire-fighting measures.

12.7.6.7 Liquid conducting wires

Liquid conducting wires must be rated frost-proof. Bridges with cassette cross sections that have fluid carrying
Wires should be provided with open drainage to avoid filling in the event of leaks. It should not be used
self-opening valves. The drainage should be dimensioned for full wiring failure.

12.8 Other equipment

12.8.1 Doors and doors
From the outside, there must be appropriate and safe access to interior rooms for inspection. The access
shall be capable of being closed with lockable hatches or doors. Doors shall have steel with a plate thickness of at least 5 mm.
In an emergency, all lockable doors and doors must be able to open from the inside without a key.

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Male holes in the bottom plate of use pits, where there is no platform below, shall be equipped with screwed-in
hatches.

12.8.2 Stairs and walkways

All stairs, repos, platforms and walkways shall have handrails of height ≥ 1.20 m.
tower top should have height ≥ 1.30 m.

Stairs and walkways must be installed in cavities so that all surfaces and details can be inspected. Stairs in
tower / hollow column shall have descent repos at each opening / exit and resting repos for every 25 steps.

Underlying trusses / plate supports shall have a walkway between the beams if the height is as before
box bridges according to 4.5.2.

In front of doors that are not at ground level there must be a platform secured with handrails.

Walkways and straight stairs shall have a width ≥ 800 mm. Spiral staircase shall have outer radius ≥ 750 mm. Everyone
stairs, repos, platforms and walkways shall be dimensioned for a payload of 2.0 kN / m 2 . They have to
additions are dimensioned for a point load of 2.0 kN with a load surface of 0.1 × 0.1 m 2 .

Tower / pillar with two legs connected should have stairs in both legs, possibly lift in one and stairs
in the second.

Leads should not be used internally.

12.8.3 Inspection devices

12.8.3.1 Inspection Trolley

Suspension and slant bridges with a span ≥ 500 m shall be equipped with an inspection trolley.
The brace carrier shall be equipped with an underlying, wheel-driven inspection and in each span
cartes. The trolley shall be at least 3 m wide in the longitudinal direction of the bridge and in the transverse direction it shall
not be less than the width of the stiffener carrier.
 Trolley carrier brackets designed as trusses should have a length equal to the distance between the crossbars.
The main deck of the trolley should be approximately 300-400 mm below the truss and in addition be equipped with one
submerged platform, 1.0 m wide in the longitudinal direction of the bridge and with length as the main platform. Immersion
platform shall be 1.90 m below the bottom of the truss and shall have access to the main platform.

Cart for bracing carrier designed as a box shall have a cover lying 2.1 m below the bracing carrier.

On each side of the stiffener carrier, the trolley shall be equipped with a staircase with access
from the bridge track. The trolley including the access devices shall be equipped with non-slip cover.

The trolley shall satisfy the requirements of the Labor Inspection Authority, but the minimum size shall be as follows:
- flat load 1.0 kN / m 2 and point load 2.0 kN with a distance of 0.1 × 0.1 m 2 placed
in the most unfavorable position
- brake load equal to 0.5 × vertical load
- wind load as for the stiffener carrier; the carriage is considered dressed, that is, with dense walls

The trailer must have sufficient stiffness so that it does not derail when it is being loaded.

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The trolley must be secured against any kind of derailment or cold, for example as a result of unsymmetrical
braking or propulsion. However, if the carriage was to lose or lock itself for other reasons, it should
The engine should not be so powerful that it damages the carriage, but disconnect before damage occurs.

The wheels should have ball bearings and double flanges if they run on rails.

The trailer must have sufficient braking power in all conditions. If the carriage goes on wheels that run on
smooth rails or smooth surfaces, there is not enough brake acting on the wheels. Then it should
be extra braking system as well.

For wheels running on rails, this can be, for example, brake pads that grip the rail.

The trolley should be equipped with motor forward. Cable preference should not be used. The engine must be built
to stand out, the motor may need to be demountable and suitable for manual handling and equipped with
carrying handle. The propulsion and braking system using the racking system should be considered. As a reserve
the trolley shall be equipped with a manual front suspension system.

The trolley must be capable of reaching a speed ≥ 1.1 m / s.

12.8.3.2 Carrier Cables

The cable should as a minimum be equipped with handrails or safety ropes if possible to walk on
it. The need for an inspection car must be considered in each case. If it is not possible to walk on
the cable shall be equipped with an inspection device.

Such a device may, for example, be a carriage running on the carrier cable, possibly on its own cable.

12.8.3.3 Suspended rods

The need for a separate device for inspection and maintenance of suspension rods must be considered individually
case.

12.8.4 Leveling bolts

Leveling bolts shall be of brass or stainless steel and placed in pairs (on both sides of the bridge),
either on the edge carrier or directly in the bridge plate if it is without edge carrier. Depending on the span
concerns the following:
- For bridges with a span 10 ≤ L <50 m, bolt pairs must be placed at lay-out and in the field center.
- For bridges with a span 50 ≤ L <100 m, bolt pairs must be placed at lay-up, in field center
and in the 4-part points.
- For bridges with a span L ≥ 100 m, bolt pairs should be placed in lay-out, field center and
with a maximum distance of 25 m from the field center so that the distance between the last pair of bolts and lay-out
 becomes a maximum of 35 m.
For other designs, the need for leveling bolts is considered in each case.

12.8.5 Light Masts and Sign Masts

Light poles and sign poles should be placed outside the bridges if possible. Master bolts must
placed outside the outer railings or between the railings in the middle parts.

Fastening points, brackets, etc. shall be dimensioned for wind loads in accordance with NS-EN 1991-1-4 . There it is
two parallel bridges with a common mast shall only be attached to one bridge.

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13 Design-specific requirements
13.1 Free extension bridge
13.1.1 General
This chapter gives additional requirements for use instructions performed as a free-build user (FFB bridges).
The additional requirements apply to the construction condition of the use structure.

13.1.2 Loads
Unsymmetrical intrinsic load in two-sided development from the main column shall be determined in accordance with
provided casting order, see 13.1.9.

Where unilateral development from counterweight balloons is used, the weight of any ballast shall be used
ballast materials are considered self-loading. The weight of the ballast material is assumed to be the same as a conservative
estimated mean.

Formwork trolley (FFB wagon) should be considered as a payload. Materials and equipment stored on
the superstructure (payload) must be included.

Accidental load caused by a formwork truck falling from the collar arm shall be considered. dynamic
the effect of the loss of a carriage must be taken care of.

Dynamic effect can be achieved by applying an upward load equal to 50% of the weight of the collar arm.

13.1.3 Design load combinations for stability control

Stability checks shall be performed for load combinations in accordance with NS-EN 1990 . NS-EN 1990: 2002 /
A1: 2005 + NA: 2010, Table NA.A2.4 (A), NOTE 1 , shall be understood so that γ G, sup for self load is chosen for it
one collar arm and γ G, inf are chosen for the other.

Before any auxiliary columns are established, the column load and the foundation capacity must also be checked for
load combinations in NS-EN 1990: 2002 / A1: 2005 + NA: 2010, table NA.A2.4 (A), NOTE 2 .

13.1.4 Dimensional load combinations in use limit state

The following combination factors apply to Loads in construction state, Q c , according to NS-EN 1990: 2002 /
A1: 2005 + NA: 2010, Table NA.A2.1:
- ψ 1 = 1.0
- ψ 1, infq = 1.0

The factors are relevant for the limit of use, combination rarely occurring, for
example of eccentricity checking of foundation loads 11.6, and for combination frequently occurring,
for example by controlling concrete stresses 13.1.7. See also NS-EN 1991-1-6: 2005 + NA: 2008,
paragraph 3.3 (5).
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13.1.5 Ceilings
Height calculations shall be based on measured E-module for the concrete, and the height shall be given for each
section.

13.1.6 Checking boundary conditions

In the case of unilateral development from counterweight landings, effects of possible changes in the static system will be
are assessed, such as stock lifting or large displacements.

13.1.7 Checking Tensile Stresses

Tensile stresses in the superstructure and column shall not exceed the design's tensile strength.
The check is carried out in the limit of use, combination often occurring, and with own loads due
of asymmetric casting in accordance with 13.1.2.

The stresses can be calculated for uncorrected cross-section (elastic material)

13.1.8 Capacity checks

Capacity checks shall be based on the dimensionality of the concrete at the time of loading
applied to the structure.

The tensile straps in the reinforcement shall not exceed the float strain, ε sy = f yk / E s . The requirement does not apply to
any dynamic effects of accidental injury.

13.1.9 Prerequisites for the execution of FFB stages

Two-sided development from the main column is assumed to be carried out as symmetrically as possible. Unsymmetrical operations
or phases should be planned so that the torque in the main column has changing direction and so that the creeps
in the column due to unsymmetrical loads become as symmetrical as possible.

This means, for example, that FFB wagons stand at different distances from the axis (different eccentricity)
only for short periods and that execution of a stage (pushing of carriage, reinforcement work, etc.)
starting on alternating collar arm.

13.1.10 Casting joints

The undercarriage must be designed without constructive molding.

13.1.11 Cable duct

A minimum of two spare channels for tension reinforcement shall be inserted in the bridge plate. The channels must be advanced
to the last free end with cable tension, and they should be injected even if not used.

13.1.12 Interconnection
The position of the collar arms when coupled may deviate from the theoretical position. It must therefore
check that both the bridge and the trailer have sufficient capacity to withstand the forced forces that may occur
at the interconnection.

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13.2 Suspension bridges and slant bridges

13.2.1 General
This section gives additional requirements for the design of suspension bridges, slant bridges and the like.
structures. Requirements regarding the design of cables and cable systems are given in 13.3.

Design dimensions for loads on suspension bridges with a span> 500 meters can be determined
according to NS-EN 1990: 2002 / A1: 2005 + NA: 2010, table NA.A2.4 (B), NOTE 4. In equation
6.10 a) can then γ
G is divided into γ
g = 1.15 which addresses the uncertainty in the self-load and
Sd γ
= 1.05 which safeguards
the uncertainty in the calculation model.

Deflection requirements as specified in 3.6 do not apply to suspension bridges. For suspension bridges with freely used
nozzle, rotation angle at layout, α, should be limited to tan α <1/30.

Bending requirements for suspension bridges with continuous bracing support through towers are considered
in each case.

13.2.2 Calculation models

Static calculation of suspension bridges shall be carried out according to a method that takes into account 2nd order effects and
the geometric stiffness of the static system.

For inclined roof bridges, average forces from static loads can be calculated on the basis of 1st order
theory of elasticity assuming that the method takes sufficient account of the slant stays reduced
stiffness due to the arrow (hanging).

For crack control of tower and bridge beam / slab, a calculation model shall be used which takes into account 2.
the effects of the order.

13.2.3 Effect of length deviation in suspension rods

When it is not possible to adjust the length of the suspension rods, the suspension rods shall be dimensioned
for a theoretical deviation of at least 10 mm. The suspension rods should be minimum dimensioned for one
addition of 10% of load effect in fracture limit state.

13.2.4 Replacement of sloping rod or suspension rod

It should be dimensioned for the replacement of one hinge rod / one oblique rod.

If the suspension rod or slant is made up of several elements that can be replaced independently
of the others, this can be taken into account when designing.

The check is carried out for load combinations in break and use limit condition. Return periods to
natural loads are determined in accordance with 5.4.1 and 5.4.3.3. Traffic loads shall be counted in all fields except restricted area
in connection with the replacement. The following loads shall be counted on the restricted area:
- self-load equal to 20 kN at anchor (weight of scaffold)
- weight of mobile crane equal to 130 kN considered independent variable load
- independent, variable payload of 3 m width equal to 0.5 kN / m 2 within a distance equal to 2 × stay distance
to both sides of the anchorage point

For concrete structures, the reinforcing stresses shall not exceed 300 MPa in use limit state,
combination rarely found .

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 13.2.5 Broken rods / suspension rods
It should be dimensioned for sudden breakage in one hinge rod / one slant. If cables or
hinge rods are mounted in pairs to each other or in groups, the requirement for simultaneous breakage applies throughout
the unit. The condition must be checked in accordance with 6.3.6.

The damage is assumed to occur for bridges with traffic load according to load model 1. For permanent loads,
a dynamic addition is expected as a result of the fracture.

Capacity control should be carried out as an accident situation. The effect of offsets should be taken into account
based on 2nd order theory.

13.2.6 Anchoring of carrier cables in the ground

The anchor points of the cable, K point, must be above ground and water level. The cable power is transferred from
the anchor point of an anchor structure of concrete in rock or soil. Below ground or water level
cable power shall be transmitted by means of fully clamped and injected tension cables. Insert the power cables
through boreholes in rock, casing which is centered in the borehole and which can withstand the pressure of
injection between the tube and the rock in the case of an empty (possibly water-filled) tube. The pipe shall be of stainless steel accordingly
to NS-EN 10088 and have a PRE value> 20. The gap between casing and rock, and casing
itself, should be injected.

When checking the anchoring capacity in the fracture boundary condition, only contributions from the friction-
and gravitational forces.

The coefficient of friction for sliding rock to rock and concrete to rock can usually be assumed to be equal to 1.0.

The anchoring capacity F d is calculated as follows:

F d = ( F g+ F f ) / γ m (13.1)

where:
F g - characteristic gravitational capacity
F f - characteristic frictional capacity
γ
m - material factor that ensures uncertainty in characteristic rock volume = 1.4

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13.3 Cables and cable systems

13.3.1 General
This section sets out requirements regarding material selection, sizing and constructive design of cables
and cable systems used as standalone structural elements such as carrier cables
suspension bridges, slopes, suspension brackets in arch bridges, barriers and anchorage systems for floating and pipe bridges.
Material and sizing requirements for such structural elements in a design other than cables shall
be clarified in writing with the Road Directorate before the start of the design.
 Reference is made to the manual R410 Cables for hanging, slanting bridges and arch bridges for requirements for spiral cables,
wire materials, strength properties and cable head materials. The requirements do not apply to voltage cables for
concrete structures.

Requirements regarding the calculation and constructive design of user structures, where cables or
cable systems are included as constructive elements, are given in 13.2.

13.3.2 Materials and workmanship

13.3.2.1 Cables in suspension bridges

Hanging rods should be supplied as spiral-cabled cables.

Carrier cables are made as spiral cables, or as cables made up of parallel single wires laid in
bundled, delivered prefabricated or assembled together on site.

Cable in closed bundle should be bent to ensure cross-sectional shape. The jigging should be done as it is
waterproof, and it should serve as extra corrosion protection.

Open bundle cable is made up of single cables in up to two layers and with free spacing between layers ≥ 25 mm.
When the cables are in two layers, the free distance between the individual cables in the same layer shall be ≥ 60 mm. When
the cables are in one layer, the free distance between the cables should be ≥ 30 mm. The cable must be equipped
with sufficient number of clamps or the like, which prevents the single cables from hitting each other in strong
wind. Open bundle cables shall be of a closed design, even where only a single cable is used.

13.3.2.2 Cables in inclined bridge bridges

As cables for inclined rods are used:

- closed, spirally wound cables
- cables made up of parallel ropes
- cables made up of parallel wires

The latter two types of cable shall be housed in an outer protective tube of steel or plastic. For cable type with
parallel ropes, the ropes / wires shall lie in an inner protective layer of plastic and the area between the ropes /
the threads and the inner protective layer must be injected with approved injection material. For cable type
with parallel threads, the tube should be filled with approved injection material.

See, for example, Fib recommendation bulletin 30: Acceptance of stay cable systems using prestressing
steels (2005).

13.3.2.3 Cable Heads

The cable head shall have a cone-shaped hole for embedding the cable as shown in Figure 13.1. the sockets
dimensions are determined on the basis of calculations or by means of experiments.

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Hole diameter ø can be calculated according to (13.2).

ø = k ∙ d + 6 mm (13.2)

where:
d - the cable diameter
k - factor whose value should be considered separately, possibly in collaboration with the cable manufacturer.
For d ≥ 40 mm, k should be chosen greater than 1.0.

Taper, holes and any contact surface for nut should be milled to clean goods. The cable heads must be ordered with
the necessary excesses for such milling. All edges of the surface should be rounded.
 Figure 13.1: Cable head

13.3.3 Sizing
When checking the limit state, the capacity of the carrier cable, suspension rods and inclined rods shall be set to:
F uk
F Rd = 1.5 γ (13.3)
m

where:
F Rd - the cable's design capacity
F uk - the specified minimum breaking load of the cable
γm - material factor = 1.2

13.3.4 Design requirements

13.3.4.1 General

Cables should be equipped with dampers if necessary to avoid unwanted oscillations.

The cable brackets for sloping rods and suspension rods shall be designed to allow replacement of the cable system
some items.

13.3.4.2 Saddles and suspension rods for closed, spirally wound cables

Where the cables are routed over tower tops or cable pillars, the cable shall be laid in a steel cable saddle that secures
that the cable is not bent with a smaller bending radius than 30 x the cable diameter. The cable should be laid in one
milled grooves corresponding to cable diameter with an additional 4%. The edges of the groove should be rounded.
Line load between cable and support shall not exceed 2.5 kN / mm. Coefficient of friction between cables
and substrate shall be set to 0.1 unless other value is documented. The saddle should be made 3% longer
at each end than theoretically necessary.

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Do not ride the cable against sharp edges or bend with less bending radius at any time below
assembly.

Aluminum linings should be inserted between the hanger bar (clamping bar) and cable to prevent
the clamping force causes damage to the cable.

Checking slip safety between cable and clamps or saddle plate; bearing pressure between cables
and saddle; and clamping force from clamps can be carried out as specified in DIN 18 800.

13.3.4.3 Saddles and suspension rods for parallel wire cables

Where the cables are routed over tower tops, cable pillars and spreading saddles, the cable shall be placed in the cable saddle which
is divided into vertical spaces for each vertical row of sub-cables. The dividers between the vertical rooms
in the saddle should be locked so that they retain their position during the cable assembly. Radius for saddle shell
be ≥ 30 × the diameter of a sub-cable. The coefficient of friction between cable and support shall be set ≤ 0.15
unless otherwise documented. The cable should not ride against sharp edges. The saddle should be made 3%
longer at each end than theoretically necessary.

Suspension brackets are made of two halves with an inner circular shape. The two halves bond together
using screws (threaded rods). For ductility, the screws should not have higher strength than
8.8. If the screws are acid stained in conjunction with hot dip, the screws should be heated to 200 °
Celsius for 4 hours after acidification to avoid hydrogen peroxide. The two halves of the bracket
must be toothed in each other. In the tooth, there should be adjustability in case the cable is real
diameter differs somewhat from the calculated diameter.

Capacity against sliding of the hinge bracket shall be calculated as follows:

(K k r α k + U α u ) µ
G Rd = γm (13.4)
 where:
G Rd - design capacity for sliding
K - total clamping force in the screws (the screws are tightened to 80% of the test load)
kr - reduction factor of the clamping force from the screws = 0.5 (loss of time due
of relaxation in the screws and further packing of the cable)
αk - pressure distribution factor on the clamping force from the screws = 2.8
U - the hinge force (inserted with negative sign when the hinge rod)
attached to the lower part of the bracket)
αu - pressure distribution factor on the hinge force force = 1.4
μ - coefficient of friction = 0.15
γm - safety factor = 1.25

13.3.5 Resistance

13.3.5.1 General

Cables and cable systems must have corrosion protection. Cables must be protected with
coating, winding, or of outer, injected protective tube.

13.3.5.2 Surface treatment of saddles and suspension rods

All cable parts in contact with the cable must be coated with cable saddles and suspension rods
minimum 100 µm syringe sink, and all edges are rounded with radius ≥ 5 mm.

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13.3.5.3 Corrosion protection of parallel wire cables for suspension bridges

Parallel wire cables for suspension bridges should be dehumidified by blowing dry air through the cables. Maximum
the distance between the inlet point and the outlet point must not exceed 200 m.

To obtain satisfactory sealing at the screws connecting the two parts of the hinge bracket,
a cup / cap with rubber gasket is mounted over the screw ends.

13.4 Movable Bridges

13.4.1 General
Movable bridges shall be designed as flap or swing bridges.

Pedestrian and bicycle bridges can also be designed as a roller or elevator bridge.

The force for opening and closing must be transmitted from electrical / hydraulic units via hydraulic cylinders
or motors for the movable clamp.

In addition, pedestrian and bicycle bridges can be opened and closed by electric motors combined
with mechanical gearboxes.

All rotary bearings for flap, lifting rod, counterweight arms, hydraulic lifting cylinders etc. must have spherical
design so that forces of force do not arise.

Hydraulic cylinders, aggregates and other equipment must be CE marked. Hydraulic cylinders should be oriented
most standing.

Landscape orientation may lead to increased wear with consequent oil leaks and increased risk
for operating problems.

The distance between the hydraulic pump and the hydraulic cylinder or motor must be minimized to ensure safety
operation and precise opening and closing sequence. Hydraulic equipment should be assembled in the pillar as the movable
the buckle is physically connected to. Any oil leaks should be prevented from entering the water.

Movable bridges shall have two open joints. The joint structures shall be designed in accordance with 12.5. joints
should be adjustable in the longitudinal direction of the bridge to minimize opening.
 Deflection difference (scissors) vertically in the joints shall satisfy the requirements of 3.6.2.

The upper floor of the machinery housing containing control systems and / or hydraulic drive units shall
not lower than the water level corresponding to a flood with a return period of 200 years. The requirement does not apply to
the lifting cylinders, see 13.4.2.

13.4.2 Flap bridges

Flap bridges shall be single-armed, ie only one flap per span.

The flap should be sufficiently tight at the end to be lifted so that locking mechanisms are unnecessary when
the bridge is open to traffic. There shall be two support points per flap with a minimum displacement of 100 kN
per load point at unloaded bridge.

During opening and closing, the flap should rotate about two bearings.

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Opening in joint between fixed part of bridge and flap at rotational end shall not during lifting sequence
exceeding 300 mm measured horizontally.

If parts of the lift cylinders are left under the highest observed water level, they should be placed in
waterproof rooms. For the cylinders, including the lower bearing / bracket, materials and materials must be selected
surface treatment which allows the components to stand for a period of time without water
is removed for maintenance in case of leakage in the rooms. It should be sufficient
normal washing and flushing.

13.4.3 Swing Bridge

Swing bridges shall have one swivel mechanism, but may have one or two swings. With one sail it should
a single sided swing belt combined with ballast is used.

If a sail is split in two directions, a double arm swing mechanism may be an alternative.

The design for the tip or tip of the turnstile shall meet the same requirements as for flap bridges, see
13.4.2. The entire swivel section must be liftable to be released from the fork bearing on the side buckles
before the swivel portion of the swivel mechanism takes over.

The vertical curvature of the road over the bridge should be as horizontal as possible and symmetrical about the crown (the vault
apex).

13.5 Stone vault bridge

13.5.1 General
This section applies to the design of stone vault bridges with mortar joints. Reference is also made to guidance
for both calculations and execution in manual V421 Stone vault bridge .

13.5.2 Static Calculations

The support system is assumed to consist of the bow alone. The arithmetic thickness of the arch must maintain tolerances
on the stone size, and that the joints tend to have less height than the vault itself.

Effects of the non-linear properties (zero tensile strength) of the construction material shall be taken into account
the calculation model, either by non-linear analysis or other recognized and documented methods.

The E-module shall be representative of the composite material of stone and mortar.

The arc must be loaded with evenly distributed gross temperature according to NS-EN 1991-1-5: 2003 + NA: 2008, figure
NA.6.1, type 3 , while contributions from temperature difference can be neglected.

13.5.3 Dimensioning criteria

In fracture boundary condition, the eccentricity of the pressure line should not be greater than 1/4 of the cross-sectional height anywhere
 (| M / N | < h / 4).

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13.6 Landslides, tunnel portals and bulk tunnels

13.6.1 Landslide superstructure

13.6.1.1 General

Landslide history and landslide hazard shall be mapped in detail with respect to type of landslide, frequency, prevalence,
mass transport and speed as a basis for design and dimensioning.

The landslides must be built where the road passes a natural landslide, or in terrain where there is
precipitation of rock or ice from cuts or steep mountainsides.

The avalanche path for snow and flood landslides is most often on landslides, streams, valleys and gills.

To achieve the desired effect, the shape of the landslides and flow conditions over the structure must be taken
considerations and guiding walls and guide walls shall be designed so that the avalanches are channeled over the security measure.

It must be taken into account that larger water volumes must be channeled over the superstructure in its own course. In addition, should
it is taken into account that rainfall and melt water must be drained from refilled masses behind the structure, from
roof surface and adjacent terrain on the upper side.

13.6.1.2 Design

Landslides should be designed with open or closed exterior wall depending on terrain conditions and
construction type.

To be able to absorb point loads from landslides, gravel pads can be used on the roof.

Where crowded structures are chosen, care must be taken to cooperate between soil and shell structure
is satisfied.

The structure should be designed so that the landslides go as far as possible without the building to reduce the loads.

Joint walls to control landslides over the superstructure shall be built in parallel with the expected landslide or with
maximum 10 ° angle relative to this.

13.6.1.3 Load

Refer to 5.4.6 for loads from landslides. Accumulation of landslides must be taken into account
the construction, dynamic forces as the landslide passes the structure, and suction and compressive forces on
exterior wall. In addition, any additional forces due to the landslide must be taken into account
direction at hit of the landslide.

13.6.1.4 Sizing

Landslide superstructure shall be dimensioned for the loads from the expected landslide type.

In the case of superstructure with backfill and filled structures, the additional forces from shall be taken into account
soil pressure, and any interaction forces between soil and shell construction.

Guides / walls to control landslides over the superstructure shall be dimensioned for landslides where
take into account that the landslide can hit the structure at an unfavorable angle. It must be taken into account as a minimum
to a 10 ° angle of rotation during sizing.

The superstructure shall be dimensioned for landslides with a return period of 100 years.
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13.6.2 Tunnel portals and bulk tunnels

Portals shall be sized for rock and landslide fallout in the same way as landslides. Portal
length is determined from the range of any avalanches.

The construction can be overfilled to reduce the effect of landslides or for aesthetic reasons.

13.7 Support Structures

Support structures are dimensioned according to the manual V220 Geotechnology in road construction . For spun,
slit walls and other support walls are also shown to 11.5.

For anchoring of support structures, see 11.6.

13.8 Culverts and tubes

Where there is filling above the culvert, the height of the collar shall be ≥ 300 mm.

Flexible culverts and tubes that rely on crowded masses to achieve carrying capacity
over weight, can be dimensioned according to the manual V220 Geotechnology in road construction.

Hot-dip galvanized steel pipes should not be used as water passage, but allowed in the upper part of a passage
if it does not come into contact with the tap water.

Typical cross sections are shown in the manual V220 Geotechnics in road construction.

Requirements for corrosion protection must follow the manual V220 Geotechnology in road construction. Class B on hot
delays must be used as a minimum.

For plastic pipes, see the N200 Road Construction Manual .

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 13.9 Holiday Quay
13.9.1 General
A ferry rental consists of the main elements of the ferry dock, land area and port area. A ferry dock consists of
auxiliary quay, ferry dock, land bar, elevator tower frame and various equipment.

Figure 13.2: Illustration figure of ferry dock without land area

13.9.2 Special conditions for ferries to operate a connection

13.9.2.1 General

The rules for ferry quays presuppose that the requirements for ferries to operate a connection are in compliance
13.9.2.2 - 13.9.2.11.

13.9.2.2 Recess

The recess shall have an extension in the transverse direction of the ferry which is at least 2/3 of the width of the ferry dock bridge. I ferjas
longitudinally, the recess shall have an extension which is in the interval 0.51 m-0.60 m.

The recess must be at least 0.60 m below the car tire.

13.9.2.3 Locking catch on fall gate

The position and design of the locking hook must be coordinated with the corresponding slot on the bridge front. The lock hook
shall be dimensioned so that it rides if the ferry pulls with greater force than 300 kN.

13.9.2.4 Length of fall gate

The length of the fall gate shall be either 1.5 m or 2.7 m. The same fall gate length shall be selected on all ferries
which have the same connection. The fall gate should be hinged at the rear of the recess and at the same height
car tire.

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 Figure 13.3: Section of fall gate and recess

13.9.2.5 Bulb

The ferry shall be designed so that any bulb does not conflict with filling, front beam of ferry berth
or fuse beam on elevator tower frame.

Figure 13.4: Bulb, filling, front beam and safety beam on elevator tower

13.9.2.6 Fender List

Fender moldings shall be continuous and terminated with a bevel at an angle of 1: 5. Fender lists considered
continuous if it overlaps in parallel.

13.9.2.7 Vertical distance from car tire to water line

The vertical distance from the water line to the top of the car tire measured at the end of the car tire shall not be less
more than 1.70 m and not more than 2.80 m. This is to ensure proper loading and unloading of the vessel.

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13.9.2.8 Ferjas bow

The bow of the ferry should be designed so that it is rounded and does not have sharp corners that can grip the protruding
fender work.

13.9.2.9 Lifting bow

Lifting bow shall be designed so that it does not remove lift tower in all positions.

13.9.2.10 Scrolling

The ferry shall, when rolling beyond the maximum rotation of 5 ° about the longitudinal axis of the ferry, either disconnect from the ferry dock bridge
or leave the ferry dock.

13.9.2.11 Ferry's effective length

 Ferries that operate a connection should have a maximum effective length corresponding to 4/3 of the effective
cone length, see Figure 13.2.

13.9.3 Loading on the ferry dock

13.9.3.1 General

This chapter describes cargo from ferry to ferry dock. Refer to the Traffic Load Regulations for traffic load on
ferry dock and Chapter 5 for other loads.

13.9.3.2 Load from ferry on ferry dock

Movement energy shall be calculated from maximum speed at addition and displacement according to the following
formula:

v2·D
E 1 = 1.1 ∙ (13.5)
2

where:
v - ferry speed at impact im / s
D - ferry maximum displacement in tonnes
The factor 1.1 is an addition in the ferry's displacement due to the accompanying water masses in
longitudinal direction during speed.

Ferry dock and bridge booth shall be dimensioned for ferry loads by loading the bridge front with point loads
as described below. The point loads are horizontal and the bridge front is arbitrarily placed between
lower and upper limit.

Ferry dock without traffic load shall be dimensioned for the following ferry loads:
- Horizontal pressure from the ferry, P 1 , in the longitudinal direction of the bridge, see Figure 13.5 and Table 13.1.
The load is placed in the most unfavorable position over the width of the bridge front.
- 500 kN horizontally and perpendicular to the bridge center line. The load attacks the bridge front
in the direction of the quay. In the opposite direction, the load is 250 kN, see figure 13.5.

The loads are independent of each other and do not act simultaneously.

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Figure 13.5: Loads from ferry towards ferry dock without traffic on the bridge

D P 1 E 1 Comment

1000 600 100 Small relationship *

1000 - 2000 800 150 Medium relationship

2000 - 4000 1000 200 Great relationship

> 4000 Special consideration Special consideration Special relationship

* Used only in cases where low traffic growth is expected during the stipulated lifetime
Table 13.1: Characteristic impact load P with associated energy amount E
1 1

Table 13.1 uses the following terms:

 D - maximum displacement (tonnes)
P 1 - maximum impact force (kN)
E 1 - maximum impact energy (kNm)

The abovementioned impact loads require fender work to ensure that these impact loads are not exceeded. Fender
Behind the ferry quay bridge, in addition to absorbing the amount of energy, E 1 , is dimensioned according to Table 13.1.

Ferry dock with traffic load shall be dimensioned for the following ferry loads:
- 300 kN horizontal pressure from the ferry in the center of the bridge, or 300 kN horizontal tension
from the locking hook on the ferry in the center of the bridge, see figure 13.6.
- Deformation load corresponding to a rotation of the bridge front about the center line of 5 °, see Figure 13.7.

Horizontal load and load from forced rotation can occur simultaneously with traffic load from vehicles on the bridge.

Figure 13.6: Loads from ferry towards ferry dock with traffic on bridge - upright

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Figure 13.7: Deformations from ferry to ferry dock with traffic on bridge section AA

13.9.3.3 Load from ferry on additional dock

The motion energy shall be calculated according to the following formula:

v2·D
E = 1.5 ∙ 2
(13.6)

where:
v - maximum speed of the ferry perpendicular to the anchorage's fender front at impact (m / s)
D - ferry maximum displacement in tonnes
The factor 1.5 is an addition in the ferry's displacement due to the accompanying water masses laterally
under speed.

Shock loads are determined based on the largest ferry that is expected to traffic the ferry berth, local conditions
and the fender works used. The impact loads should not be less than 500 kN.

Mooring loads are determined based on the largest ferry that is expected to service the ferry port and the locals
conditions with respect to wind, current and waves. The load should not be counted less than 300 kN puller pull
per puller in unfavorable direction. The load is considered to act on two pullers used at the same time.

Additional berths shall be checked for impact loads (point loads) shown in Table 13.2, if not more accurately
calculations are performed.

D P 2 E 2 S Class

1000 500 150 300 * Small relationship *

1000 - 2000 1000 300 500 Medium relationship

2000 - 4000 2000 500 800 Great relationship

 > 4000 Special consideration Special consideration Special consideration Special relationship

* Used only in cases where low traffic growth is expected during the stipulated lifetime
Table 13.2: Characteristic impact load P , energy amount E and puller tension S
2 2

Table 13.2 uses the following terms:

D - maximum displacement (tonnes)
P 2 - maximum impact force (kN)
E 2 - maximum impact energy (kNm)
S - maximum tensile force (kN) per bollard

The abovementioned impact loads require fender work to ensure that these impact loads are not exceeded.

The impact loads stated above are considered to act on the outermost 2.5 m of the additional quay. From 2.5 m from quay and
Half a shock load is calculated to 5 m from the bridge front. The impact loads are assumed not to be able to attack the additional quay more closely
bridge front than 5.0 m, see Figure 13.8. The impact load is assumed to attack horizontally and perpendicularly
the additional quay between the upper and lower boundary of the fender. These limits will vary with tides,
ferry type, swell and trim, and should be determined for each quay. Detailed guidelines are given in the manual
V431 Holiday Quiver - Design .

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Figure 13.8: Range of impact loads from ferry to additional berth

13.9.3.4 Load combination factors for impact and mooring loads from ferry

In load combination in accordance with NS-EN 1990 with impact and mooring load from ferry the following values
used:
γ
Q = 1.2, ψ 0 = 0.7, ψ 1 = 0.6, ψ 2 = 0 / 0.5, ψ 1, infq = 0.8

13.9.4 Accident load

13.9.4.1 Breakage in one lift cylinder

To avoid total failure of the ferry dock due to suspension / cylinder failure, it should be counted on a
accident situation where the bridge hangs only in one lift cylinder. The load case consists only of the bridge's own weight.
The design criterion for this situation is that the main carrier system after the re-establishment of
The hoist system shall have the same capacity as before the accident. Elevator tower, ferry dock and bearings shall
controlled.

13.9.4.2 Abnormally high impact load on quay

If a ferry encounters the quay at speeds greater than 0.5 m / s or at an energy amount greater
a 1.2 x tabulated values of E 2 , it is considered accidental. The additional quay should preferably occupy one
shock with a ductile behavior and without the reaction force exceeding 3 x P 2 , see Table 13.2.

13.9.5 Ferjekaibru

13.9.5.1 Functional requirements for ferry berths

A good and safe connection between the ferry and land will be ensured for all road users. Handrails on the ferry dock
shall be designed in accordance with Handbook N101 Railings and roadside areas, section 3.4.4 .

The ferry dock should:

- take up defined shock loads from the ferry using shock absorbing fenders between the ferry dock and the
 land vessels, and could occupy a stretch between the ferry and the ferry dock
- withstand the effects of wind on the ferry when the ferry is facing the ferry dock
- follow the ferry movements at the quay
- be so pivotal that it rests on the ferry recess during traffic congestion
maximum twist can be assumed 5 ° about the longitudinal axis of the ferry dock
- could be hoisted using hydraulic cylinders, and stored so that it is at least full
tidal variation
- is stored so that it can be laid down on a safety beam where applicable
- could be mounted / dismounted and replaced easily

The design, positioning and sizing of the bridge front gap shall be coordinated with the design,
location and capacity of locking catch on fall gate.

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13.9.5.2 Length of ferry dock

Length of ferry dock should be determined on the basis of tide variation on site, height of land
and the normal height of recess on the ferry. For new ferry quays one of the standardized should be used
lengths, 15 m, 18 m or 22 m. To have a proper traffic flow over the ferry dock, the maximum
slope of the ferry dock bridge be 7 ° up or down relative to the horizontal plane.

13.9.5.3 Width of ferry jetty

The width of the ferry jetty should be determined on the basis of the expected traffic volume and size of the ferry. For
new ferry quays, one of the standard widths 6 m, 9 m or 12 m shall be used.

13.9.5.4 Directional nonconformities in lay-out

Account must be taken of the directional deviation of moving traffic load due to inclined ferry quay bridge,
especially with regard to loads close to layouts.

13.9.5.5 Fender element behind ferry cab

The fender element behind the ferry dock should be able to receive and absorb the current amount of energy from the current ferry.

13.9.6 Additional quay and bridge booth

13.9.6.1 Functional requirements for additional quay and bridge booth

The structures shall ensure safe calling under normal conditions. The bridge booth encloses and connects
ferry berth, and shall submit to the functional requirements of ferry berth.

The additional quay shall:

- act as a support for ferry at the ferry dock and be equipped with shock absorber
fenders that ensure a soft absorption of shock energy during normal use
- be able to transfer horizontal forces to land or down to the ground
- act as a shock absorber in case of accident loads larger than fracture limit load
- dimensioned for road traffic loads as specified in the regulations for traffic loads

13.9.6.2 Main dimensions

The dimensioning life of the entire ferry quay shall be taken into account when determining the main dimensions.
It should be made possible that later expansion (width, length and depth) is possible with simple means.

The guiding geometric sizes are effective quail length, center line distance, depth of ferry berth and
width of ferry jetty.

13.9.6.3 Foundation

The ferry quay must be found directly on rocks or on piles. The foundation must be able to transfer
horizontal forces into the terrain or down to the ground.

13.9.6.4 Erosion protection and water depth

Where the ground beneath the ferry dock consists of loose masses or landfill is used, these shall
erosion-proof for the action of current, waves and propeller current. Refer to 11.1.3. water Depth
shall be selected on the basis of the largest draft vessels intended to be used in the quay's dimensioning
life.
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13.9.6.5 Bollards

The additional quay or terrain shall be equipped with bollards for mooring the ferry. Bollards should be sized
for local wind and power on the ferry, and the mooring forces and direction must be taken into account.
The additional quay and bollards must be dimensioned so that the bollards break before the additional quay.

13.9.6.6 Mountain anchors

Horizontal impact and mooring forces are allowed to be absorbed by permanent rock anchors. It is referred to
rules set out in Chapter 11 with the following specification:

- permanent tensioning force before long-term loss shall not exceed 75% of F p0,1k
- permanent tensioning force after long-term loss shall not exceed 67% of F p0,1k

Use limit state, combination characteristic:

- Piles of rock anchors should not experience the uplift of the pile tip

Fracture boundary condition, persistent and transient:

- material factor for tensioning rod is set to γ s = 1.25
- the design capacity of the anchorage zone shall be at least equal to F p0,1k

13.9.6.7 Landkar

Ground vessels shall be equipped with a transition plate in accordance with 4.4.5.

13.9.6.8 Hydraulic system

The hydraulic system shall be designed and dimensioned according to the V432 Standard Ferry Jetty-2 manual
Electrohydraulic control systems .

13.9.6.9 Electrical Equipment

The electrical equipment such as a switchboard, control cabinet, barrier booms, radio control and light mast shall be designed and
is dimensioned according to the manual V432 Standard ferry jetty bridges-2 Electro-hydraulic control systems.

13.9.6.10 Other equipment

Other equipment such as fenders, rescue equipment, aggregate housing, bollards, edge moldings and handrails shall be carried out and
is dimensioned according to the manual V431 Holiday Quay - Design .

Any water system / fire extinguisher system must be fitted with a non-return valve to prevent
seawater to penetrate the water network.

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13.10 Segment bridges in concrete

13.10.1 General
This chapter provides additional requirements for concrete construction applications with box sections made as prefabricated
segments.

When designing, it is planned whether the joints between segments should be carried out as:
- dry joints
- dry joints with subsequent sealing
- joints which are glued with epoxy glue during assembly or after re-injection

13.10.2 Dimensioning
Shear layers should be taken into account. No redistribution of
moments and shear forces.

Linear elastic analysis and beam theory can be used.

In the construction state, there must be compressive stresses on all parts of the segment joints in the use limit state,
combination characteristic . For finished use there must be a compressive stress of at least 1 N / mm 2 at all
parts of the segment joint in use limit state, combination characteristic . The cross-sectional analyzes can
then it is performed with the assumption of uneven cross section.

The use of glued joints shall not take into account the strength of the adhesive.

In the fracture boundary condition the finished bridge must be at least 2/3 of the height of the segment joint. It shall
take into account that there is a rapid reduction in the pressure zone height when the bending moment exceeds the cracking moment,
and that the torsional capacity is reduced. Mean pressure strain in the face plate or base plate shall be ≤ 2 ‰.

The calculation can be performed as specified in NS-EN 1992-1-1: 2004 + NA: 2008, section 6.2.5, or after
other proven methods. Shear transfer is assumed to occur only on those parts of the cross-section that are
Pressure.

External tension reinforcement can be considered as an external load. As a simplification can be a stretch increase
in the tension reinforcement due to other external loads are neglected. If a non-linear is performed
analysis, the capacity increase can be taken into account as increased strain in the tension reinforcement
representing. The additional noise can be calculated as the mean concrete strain between 2 contact points /
redirection points for the tension reinforcement.

13.11 Bridge brethren

Replacement and breakage of any suspension rods shall be calculated in accordance with 13.2.4 and 13.2.5.

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 13.12 Flow bridges and pipe bridges
13.12.1 Functional requirements

13.12.1.1 Alignment

For transitional structures, impact ramps and the like, which change the slope with the water level,
the largest increase in mean water (MV) shall be 0.5 percentage point lower than the requirement for rise percentage
for the sizing class. At water level MV + Z, where Z is the largest expected tidal difference
with a return period of 1 year, the rise shall not exceed 1 percentage point above the claimed to rise percentage
for the sizing class.

At speeds less than or equal to 70 km / h, the largest allowable break in the roadway is at joints or joints:

The largest permitted crack in the roadway at joints or joints is:

- tidal difference alone: ө v = 2.5%
- tidal difference and wave load: ө v = 3.5%
- use limit state, combination characteristic : ө h = 3.0%

where ө v is kink in the vertical plane and ө h is kink in the horizontal plane. The return period must be 1 year for
natural loads and tides. For waves, mean wave period T p must be used .

At speeds above 70 km / h, lanes are not allowed in the roadway.

13.12.1.2 Sailing

Requirements for sailing shall be based on a risk analysis of ship traffic and possible ship bumps, where the probability
for the events is calculated and the consequence of the events is assessed.

13.12.1.3 Waterproofing

Buoyancy bodies should be waterproof. See also 13.12.4.4

13.12.1.4 Freeboard

Freeboard is calculated in still water as the smallest vertical distance from the highest water line to the top
of the float body side surface. Freeboard shall be calculated for construction loaded with permanent loads.
Maximum wet weight from marine fouling and unfavorable gravity of construction materials and seawater
shall be used as a basis. Any permanent vertical force in the anchoring system shall be taken into account.
For structural parts that do not follow the tide, freeboard shall be measured from the highest tide level by
100-year return period.

The minimum freeboard determined from a dynamic calculation should be greater than zero for the most unfavorable combination
of waves and tides with a return period of 100 years. Elevation due to climate change should be taken
regarding.

13.12.2 Self-loading

13.12.2.1 General

Self-load consists of the weight of the construction equipment and equipment, coating and any buoyancy that is
permanent or has a slow variation in the design life. It should be counted on the upper
and lower load limit due to heaviness.

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When calculating own load, the effect of any water absorption in materials such as
concrete, marine fouling and dust accumulation are taken into account.

The uncertainty in weight can be partially reduced by measuring the weight and adjusting the fixed ballast under
Construction. For self load for pipe bridges, reference is made to 13.12.4 and 13.12.5.

13.12.2.2 Permanent buoyancy

Gross permanent buoyancy B 1 is determined in relation to the mean water (MV) for the completed installation.
Gross permanent buoyancy is the result of the water pressure on the exterior surfaces of the structure. Estimated buoyancy
 shall be based on outer geometry and the density of the water. The dimensioning should be based on an upper and
a lower bound for geometry and the density of water. The deviation from B 1 is denoted ± ∆B 1 .

Unless another and documented value is taken into account, the density of the water shall be considered to be
9,955 kN / m 3 ± 1%. The unfavorable value for the load effect being investigated shall be used.

13.12.2.3 Marine fouling

Marine fouling should be assumed to occur on structural surfaces in and near water.

Unless other and documented values are used, marine fouling shall be assumed as indicated in the table
13.3.

Distance from the water line Thickness Mass per m 2 Submitted weight per m 2

+0.5 to -12 m 150 mm 200 kg / m 2 468 N / m 2

> 12 m 75 mm 100 kg / m 2 234 N / m 2

Table 13.3: Marine fouling

Buoyancy shall be calculated with reference to the outer dimension of the structure without addition to marine fouling.

13.12.2.4 Permanent self load for pipe use

-
The permanent self-load G 1 can conveniently be divided into two contributions: The part G 1 which with much
a high degree of accuracy can be checked and leveled with a liquid state ballast, for example i
~
dry dock, and the portion of the self-loading G 1 that is installed after such a weight balancing is performed and
which thus has a greater uncertainty.
-
The uncertainty in G 1 is determined by means of the measurement tolerance on the water line, the determination of external dimensions of
the pipe bridge and the density of the water. If other construction methods are used, the corresponding accuracy in
determination of the weight is documented, or the uncertainty in the self-load should be increased so that the resultant
weight security is maintained.

Systematic deviations in relation to planned weight are corrected by incorporating permanent ballast.
- -
The uncertainty ∆ G 1 in the balanced weight shall not be assumed to be less than ± 0,5% of G 1 if
no greater accuracy can be documented. This uncertainty shall take into account the target tolerance mentioned
above, uncertainties in the density of the water when weighed in relation to the density of the water at the shower site, see 13.12.2.2,
as well as weight variations along the pipe bridge elements.
~ ~
The uncertainty
~ of gravity G 1 shall, unless greater accuracy can be documented, be assumed to correspond to ∆ G 1
= ± 0.15 G 1 .

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Permanent self load G 1 includes:

- calculated weight of the pipe use structure itself, β 1
- calculated weight of structures inside the pipe bridge, β 2
- weight of permanent and removable ballast, β 3
- the weight of permanent roadway coating, β 4
- weight of permanent equipment, β 5

Own load of finished ballast pipe bridge is: G1=β1+β2+β3+β4+β5

- ----
The two contributions of the permanent self-load are: G 1 = β 1 + β 2 + β 3 + β 4 + β 5 and
~ ∼∼∼∼
G1=β2+β3+β4+β5

13.12.2.5 Variable own load for pipe use

Variable self load can have a time variation and should thus be calculated on or off, whichever is unfavorable
for the relevant design situation.

The bound self-load shall be assumed to have a fixed distribution along the bridge, while for the free (movable) self-load it shall
the spatial distribution that is least favorable to the relevant design situation is chosen.
 As a- variable,
heavinessthe
of bottom
marine effect is considered:
fouling, β6
- the weight of water absorption in the pipeline construction, β 7
In case of missing data, β can be set to 0.01 β 1 .
7

- weight of water absorption in permanent ballast, β 8

The size of β 8 is assessed on the basis of documentation describing the properties of the ballast
in terms of durability, moisture absorption, volume change as well as location and attachment
in the pipe bridge.

Assumed values for water absorption, β 7 and β 8 , must be documented for construction. Estimated effect of
any water absorption on the structure's intrinsic gravity must be documented by
measurements.

Totally variable, the unrestricted load is thus: - G 2 = –‐ β 6 + - β 7 + - β 8

Variable free load is considered as:

- weight of dust accumulation, β 9
- weight of variable (movable) ballast, - β 10
It can be zero or it can have a positive or negative value. If it can be presented
a detailed procedure for how the increase of G 2 can be monitored and controlled, it can
〖
removable ballast, β 10 = 1.5G , is reduced, but β 10 should not be less than 0.75G 2 .
2

- weight of variable lane coating, - β 11

The variable coating will vary between a positive and a negative value (when the thickness is
less than that given by β 4 ).
- weight of interchangeable equipment, - β 12 , to be calculated between upper and lower limit, as determined
during the design

Total variable, free self load is thus: - G 3 = β 9 + - β 10 + - β 11 + - β 12

It is assumed that a log of variable movable load, especially ballast and roadway coating, is kept.

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13.12.3 Natural Cargo

13.12.3.1 General

Natural loads due to waves, storm surge, tidal effects (water level, current) and wind should be considered
as one characteristic load group with the same load factor in combination with other loads. characteristic
load in breach limit condition and accident situation is defined with mean return periods of 100 and 100 respectively.
and 10,000 years. A 100-year load is specified with a 100-year event for one of the loads and with relevant
return periods for the others so that correlation is maintained. A macro description of wave loads is based
on wave spectrum for a sea state with wave height and period of relevant return period - in form
of contour lines. Power is similarly described at speed. Wind loads are described as shown in 5.4.3. To all
natural loads shall be described as the mean direction and variation in the mentioned load parameters along the bridge.

The micro description of the loads is based on relevant aerodynamic and hydrodynamic theory and the
the corresponding load effect is determined by a global dynamic analysis.

The combination of natural loads with other loads shall be based on combination factors given in NS-EN 1990.

13.12.3.2 Hydrodynamic loads

Hydrostatic and hydrodynamic loads should be determined on the basis of recognized theory. It should be prepared
a baseline report that specifies data for the current water level, wave,
wind and current. At the start of the work, a method description must be prepared based on
recognized theory and experience from similar construction types.

The description must, in addition to what is given in the basic report, include a description of:
- variation of water level, including any climate effects
- wave spectrum used
- directional spread
 -- the
the range of the
variation parameters
in natural mentioned
conditions above
across the fjord

Loads caused by wind-generated waves, thunder / sea and waves generated by

avalanche and power. Calculations for waves must include both first-order effects and second-order effects
(wave) based on recognized theory. Interaction between waves and currents must also be taken into account.
Calculation procedures must be described.

Any oscillating loads caused by vortex release should be determined. This applies to load
both on main elements and on secondary anchor elements.

Alternatively, it may be appropriate to design and design the structure so that

excitation frequencies are outside the intrinsic frequencies with adequate safety margin.

The effect of internal waves at layered current shall be evaluated and possible loads due to internal waves shall
determined.

13.12.3.3 Current load

Current load calculation shall be based on information on measured and numerically simulated current profiles above
fjord. In the absence of satisfactory flow profile data, relevant simplified profiles should be used.
These are selected based on the bridge's own swing shapes and frequencies. As a minimum, the following three profiles must
investigated, where it is assumed that the power profile and velocities can work in both directions across the bridge:
1) evenly distributed current velocity over the entire length of the bridge
2) evenly distributed current velocity across the middle half of the bridge
3) a shear flow with an evenly distributed flow rate across each half of the bridge

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13.12.3.4 Load Impact Analysis

A global dynamic analysis will be conducted to determine global dynamic load effects
due to hydrodynamic and any aerodynamic loads. This analysis should be detailed
enough to describe the load effects in area for significant dynamic gain. Conservative estimates
of attenuation based on measurement data should be used. Total global load effects are determined by
to combine the dynamic load effects with global static load effects, taking this into account
to the influence of static conditions on dynamic behavior - including the global effect of the exterior
water pressure.

If separate analyzes of the effect of aerodynamic and hydrodynamic loads are performed, it shall
consideration is given to the interaction between the effect of the two load types and the correlation between the load processes
when determining extreme load effects. For fatigue calculation, load impact histories
superposed before determining the load action cycles.

The impact of local hydrostatic and hydrodynamic loads should also be combined with global
load effects, taking into account the correlation between them. This applies to the determination of pressure loads,
which should include static and dynamic contributions as well as the effect of any water buildup due
of bottom topology and submerged construction. In addition, the effect of any wave shock (shock pressure)
considered.

13.12.3.5 Accident loads

Accident loads are the result of incorrect operation or abnormal events such as:
- sailing of a ship or submarine
- accidental filling of buoyancy
- avalanche and any avalanche induced wave
- fire
- explosion (for closed bridge)
- accidents involving the use of anchor or trawl on submerged elements:
- discharge of anchor directly on the pipe bridge
- Anchor chain that slides over the pipe bridge as the ship passes
- hooking of anchor or trawl in underwater structures
- sinking vessels on subsea structures
- loss of any anchor rods or anchor lines
- water ingress in buoyancy and in pipelines
- abnormal natural loads (with a 10,000-year return period)

Characteristic values for accident loads shall, as far as possible, be determined by probability assessment
 of relevant accident scenarios, taking into account any risk mitigation measures.

13.12.4 Sizing

13.12.4.1 General

Control of construction in various boundary conditions is based on NS-EN 1990 . Checking in limit state
includes both construction and foundations / land fittings.

13.12.4.2 Control of global stability in fracture boundary condition

Global stability of floating and pipe bridges in the finished state is ensured with end attachment.

For tie-rod anchored float and pipe bridges, it must be shown that there is always tension in the anchoring bars
to the seabed. Dimensional load effect is calculated for the most unfavorable combination of traffic and
natural loads with load factors in fracture limit state. Consideration should be given to the buoyancy and weight of the stays,
and all incisions along the braces should be checked.

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For bridges with pontoons, check that they have sufficient freeboard for all load combinations.
Satisfactory stability shall be demonstrated for structures in free, floating condition and in all temporary
construction and installation phases.

Global Stability Break (EQU) check condition is performed with load and combination factors
according to NS-EN 1990: 2002 / A1: 2005 + NA: 2010, Table NA.A2.4 (A).

Particular attention is paid to the note in the table that if additional measures are implemented
for weight control, modified load factors can be considered.

〖 - ~
For pipe bridges, B 1 -G 1 can be considered as one permanent load with one common load factor, while ∆G 1 , ∆G 1
and ∆B 1 are treated as "other variable loads" with load factors.

13.12.4.3 Control in ordinary breaking limit state

Checking capacity limit in breaking limit state (STR) is carried out with load and combination factors according to
to NS-EN 1990: 2002 / A1: 2005 + NA: 2010, Table NA.A2.4 (B).

For pipe bridges, buoyancy B~ 1 and self load G 1 can be considered as one permanent load with one joint
-
load factor, while ∆G 1 , ∆G 1 and ∆B 1 are treated as "other variable loads" with load factors.

The design of concrete structures must be based on NS-EN-1992 , which is supplemented with
the provisions of NS 3473: 2003 regarding the effect of water pressure, fatigue and general
dimensioning for structural parts with forces in the plane.

13.12.4.4 Control in use limit state

Use limit checks shall be based on NS-EN-1992 , which is supplemented by the provisions of NS
3473: 2003 when it comes to waterproofing.

In order to ensure waterproofing of concrete structures, structural parts, which are used by unilateral
water pressure, is dimensioned so that they have compressive stress in both directions.

13.12.4.5 Control of accident situations

Accident situations shall be checked for accident loads and natural loads with a 10,000-year return period.
For accident loads, the check should be performed in two steps. In the first step, the impact of accident loads
combined with relevant other loads are investigated. At this stage, local damage is acceptable but not
global collapse. In this context, damage that causes extensive leakage may correspond to the global one
breakdown.

In step two, control of any survival should be carried out, ie that global collapse is avoided
damaged the construction. The return period for the natural loads during this inspection shall be 100 years if
no lower return period can be documented. Possible assumption of the use of active operational measures
to minimize the consequences of damage, must be documented to have high reliability.

The integrity of the structure as a result of the loss of anchorage rod / lines or buoyancy body shall
considered.
 Control of survival of natural loads at the 10,000-year level is carried out in one step. If instability on
Because of swirling release has major consequences, self-frequencies should be outside
the excitation frequency range with reference to the 10,000-year flow.

Load combinations for design accident situations are chosen according to NS-EN 1990: 2002 /
A1: 2005 + NA: 2010, Table NA.A2.5.

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In the case of self-loading which is part of the control of the accident situation for pipe bridges, permanent self-loading shall
- ~
B 1 and G 1 ; variable self load ∆G 1 , ∆G 1 and ∆B 1 ; and possibly the weight of accidental water filling, is considered.

13.12.5 Operating Manual

Design assumptions related to follow-up of the bridge shall be set out in a user manual. It's about
including procedures for possible replacement of elements, adjusting biasing in anchoring system,
monitoring and inspection.

13.12.6 Buoyancy
Buoyancy bodies should be sectioned to reduce the consequences of accidental water filling.

13.12.7 Anchorage system

The anchoring system must be designed so that it is possible to replace the individual elements of the system. Method
for such replacement shall be described.

It shall be designed so that the measurement and post-adjustment of the biasing force of the anchorage system
some elements can be completed.

All elements of the anchorage system must be protected against corrosion. Cables must be protected with coatings,
possibly combined with cathodic protection.

Bottom anchors shall be designed to allow replacement of the individual elements of the anchorage system.

Any bottom anchors for the anchorage system's anchoring system can be gravity anchors,
piles, downed or depressed anchors, or combinations thereof.

Design and dimensioning of anchoring systems that have high permanent tension and are exposed to
cyclic loads shall be carried out so that satisfactory security against global breakage is achieved.

13.12.8 Equipment

13.12.8.1 Joint structures

Joints subjected to permanent water pressure or corrugation shall have double sealing. It shall be
good accessibility around the joints. Fasteners shall be resistant to seawater and be light
to replace.

Joints that follow the tidal variation should have double seals up to 0.5 m above water level. Fixed joints shall
have double seals up to 0.5 m above highest astronomical tides (HAT).

13.12.8.2 Other equipment

Access to buoyancy bodies is established via manhole with waterproof hatches. It must be accessible to
all rooms in buoyancy bodies so that pumps can be mounted in case of leakage. Walkways between rooms should
lie above external water level.

Instruments for the systematic recording of the movements of the structure and other load response, as well
for monitoring any protective systems, reinforcement corrosion or other degradation shall
installed.

In addition, instruments connected to the alarm system will be installed for the detection of unexpected large
water accumulation in buoyancy bodies.

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 14 Bridges in the Operational Phase
14.1 Usage Classification
14.1.1 General
When classifying bridges, ferry quays and other load-bearing structures on the national and county road network,
traffic loads are used according to the manual R412 User Classification.

Special or one-off transport that is not covered by a road group or possibly special
road network shall be checked in accordance with manual R412 User classification, but with load configuration for
the specific transport.

14.1.2 Use class and road group

Permitted use class in the road network is given in road lists as Appendix 1 to the regulations on the use of vehicles. If
use class for a section of road is not given with traffic load in manual R412 User classification , used
traffic load that has axle load and total weight with equal or greater value than the relevant class of use.

Bridges with timber and / or modular vehicles with a total weight exceeding 50 tonnes shall be classified
for Bk 10/60 according to manual R412 User classification .

14.2 Reinforcement / rebuilding

14.2.1 Design life
The design's design life should be stated on the design basis, with justification.
The design life must be anchored in the function and condition of the adjacent road to secure one
uniform and functional road system over time with satisfactory traffic safety and resource use. execution
of maintenance work that must be expected based on the age, design and condition of the bridge
be compliant with requirements for safe traffic management and HSE.

14.2.2 Documentation
In the case of reinforcement / rebuilding there must be documentation (drawing basis, foundation-
conditions etc.) which ensures that requirements for reliability and carrying capacity are met for rebuilt / reinforced
construction.

If foundation conditions are not known, stability should be demonstrated based on long-term experience with
existing construction provided that there is no significant load increase on the foundations. supplementary
background material or survey should be provided if required.

If it is not possible to obtain satisfactory documentation within reasonable limits shall

the structure is replaced.

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14.2.3 Inspection and condition assessment

As a basis for the design, inspection and condition assessment of the current bridge shall be carried out
scope that is at least equivalent to a main inspection according to manual V441 Inspection Manual
for bridges. As part of the main inspection, measurements and, if necessary, measurements and
material studies to reveal possible hidden damage / defects.
 14.2.4 Analysis of life cycle costs
When reinforcing / rebuilding, it must be demonstrated by analysis of life cycle costs (LCC) that the solution
is optimal. This also applies if the use changes from road to pedestrian and bicycle bridge and it is built
new road bridge to replace the old one. Requirements for LCC analysis if cost of reinforcement /
rebuilding does not exceed 30% of new value for reinforced / rebuilt construction.

14.2.5 Disposable transport

Before reinforcing / rebuilding, it must be considered whether the construction is in line with
contingency significance. If there is a need for one-time transport with
transformers or other heavy equipment, the bridge after reinforcement / rebuilding must be satisfactory
capacity for these transports to be carried out for the special load configuration.

14.2.6 Temporary and permanent reinforcement / rebuilding

Depending on the design's design life, design coating weight and
traffic load in Table 14.1 is used for temporary and permanent reinforcement / rebuilding.

Dim. dimensioning Dimensioning traffic load

life coating weight
National roads and primary county roads Secondary county roads

<5 years Determined in each one As for temporary structures As for temporary construction
case according to 1.1.6.3. sions in accordance with 1.1.6.3.

5 - 15 years ≥ 2 kN / m (60 mm)

2 Bk 10/60 tonnes, road group A and The county council determines
En 12/100 with restrictions. necessary capacity for use
class and special road networks.

16 - 50 years According to Tables 5.1 and 5.2 For bridging / rebuilding of bridges as The county council determines
is designed with traffic load according to necessary capacity for use
NS-EN 1991-2 is intended for regulations for new bridges class and special road networks.
is used when designing a new part.

For other bridges on the national highway, the capacity should

satisfy Bk 10/60, road group A and
En 12/100 freely in combination with Bk 10/60.

For other bridges on primary county roads

the capacity will satisfy Bk 10/60, road-
group A and Sv 12/100 freely in combination
with Bk 10/50.

> 50 years According to Tables 5.1 and 5.2 For reinforcement / reconstruction of bridges designed with traffic load in
In accordance with NS-EN 1991-2 , regulations for new bridges shall be used
new part design.

Reinforcement / rebuilding of other bridges shall be designed according to the manual

N400 Bridge Design, October 2009 issue.

If needed, the bridge after reinforcement / rebuilding must be satisfactory

capacity for single-use transport in accordance with regulations for traffic loads.

Table 14.1: Design loads for reinforcement / rebuilding

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14.2.7 Water flow calculations

Water flow calculations for bridges over watercourses are carried out on the basis of calculated water level
for 200 years flood. Any measures to satisfy the requirements in 4.2.4 shall be considered in relation to the consequence of
floods and costs to meet the requirement.

14.2.8 Width Expansion

In the case of a width extension that is so extensive that the old part can be replaced at a later date while
new part is reused, the rules for new bridges shall be used as the basis for the design of new part.

14.2.9 Replacement of superstructure

In the case of redevelopment that includes full replacement of the superstructure, the rules for new bridges shall be used
for the design.
 14.2.10 Storage
Work that satisfies the requirements of 4.7 and 12.4 must be pursued but adapted to existing substructure
and execution.

When replacing in two or more sub-operations for the sake of traffic shutdown, several can be used
than 2 bearings in each axle. However, it must be dimensioned and facilitated for storage
with only 2 bearings in each axis upon possible future replacement of bearings.

When replacing superstructures where asphalt membrane or similar storage has worked
satisfactory for at least 30 years, it is allowed to use the same storage system on new superstructure. The
however, it must be demonstrated that dimensioning horizontal forces can be absorbed and the design of a new superstructure
shall ensure that water does not leak into the surface. If necessary, existing surface will be provided
satisfactory water runoff by arranging cross-sections to prevent water from flowing into
the support surface from the outer surface of the bridge plate.

14.2.11 Reinforcement of steel beam bridges

When reinforcing steel beam bridges with screwed-on / welded steel, capacity for reinforced cross-section can be
shall be calculated in accordance with Chapter 8, provided that additional steel cross-sections from reinforcement constitute
at least 50% of the total cross-sectional area of flanges prior to reinforcement. Screwed steel should then only be used for
traffic load and possibly additional coating weight. Furthermore, the connection between steel beam and reinforcement
dimensioned for full utilization of cross sections in reinforcement in elastic tension condition.

14.3 Existing bridges included in new road systems

By existing bridges included in a new road system is meant bridges on and above roads in stretches
development projects where existing roads are wholly or partly included as part of a new road system after
completion.

14.2.7 - 14.2.11 also apply to existing bridges included in new road systems.

It will be planned for future replacement of existing bridges in the construction of pedestrian and bicycle bridges
parallel to existing road use or new road use in parallel with existing road use. This applies
even when converted to pedestrian and bicycle use. Therefore, it must be set aside and required space
facilitating traffic shutdown in the period of replacement.

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Bridges built according to load regulations that give less traffic load than SVV 1969 should not be used as
road bridge in new road systems.

If the bridge has a design life of less than 50 years, capacity shall be demonstrated according to manual 185
Bridge design, October 2009 edition for behavioral loads and load combinations. any
rebuilding due to changed use is projected according to the same regulations.

If the bridge has more than 50 years of design life in the new road system, it should be checked
for traffic loads according to regulations for new bridges. Any rebuilding due to changed use is planned
according to the same regulations.

It is to be assessed whether the bridge is on sections of contingency significance, where it is

For example, the need for one-off transport with transformers and other heavy equipment is needed
for power supply. Control should then be carried out for cargo configurations for single-use transport after
traffic load regulations.

Existing bridges included in new road systems are assumed to be upgraded to ensure road safety
corresponding to other parts of the plant. Furthermore, any maturity must be obtained. It is then assumed that
damages and deficiencies are rectified so that at least 20 years of function is ensured with a normal level of gross type
operation and maintenance. In particular, it must be ensured that it also extends beyond the said 20-year design life
becomes unnecessary with measures that conflict with the traffic flow.

14.4 Maintenance and repair measures

 When replacing bridge elements such as railings and bridge overhangs due to poor condition, the rules shall apply
for new bridges, the design is used.

14.5 Coating work

14.5.1 Capacity control
When establishing coating on existing bridges, the following should be taken into account:
1) A classification calculation shall be performed as a minimum to demonstrate the permissible coating weight
for the current usage class and road group, as well as any special road networks.
2) For road users in the national road network, a classification calculation must also be made to prove any
capacity and, in that case, maximum permissible load weight at Bk10 / 60 road group A and all special
road networks such as Sv 12/65 and Sv 12/100.
3) For road users in the county road network, a classification calculation should also be made to prove any
capacity and, in that case, maximum permissible load weight at Bk10 / 60 road group A and all special
road networks such as Sv 12/65 and Sv 12/100.
4) The weight of the coating should not be greater than that assumed in the design. (Applies
bridges where coating weight is designed as part of the self-weight).
5) There must be a minimum of 100 mm from the top coating to the top edge carrier / wing to protect
traffic safety, and ensure that the assumption of the greatest guidance width in classification is satisfied.
If this requirement cannot be satisfied, traffic safety and load bearing capacity must be considered separately.

14.5.2 Coating work on existing bridges during the operational phase

For design life> 5 years, the coating class shall be chosen in accordance with 12.2 if proven
satisfactory capacity for the coating weight according to 14.5.1. If capacity is not used

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suitable thin coating that meets the requirements for moisture insulation and protection of bridges against wear and tear.

In case of width extensions or other remodeling work, parts of the coating must be renewed
right down to the bridge deck, the entire coating on the bridge should be completely renewed. Exceptions to this requirement apply
by:
- Punctual piercing of the moisture insulation in connection with sampling, establishment of
railings, etc. Exceptions are allowed provided existing moisture insulation is
adhesive to the substrate and that local measures are taken in areas where moisture insulation is broken to
restore full moisture insulation.

- Splicing between new and existing moisture insulation. Exceptions are allowed when existing moisture insulation
meets current requirements for materials and use. Existing moisture insulation type must be
known and without injuries. Moisture insulation on new part shall be of the same type / make as on
existing. Details showing the execution of joints shall be shown in the coating drawing as indicated
i 1.3.5.10.
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