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Upper Table: Table of Lanes
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| Setting | Description |
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| Number |
Ordinal number of the respective lane |
| Npos |
Number of lane points |
| NInfl |
Number of influence values of the lane |
| Length |
Total length of the lane |
| Output file |
Name of the list file with protocol of applied unit loads |
| Infl. file |
Name of the file where the influence values are stored |
| Surface |
Name of the influence surface to which the influence line belongs Default: empty - No 2d traffic evaluation with influence surface
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| Offset |
(only for influence surface calculation): Difference in longitudinal direction between the reference start-point of the surface and the start point of the influence line. Note: The influence surface is defined by a set of influence lines. If the begin of the bridge is skew, the offset of the begin of the individual influence lines with respect to a reference influence line (mostly the center line of the actual lane) must be defined in order to allow for proper interpolation in transversal direction.
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| Description |
Descriptive text of the lane |
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Lower Table: Table of lane points and applied unit loads
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The table must alway consist of groups of 2 or more lines, where the first line defines the position of the lane point (keys POS3D, POSExxx), and the ensuing line(s) the unit loads to be applied (keys POSFxxx). The lane points describe the center line of the taffic lane along which the influence lines are calculated and integrated. The load definition is commonly a unit load in X, Y or Z direction, acting directly in the lane point. However, ist direction can be skew or the application point may be eccentric to the lane point. The load can also be distributed to 2 or more points, e.g. separation of an axle load into two wheel loads with intensity 0.5. It is also possible to include a factor in the load, e.g. a dynamic allowance. The influence line evaluation can the be done with the standard vehicles of the design code.
| Setting | Description |
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| POS3D |
Definition of the position of the lane point in global coordinates.
- Data1, Data2, Data3: Coordinates X, Y, Z of the lane point
- Data7: Factor phi of the lane point (multiplier of the influence value)
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| POSEL(XYL) |
Definition of the position of a lane point relative to an element axis (eccentricity direction local).
- Data1, Data2, Data3: Coordinates X, Y, Z of the lane point
- Data4: dl/l
- Data7: Factor phi of the lane point (multiplier of the influence value)
- POSELY: Consider cross-section eccentricity Y0 (global) for reference line
- POSELZ: Consider cross-section eccentricity Z0 (global) for reference line
- POSELYZL: Consider cross-section eccentricity Y0, Z0 (lokal) for reference line
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| POSEG(YZL) |
Definition of the position of a lane point relative to an element axis (eccentricity direction global).
- Data1, Data2, Data3: Coordinates X, Y, Z of the lane point
- Data4: dl/l
- Data7: Factor phi of the lane point (multiplier of the influence value)
- POSELY: Consider cross-section eccentricity Y0 (global) for reference line
- POSELZ: Consider cross-section eccentricity Z0 (global) for reference line
- POSELYZL: Consider cross-section eccentricity Y0, Z0 (lokal) for reference line
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| POSERL |
Simplified point input for points located between two other fully defined points.
- Data4: dl/l
- Data7: Factor phi of the lane point (multiplier of the influence value)
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| POSFG |
Definition of a unit load an distribution to the surrounding element
- Data1, Data2, Data3: Coordinates X, Y, Z of the lane point
- Data4, Data5, Data6: Unit load vector Fx, Fy, Fz
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(YZL) siehe POSEL
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| POSFRG |
Simplified load definition (load application directly in the lane point)
- Data1: dl/l
- Data4, Data5, Data6: Unit load vector Fx, Fy, Fz
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(YZL) siehe POSEL
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Note: The influence values are multiplied with this factor. This allows for instance for defining a lane related dynamic allowance, although this is in practice more often related to the load trains. However, if this factor is dependent on the span length and different in different spans, the selective definition for the individual lane points may be quite useful. An other possible application is a lane with variable width and uniform surface load. In this case it is advantageous to define a load train for width 1 m, and to define the actual width at the individual lane point as factor phi.
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