This deliverable D5.2 assesses the impact of the TRANSFORMERS solutions on bridges, as far as the static and dynamic vertical effects are concerned. The static effect has been assessed in terms of extreme effects and fatigue, and the dynamic effects have been evaluated in terms of interaction with the bridge. As far as these two impacts are concerned, the sensitive parts of the infrastructure have been chosen, independently for the static and the dynamic behaviour of bridges. For the static effect on bridges, simply supported, single span and continuous 2-span bridges with spans of length 10 meters, 20 meters, 30 meters and 50 meters have been chosen, while the considered effects are the bending moment at mid-span and the shear force at the supports. Literature has shown that these are the sensitive infrastructure elements as far as the static effect of traffic on bridges is concerned. For the dynamic effect on bridges, a simply supported bridge with span lengths 10m, 15m and 20m is used for simplified assessment. For the detailed assessment, a solid slab plate deck model is used to represent a bridge with a cross section of inverted T-beams and several span lengths (9, 11, 13, 15, 17, 19, 21 meters). Here again, these are the infrastructure elements that have been highlighted as sensitive and to be assessed. The second step has been to define the truck configurations to assess: until details of the TRANSFORMERS solution were available, standard truck models were chosen, namely the conventional 40t-semi-trailer, a 41t-semi-trailer, a 44t semi-trailer and a 38t- truck-trailer with 2 axles. Then, with the finalizing of the TRANSFORMERS solution, the truck models have been refined in order to compare the effects of the truck + Hybrid on Demand (HoD) trailer combination and the effects of the truck + load optimization trailer. For all these truck configurations, the effect on bridges has been assessed and compared. When considering the 40t semi-trailer as reference (impact on bridge normalized to 1.0), the extreme static effect of the chosen truck configurations varies between 0.93 (38T vehicle) and 1.33 (44T vehicle). Similarly, when considering the 40t semi-trailer as reference (lifetime of bridge normalized to 100 years), the lifetime of bridges in good shape and under the sole assumption of static effect of the fully loaded TRANSFORMERS configurations varies between 89 and 136 years. For the dynamic effect on bridge, one can notice that for the bridge scenarios with stochastic road profiles being investigated, changes in values of dynamic amplification factor (usually called 'DAF' in the literature, but called 'DAmF' hereafter to avoid confusing with the TRANSFORMERS partner and OEM DAF) associated to the node location holding the largest static bending moment has hardly been altered with the truck configurations under investigation. Only when the truck has increased (44t) or decreased (38t) in GVW noticeably, DAmF of the bridge response has shown to be affected.