Professional Documents
Culture Documents
AS 5100.1:2017
Bridge design
AP-G51.1-17
Standards Australia wishes to acknowledge the participation of the expert individuals that
contributed to the development of this Standard through their representation on the
Committee and through the public comment period.
Standards may also be withdrawn. It is important that readers assure themselves they are
using a current Standard, which should include any amendments that may have been
published since the Standard was published.
Detailed information about Australian Standards, drafts, amendments and new projects can
be found by visiting www.standards.org.au
Australian Standard®
Bridge design
COPYRIGHT
© Standards Australia Limited
All rights are reserved. No part of this work may be reproduced or copied in any form or by
any means, electronic or mechanical, including photocopying, without the written
permission of the publisher, unless otherwise permitted under the Copyright Act 1968.
Published by SAI Global Limited under licence from Standards Australia Limited, GPO Box
476, Sydney, NSW 2001, Australia
ISBN 978 1 76035 714 6
AS 5100.1:2017 2
PREFACE
This Standard was prepared by the Standards Australia Committee BD-090, Bridge Design
to supersede AS 5100.1—2004.
This Standard is also designated as AUSTROADS publication AP-G51.1-17.
The objectives of the AS(AS/NZS) 5100 series are to provide nationally acceptable
requirements for—
(a) the design of road, rail, light rail, pedestrian and cyclist path bridges;
(b) the specific application of concrete, steel, timber and composite construction, which
embody principles that may be applied to other materials in association with relevant
Standards;
(c) the assessment of the load capacity of existing bridges; and
(d) the strengthening and rehabilitation of existing bridges.
The requirements of the AS(AS/NZS) 5100 series are based on the principles of structural
mechanics and knowledge of material properties, for both the conceptual and detailed
design, to achieve acceptable probabilities that the bridge or associated structure being
designed will not become unfit for use during its design life.
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
Significant differences between this Standard and AS 5100.1—2004 are the following:
(i) Bridge barriers The clauses for both the performance level definition and selection
and design of road bridge barriers have been revised. With the increasing concerns
about objects being thrown from bridge walkways and pedestrian bridges, clauses
have been included for the design of appropriate restriction barriers.
(ii) Environmental impacts Environmental issues that could have an impact on bridge
concepts have been included to ensure their consideration in the design process.
(iii) Collision protection The clauses for collision from rail traffic have been revised to
bring the loading in line with international practice, and to clarify the requirements.
In line with Standards Australia policy, the words ‘shall’ and ‘may’ are used consistently
throughout this Standard to indicate respectively, a mandatory provision and an acceptable
or permissible alternative.
Statements expressed in mandatory terms in notes to tables are deemed to be requirements
of this Standard.
The term ‘informative’ has been used in this Standard to define the application of the
appendix to which it applies. An ‘informative’ appendix is only for information and
guidance.
3 AS 5100.1:2017
CONTENTS
Page
1 SCOPE ........................................................................................................................ 4
2 APPLICATION ........................................................................................................... 4
3 NORMATIVE REFERENCES ................................................................................... 5
4 DEFINITIONS ............................................................................................................ 5
5 NOTATION ................................................................................................................ 6
6 MATTERS FOR RESOLUTION BEFORE DESIGN COMMENCES ........................ 7
7 ALTERNATIVE DESIGN METHODS AND MATERIALS ...................................... 9
8 DESIGN PHILOSOPHY ............................................................................................. 9
9 SAFETY IN DESIGN ............................................................................................... 12
10 SUSTAINABILITY AND CLIMATE CHANGE ..................................................... 13
11 WATERWAYS AND FLOOD DESIGN .................................................................. 13
12 ENVIRONMENTAL IMPACT ................................................................................. 15
13 GEOMETRIC REQUIREMENTS............................................................................. 16
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
APPENDICES
A ROAD BARRIER PERFORMANCE LEVEL SELECTION METHOD ................... 37
B SPECIAL STUDIES .................................................................................................. 47
BIBLIOGRAPHY ..................................................................................................................... 48
AS 5100.1:2017 4
STANDARDS AUSTRALIA
Australian Standard
Bridge design
1 SCOPE
This Standard sets out requirements for the design of new bridges and other structures, and
provides guidance on the assessment of existing bridges and modification to existing
bridges. It covers the following:
(a) Bridges:
(i) The design of road, rail, light rail, pedestrian and cyclist path bridges.
(ii) Assessment of the load capacity of existing bridges.
(iii) Strengthening and rehabilitation of existing bridges.
(b) Other structures:
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
(i) Road sign and lighting structures, noise barriers and protection screens.
(ii) Retaining structures and deflection walls.
(iii) Culverts, and structural components related to tunnels, except those covered
specifically by other Australian Standards.
(iv) Structures built over rail tracks.
2 APPLICATION
A number of clauses of the Standard nominate that some of the requirements of those
clauses shall be confirmed as accepted by the relevant authority for a bridge or other
structure before the design process is commenced. These clauses form part of the
requirements of this Standard and are listed in Clause 6.
Existing bridges and subsequent modifications were designed to the relevant Standard of
the time. There is no requirement under this Standard to upgrade a bridge to the current
Standard. However, change in use of a bridge may result in an assessment of the bridge in
accordance with this Standard, subject to the requirements of the relevant authority who
will consider risk, remaining life and the cost.
For bridges with spans greater than 100 m, rail bridges for train speeds greater than
160 km/h, or unusual or more complex bridges (including cable stayed and suspension
bridges), the provisions of this Standard shall be supplemented by other appropriate
Standards and specialist technical literature.
NOTE: Wave action on bridges is not covered in the Standard and specialist technical literature
should be consulted.
3 NORMATIVE REFERENCES
The following are the normative documents referenced in this Standard:
NOTE: Documents referenced for informative purposes are listed in the Bibliography.
AS
1428 Design for access and mobility (series)
1530 Methods for fire tests on building materials, components and structures
1530.4 Method 4: Fire-resistance tests for elements of construction
1742 Manual of uniform traffic control devices
1742.2 Part 2: Traffic control devices for general use
1798 Lighting poles and bracket arms—Recommended dimensions
5100 Bridge design
5100.2 Part 2: Design loads
5100.3 Part 3: Foundations and soil-supporting structures
5100.4 Part 4: Bearings and deck joints
5100.5 Part 5: Concrete
5100.7 Part 7: Bridge assessment
5100.8 Part 8: Rehabilitation and strengthening of existing bridges
5100.9 Part 9: Timber bridges
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
4 DEFINITIONS
For the purposes of this Standard, the definitions below apply.
4.1 Design life
The period adopted in design for which a structure or structural element is required to
perform its intended purpose with periodic maintenance and without replacement or major
structural repairs.
4.2 Ductility
The ability of a structure to undergo large deflection prior to collapsing.
for the grade of Member of Engineers Australia with bridge experience that is
considered acceptable to the relevant authority.
4.7 Reference surface
The road or rail level or, if a walkway is provided in front of the traffic barrier, the
walkway level.
4.8 Relevant authority
An agency authorized by legislation or regulation to issue determinations, orders, or other
instructions in respect of any subject covered by this Standard.
NOTE: Where compliance with this Standard is not a requirement of a relevant authority, but is a
requirement of a body such as an insurance company or association, then that body, or its
nominees, may perform the functions of the relevant authority for the purposes of this Standard.
4.9 Transom
A rail bearer on a rail bridge supporting and locating the track and guardrails, where
required, fastened to it and supported by stringer girders or deck girders on open deck
spans.
4.10 Underground rail
A rail track that is continuously enclosed above, below and on both sides by structure
and/or ground for a length of 80 m or greater, or as otherwise specified by the relevant rail
authority.
5 NOTATION
The symbols used in this Standard, including their definitions, are listed below.
Unless a contrary intention is given, the following applies:
(a) The symbols used in this Standard shall have the meanings ascribed to them below,
with respect to the structure, member or condition to which a clause is applied.
(b) Where non-dimensional ratios are involved, both the numerator and denominator are
expressed in identical units.
(c) The dimensional units for length, force and stress, in all expressions or equations, are
to be taken as millimetres (mm), newtons (N) and megapascals (MPa) respectively,
unless noted otherwise.
(d) An asterisk (*) placed after a symbol as a superscript (e.g. M y* ) denotes a design
action effect due to the design load.
Symbol Definition
AADT annual average daily traffic
CU adjustment factor for curvature
GD adjustment factor for road grade
H height of the barrier
RT adjustment factor for road type
Ru nominal capacity
*
S design action effect
US adjustment factor for deck height and under-structure conditions
capacity reduction factor
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
57 Requirements for drainage of road and rail bridges (see Clause 18.1).
58 Permission for water to run onto the bridge (see Clause 18.1).
59 Waterproofing of rail bridges (see Clause 18.3).
60 Permission to attach utility services (see Clause 20).
61 Approval and provisions for method of attachment of utility services [see
Clause 20(a)].
62 Determination that a bridge shall be designed for the effects of fire (see Clause 22).
63 Determination of the fire time-temperature curve [see Clause 22(a)].
64 Approval of the design life for a sign or light structure (see Clause 23.2).
8 DESIGN PHILOSOPHY
8.1 General
The design shall consider intended function, aesthetics, constructability, maintainability,
sustainability, climate change and safety in design.
The design shall be based on engineering principles, experimental data and experience.
All structures shall be designed and detailed to fail in a ductile manner after they reach the
ultimate limit state, so far as is reasonably practicable, such that when any element reaches
an ultimate limit state alternative load paths shall ensure the continued stability of the
structure. Where it is not practicable to ensure overall stability of the structure,
consideration shall be given to segmentation of the structure to limit the consequences of
any structural failure.
The material parts of this Standard provide a range of capacity reduction factors that are
based on the material properties and the degree of ductility for the mode of failure. Design
using any material or mode of failure not explicitly covered by this Standard shall use a
capacity reduction factor not greater than a capacity reduction factor given in this Standard
for a similar level of ductility.
To ensure the safety and performance of the structure, attention shall be given to the
following:
(a) The quality control exercised in fabrication.
(b) Supervision on site.
(c) The control of unavoidable imperfections.
(d) Competencies, qualifications, experience and skill of all personnel involved.
(e) Documentation of design assumptions to ensure control over the conditions of use of
the structure during its life.
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
9 SAFETY IN DESIGN
Safety in design is mandated by statutory requirements and shall be incorporated into the
design.
The safety in design process shall identify potential hazards and the potential risks to
persons during construction, future operation, maintenance and eventual decommissioning
of an asset. During the design phase, risks shall be eliminated or minimized.
The risks shall be ranked before and after a suitable control has been selected for
implementation, which shall highlight where sufficient risk reduction controls have been
achieved through design to reduce the risk to an acceptable level, using a process approved
by the relevant authority. Residual risks shall be managed within the assets life cycle.
NOTE: As low as reasonably practicable (ALARP) or so far as is reasonably practicable
(SFAIRP) are examples of risk processes.
The road, rail and bridge system shall sustain the SLS flood event without damage to the
bridge, channel bed, banks, and road or rail embankments (including the local effects of
piers and abutments).
The bridge shall not collapse under any flood up to and including the ultimate limit state
(2000 year ARI) flood, including the effects of debris and scour. As critical design
conditions may occur at the overtopping flood, this shall be considered in the strength
design of the bridge.
The afflux limit (and corresponding ARI) shall be as specified by the relevant authority.
The hydraulic capacity of the system shall allow the passage of the 2000 year ARI flood
without catastrophic effects or failures.
The design shall allow for the impact of any stream excavation, improvement works or any
altered flood patterns caused by the bridge and the approach embankment of the road or rail
system.
Consideration shall be taken of the corresponding scour at the relevant floods. Any scour
protection, if provided for the SLS, shall not be relied upon at the ULS.
Abutments shall be adequately protected to prevent scour for floods up to the SLS.
TABLE 11.1
FLOOD IMMUNITY AND SLS ARI FOR ROAD STRUCTURES
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
Flood
Elements Austroads road classification SLS
immunity (Note 1)
Cross-drainage Controlled access highways 100 years 100 years
(culverts and bridges) Includes: Motorways and freeways
(National/State/Territory)
Arterial roads classes 1 and 2 (Note 2) 50–100 years 50–100 years
Includes: Highways and urban arterial roads
(National/State/Territory)
Arterial road class 3 (Note 2) 50 years 50 years
Includes: Main roads (State/Territory)
Local roads classes 4 and 5 (Note 2) 10–20 years 20 years
Urban collector/distributor roads 10–50 years 20–50 years
Urban local roads 10 years 10 years
NOTES:
1 Subject to approval by relevant authority.
2 For description of road classes, refer to Austroads Guide to Road Design Part 2: Design Considerations.
11.3 Debris
The amount, type and size of debris shall be assessed. The selection of the bridge waterway
openings shall take into consideration the size and type of debris from upstream. Structures
shall be checked for—
(a) hydrodynamic forces without debris;
(b) forces due to debris mats;
(c) forces due to log impact; and
(d) urban debris, e.g. shipping containers and vehicles.
Where large logs, trees and urban debris can be anticipated, consideration shall be given to
increasing both the span length and the freeboard to permit passage of debris.
11.4 Stream improvement works
Where the natural stream course is unstable, stream improvement and protection works
shall be considered.
11.5 Piers and abutments
Piers and abutments shall be designed to minimize their effects on water flows and—
(a) to avoid the trapping of debris where this is considered likely; and
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
12 ENVIRONMENTAL IMPACT
Environmental requirements shall be determined by the relevant authorities and shall
include consideration of the following:
(a) Discharge of pollutants The risk of pollutants entering or being washed into
watercourses. Where structures cross waterways, pollutant containment structures or
devices shall be provided as required by the relevant legislation.
(b) Paint systems Where structures require a paint system, the paint system shall not be
toxic to the environment. In particular, attention shall be given to any adverse
environmental effects from the paint itself, e.g. nature and percentage of the volatile
component.
Where the structure concerned contains older components, particular attention shall
be given to the existing paint system and any requirements for a containment system
during the course of paint removal work.
(c) Flora and fauna protection In the design of structures that are located in areas of
sensitive flora and fauna (including aquatic fauna), design details and construction
techniques shall be selected to minimize the impact on adjacent flora and fauna.
Particular attention shall be given to the requirements for temporary work platforms
and staging, which usually extend beyond the limits of the final structure.
(d) Capture of run-off and silt traps for excavations The requirements for erosion and
sedimentation control during the construction of the works, including the requirement
for devices such as silt traps to control erosion and minimize sedimentation.
13 GEOMETRIC REQUIREMENTS
13.1 General
Unless specified otherwise by the relevant authority, the geometric requirements for all
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
In determining the bridge carriageway widths, the following shall apply unless determined
otherwise by the relevant authority:
(i) For single lane access roads with traffic volumes less than 150 vehicles per day, a
bridge width between barriers of 4.2 m to 4.5 m shall be adopted.
(ii) Where there is a kerbed walkway on the bridge and on the approaches, the line of the
kerb on the bridge shall be aligned with the approach kerb.
(iii) Where there is a kerbed walkway on the bridge and a walkway on the approach that is
not defined by a kerb, the face of the kerb on the bridge shall be set back a minimum
distance of 600 mm from the edge of the adjacent traffic lane.
(iv) Where there is no walkway on the bridge, traffic barriers shall be set back from the
edge of the adjacent traffic lane by the edge clearance specified in Clause 13.5.
(v) Additional width shall be provided for sight distance and curve widening in
accordance with the standard practice of the relevant authority, where applicable.
The minimum clear width for the passage of vehicular traffic shall be in accordance with
Austroads Guide to Road Design, Part 3: Geometric Design and, if applicable, the
corresponding supplement by the relevant State road authority.
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
TABLE 13.4
ROADS OTHER THAN NATIONAL HIGHWAYS—LENGTH OF
BRIDGE WITH A FULL CARRIAGEWAY WIDTH DECK
Length of bridge
Type of road
m
Freeways/motorways 50 or less
Controlled access roads 50 or less
Divided highways 20 or less
Other roads where the expected
AADT will be—
> 2000 15 or less
500 to 2000 9 or less
500 6 or less
NOTES:
1 Traffic volumes are the expected annual average daily traffic (AADT)
volumes 30 years ahead.
2 Where it is considered appropriate, longer lengths than those given in this
Table may be nominated.
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
TABLE 13.5
MINIMUM EDGE CLEARANCES FOR BRIDGES WITHOUT WALKWAYS
Edge clearance at each side
Type of road
mm
Low volume, two lane roads (500 vehicles per day) 600
Medium volume, two lane roads (500 to 5000 vehicles per day) 1000
High volume roads (5000 vehicles per day) 1200
NOTE: Traffic volumes are the expected annual average daily traffic (AADT) volumes 30 years
ahead.
TABLE 13.7
MINIMUM VERTICAL CLEARANCE
Clearance
Location
m
Above urban and rural freeways 5.4
Above main and arterial roads 5.4
(see Note 3)
Above other roads 4.6
Above high clearance routes 5.9
Above very high clearance routes (with no alternative) 6.5
Beneath pedestrian and cyclist path bridges - At least 0.2 greater than adjacent bridges, but not
less than 5.4
- 5.5 where there are no adjacent bridges
- 6.0 on designated high clearance routes
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
TABLE 13.11
GEOMETRIC REQUIREMENTS
FOR PEDESTRIAN BRIDGES
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
TABLE 14.4
CRASH TEST VEHICLES AND CRITERIA FOR
DIFFERENT PERFORMANCE LEVEL BARRIERS
Barrier Test speed Impact angle MASH 2009
performance Vehicles
level km/h Degrees Test level
Low 1.1 t small car 70 25
TL2
2.27 t utility (see Note 1) 70 25
Regular 1.1 t small car 100 25
2.27 t utility 100 25 TL4
10 t rigid truck (see Note 1) 90 15
Medium 1.1 t small car 100 25
2.27 t utility 100 25 TL5
36 t articulated van (see Note 1) 90 15
Special Determined for specific site Site specific Site specific Site specific
1.1 t small car 100 25 (see Note 2)
2.27 t utility 100 25 (see Note 2)
e.g. high 36 t articulated van (see Note 1) 100 15 ~TL6 (see Note 3)
NOTES:
1 Controlling strength test vehicles.
2 No equivalent MASH test level.
3 No equivalent MASH test level. The controlling strength test vehicle may be a 44 t articulated van
substituted for the 36 t tanker. For other requirements, the MASH test level 6 should be used.
(iv) the practicability of strengthening associated bridge elements to comply with the
performance levels specified in Clauses 14.5.2 to 14.5.6 or, alternatively, as specified
otherwise by the relevant authority.
NOTE: For replacement traffic barriers on existing bridges, the relevant authority may determine
that a performance level between the performance levels nominated in the Standard may be
appropriate, on the basis of a risk assessment and the structural strength of the existing bridge.
14.5.2 No barrier
For certain bridge or culvert sites, conditions may be such that traffic barriers may
constitute a higher risk than not providing any barrier. Similarly, traffic barriers need not be
provided on low-level bridges subject to frequent flooding. Traffic barriers may be omitted,
provided all the following conditions apply:
(a) The bridge deck is less than 1.5 m above the ground or invert level of the waterway.
(b) Traffic volumes are less than 150 vehicles per day.
(c) The radius of curvature of the bridge is such that the road approaches have a sight
distance greater than the stopping distance.
(d) The width between kerbs is not less than 6.5 m for a two-lane bridge or 4.2 m for a
single lane bridge.
(e) The edge of the bridge is at least 1.0 m from the edge of traffic lanes.
(f) No pedestrian traffic is anticipated.
(g) Any water beneath the bridge is normally less than 1.2 m deep.
(h) The provision of barriers would prevent the passage of debris or the barriers would be
frequently damaged by heavy debris or both.
For roads with medium- to high-volumes of heavy vehicles, site-specific justification shall
be based on a risk assessment, with particular emphasis on third party risks for situations
including, but not limited, to the following:
(a) Bridges over major roadways.
(b) Bridges over high frequency passenger rail lines or goods lines carrying noxious,
flammable or large volumes of freight, or over critical rail infrastructure.
(c) Bridges over high occupancy land use.
For roads with medium- to high-volumes of buses, site-specific justification shall be based
on a risk assessment, with particular emphasis on the occupants of buses for situations
including, but not limited to, the following:
(i) Bridges more than 10 m high.
(ii) Bridges over water more than 3 m deep (normal flow).
(iii) Bridges over major roadways.
(iv) Bridges over high frequency passenger rail lines or goods lines carrying noxious,
flammable or large volumes of freight, or over critical rail infrastructure.
(v) Bridges over high occupancy land use.
14.5.6 Special performance level barriers
Special performance level barriers shall be provided where specified by the relevant
authority. These barriers shall be provided for—
(a) the effective containment of heavy, high centre of gravity vehicles in high risk
situations on high speed freeways, major highways and urban arterial roads with a
high volume of mixed heavy vehicles;
(b) site-specific, unusual conditions at critical locations; and
(c) locations where it is essential that penetration or vaulting by vehicles specified by the
relevant authority under impact conditions needs to be prevented.
D e pt h
H
125
8 4°
80
DIMENSIONS IN MILLIMETRES
NOTE: The reference surface is the road level or, if a walkway is provided in front of the traffic barrier, the walkway
level.
M a x i m u m h e i g ht
to b e d eter m in e d
by t h e aut h or it y
DIMENSIONS IN MILLIMETRES
NOTE: The reference surface is the road level or, if a walkway is provided in front of the traffic barrier, the walkway
level.
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
(d) The traffic faces of all traffic rails shall be within 25 mm of a vertical plane through
the face of the rail closest to the traffic. Rails further back than 25 mm or centred
lower than 380 mm above the reference surface shall not be considered as traffic rails
for the purpose of resisting the design load specified in AS 5100.2.
14.6.3 Bridge approaches
A transition barrier shall be provided on the approach to all bridge traffic barriers.
The strength and stiffness of this barrier shall vary to provide a transition between any
flexible roadside barrier and the rigid or semi-rigid bridge traffic barrier.
A smooth face and tensile continuity shall be maintained throughout. Exposed rail ends,
posts and sharp changes in the geometry of the barrier components, kerbs, and the like,
shall be avoided or transitioned out with a maximum taper of 1 in 10 for the barrier
components, and a maximum taper of 1 in 20 for kerb discontinuities.
The performance level selection for bridge approaches and departures shall be based on the
same procedure as for the bridge barriers. The length of each performance level provision
shall take into consideration local factors including, but not limited to, the following:
(a) The distance and clearance to the right of way boundary as it may affect the risk to
occupants of errant vehicles and third parties.
(b) The distance to hazards, including rigid objects and steep descents, as it may affect
the risk to occupants of errant vehicles and third parties.
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
(c) The risk associated with use of the crossing underneath the bridge and the proximity
of that crossing.
(d) The risk associated with the existence of service roads or parallel walkways and the
like.
The extent of transition of the roadside barrier system shall conform to the guidelines of the
relevant authority.
14.6.4 End treatment
The approach end of a barrier shall have a crashworthy configuration or be shielded by a
crashworthy traffic barrier or impact attenuation device as approved by the relevant
authority.
15 COLLISION PROTECTION
15.1 General
The relevant authorities shall—
(a) make an assessment of the risk of a vehicle impacting a bridge and/or adjacent
structures; and
(b) determine the level and form of protection.
15.2 Collision from road traffic
For collision from road traffic, the relevant authorities shall determine the minimum
clearance of a pier or column from the roadway beyond which road traffic barrier protection
will not be required.
Supports for pedestrian bridges shall be either located to avoid collision from road traffic or
protected from such collision.
15.3 Collision from rail traffic
15.3.1 General
The intent of the provisions of this Clause (15.3) is to—
(a) avoid collapse of structures over rail due to impact from derailed trains; and
(b) reduce the severity of impacts with structures to reduce the probability of injury to
occupants of derailed trains.
The prescriptive provisions in this Standard shall be considered as minimum requirements.
Design solutions shall comply with the intent of this Standard and shall also—
(i) consider design options to prevent or limit derailments that would impact the
structure, such as rail geometry, clearances, location of switching points and
crossings as well as track/train type;
(ii) adopt, so far as is reasonably practicable, bridging options that avoid potential
collisions with a derailed train or that are least vulnerable to impact;
(iii) refer to technical papers and data dealing with past incidents in order to predict the
likely impact scenarios from a derailed train, and consider those scenarios; and
(iv) consider derailment as a safety in design issue, and consider the effect of a derailment
treating the bridge as a whole system, including both superstructure and substructure.
15.3.2 Protection of supports for structures over rail
Unless approved otherwise by the relevant authorities, structures over rail shall have a clear
span between abutments.
Where the relevant authorities approve piers between abutments, and the nearest face of the
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
pier is closer than 10 m from the centre-line of existing or proposed tracks, provision for
impact from a derailed train shall be in accordance with Clauses 15.3.3 to 15.3.9.
Where the nearest pier face is between 10 m and 20 m from the centre-line of existing or
proposed tracks, a risk assessment, to the approval of the relevant authorities, shall be
carried out to determine the requirements for protection of supports and the loading shall be
in accordance with Clause 11.4.2.4 of AS 5100.2.
For road or pedestrian bridges over rail, where the nearest face of the pier is within 10 m
from the centre-line of existing or proposed tracks, the pier shall be a frangible pier in
accordance with Clause 15.3.3, or if a frangible pier is not reasonably practicable then the
pier shall meet the requirements of Clause 15.3.4.
Rail bridges shall not be supported on frangible piers.
A risk assessment that includes the risks associated with the use of any pier type and
superstructure articulation shall be undertaken. The risk assessment methodology shall be
acceptable to all relevant authorities.
15.3.3 Frangible piers
A frangible pier is a pier designed to be removed in the event of its being impacted by a
derailed train so that damage to the train and the bridge, and harm to its occupants, are
minimized. The bridge superstructure shall not collapse onto the train in the event of the
removal of a frangible pier.
A risk assessment shall be undertaken in accordance with Clause 15.3.2 by the relevant
authorities to determine—
(a) the design loads for the frangible pier;
(b) the failure mode of the frangible pier;
(c) the acceptable post-impact deformation limits for the bridge superstructure; and
(d) the acceptable post-impact condition of the bridge with a view to its rehabilitation.
Sufficient structural redundancy shall be designed into the bridge to ensure that its
superstructure, when loaded in accordance with Clause 11.1 of AS 5100.2 and with the
frangible pier removed, does not deform in excess of the limits set by the relevant
authorities.
Unless approved otherwise by the relevant authorities, deflection walls shall be provided in
the following locations:
(a) On the approach to a retained abutment, through truss, through arch or through girder
in order to protect a derailed train from head-on impact with the abutment and wing
wall, truss, arch or through girder. The angle between an abutment wall or deflection
wall and the rail tracks shall not exceed 20°. The deflection wall may also be
incorporated as the abutment wing wall.
(b) On the approach to a pier other than a frangible pier, the deflection wall shall be
aligned with the pier, extending from the pier towards an approaching train.
The length of the deflection wall shall be determined from a risk assessment or as specified
by the relevant authorities.
15.3.7 Underground rail, air space developments and similar situations
For all underground rail and air space developments, except on platforms, the supports shall
be designed as full height continuous concrete walls aligned parallel to the adjacent tracks.
The supports shall be designed for the loads specified in Clause 11.4.3 of AS 5100.2.
For all tunnels, including cut and cover construction, where roof support is required
between tracks, a continuous concrete wall shall be provided allowing for a minimum of
small openings to meet safety requirements for cross-passages and refuges as determined by
the relevant authority.
For structures on platforms, the relevant authority shall determine the required level of
protection.
15.4 Collision from waterway traffic
Piers for bridges over navigable waterways shall be located to minimize the possibility of
impact by watercraft. When collision from shipping is possible, the design craft size, mass
and velocity (e.g. estimated maximum craft size and mass likely to use the waterway within
the design life of the structure) shall be as specified by the relevant authorities. Piers shall
be protected by auxiliary structures designed to absorb the collision impact energy, or shall
be designed to resist the collision forces from the design craft.
Alternatively, piers may be designed with no auxiliary structures to absorb the collision
impact energy or a reduced craft mass, size and velocity (e.g. typical maximum size and
mass craft likely to use the waterway within the next 20 years) as determined by the
relevant authorities, accepting that at the ultimate limit state the pier may fail when
impacted by the design collision load, provided the superstructure does not collapse (i.e.
pier-redundant superstructure). For this ultimate limit state design case, the superstructure
shall be designed such that it does not collapse although it may suffer damage with high
deflection. The design loads combination (SLS and ULS) for this optional design approach
shall be as specified in Clause 11.1 of AS 5100.2.
50 mm 50 mm square, except for bridges over rail corridors, where the clear
opening shall be not greater than 25 mm 25 mm square.
(iii) Where the protection screen is adjacent to a traffic lane, emergency breakdown
lane or parking lane, the screen shall have a minimum setback of 350 mm from
the face of the barrier, and shall be outside the working width as defined in the
Austroads Guide to Road Design, Part 6: Roadside Design, Safety and Barriers.
(iv) Where the protection screen is adjacent to a walkway, it may curve back over
the walkway to provide greater protection. Unless specified otherwise by the
relevant authority, vertical clearances above the reference surface shall be
provided as shown in Figure 16.4(b), that is—
(A) at face of railing ....................................................................... 2.2 m min;
(B) at 150 mm in front of face of railing .................................. 2.4 m min; and
(C) for cyclist paths, at 300 mm in front of face of railing .............. 2.5 m min.
Where the bridge passes over a freeway, major roadway or rail with little or no pedestrian
traffic, the protection screen or parapet shall extend to at least 6.0 m beyond the edge of the
travelling lanes or 9.0 m from the centre-line of the rail track. The aesthetics of the use and
termination of the protection screen shall be considered. Consideration shall be taken of the
effects of skew when determining the actual length of the protection screen or parapet.
Protection screens or parapets shall be designed such that failure of the screen will not
damage the bridge structure.
Where the protection screen is attached to or is part of a traffic barrier, the screen shall be
designed with appropriate connections and joints such that it does not become a hazard in
the event of a vehicle impact.
Protection screens shall be designed to be modular, so that individual panels can be
replaced.
Where protection screen and pedestrian railing are combined into one structure, the
requirements for each shall be incorporated.
300
15 0
3 0 0 0 m in.
3 0 0 0 m in.
8 0 c l ear m in. to
fac e of m e s h 25 0 0 m in.*
3 5 0 m in.
24 0 0 m in.
C o n c rete b ar r i er 2 20 0 m in.
profile Pe d e str i an
railing
Road way sur fac e
Walk way sur fac e
NOTE: Clearance shall be not less than the working width as defined in the Austroads Guide to Road Design,
Part 6: Roadside Design, Safety and Barriers.
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
DIMENSIONS IN MILLIMETRES
17 NOISE BARRIERS
Where noise barriers attached to a bridge are required by the relevant authority, they
shall—
(a) be designed such that failure of the barrier will not damage the bridge structure;
(b) have connections and joints detailed so that in the event of a vehicle impact, they
shall not fragment or become a hazard, producing projectiles;
(c) be modular so that individual panels can be replaced;
(d) not be continuous across bridge expansion joints; and
(e) comply with the working width allowance of the Austroads Guide to Road Design.
18 DRAINAGE
18.1 Drainage of the carriageway
Drainage for road and rail bridges shall be in accordance with the requirements of the
relevant authority. For road bridges, reference shall also be made to the following:
(a) Austroads Guide to Road Design, Part 5: Drainage—General and Hydrology
Considerations.
(b) Austroads Guide to Bridge Technology, Part 6: Bridge Construction.
Transverse and longitudinal drainage of the carriageway shall be effected by providing a
suitable crossfall and a camber or gradient, respectively. Water flowing downgrade on
bridge approaches shall be intercepted and shall not be permitted to run onto the bridge
unless permitted otherwise by the relevant authority. Bridge spans over rail, other roads,
pedestrian or cyclist paths or environmentally sensitive areas shall be designed without
scuppers.
20 UTILITIES
Where required, or where anticipated, provision shall be made for the attachment of utility
services on structures, as permitted by the relevant authority.
The following shall apply to the attachment of utility services on structures:
(a) The location of the utility and its method of attachment to the structure shall be
subject to the approval of the relevant authority and any special provisions required
by the utility authority shall be incorporated.
(b) Utility services shall be positioned to minimize the potential for damage from flood
events and shall be placed on the downstream side of water crossings. Utility services
shall not be placed in spill-through batters unless they are suitably protected against
the effects of scour.
(c) Fixings, brackets and other attachments shall be fabricated from durable materials.
(d) Utility services shall be constructed of a durable material, to prevent any leakage into
or onto the structure.
(e) Utility services shall be positioned outside the required clearance, to minimize the
potential for damage from vehicle impact and vandalism.
(f) Where utility services carrying liquids are located inside closed cells, drainage shall
be provided in case of leaking or bursting of the pipes.
22 FIRE REQUIREMENTS
Where the relevant authority determines that a bridge shall be designed for the effects of
fire, the time-temperature curves for the fire shall be—
(a) as determined by the relevant authority;
(b) interpolated from test data from fire tests that replicate the chosen fire conditions;
(c) determined by fire models and engineering judgement where appropriate test data
does not exist;
(d) taken from AS 1530.4 for cellulose materials; or
(e) selected from Table 22.
TABLE 22
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
Anchor bolts shall be grade 4.6. A minimum number of 8 anchor-bolts per baseplate shall
be provided for sign structures. Anchor bolts shall be fully enclosed in concrete to the top
surface of the rigid foundation or pedestal. Locknuts shall be provided except for the lower
(levelling) nuts on double-nut moment joints. Baseplates shall be at least as thick as the
anchor bolt but not less than 40 mm thick.
APPENDIX A
ROAD BARRIER PERFORMANCE LEVEL SELECTION METHOD
(Informative)
A1 SCOPE
This Appendix provides a procedure to assist in the selection of an appropriate road barrier
performance level related to traffic conditions and the road environment. It applies to
barriers on the outside edges of a bridge.
A2 GENERAL
Performance level selection is based on risk assessment of the specific site and the benefits
and costs of providing a barrier system of a specified performance level. This assessment
should take into consideration, but not be limited to, the following:
(a) The types of vehicles to be contained, e.g. cars, buses, vehicles with high centre of
mass and heavy trucks.
(b) Total traffic volumes and volumes of vehicles relevant to alternative performance
levels.
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
A3 PROCEDURE
The procedure comprises the following steps:
(a) A selection method that leads to a recommendation for a low, regular or medium
performance level barrier.
(b) The assessment of individual bridge sites, using risk assessment and benefit cost
analysis to determine the barrier performance level.
The flow chart of the selection process is shown in Figure A1.
NOTE: For additional information refer to AASHTO Guide Specifications for Bridge Railings
(1989).
construction on all lanes of the bridge. This applies to bridges with traffic in a single
direction or both directions, with or without a central median barrier. The projected traffic
growth assumed in this method is 2% per annum for 30 years.
The following adjustment factors should be determined:
(a) Adjustment factor for road type ............................................................................. RT.
(b) Adjustment factor for road grade .......................................................................... GD.
(c) Adjustment factor for curvature ............................................................................ CU.
(d) Adjustment factor for deck height and under-structure conditions .......................... US.
These adjustment factors are used to adjust the estimated total AADT on the bridge. The
adjusted AADT is then used in the barrier performance level selection process.
The barrier selection method assumes relatively free flowing traffic. To account for the
effect traffic congestion has on traffic speeds, and thus the frequency of design level
impacts on a barrier, for sites with a design speed of 80 km/h or greater and a construction
year AADT greater than 10 000 vehicles/day/lane (vpdpl), the construction year AADT
value used in selecting a bridge barrier performance level may be limited to 10 000 vpdpl
multiplied by the number of lanes on the structure.
A4.2.2 Adjustment factor for road type (RT) (see Table A1)
The adjustment factor for the relevant road type (RT) is given in Table A1.
A4.2.3 Adjustment factor for road grade (GD) (see Figure A2)
The grade is the approach downward grade in the direction of traffic.
A4.2.4 Adjustment factor for curvature (CU) (see Figure A3)
The factors chosen reflect the increasing importance of the radius of curvature as it
decreases.
TABLE A1
ROAD TYPE FACTOR
Number of lanes Adjustment
Road type AADT
(see Note 1) factor RT
One way (see Note 2) Based on one-way traffic 1 or more 2.0
Two-way divided Based on two-way traffic 2 or more 1.0
Two-way undivided Based on two-way traffic 2 or more 1.5
NOTES:
1 The number of lanes is the total number of lanes on the bridge.
2 Includes one-way roads, freeway ramps and bridges on separated carriageways of
freeways and highways.
A4.2.5 Adjustment factor for deck height and under-structure (US) conditions (see
Figure A4)
The adjustment factor for US takes into consideration the height of the bridge deck and
conditions beneath the bridge as they affect the risk to the occupants of an errant vehicle
and to third party persons, property and amenities beneath the bridge. The deck height is the
distance between the bridge deck and US surface being considered.
The adjustment factor for US shown in Figure A4, in addition to being related to deck
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
height, is based on three risk levels for land occupancy and risk levels related to depth of
water under the bridge.
Land occupancy is defined as follows:
(a) High occupancy land use Refers to land used in such a way that there is a significant
risk to persons or property below the structure or significant additional risk to
occupants of the errant vehicle (e.g. over major roadways, rail, houses, factories, and
the like).
(b) Medium occupancy land use Refers to land used in such a way that there is an
occasional risk to persons or property below the structure or additional risk to
occupants of the errant vehicle (e.g. over roads with AADT < 10 000 vpdpl, country
rail lines with occasional services, walking trails or areas with occasional human
populations).
(c) Low occupancy land use Refers to land used in such a way that there is a minimal or
insignificant risk to persons or property below the structure (e.g. over open fields,
bushland, and the like).
Deep water is defined as more than 3.0 m deep. Shallow water is defined as less than 1.0 m
deep. For intermediate water depths, interpolation of the adjustment factor may be used.
A4.2.6 Adjusted AADT
The adjusted AADT for use in Figures A5 to A8 is calculated as follows:
Adjusted AADT = RT GD CU US AADT
For bridges on roads carrying a traffic mix significantly different from the mix given in
Table A2, the designer should determine the barrier performance selection based on site-
specific benefit-cost analysis as well as the selection charts. However, the final
performance level selected should not be lower than that required by the selection charts.
For example, for bridges on roads such as tourist roads with a low traffic count but carrying
significant numbers of buses, consideration should be given to providing barriers capable of
containing these vehicles at locations where penetration or vaulting of a barrier would
present a high risk to the passengers, based on benefit-cost analysis.
The performance level to be provided should be based on all relevant site conditions
including the operational speed of the road, the number and types of buses to be constrained
and the level of risk associated with the bridge site.
TABLE A2
VEHICLE MIX BASED ON PERCENT
COMMERCIAL VEHICLES OR TRUCKS
Vehicle class Cars Vans/pickups Rigid vehicles Articulated vehicles
Commercial vehicles
Percent of traffic mix
%
10 63 27 4 6
20 56 24 4 16
30 49 21 4 26
D o e s t h e ‘ n o barr i er ’ No
Ye s
c r iter i a (se e Cl au se 14. 5. 2) B ar r i er
a p p ly to t h e br i d g e? re quire d
No
No
No
2. 2
2.0
1. 8
1.6
GD
1.4
1. 2
1.0
0. 8
-8 -7 -6 -5 -4 -3 -2 -1 0
3 .0 0
2.50
CU
2.0 0
43
1. 5 0
1.0 0
0 10 0 20 0 300 400 500 600 70 0 800 900 10 0 0
R ADIUS OF CURVATURE, m
Standards Australia
AS 5100.1:2017
AS 5100.1:2017 44
3 .0
H i g h o c c u pan cy l an d u se
or d e e p water
2.5
M e d ium o c c u pan cy l an d u se
US
2.0
1. 5
Low o c c u pan cy l an d
u se or s hall ow water
1.0
0 5 10 15 20
10 0 0
Rail of ffset:
set:
M e d ium
iu m Leve l > 3 .7 m
2.4 m
1. 2 m
AD J USTED A ADT Ve h / Day x 10 0 0
0.3 m
10 0
Re g ular
Reg ul ar Leve l
10
Low Leve l
1
5 10 15 20 25 30 35 40
% CO M M ERCIAL VEHICLES
10 0 0
Rail of ffset:
set:
M e d iu m Leve l > 3 .7 m
AD J USTED A ADT Ve h / Day x 10 0 0
2.4 m
1. 2 m
0.3 m
10 0
Re g ular
Reg ul ar Leve l
10
Low Leve l
1
5 10 15 20 25 30 35 40
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
% CO M M ERCIAL VEHICLES
10 0 0
M e d ium
iu m Leve l Rail of ffset:
s et:
> 3 .7 m
2.4 m
AD J USTED A ADT Ve h / Day x 10 0 0
1. 2 m
0.3 m
10 0
Re g ular
Reg ul ar Leve l
10
Low Leve l
1
5 10 15 20 25 30 35 40
% CO M M ERCIAL VEHICLES
E xam p l e:
For an ad ju ste d A ADT of 20 0 0 0 v p d, 10 0 k m / h s p e e d, 16% c o m m er c i al ve hi c l e s an d 1. 2 m bar r i er
of f s et . T h e se l e c te d bar r i er l eve l i s t h e re g ul ar p er for m an c e l eve l.
10 0 0
M e d ium
iu m Leve l Rail of ffset:
set:
> 3 .7 m
2.4 m
AD J USTED A ADT Ve h / Day x 10 0 0
1. 2 m
0.3 m
10 0
Re g ular
Reg ul ar Leve l
10
Low Leve l
1
5 10 15 20 25 30 35 40
% CO M M ERCIAL VEHICLES
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
APPENDIX B
SPECIAL STUDIES
(Informative)
Where changes are made to a part or all of the design processes detailed in the
AS(AS/NZS) 5100 series or new information or methods are introduced, they should be
established by special studies.
NOTE: Generally, design situations to be considered are covered by the AS(AS/NZS) 5100 series.
However, actions other than those specified in the Standard and design considerations specific to
the structure being designed may require special studies to be carried out.
Special studies should be used for the following:
(a) To establish information or methods for design not given in this Standard, or to define
more accurately the information or methods used, or where more accuracy is
considered necessary.
NOTES:
1 For example, to determine a design parameter such as a wind pressure coefficient, to
establish values for an action or to confirm a structure or population of structures.
2 Methods for performing tests and analysing test information are given in AS/NZS 1170.0.
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
(b) To evaluate loads for actions other than those specified in the AS(AS/NZS) 5100
series. Where they are considered a possibility, special studies should be used to
determine values for the following actions:
(i) Foundation movements.
(ii) Dynamic effects.
(iii) Time-dependent movement of materials.
(iv) Differential axial shortening.
(v) Shrinkage and expansion of materials.
(vi) Temperature changes and gradients (including those caused by fire).
NOTE: Care is needed in determining material properties for use in these design-loading
conditions.
Where a study is used to establish design values for an action, the factors for appropriate
combinations should be determined as part of the study. The variability of the loads derived
should be taken into consideration when determining the factors used in the combinations.
A special study should include appropriate documentation to show the source of all data.
Any documentation should demonstrate that the study is appropriate in the context of the
particular evaluation of structural performance and should include the following, where
relevant:
(A) A complete report similar in scope to that set out in AS/NZS 1170.0.
(B) Reference to other national or international standards.
(C) Comparison with other data.
(D) Analytical methods used.
BIBLIOGRAPHY
AS
5334 Climate change adaptation for settlements and infrastructure—A risk based
approach
AS/NZS
1170 Structural design actions
1170.0 Part 0: General principles
AS/NZS ISO
14041 Environmental management—Life cycle assessment—Goal and scope
definition and inventory analysis
14042 Environmental management—Life cycle assessment—Life cycle impact
assessment
14043 Environmental management—Life cycle assessment—Life cycle interpretation
EN
1992 Eurocode 2: Design of concrete structures
1992-1-2 Part 1-2: General rules—Structural fire design
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
Australian Standards®
Committees of experts from industry, governments, consumers and other relevant sectors prepare Australian
Accessed by CENTRAL QUEENSLAND UNIVERSITY on 06 Jun 2017 (Document currency not guaranteed when printed)
Standards. The requirements or recommendations contained in published Standards are a consensus of the views
of representative interests and also take account of comments received from other sources. They reflect the latest
scientific and industry experience. Australian Standards are kept under continuous review after publication and are
updated regularly to take account of changing technology.
International Involvement
Standards Australia is responsible for ensuring the Australian viewpoint is considered in the formulation of
International Standards and that the latest international experience is incorporated in national Standards. This role is
vital in assisting local industry to compete in international markets. Standards Australia represents Australia at both
the International Organization for Standardization (ISO) and the International Electrotechnical Commission (IEC).