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AS 5100.2:2017
Bridge design
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.
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using a current Standard, which should include any amendments that may have been
published since the Standard was published.
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be found by visiting www.standards.org.au
Australian Standard®
Bridge design
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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 715 3
AS 5100.2:2017 2
PREFACE
This Standard was prepared by the Standards Australia Committee BD-090, Bridge Design,
to supersede AS 5100.2—2004.
This Standard incorporates Amendment No. 1 (August 2017). The changes required by the
Amendment are indicated in the text by a marginal bar and amendment number against the
clause, note, table, figure or part thereof affected.
This Standard is also designated as Austroads publication AP-G51.2-17.
The objectives of the AS(AS/NZS) 5100 series are to provide nationally acceptable
requirements for—
(a) the design of road, 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 objective of this Part (AS 5100.2) is to specify minimum design loads and load effects
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for road, rail, pedestrian and cyclist path bridges, and other associated structures.
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.
Significant differences between this Standard and AS 5100.2—2004 are the following:
(i) Changes and clarifications to the provision for collision loads from rail traffic.
(ii) Changes to dynamic load allowance for rail traffic load effects.
(iii) Addition to provisions for bridge collision from waterway traffic.
(iv) Updated bridge traffic barrier loads to more closely reflect vehicles currently using
the road network. Barrier test levels and minimum effect heights were adopted from
the AASHTO Manual for Assessing Safety Hardware (MASH 2009) which replaced
NCHRP Report 350 (1993).
(v) Earthquake design procedures for bridges rewritten to align with the current
earthquake loading Standard AS 1170.4—2007, Structural design actions, Part 4:
Earthquake actions in Australia. New displacement-based earthquake design
procedures were included.
(vi) Improvement to serviceability and fatigue limit states for road signs and lighting
structures.
(vii) Expansion of water flow forces to include impact from large moving objects during
flood events.
(viii) Addition of light rail vehicles.
Other differences between this Standard and AS 5100.2—2004 are the following:
(A) Improved pedestrian and cyclist path barrier loads.
(B) Expanded dynamic loads for pedestrian and cyclist path bridges.
(C) New table for unfactored vertical pressure due to design rail traffic loads.
3 AS 5100.2:2017
CONTENTS
Page
1 SCOPE AND GENERAL ............................................................................................ 5
2 NORMATIVE REFERENCES .................................................................................... 6
3 DEFINITIONS............................................................................................................. 6
4 NOTATION ................................................................................................................. 7
5 MATTERS FOR RESOLUTION BEFORE DESIGN COMMENCES ...................... 13
6 DEAD LOADS (G) .................................................................................................... 14
7 ROAD TRAFFIC (Q) ................................................................................................ 18
8 PEDESTRIAN, CYCLIST PATH AND MAINTENANCE TRAFFIC (Q) ................ 29
9 RAIL TRAFFIC (Q) .................................................................................................. 31
10 MINIMUM RESTRAINT LOAD .............................................................................. 42
11 COLLISION LOADS ................................................................................................ 42
12 KERB AND BARRIER DESIGN LOADS AND OTHER REQUIREMENTS FOR
ROAD TRAFFIC BRIDGES ..................................................................................... 47
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APPENDICES
A DESIGN LOADS FOR SPECIAL PERFORMANCE LEVEL BARRIERS............... 95
B DISPLACEMENT-BASED EARTHQUAKE DESIGN............................................. 96
C SM1600 AND 300LA LOAD EFFECTS FOR SIMPLY SUPPORTED SPANS ..... 118
D SUMMARY OF LOAD FACTORS AND COMBINATIONS................................. 121
STANDARDS AUSTRALIA
Australian Standard
Bridge design
The design loads and forces shall be considered as acting in combinations as set out in
Clause 23.
NOTE: A summary of load factors is tabulated in Appendix D.
Each individual bridge shall be assessed to ascertain whether any other loads, forces or load
effects are applicable for that particular design. The magnitude of these additional forces or
load effects and their combination with other loads shall be consistent with the principles
set out in AS 5100.1.
On the front sheet of the bridge drawings, the following details relating to design loads
shall be shown, where relevant:
(a) The Standard used.
(b) Any significant variation to the minimum design loads as set out in this Standard.
(c) Traffic load, e.g. 300LA and SM1600, including lateral position, if critical, and the
number of design lanes.
(d) Design traffic speed.
(e) Fatigue criteria, including number of cycles and route factor.
(f) Pedestrian loads, both horizontal and vertical.
(g) Collision load on the structure (e.g. substructure and superstructure where applicable)
or alternative load paths provided.
(h) Design wind speeds.
(i) Flood data, e.g. design velocities, levels, debris, and the like.
(j) Earthquake criteria.
(k) Differential settlements and mining subsidence effects allowed for in the design.
(l) Foundation data where not shown elsewhere.
(m) Barrier performance level.
(n) The construction loads, methods and sequence, and any other specific limitations.
2 NORMATIVE REFERENCES
The following are the normative documents referenced in this Standard:
NOTE: Documents referenced for informative purposes are listed in the Bibliography.
AS
1170 Minimum design loads on structures
1170.4—2007 Part 4: Earthquake actions
1530 Methods for fire tests on building materials, components and structures
1530.4 Part 4: Fire-resistance test of elements of construction
1657 Fixed platforms, walkways, stairways, and ladders—Design, construction
and installation
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3 DEFINITIONS
For the purposes of this Standard, the definitions given in AS 5100.1 and those below
apply.
3.1 Air space developments
A structure built over a railway or road to support overhead offices, shops, public space or
accommodation.
3.2 Cantilever sign structure
A sign structure supported at one end only.
4 NOTATION
Unless a contrary intention is given, the following applies:
(a) Where non-dimensional ratios are involved, both the numerator and denominator are
expressed in identical units.
(b) The dimensional units for length and stress in all expressions or equations are to be
taken as millimetres (mm), Newtons (N) and megapascals (MPa) respectively, unless
specifically noted otherwise.
(c) An asterisk (*) placed after a symbol as a superscript denotes a design action effect
due to the design load for the ultimate limit state (ULS).
Symbol Definition
A axle load
ALFi accompanying lane factor for the ith lane where ‘i’ equals 2 of more
Ad wetted area of the pier normal to the water flow, equal to the thickness of
the pier normal to the direction of the water flow multiplied by the height
of the water flow
Adeb projected area of debris
AL wetted area, equal to the width of the pier parallel to the direction of the
water flow multiplied by the height of the water flow; or
plan deck area of the superstructure
Ap bridge area in plan
As net wetted area of the superstructure, including any railings or barriers,
projected on a plane normal to the water flow
At area of the structure for calculation of wind load
a maximum vertical acceleration
B length of the bearing seat transverse to the bridge longitudinal axis
b width between external barriers ignoring internal kerbs, median barriers and
medians; or
overall width of the bridge between outer faces of barriers
C(Tf) design action coefficient for elastic horizontal earthquake response
Cd drag coefficient
Cd (Tf) design action coefficient
Ch (T) acceleration spectral shape factor
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length from the intersection of the principal members to the tip of the
cantilever arm of a cantilever sign structure
L characteristic length
Lbs minimum overlap length measured normal to the face of an abutment or
pier
Lc distance from the centre of the plastic hinge to the point of contraflexure in
the pier
Ld length of the superstructure to the next expansion joint
Lf span of main girders, trusses or stringers, or cross-girder spacing for cross-
girders
Lg distance of wheel load to the track centre-line
LL vehicle contact length for longitudinal collision load on a barrier
LLF total length of the bridge
Lm mean length of main girders over n continuous spans
L max largest of the values L1 , L2 , ……Ln
Lp plastic hinge length
Lsp strain penetration length for reinforced concrete piers
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r radius of curve
Sr relative submergence
T period of vibration; or
temperature
Tf fundamental natural period of the bridge; or
bridge frame fundamental natural period in the direction considered
t thickness of the deck
V design traffic speed; or
velocity of water flow
Vi shear force of the ith element of the bridge
seismic shear force at the top of pier or abutment component i
Vs design wind speed for serviceability limit state (SLS)
Vu design wind speed for ultimate limit state (ULS)
WBM load due to multiple lanes of the M1600 moving traffic load for the length
under consideration
WBS load due to a single lane of the M1600 moving traffic load for the length
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under consideration
Wc load due to multiple standard design lanes of the M1600 moving traffic
load for the length under consideration
Wi one of the n individual weights representing the bridge frame
Wt serviceability design transverse wind load
Wt* ultimate design transverse wind load
Wv serviceability design vertical wind load
W v
* ultimate design vertical wind load
Selecting a high value of density may be conservative when considering some limit states,
but may not be conservative when considering stability, stresses at transfer of prestress and
the like. If insufficient information is available to accurately assess the mean weight per
unit volume, calculations shall be performed using a range of values and the most critical
case shall be used for the design. The density of reinforced concrete shall take account of
variations in aggregate density and shall allow for the mass of included reinforcement.
To ensure that the structure satisfies minimum strength and stability criteria, an ultimate
load combination comprising only dead load, superimposed dead load, rail ballast and track
load and soil and groundwater load shall be considered. The load factors for this load
combination shall be in accordance with Clause 23.2.
TABLE 6.1(A)
WEIGHT FOR NOMINATED DEAD LOADS
Weight per cubic metre
Material
kN/m 3
Aluminium alloy 26.7
Bituminous wearing surface, asphalt 22.0
Ballast for railways 19.0
Compacted earth filling 22.0 (see Note 1)
Compacted gravel, road metal 19.0–23.0
Concrete, unreinforced (add 0.6 for each 1% by See Table 6.1(B)
volume of steel reinforcement and tendons)
Masonry 23.5
Neoprene 11.3
Sand, fine (dry) 15.5–17.5
Sand, coarse (dry) 18.0–19.5
Sand (saturated) 22.5
Steel and other ferrous metals 77.0
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TABLE 6.1(B)
WEIGHT PER CUBIC METRE OF UNREINFORCED CONCRETE
Density of coarse Cement content Weight per
Typical coarse aggregates aggregates kg/m 3 cubic metre
kg/m 3 kN/m 3
450 24.0
2500
Adelaide quartzite, 330 22.5
Brisbane gravel, Perth
granite, Sydney gravel 450 24.5
2700
Melbourne basalt, 330 23.0
Sydney basalt 450 25.5
2900
330 24.0
Hobart dolerite
450 26.0
3100
330 25.0
NOTE: The values given in the Table apply to normal concrete, have no added air and the accuracy is
approximately 0.5 kN/m3 .
construction and use of the structure, such as barriers and kerbs of steel or concrete.
To obtain the design dead loads for ULS and SLS, the nominal dead load shall be multiplied
by the appropriate load factor for dead load (g ) given in Table 6.2. The appropriate value
of g shall be applied to the dead load of all parts of the structure.
TABLE 6.2
LOAD FACTORS FOR DEAD LOAD OF STRUCTURE ( g )
ULSs where dead load
Type of material SLSs
Reduces safety Increases safety
Steel 1.10 0.90 1.0
Concrete 1.20 0.85 1.0
Concrete at transfer of prestress 1.15 0.90 N/A
Timber 1.25 0.80 1.0
NOTE: For precast members, where—
(a) appropriate control and monitoring are exercised over dimensions and mass; and
(b) the value for reinforced concrete density is based upon the measured density of the concrete to be used
and accurate estimates of reinforcement inclusion,
the relevant authority may approve a reduction of load factor to not less than 1.1 for ULSs for the cases where
the dead load reduces safety.
TABLE 6.3
LOAD FACTORS FOR SUPERIMPOSED DEAD LOAD ( gs)
ULSs where Gs
Type of structure Type of load Reduces Increases SLSs
safety safety
(a) All structures, except for Item (b) Permanent 2.0 0.7 1.3
Removable 2.0 0.0 1.3
(b) Special cases Where specified by the relevant
Permanent 1.4 0.8 1.0
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6.4 Soil and groundwater loads on retaining walls and buried structures (Ge)
The design of foundations and soil-supporting structures shall be carried out in accordance
with this Standard and AS 5100.3. The soil and groundwater loads shall be factored by the
load factor (ge) given in Table 6.4.
TABLE 6.4
LOAD FACTORS FOR SOIL AND GROUNDWATER LOADS ( ge)
ULSs where soil
Type of soil SLSs
Reduces safety Increases safety
Controlled fill with regular testing of soil density 1.25 0.85 1.0
All other fills and in situ soils 1.5 0.7 1.2
Groundwater 1.0 1.0 1.0
NOTE: Variation in water levels shall be taken into account by using design levels based on a return period
of 1000 years for the ULS or 100 years for the SLS.
TABLE 6.5
LOAD FACTORS FOR RAIL BALLAST AND TRACK LOADS ( gb)
16 0 k N
ELE VATIO N
0.4
3 . 2 m st an d ar d
2.0 design lane
0. 25
PL AN
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DIMENSIONS IN METRES
ELE VATIO N
1. 25 1. 25 3 .75 1. 25 1. 25 Varies 6. 25 min. 1. 25 1. 25 5.0 1. 25 1. 25 0.6
0. 2 2.0
0.4 3 . 2 m st an d ar d
0.6
design lane
PL AN
DIMENSIONS IN METRES
S1600 stationary traffic load shall be continuous under the axle group loads and shall be
considered as uniformly distributed over the width of a 3.2 m standard design lane. The
S1600 stationary load shall be positioned laterally within a 3.2 m standard design lane as
shown in Figure 7.2.5.
The uniformly distributed component of the S1600 stationary traffic load shall be
continuous or discontinuous and of any length as may be necessary to produce the most
adverse effects. Likewise, the axle group load position and variable spacing shall be
determined such as to produce the most adverse effects.
24 0 k N 24 0 k N 24 0 k N 24 0 k N
24 k N /m
ELE VATIO N
1. 25 1. 25 3 .75 1. 25 1. 25 Var ies 6. 25 min. 1. 25 1. 25 5.0 1. 25 1. 25 0.6
0. 2 2.0
0.4 3 . 2 m st an d ar d 0.6
design lane
PL AN
DIMENSIONS IN METRES
The HLP 320 and HLP 400 heavy load platform shall be positioned within two standard
design lanes. The heavy load platform shall be positioned up to 1.0 m laterally from the
centre of two standard design lanes. The two standard design lanes shall be positioned
laterally to create the worst effect unless otherwise specified by the relevant authority.
For bridges with three or more standard design lanes, the unobstructed standard design
lanes shall be loaded with half of either M1600 moving traffic load or the S1600 stationary
traffic load, to create the worst effect, unless the relevant authority specifies otherwise.
Accompanying lane factor for S1600 and M1600 is not applicable to this Clause.
20 0 k N H LP 3 20
Tot al l oad p er a x l e
25 0 k N H LP 4 0 0
500 500
14 0 0 14 0 0
3 6 0 0 for H LP 3 20
4 5 0 0 for H LP 4 0 0
EN D VIE W OF AN H LP A XLE
DIMENSIONS IN MILLIMETRES
FIGURE 7.3 LATERAL SPACING OF DUAL WHEELS ALONG AN AXLE FOR HLP
LOADS
b = width between external barriers ignoring internal kerbs, median barriers and
medians
The full width between external barriers on the bridge shall be designed for road traffic to
allow for future changes to lane markings, unless otherwise specified by the relevant
authority.
These standard design lanes shall be positioned laterally on the bridge to produce the most
adverse effects.
7.6 Accompanying lane factors
If more than one lane is loaded, the A160, M1600, S1600, M1600 tri-axle load or light rail
loading applied to the additional lanes shall be multiplied by the accompanying lane factors
given in Table 7.6.
The number of standard design lanes loaded and the load patterning (standard design lane
numbering) shall be selected to produce the most adverse effects.
For bridges that support vehicle and pedestrian, cyclist path or maintenance traffic, the
accompanying lane factors shall be applied to both the vehicle and pedestrian, cyclist path
or maintenance traffic. The pedestrian, cyclist path or maintenance load shall be considered
as one standard design lane.
For bridges supporting both road and light rail traffic, each light rail track shall be
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TABLE 7.6
ACCOMPANYING LANE FACTORS
Standard design lane number (n) Accompanying lane factor (ALF i )
1 lane loaded 1.0
2 lanes loaded 1.0 for first lane; and
0.8 for second lane
3 or more lanes loaded 1.0 for first lane;
0.8 for second lane; and
0.4 for third and subsequent lanes
NOTES:
1 First lane—the loaded lane giving the largest effect.
2 Second lane—the loaded lane giving the second largest effect.
3 Third lane—the loaded lane giving the third largest effect.
TABLE 7.7.2
DYNAMIC LOAD ALLOWANCE ( )
Loading Dynamic load allowance ( )
W80 wheel load 0.4
A160 axle load 0.4
M1600 tri-axle group (see Note 1) 0.35
M1600 (see Note 1) 0.30
S1600 (see Note 1) 0.0
Heavy load platform (see Note 2) 0.1
Centrifugal force, braking force or 0.0
pedestrian load
NOTES:
1 Including the UDL component of the traffic load.
2 A heavy load platform travels at a maximum speed of 10 km/h. A
higher dynamic load allowance ( ) may apply where this speed is
exceeded.
7.7.3 Application
The dynamic load allowance ( ) shall be applied to all parts of the structure extending
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The centrifugal force (F c) shall be assumed to act at deck level and shall be applied in
accordance with the distribution of load for the M1600 moving traffic load. The centrifugal
force (Fc) shall be calculated as follows:
V2
Fc = Wc . . . 7.8.1(1)
rg
where
n = number of standard design lanes
ALFi = accompanying lane factor (see Table 7.6)
= super elevation of the road, expressed as a ratio (e.g. 4% superelevation is
expressed as 0.04 and adverse super elevation is negative)
7.8.2 Braking forces
Braking effects of traffic shall be considered as a longitudinal force. Braking forces shall be
applied in either direction. The restraint system shall be designed to resist the most adverse
co-existing effects induced by the braking force and the M1600 traffic load. The braking
force shall be applied in accordance with the distribution of the M1600 traffic load.
The braking force shall be assumed to act at the road surface.
The number and lateral position of the standard design lanes on the bridge shall be selected
to produce the most adverse effects.
The most adverse effects from the following scenarios shall be considered:
(a) Single standard design lane The braking force (FBS) applied in a single standard
design lane shall be calculated as follows:
FBS = 0.45WBS . . . 7.8.2(1)
200 kN < FBS < 720 kN
where
WBS = load due to a single lane of the M1600 moving traffic load for the
length under consideration, in kilonewtons, up to a maximum of
1600 kN
No dynamic load allowance shall be included.
FBS shall be applied to any lane of a multi-lane bridge to produce the most adverse
effects.
(b) Multiple standard design lanes The total braking force (FBM) applied in multiple
standard design lanes shall be calculated as follows:
FBM = 0.15WBM . . . 7.8.2(2)
200 kN < FBM < 1200 kN
where
WBM = load due to multiple standard design lanes of the M1600 moving
traffic load for the length under consideration, in kilonewtons, up to a
maximum of 8000 kN
No dynamic load allowance shall be included.
Accompanying lane factors shall be applied, that is—
n
= ALF M1600
i 1
i i . . . 7.8.2(3)
where
n = number of standard design lanes
ALFi = accompanying lane factor for ith lane where ‘i’ equals 2
or more (see Table 7.6)
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The number of standard design lanes to be included shall be limited to those likely to carry
traffic in a single direction, unless otherwise specified by the relevant authority.
When assessing the effects of longitudinal forces on bridge bearings and substructures, the
friction or shear displacement characteristics of expansion bearings and the stiffness of the
substructure shall be taken into account.
7.9 Fatigue load effects
The fatigue design traffic load effects shall be determined from 70% of the effects of a
single A160 axle or 70% of a single M1600 moving traffic load, without UDL, whichever is
more severe. In both cases, a load factor of 1.0 shall be used and the load effects shall be
increased by the dynamic load allowance ( ).
The single A160 axle load or M1600 moving traffic load, without UDL, shall be placed
within any design traffic lane to maximize the fatigue effects for the component under
consideration.
Unless otherwise specified by the relevant authority, the number of fatigue stress cycles to
be used for the calculation of the fatigue capacity of the structural element under
consideration shall be as follows:
(a) For the fatigue design load of 0.70 (A160 axle load) (1 + ):
(current number of heavy vehicles per lane per day) 4 104 (route factor).
(b) For the fatigue design load of 0.70 (M1600 moving traffic load without UDL)
(1 + ):
(current number of heavy vehicles per lane per day) 2 104(L0.5 ) (route factor).
where L is the effective span, in metres, and is defined as follows:
(i) For positive bending moments, L is the actual span in which the bending moment is
being considered.
(ii) For negative moment over interior supports, L is the average of the adjacent spans.
(iii) For end shear, L is the actual span.
(iv) For reactions, L is the sum of the adjacent spans.
(v) For cross-girders, L is twice the longitudinal spacing of the cross-girders.
www.standards.org.au Standards Australia
AS 5100.2:2017 26
Unless otherwise specified by the relevant authority, the route factor shall be—
(A) for principal interstate freeways and highways .......................................................1.0;
(B) for urban freeways .................................................................................................0.7;
(C) for other rural routes ....................................................................................... 0.5; and
(D) for urban roads other than freeways ....................................................................... 0.3.
On interstate and other rural routes where there are two or more lanes in one direction, the
number of heavy vehicles per lane per day shall be the total of the heavy vehicles travelling
in that direction. On urban routes where there are two or more lanes in one direction, the
number of heavy vehicles per lane per day shall be 65% of the total number of heavy
vehicles in that direction.
The fatigue design traffic load effects and relevant stress cycles shall be applied to each
design lane independently.
A fatigue stress cycle shall be taken to be the maximum peak to peak stress from the
passage of the relevant fatigue design load.
Heavy vehicles shall be as defined by the Austroads Guide to Traffic Management, Part 3:
Traffic Studies and Analysis, Table A8, i.e., Classes 3 to 12.
The current number of heavy vehicles shall be based on the year the bridge is to be put into
service.
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This Clause does not apply to fatigue design of roadway deck joints.
7.10 Load factors
For ultimate, serviceability and fatigue limit state design loads, the load factors for design
road traffic loads shall be as given in Table 7.10(A).
The load factor to be applied in calculating the design centrifugal and braking forces,
excluding HLP loads, shall be as given in Table 7.10(B). The HLP load factors shall be
specified by the relevant authority.
Each of the design horizontal forces due to road traffic load shall be applied separately but
in combination with the coexisting M1600 traffic load and such load cases or any
combination thereof shall be considered as a single vehicular traffic load specified in
Clause 23.1.4.
TABLE 7.10(A)
LOAD FACTORS FOR DESIGN ROAD TRAFFIC LOADS ( Q)
Limit state
Loading
Ultimate Serviceability Fatigue
W80 wheel 1.8 1.0 0.0
A160 axle 1.8 1.0 1.0 (see Note 1)
M1600 1.8 1.0 1.0 (see Notes 1 and 2)
S1600 1.8 1.0 0.0
Heavy load platform (HLP) 1.5 1.0 0.0
Half of SM1600 traffic load in
unobstructed lanes when applied 1.8 1.0 0.0
in conjunction with HLP loading
NOTES:
1 70% of traffic load.
2 Excludes uniformly distributed load.
TABLE 7.10(B)
LOAD FACTORS FOR DESIGN
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The total width of transverse distribution shall not exceed the total width of the structure
supporting the fill.
a b
Re c t ang ular wheel c o nt ac t Re c t ang ular d i str i butio n
area at t h e road sur fac e area o n t h e sur fac e of
h t h e str u c ture
ℓ t = b + 10 0 + [ 1. 2 x ( h - 20 0 )] ℓ i = a + 10 0 + [ 1. 2 x ( h - 20 0 )]
D ire c t i o n of tr ave l
a
Re c t ang ular wheel c o nt ac t
area at t h e road sur fac e
O ver l a p of
d i s tr i b u t i o n area
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ℓi
ℓt
(c) Where it is possible for a light vehicle not exceeding 4.5 t to access the pedestrian or
cyclist path bridge, the bridge shall be designed to carry a concentrated load of at
least 20 kN on an area of 200 mm 200 mm, with no dynamic load allowance.
(d) Stairs treads and landings shall be designed for the more severe of the following live
loads:
(i) Uniformly distributed load of 5.0 kPa.
or
(ii) Point load of 4.5 kN.
or
(iii) Line load of 2.2 kN/m.
(e) Where it is required for maintenance, inspection or emergency vehicles to access the
bridge, the loading shall be specified by the relevant authority.
NOTES:
1 For barrier loading, see Clause 12.5.
2 The dynamic load allowance () is 0.0 (see Table 7.7.2).
pat h br i d g e s in d e p e n d e nt
of t h e road or r ailway
br i d g e su p er str u c ture
5
4
LOAD INTENSIT Y, kPa
2
For p e d e str i an an d
c yc li s t p at h s at t ac h e d
1 to t h e road or r ailway
br i d g e su p er str u c ture
0 10 85 10 0
LOADED ARE A , m 2
8.2 Maintenance load on service walkways not intended for public use
For rail bridges fitted with a service walkway or service platform, the minimum load shall
be 5 kPa, unless otherwise specified by the relevant authority.
For all other structures fitted with a service walkway or service platform, loads shall be
determined in accordance with AS 1657, unless otherwise specified by the relevant
authority.
8.3 Load factors
For ULS and SLS design loads, the load factors for design pedestrian, cyclist path and
maintenance loads shall be as given in Table 8.3.
TABLE 8.3
LOAD FACTORS FOR DESIGN PEDESTRIAN, CYCLIST PATH
AND MAINTENANCE TRAFFIC LOADS ( Q)
Limit state
Loading
Ultimate Serviceability
Pedestrian, cyclist path and
1.5 1.0
maintenance load
8.4 Deflection
For pedestrian and cyclist path bridges, the deflection under the SLS traffic load shall be
not greater than 1/600 of the span or 1/300 of the cantilever projection, as applicable.
The traffic load to be used for calculating deflection shall be in accordance with Clause 8.1.
In addition, pedestrian and cyclist path bridges shall be designed so that—
(a) deflections under all SLS load cases do not infringe on clearance diagrams;
(b) deflections under permanent effects do not permit ponding of water on the bridge;
(c) where a hog deflection under permanent effects applies, it does not exceed 1/300 of
the span; and
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DIMENSIONS IN METRES
12 to 20 12 to 20 12 to 20 12 to 20
( Var i e s) ( Var i e s) ( Var i e s) ( Var i e s)
Re peat num b er
of a x l e g r o u p s a s
n e c e s s ar y
DIMENSIONS IN METRES
TABLE 9.4
MULTIPLE TRACK FACTORS
Number of tracks loaded Multiple track factor
1 1.00
2 1.00 for both tracks
3 1.00 for two tracks and 0.85 for the third track
1.00 for two tracks, 0.85 for the third track and 0.70
4
for the fourth track
1.00 for two tracks, 0.85 for the third track, 0.70 for
5 or more
the fourth track and 0.60 for the remaining tracks
The design action is equal to (1 + α) the load factor the action under consideration.
In cases where a member acts in two different modes, e.g. as a deck support and also as part
of the main girder, the dynamic load allowance shall be calculated separately for the
structural actions in each mode, and the actions summed.
9.5.2 Characteristic length (Lα)
For main girders and components of rail bridge superstructures, the characteristic length
(Lα) for each component shall be dependent on the structural geometry. The values of Lα for
superstructure elements shall be as given in Table 9.5.2.
For abutments, Lα shall be the length of the supported span.
For piers, Lα shall be the sum of the lengths of the loaded adjacent spans.
For bearings, Lα shall be per Table 9.5.2 for the member support.
TABLE 9.5.2
CHARACTERISTIC LENGTH (L )
Case Characteristic length (L )
Bridge members, types of bridge
No. m
Floor members
1 Stringers Cross-girder spacing +3.0
2 End stringers Cross-girder spacing
3 Cantilevered stringers 0.5
4 Cross-girders, including cantilevered cross-
girders, loaded by simply supported stringers and Twice the cross-girder spacing +3.0
continuous deck elements
5 End cross-girders, including cantilevered end
4.0
cross-girders
6 Deck slabs between supports Span of the main girders or twice the span of the
deck slab, whichever is less
7 Cantilevered deck slabs Span of the main girders or twice the distance
between each support, whichever is less
8 Suspension bars or supports loaded by cross- The values to be used shall correspond to those
girders only applying to the cross-girder, as given in Cases 4
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and 5
Main girders
9 Simply supported main girders Span of main girders
10 Continuous main girders over n spans where— for—
L m = 1/n (L 1 + L 2 ……+L n ) n = 2 3 4 5
x = 1.2 1.3 1.4 1.5
L = xL m , but L max.
11 Cantilever portions of cantilever bridges Length of the cantilevered portion plus the span
of any suspended girder supported by the
cantilever
12 Suspended girders of suspended span bridges Span of the suspended girder
13 Arches Half span
14 Buried structures (e.g. pipes, culverts, buried Half span
arches)
15 Plate web girders at bottom of welded stiffeners 0.5
16 Truss members:
(a) Top and bottom chords Three times the length from adjacent panel points
(b) Verticals Three times the length between chords
(c) Diagonals not intersected by members Three times the horizontal or vertical projection,
complying with this Standard whichever is the shorter
(d) Diagonals intersected by members Six times the horizontal or vertical projection of
complying with this Standard the overall length, whichever is the shorter
17 Lattice girder members:
(a) Top and bottom flanges and webs As for main girders
(b) Lattice members Six times the horizontal or vertical projection of
the overall length from web to web, whichever is
the shorter
(continued)
The value of the dynamic load allowance (α) for bending moment for ballasted deck spans,
open deck spans or spans with direct rail fixation spans shall be calculated as follows:
2.16
= 0.2 0.5 0.27 0.67
. . . 9.5.3
Lα 0.20
where
L = characteristic length in metres
The value of for steam locomotives shall be increased by 20%.
Transoms for open deck bridges and local effects for direct fixed tracks shall be designed
with a dynamic load allowance of 1.0.
Where a transition approach to a bridge abutment is not provided, α shall be increased by
not less than 50% of the calculated dynamic load allowance unless otherwise approved by
the relevant authority.
9.5.4 Application
For all parts of the structure extending down to the ground level, the dynamic load
allowance (α) shall be as specified in Clause 9.5.3.
For all parts of the structure below ground, culverts and soil steel structures below the
ground level, α shall be linearly transitioned from the ground level value to zero (0) at a
cover depth of 2 m. For structures in embankments, the ground level shall be taken as the
underside of the ballast.
The dynamic load allowance established for the appropriate cover depth shall apply to the
entire structure. The depth of the cover shall be measured from the underside of the ballast.
9.5.5 Dynamic load allowance for other load effects
The dynamic load allowance (α) for shear, torsion and reactions shall be taken as 0.67 of
the value for bending moment.
Where the application of the dynamic load allowance leads to greater safety or stability, e.g.
against overturning, α shall be taken as zero (0).
Where deflections are to be calculated for serviceability loads, including dynamic load
allowance, 0.67 of the dynamic load allowance () shall be used.
Where a transition approach to a bridge abutment is not provided, α shall be increased by
not less than 50% of the calculated dynamic load allowance unless otherwise approved by
the relevant authority.
9.5.6 Dynamic load reversal
Consideration shall be given to the reversal of the dynamic response to live load.
(Vibrations may continue and slowly decay after passing of traffic.) In particular, the
minimum reaction on bearings shall allow for the reduction, which may occur from the
results of the dynamic effects.
9.6 Distribution of rail traffic load
9.6.1 General
The distribution of rail traffic load to the supporting members shall be calculated using a
rigorous analysis in accordance with the appropriate clauses of the relevant material Part of
the AS(AS/NZS) 5100 series.
In the absence of a rigorous analysis, rail traffic loads shall be deemed to be distributed as
set out in Clauses 9.6.2 to 9.6.5, as appropriate.
9.6.2 Open deck steel rail bridges
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Timber bridge transoms shall be designed on the assumption that the maximum wheel load
on each rail shall be distributed equally to all transoms or fractions thereof within a length
of 1.2 m, but shall be not greater than three transoms.
For the design of beams, the rail traffic load shall be distributed and shall be applied via the
transoms as above. In such cases, additional longitudinal distribution of such loads shall not
be assumed.
9.6.3 Ballasted deck steel rail bridges
Provided that sleepers are spaced at no more than 700 mm centres, and not less than
150 mm of ballast is provided under them, the load from each axle may be uniformly
distributed longitudinally over a length of 1.1 m, and uniformly distributed laterally over a
width equal to the length of the sleeper plus the minimum distance from the bottom of
sleeper to the top of the beams. This width shall be not greater than 4.0 m, the distance
between track centres of multiple track bridges, or the width of the deck between ballast
retainers.
9.6.4 Ballasted deck concrete rail bridges
Rail traffic loads on ballasted deck concrete bridges shall be uniformly distributed
longitudinally over a length of 1.1 m, plus the depth of ballast under the sleeper, plus twice
the effective depth of slab. The total length shall be not greater than the axle spacing.
The loads shall be uniformly distributed laterally over a width equal to the length of the
sleepers plus the depth of ballast below the bottom of the sleepers, plus twice the effective
depth of the concrete slab, unless limited by the extent of the structure. This width shall not
be greater than the distance between centres of adjacent tracks on multiple track bridges.
9.6.5 Direct fixation
The distribution of rail wheel loads through directly fixed track shall be determined on the
basis of the relative stiffness of the rail, the rail fixing supports and the superstructure.
where
BF = longitudinal braking force, in kilonewtons
LLF = total length of the bridge, in metres
(b) Traction forces:
TF = 200 + 25LLF for LLF 25 m . . . 9.7.2.2(2)
825 + 15 (LLF 25) for 25 m < LLF 50 m . . . 9.7.2.2(3)
1200 + 7.5 (LLF 50) for 50 m < LLF 250 m . . . 9.7.2.2(4)
2700 + 5.0 (LLF 250) for 250 m < LLF . . . 9.7.2.2(5)
where
TF = longitudinal traction force, in kilonewtons
LLF = total length of the bridge, in metres
For specific rail traffic loads, the above braking and traction forces shall be multiplied by a
factor equal to the equivalent line load intensity (in kilonewtons per metre) of the specific
rail traffic load divided by the 300LA line load intensity of 100 kN/m. For a 150LA light
rail vehicle, this factor shall be taken as 0.5.
For multiple track bridges, the above longitudinal rail forces shall be multiplied by the
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appropriate multiple coexistence factors from Table 9.7.2.2 when used in combination to
produce the most adverse effect.
TABLE 9.7.2.2
BRAKING AND TRACTION FORCES MULTIPLE COEXISTENCE FACTORS
Number of rail vehicles Multiple coexistence factor
1 1.00
2 1.00 for both rail vehicles
3 1.00 for two rail vehicles and 0.5 for the third rail vehicle
4 or more 1.00 for two rail vehicles, 0.5 for the third rail vehicle and 0.25 for
the remaining rail vehicles
The horizontal load from an individual axle shall be distributed longitudinally along the
face of the kerb over a length of 1 m plus twice the distance from facing end of sleeper to
the inner face of the kerb. The load shall be applied at the top of sleeper level.
9.8 Fatigue load
9.8.1 Fatigue design traffic load
The fatigue design traffic load for rail bridges shall be the design rail traffic load and half
of the design dynamic load allowance. The distance between the centres of the axle groups
(Lv) shall be varied between 12 m and 20 m to produce the maximum fatigue design stress
range ( f * ) (see Clause 9.8.2).
9.8.2 Fatigue design stress range ( f * )
The fatigue design stress range ( f * ) in any element of a bridge structure, shall be derived
from the passage of the fatigue design traffic load over the bridge. It shall be the algebraic
difference between the maximum and minimum stresses caused by that load.
NOTE: Stresses and stress ranges caused by other load effects need not be included.
9.8.3 Effective number of stress cycles (n)
The effective number of stress cycles (n) of the fatigue design stress range ( f * ) to be
considered in the design of the structure shall be calculated as follows:
n = CTnT . . . 9.8.3
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where
CT = base number of load cycles for the track category, as given in Table 9.8.4
nT = number of equivalent stress cycles of amplitude f * per train, which depends
on Lf and Lv, as given in Table 9.8.3
Lf = span of main girders, trusses or stringers; or
cross-girder spacing for cross-girders
Lv = distance between the centres of axle groups (i.e. the length of the
vehicle)
TABLE 9.8.3
VALUES OF nT
Lf nT
< 2.5 240
2.5 < L f < 9.0 60.0
3
2 L v Lf
60 + 2
9.0 < L f < 25.0 Lf
Max . 60
Min . 2
> 25.0 2.0
TABLE 9.8.4
VALUES OF CT
Track category CT
Heavy haul freight 6 10 5
All passenger and 1 10 5
light rail lines
Main line freight 1 10 5
Branch line freight 1 10 4
TABLE 9.9(A)
LOAD FACTORS FOR DESIGN RAIL TRAFFIC LOAD ( Q)
Limit state
Load
Ultimate Serviceability Fatigue
TABLE 9.9(B)
LOAD FACTORS FOR DESIGN RAIL HORIZONTAL LOADS
Limit state
Traffic load
Ultimate Serviceability Fatigue
Centrifugal forces 1.6 1.0 N/A
Nosing and kerb forces 1.6 1.0 N/A
Longitudinal braking and traction 1.6 1.0 N/A
forces
otherwise accounted for in the design, a positive lateral restraint system between the
superstructure and the substructure shall be provided at piers and abutments.
For continuous superstructures, lateral restraints may be omitted at some piers, provided
each continuous section of the superstructure is adequately restrained.
The restraint system for each continuous section of the superstructure shall be capable of
resisting an ultimate design horizontal force normal to the bridge centre-line of 500 kN or
5% of the superstructure dead load at that support, whichever is greater. Supports providing
this lateral restraint shall also be designed to resist this design force. A load factor 1.0 shall
be used. The 500 kN horizontal force may, subject to authority approval, be reduced to
200 kN or 5% of the superstructure dead load for pedestrian bridges crossing low flood
velocity creeks or gullies.
Restraints shall have sufficient lateral clearance to allow thermal movements, especially on
wide and curved superstructures.
If the transverse load requirement specified in other parts of the AS(AS/NZS) 5100 series is
greater than the requirements of this Clause, the restraints shall be deemed to satisfy the
requirements of this Clause.
NOTE: Friction is not considered a positive restraint.
Except for bridges crossing low flood velocity creeks or gullies, and where there is uplift at
a bearing or support point under a combination of 500 kN acting upwards on the
superstructure and the ultimate minimum permanent vertical load, a positive vertical
restraint shall be provided to resist the uplift force.
11 COLLISION LOADS
11.1 General
Collision protection shall be considered in accordance with AS 5100.1. Collision loads shall
be considered at the ULS with a load factor of 1.0. The collision loads shall be as specified
in Clauses 11.2 to 11.6 and load combinations in accordance with Clause 23, where
applicable.
Where an alternative load path is to be provided for road bridges in accordance with
AS 5100.1 Clause 15.3.3, the superstructure shall be designed with sufficient redundancy to
be capable of supporting the dead load plus a minimum 20% of the design traffic load
(gG + gsGgs + 0.2QQ) at the ULS with one or more piers or columns removed. The
number of supports to be removed and the traffic load for the redundancy action shall be
determined by a risk analysis approved by all relevant authorities.
11.2 Collision load from road traffic
For the purpose of this Clause, support elements are piers, columns, abutments and walls
that provide vertical supports to overhead structures. It also includes support elements for
developments adjacent to or over a roadway.
The supports for a bridge or other structure as specified above, that is within the clear zone,
as defined by Austroads Guide to Road Design (Part 3), shall be designed to resist a
minimum equivalent static load of 2700 kN acting in any direction in a horizontal plane.
The load shall be applied 1.2 m above ground level. This load shall be considered at the
ULS.
A load factor of 1.0 shall be used for the ULS.
NOTE: This load does not represent a head-on collision. Head-on collision loads can be
significantly higher and are outside of the scope of this Standard.
11.3 Loads on protection beams
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Where specified by the relevant authority, protection beams shall be installed to protect the
superstructure of low clearance bridges from impact from road vehicles. They shall be
designed for the ultimate loads given in Table 11.3, with a load factor of 1.0.
Protection beam supports shall be capable of resisting loads 25% greater than the capacity
of the protection beam itself.
TABLE 11.3
ULTIMATE LOADS ON PROTECTION BEAMS
ULS
Load
kN
1000 (towards the bridge)
Horizontal
750 (away from the bridge)
Vertical (uplift) 500
11.4.3 Bridge and structural components within 10 m of the centre-line of the rail track
Any part of any structure specified in Clause 11.4.1, including the superstructure, within
10 m horizontally and 5 m vertically of the centre-line of the nearest rail track, shall be
designed to resist a minimum collision load of 500 kN. The collision load shall be applied
in any direction and at any height, directed towards the component from the adjacent track
centre-line, except downwards. Above 5 m and up to 10 m vertically above the rail track
level, this collision load shall vary linearly from 500 kN at 5 m to zero at 10 m. When
applied vertically upwards, the force shall be distributed over an area of one square metre,
to allow for roof crushing of the rail vehicle.
Platforms shall not be assumed to provide protection to permit reduction of this collision
load.
This collision load shall not be applied in conjunction with the loads specified in
Clause 11.4.2.
For underground rail and air space developments, these loads shall be multiplied by a factor
of three (3) and there shall be no reduction for vertical height up to 10 m. When applied
vertically upwards, this collision load shall be distributed over an area of 2 m2.
11.4.4 Through-type rail bridge superstructures
11.4.4.1 General
This Clause (11.4.4) applies to the principal structural elements of through-type
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superstructures that extend vertically above the level of the rail track that they are
supporting. This includes through-girders (flanges and webs), through trusses (top chord,
verticals and diagonals) and through-arches (arch chords and hangers). These elements are
usually in close proximity to the rail line.
11.4.4.2 Collision loads within the bridge
Unless otherwise approved by the rail authority, the bridge shall be designed for collision
loads from a derailed train anywhere within the bridge.
A barrier extending not less than 2.0 m above rail, or to the top of the uppermost primary
structural element, whichever is the lower, shall be provided unless the bridge
superstructure is designed to resist the collision load defined in Clause 11.4.3 and there is
no possibility of a vehicle snagging (that is, if the primary structural elements provide a
smooth and solid impact surface).
The barrier shall be designed to resist the collision load defined in Clause 11.4.3 and shall
provide a smooth and solid impact surface such that there is no possibility of a vehicle
snagging.
Primary structural elements higher than 2.0 m above the rail tracks shall be designed for the
collision load defined in Clause 11.4.3.
Alternatively, the collision load to be resisted by the primary structural elements and/or the
barrier may be determined from a dynamic collision analysis, approved by the relevant
authority, which takes into consideration design track speed and geometry, design load with
representative rolling stock characteristics (centre of mass and distribution, stiffness of
components, etc.), bridge and barrier stiffnesses.
11.4.4.3 Protection against head-on collision with the end of the through-girder, arch or
truss
Unless otherwise approved by the rail authority, the ends of the girder, arch or truss shall be
protected against head-on collision as specified in this Clause.
A deflection wall or barrier shall be provided in front of the end of the girder, arch or truss,
to protect it from head-on collision. This barrier may be an independent concrete wall or
integral with the approach slab, or a steel post and rail barrier and shall be designed in
accordance with Clause 11.4.4.2.
11.5 Derailment loads
11.5.1 General
Rail bridges designed to carry 300LA loads shall be designed for two separate train
derailment load cases as set out in Clauses 11.5.2 and 11.5.3. The loads shall be
proportioned if a different traffic load is specified. Derailment loads shall only be
considered for the ULS without dynamic load allowance, and shall act in combination with
long-term permanent effects.
11.5.2 Derailment load Case A
For derailment load Case A, a bridge shall be designed for the more unfavourable of the
following loads:
(a) 300LA load applied as wheel loads, separated by the track gauge, parallel to the track,
and in the most unfavourable position within a distance to track centre-line (Lg),
where Lg is equal to 1.5 times the track gauge.
(b) A single vertical point load of 200 kN, acting at the most unfavourable position on
any part of the structure.
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For the loads specified in Items (a) and (b), an ultimate load factor of 1.2 shall be used.
11.5.3 Derailment load Case B
For derailment load Case B, a bridge shall be designed for an equivalent line load of
100 kN/m, over a length of up to 20 m, acting on the edge of the superstructure, using an
ultimate load factor of 1.0.
11.5.4 Derailment kerbs
Where the relevant authority requires a kerb to be provided to keep derailed bogies tracking
parallel to and in close proximity to the rails, the following provisions shall apply:
(a) The kerb height shall extend 200 mm above the height of the adjacent running rail.
Kerbs shall be located as close as practicable to the adjacent running rail.
(b) The kerb shall extend to the full length of the bridge, including approach transition
slabs, without snagging points.
(c) Kerbs shall be designed for a horizontal load of 300 kN distributed over a 1 m length,
acting at the top of the kerb, perpendicular to the centre-line of the track.
(d) An ultimate load factor of 1.0 shall be used.
11.6 Collision from waterway traffic
The harbour master, port authority or other relevant authority shall recommend the type of
vessel, weight of vessel and speed of impact on the bridge. This includes the channel and
adjacent pier locations. The upper bound loads shall consider all vessels currently operating
in the waterway or likely to operate in the waterway for the next 100 years. The minimum
velocity of impact shall be the larger of the maximum flood velocity or the maximum speed
of the vessel under power. The proposed design vessel and speed shall be reviewed and
approved by the relevant authority.
Unless a more advanced method of analysis is adopted, or unless otherwise specified by the
relevant authority, the ultimate equivalent static vessel impact force shall be determined in
accordance with AASHTO LRFD Bridge Design Specifications. The resulting minimum
equivalent static ship impact force applicable to piers in navigable waterways shall be
approved by the relevant authority.
Piers in the waterway shall be designed for an equivalent static vessel impact force in the
direction of the channel centre-line. The piers shall be designed to resist a load of 50% of
the equivalent static vessel impact force applied separately in a direction perpendicular to
the channel centre-line. These forces shall be applied anywhere between 1.0 m above mean
low water spring (MLWS) and 1.0 m above mean high water spring (MHWS).
The superstructure shall be designed to resist a horizontal force equal to 20% of the
equivalent static vessel impact force applied independently of impact loads to the piers.
12.2.1 General
The design criteria, including loads and geometric requirements provided in this
Clause (12) and in AS 5100.1 shall be used for the following:
(a) Developing a prototype barrier for a crash test program to validate vehicle/barrier
interaction performance.
(b) Designing minor modifications to a barrier system that has been validated by either
crash testing or performance review to develop a geometrically and structurally
equivalent barrier. The modified barrier shall not have features that are absent in the
validated configuration (which might detract from the performance of the barrier
system).
(c) Designing a modified barrier system to ensure that the components are capable of
safely redirecting all vehicles nominated in the crash test vehicle criteria for that
barrier performance level, as specified in AS 5100.1.
In order to minimize damage to bridge decks and for safety considerations, bridge barriers
shall be designed as progressive strength systems in which barriers and then their
connections fail prior to the failure of the supporting elements.
12.2.2 Traffic barrier design loads
The ultimate design loads and load distribution lengths for low, regular and medium traffic
barrier performance levels, as defined in AS 5100.1, shall be as given in Table 12.2.2.
The ultimate design loads and load distribution lengths for special barrier performance
levels shall be the subject of specific investigations consistent with the criteria specified in
AS 5100.1, and shall be specified by the relevant authority.
NOTE: Typical design loads for special performance level barriers are given in Appendix A.
An ultimate load factor of 1.0 shall apply to the design of bridge barriers.
The following load combinations shall be considered:
(a) Transverse and longitudinal loads applied simultaneously.
(b) Vertical loads only.
Concrete barriers are rigid barriers whilst post and rail barriers are semi-rigid. Where the
barrier height is increased due to rail electrification, anti-throw or for protection
requirements, the additional barrier height shall not be modelled in the design of the barrier
system, as it is not required for vehicle redirection. All posts on a post and rail barrier shall
have the same cross-section. All loads on rail and post-type barriers shall be applied for the
greater effect of—
(i) equal load on each rail; and
(ii) the centroid of the loads that is greater than or equals the minimum effective height in
Table 12.2.3.
NOTE: A design methodology for barriers is provided in AASHTO LRFD Bridge Design
Specifications.
The distribution of the longitudinal load to post shall be consistent with the continuity of
rail elements.
TABLE 12.2.2
TRAFFIC BARRIER DESIGN LOAD AND CONTACT LENGTH
Vehicle contact
Ultimate Ultimate Vehicle
Ultimate length for
longitudinal or vertical contact length MASH
Barrier transverse transverse load
transverse downward for vertical test
performance outward load (L T ) and
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TABLE 12.2.3
MINIMUM EFFECTIVE HEIGHT
OF TRAFFIC BARRIER
Barrier performance Minimum effective height
level mm
Low 600
Regular 900
Medium 1200
12.2.4 Connection
The yield strength of steel anchor bolts for the barrier shall be fully developed by bond,
hooks, attachment to embedded plates or any combination thereof. Other means of
connection shall be subject to approval of the relevant authority.
A load factor of 1.05 shall apply to the design of connection bolts and connection
reinforcement.
12.2.5 Continuity
Full lateral strength shall be provided throughout the barrier length.
In the case of steel railing, splices may be provided by bolted sleeve joints or full
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penetration butt welds. For bending and shear, full rail continuity shall be provided in the
splice section. For tension, a minimum of 75% of the tensile strength of the theoretical
gross rail section shall be provided in the splice section.
12.3 Bridge deck
The loads transmitted to the bridge deck shall be determined from the results of load testing
or ultimate strength analysis of the barrier system using the loads given in Table 12.2.2.
The design ultimate capacity of the bridge deck shall be a minimum of 1.1 times greater
than the design ultimate capacity of the barrier connection to the deck.
NOTE: The barrier impact loads and traffic loads on the deck need not be applied simultaneously
when designing the deck.
12.4 Expansion joints and end barriers
12.4.1 Post and rail type barriers
Where the total longitudinal movement at rail level is 50 mm or less, joints providing
continuity between lengths of rails or across expansion or rotational joints shall be capable
of transmitting 75% of the tensile strength of the theoretical gross rail section. The joints
shall be capable of transmitting the full design requirement of the rail in bending at any
extension of the joint.
Where the total longitudinal movement at rail level is greater than 50 mm, joints across
expansion or rotational joints shall be capable of transmitting the full design requirement of
the rail in bending and shear at any extension up to the full design movement at the joint
plus 100 mm.
Special end posts shall be provided at each side of the joint, spaced as closely together as
required to compensate for the loss in beam action of the barrier over the joint.
Where significant movements take place in a vertical or transverse horizontal direction,
joints shall comply with this Clause. Where compliance is not possible, a discontinuity of
the barrier is permitted. The gap between the ends of the rail shall be not greater than the
calculated maximum joint gap plus 25 mm.
NOTE: It is emphasized that this discontinuity is only permitted in extreme cases.
Some form of bridging of the ends of the rails shall be devised to prevent a vehicle that is in
contact with a deflected length of barrier directly striking the end of an undeflected length.
When a bridging piece is used, it shall be securely attached to the end of the rail on the
approach end.
12.4.2 Rigid barrier at a movement joint
Barrier panels on each side of a movement joint shall be designed in accordance with either
of the following:
(a) They shall stand alone and shall not have any shear transfer arrangements
incorporated across the joint.
or
(b) They shall be continuous across a joint with a load transfer mechanism. The
mechanism shall be proven by design or test and shall be subject to approval of the
relevant authority. The load transfer mechanism shall be corrosion resistant and
replaceable.
Where movements that produce a gap greater than 25 mm take place, a bridging plate shall
be incorporated. The bridging plate shall be securely fixed to the approach traffic end, and
shall be corrosion resistant and replaceable. Where the gap is greater than 600 mm, the
bridging plate shall be designed to transfer the traffic barrier design loads to the adjacent
end panels on each side of the joint.
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(D) A load of 1.0 kN acting over an area of 0.1 m 0.1 m in a transverse direction away
from the path on the infill area
The load effects from barrier loading shall be considered in combination with the
serviceability pedestrian loading.
The load factors to be applied in calculating the pedestrian and cyclist path barrier loading
shall be as given in Table 12.5.
TABLE 12.5
LOAD FACTOR FOR DESIGN OF PEDESTRIAN
AND CYCLIST PATH BARRIER LOAD
Limit state
Load
Ultimate Serviceability
Pedestrian and cyclist path
1.8 1.0
barrier load
13 DYNAMIC BEHAVIOUR
13.1 General
Vibration shall be considered at the SLS.
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NOTE: Vibration induced in bridges by traffic or pedestrians may cause alarm or public unease as
to the safety of the structure or resonance in the structure.
13.2 Road bridges
13.2.1 With walkways
This Clause (13.2) shall apply to bridges and similar structures that support platforms or
other areas intended for public use.
The vibration of a road bridge shall be investigated as a SLS if the structure is fitted with a
walkway intended for public use. The serviceability design load of 0.7 (M1600 moving
traffic load without UDL), including dynamic load allowance, shall be positioned along the
spans and within any design traffic lane to produce the maximum static deflection of the
walkway. The deflection at the centre of the walkway shall be not greater than that shown
in Figure 13.2.1, unless an investigation complying with Clause 13.2.3 is undertaken.
AS 5100.2:2017
120
Standards Australia
110
10 0
90
80
70
60
52
50
Unac c e pt a
able
ble
40
30
Ac c e pt a b l e
20
0
1 2 3 4 5 6 7 8 9 10
FIGURE 13.2.1 STATIC DEFLECTION LIMITS FOR ROAD BRIDGES WITH WALKWAYS
www.standards.org.au
53 AS 5100.2:2017
acceleration shall be not greater than 0.25f00.78 m/s 2, where f0 is the fundamental frequency
of vibration. The design pedestrian load shall have a weight of 700 N and be assumed to
cross the structure at an average walking speed, in the range of 1.75 to 2.5 footfalls per
second.
This Clause (13.4) shall also apply to bridges and similar structures that support access
routes to platforms or other areas intended for public use.
NOTE: For determining the maximum vertical acceleration, see Clause 13.4.2.
Where the fundamental frequency of horizontal vibration is less than 1.5 Hz, special
consideration shall be given to the possibility of excitation by pedestrians of lateral
movements of unacceptable magnitude.
NOTE: Bridges with low mass and damping, and expected to be used by crowds of people, are
particularly susceptible to such vibrations. Specialist literature should be referred to.
13.4.2 Maximum vertical acceleration
In the absence of a more advanced analysis, and for simply supported bridges only, the
maximum vertical acceleration (a), in m/s2, may be taken as:
a = 42f2y (m/s 2)
y = static displacement due to design pedestrian load of 700 N, in metres
= dynamic response factor (see Figure 13.4.2)
16.0
δ = 0.0 3
14.0
δ = 0.0 4
12.0
δ = 0.0 5
DYNAMIC RESPO NSE FACTOR , Ψ
10.0
8.0
6.0
4.0
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2.0
0
0 10 20 30 40 50
SPAN, m
NOTE: Values of for different types of construction are given in Table 13.4.2.
TABLE 13.4.2
LOGARITHMIC DECREMENT OF DECAY OF VIBRATION ( )
Bridge superstructure
Steel with asphalt or epoxy surfacing 0.03
Composite steel/concrete 0.04
The surcharge shall not be increased by dynamic load allowance for the calculation of
horizontal loads.
14.2 Surcharge loads from road traffic
Where highway traffic loads can approach within a distance equal to the effective height of
the wall from the back face of the structure, an equivalent load caused by an additional
height of fill, which diminishes over the height of the wall, as shown in Figure 14.2, shall
be assumed for the purpose of calculating design earth pressure. This load shall be assumed
to act above the finished grade and over the entire length of the retaining structure. The
effect of foundations or other loads placed in or on the backfill, within a distance equal to
the effective height of the wall, shall also be included.
The surcharge shall be applied irrespective of whether or not there is provision for an
approach slab in the bridge design.
2
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4
D e pt h
b e l ow
to p of
wall (m) 6
10
When adjacent rail traffic load distributions overlap, the total load shall be considered to be
uniformly distributed over the area defined by the outside limits of the individual rail load
distributions at that depth. The total width of the distribution so determined shall not exceed
the total width of the structure supporting the fill and, if the centroid of the load is not
coincident with the loaded area, the load distribution shall be taken to vary linearly to
satisfy statics.
When determining lateral earth pressures on retaining walls and abutments, the width of the
distribution shall be increased in each direction as specified above, and the vertical pressure
calculated from that distribution shall be applied to any part of the retaining wall or
abutment that is located within the zone of a 45° projection from the underside of the
sleepers.
2 . 25 m a x .
C o m b i n e d area Le n g t h
of sur c har g e of tr ac k
if < 4. 5 c o n s i d er
ereed
Le n g t h of Le n g t h of
t r ac k c o n s i d er e d t r ac k c o n s i d er e d
2 . 25 m a x .
d/2
LEGEN D:
d = d e pt h b e l ow t h e un d er s i d e of s l e e p er s
d/2 d/2
DIMENSIONS IN METRES
TABLE 14.3
VALUES OF UNFACTORED VERTICAL PRESSURE vs. DEPTH BELOW 2.5 m
LONG SLEEPER (300LA TRAIN LOAD)
Distance from centreline of track (x), m Depth
below
x = 0.0 sleeper
x = 7.0 x = 6.0 x = 5.0 x = 4.0 x = 3.0 x = 2.25 x = 1.5 x = 1.25 abutment (d)
approach m
131 131 0.00
No vertical surcharge 92 97 103 0.30
x 70 77 83 0.60
63 69 73 0.80
x = 2. 25
Pre s sure 54 58 63 64 1.00
distribution
1 48 53 57 58 1.20
Line of 1 1
d 2 44 50 54 53 1.40
influence
41 48 51 49 1.60
39 39 45 49 45 1.80
36 36 43 46 42 2.00
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35 35 42 45 40 2.20
4. 5 m
35 35 42 45 39 2.40
34 34 41 44 39 2.60
33 33 33 40 43 39 2.80
33 33 33 39 42 38 3.00
32 32 32 39 41 38 3.20
32 32 32 38 41 37 3.40
31 31 31 37 40 37 3.60
30 30 30 30 36 39 36 3.80
30 30 30 30 36 38 36 4.00
29 29 29 29 34 37 35 4.50
28 28 28 28 28 33 35 34 5.00
26 26 26 26 26 32 34 33 5.50
25 25 25 25 25 25 31 33 33 6.00
25 25 25 25 25 25 30 32 32 6.50
24 24 24 24 24 24 28 31 31 7.00
22 22 22 22 22 22 27 29 30 8.00
21 21 21 21 21 21 26 28 29 9.00
21 21 21 20 21 21 25 27 28 10.00
NOTE: The values in the Table are based on the following assumptions:
(a) Values are for single track loading only.
(b) Load distribution based on standard gauge concrete sleeper length 2.5 m.
(c) Vertical pressure calculated assuming 1 to 2 longitudinal and transverse distribution, max width 4.5 m.
(d) Calculated pressure assumed to be applied over a 1 to 1 distribution width.
(e) x = 0 may be used for vertical pressure behind an abutment without an approach slab and no wing walls
within 1 to 1 line of influence.
(f) Intermediate values may be obtained by linear interpolation.
15 EARTHQUAKE EFFECTS
15.1 General
Earthquake design shall be carried out using the force-based approach detailed in this
Clause.
NOTE: For design based on the displacement method, see Appendix B.
The provisions for earthquake design in this Clause are applicable to bridges that include
the following:
(a) Conventional superstructure and support types, such as slab, beam and slab,
box-girder and truss bridges supported on single- or multi-column piers and/or
abutments.
(b) Spans not greater than 100 m.
(c) Angular change of the direction of the longitudinal axis of the bridge between
abutments less than 90°.
(d) Skew angles less than 35°.
(e) Maximum pier height of 30 m.
(f) Maximum characteristic concrete compressive strength of 65 MPa in bridge
substructures except that for bridge piers with characteristic concrete compressive
strength higher than 65 MPa, design for earthquake load cases shall be carried out
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headstock weight and tributary weight of pier columns shall be combined as a single weight
acting in the plane of the pier, and at the resultant height of the combined weights. In this
context, the tributary weight of the pier columns may be taken as 33% of the total pier
column weight, positioned at the top of the pier column.
For bridges with tall piers of significant weight, particularly those in the height range of
20 m to 30 m, the influence of pier inertia on the earthquake response of the pier responding
as a vertical beam shall be considered. The pier weight distribution shall be represented by
at least four weights along the pier height.
Where analysis of vertical earthquake response is required by Clause 15.4, or for the
analysis of horizontal earthquake response for bridges with spans longer than 40 m with
significant transverse flexibility of superstructure, the superstructure weight of the span
under consideration and of the adjacent spans, if any, shall be distributed to not less than
four locations along the span.
Where the superstructure is supported on bearings whose flexibility in the direction
considered is such that superstructure displacements are expected to exceed pier headstock
displacements by at least 200%, pier headstock weight and pier weight may be ignored.
15.3 Force-based design procedure
Design shall be undertaken for horizontal earthquake forces in both the longitudinal
direction (i.e. span direction) and the transverse direction of the bridge. Design shall be
undertaken for vertical earthquake forces where required by Clause 15.4. The longitudinal,
transverse and (where required) vertical earthquake forces shall be assumed to act
non-concurrently and shall be considered as separate load cases. A summary of the
procedure is as follows:
(a) Determine the bridge earthquake design category and design performance level
(Clauses 15.4 and 15.5).
(b) Determine the probability factor and the hazard factor (Clause 15.6).
(c) Determine the site subsoil class and hence the acceleration spectral shape factor
(Clauses 15.7 and 15.8).
(d) Calculate the design action coefficient for earthquake response, based on the
probability factor and hazard factor, the acceleration spectral shape factor, the
fundamental natural period and the design ductility factor (Clause 15.9).
(e) Calculate the earthquake forces and their distribution based on either static analysis
(Clause 15.10) or dynamic analysis (Clause 15.11).
(f) Determine the required design strength of bridge members (Clause 15.14), determine
the abutment forces (Clause 15.15) and provide structural detailing for earthquake
effects (Clause 15.16).
15.4 Bridge earthquake design categories (BEDC) and analysis requirements
15.4.1 BEDC classification
Bridges and associated structures, such as approach retaining walls, shall be classified by
the relevant authority or, if not classified by the relevant authority, they shall be classified
as follows:
(a) BEDC-4 Bridges and associated structures that are essential to post-earthquake
recovery, as specified by the relevant authority, and major bridges whose operation is
essential to economic viability at state or national levels.
(b) BEDC-3 Bridges that are designed to carry high volumes of road, rail or pedestrian
traffic, or bridges over other high traffic volume roadways, railways or buildings.
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(c) BEDC-2 Minor bridges of two or more spans, and not covered by BEDC-3 or
BEDC-4.
(d) BEDC-1 Minor single span bridges carrying infrequent traffic, and not covered by
BEDC-2, 3, or 4.
In situations where a bridge spans a road and/or rail of a higher category, the higher
category shall be adopted for the bridge design.
15.4.2 Requirements for BEDC-1
Bridge structures in BEDC-1 need not be analysed for earthquake forces. The minimum
lateral restraint provisions of Clause 10 of this Standard shall apply. The minimum bearing
seat width measured normal to the face of an abutment or pier shall be 0.3 m.
15.4.3 Requirements for BEDC-2
For bridge structures in BEDC-2, the effects of earthquake actions shall be determined
using either static analysis in accordance with Clause 15.10 or dynamic analysis in
accordance with Clause 15.11.
For all bridges in BEDC-2, vertical earthquake effects need not be considered. Abutment
forces shall be determined using the procedure in Clause 15.15. The detailing of structural
members, restraining devices, bearings and deck joints shall be in accordance with
Clause 15.16.
15.4.4 Requirements for BEDC-3
Where there is a clear dominant mode of response in a particular direction, horizontal or
vertical, the effects of earthquake actions shall be determined using either static analysis in
accordance with Clause 15.10, or dynamic analysis in accordance with Clause 15.11.
Where two or more modes each contribute at least 10% to response displacements or forces
in a particular direction, the effects of earthquake actions shall be determined using a
dynamic analysis in accordance with Clause 15.11.
For all bridge structures in BEDC-3, the effects of both horizontal and vertical earthquake
actions, and the P- effects shall be considered. Abutment forces shall be determined in
accordance with Clause 15.15. The detailing of structural members, restraining devices,
bearings and deck joints shall be in accordance with Clause 15.16.
15.4.5 Requirements for BEDC-4
Where there is a clear dominant mode of response in a particular direction, horizontal or
vertical, the effects of earthquake actions shall be determined using either static analysis in
accordance with Clause 15.10, or dynamic analysis in accordance with Clause 15.11.
Where two or more modes each contribute at least 10% to response displacements or forces
in a particular direction, the effects of earthquake actions shall be determined using a
dynamic analysis in accordance with Clause 15.11.
For all bridge structures in BEDC-4, the effects of both horizontal and vertical earthquake
actions, and the P- effects shall be considered. Abutment forces shall be determined in
accordance with Clause 15.15. The detailing of structural members, restraining devices,
bearings and deck joints shall be in accordance with Clause 15.16.
15.5 Design performance level
The strength and serviceability design of bridges shall be calculated based on either the
damage control performance level or the service (immediate use) performance level.
After the occurrence of the design earthquake, a bridge designed for the damage control
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performance level shall retain its structural integrity. Parts of the bridge susceptible to
damage by their contribution to energy dissipation during the design earthquake shall be
designed in such a manner that the structure can sustain the actions resulting from use by
emergency traffic, and that inspection/repairs can be performed.
After the occurrence of the design earthquake, bridges designed for the service (immediate
use) performance level shall be capable of being used immediately by vehicles and plant for
disaster recovery operations and evacuation of the populace. There shall be no need to
reduce ordinary traffic over the bridge, or to carry out immediate repairs.
Unless otherwise specified by the relevant authority, bridges shall be designed for the
damage control performance level under the design earthquake.
Where specified by the relevant authority, BEDC-4 bridges shall be designed for the service
(immediate use) performance level under the design earthquake.
15.6 Probability factor (k p) and design seismic hazard factor (Z)
Unless otherwise specified by the relevant authority, bridges shall be designed for an annual
probability of exceedance in accordance with Table 15.6.
The probability factor (kp) shall be determined from the annual probability of exceedance in
accordance with AS 1170.4.
Unless determined by a site-specific seismology study approved by the relevant authority,
the design seismic hazard factor (Z) shall be determined in accordance with AS 1170.4, but
shall be not less than 0.08.
TABLE 15.6
ANNUAL PROBABILITY OF EXCEEDANCE
BEDC Annual probability of exceedance (P)
4 1/2000
3 1/1000
2 1/500
1 Not applicable
The design action coefficient for elastic horizontal earthquake response [C(Tf)] shall be
determined using the following equation:
C Tf kp ZCh Tf . . .15.9.1
where
Tf = fundamental natural period of vibration of the bridge frame in the direction
considered (longitudinal or transverse)
kp probability factor, given in Clause 15.6
Z design seismic hazard factor, given in Clause 15.6
Ch(Tf) = acceleration spectral shape factor at fundamental natural period of
vibration of the bridge frame in the direction considered (longitudinal or
transverse) (see Clause 15.8)
15.9.2 Seismic acceleration for ductile horizontal earthquake response
The value of design action coefficient Cd(Tf) for ductile response shall be calculated by
dividing the design action coefficient for elastic horizontal earthquake response [C(Tf)] by
the design ductility factor () in accordance with the following equation:
C Tf kp ZCh Tf
Cd Tf . . . 15.9.2
where
C(Tf) = design action coefficient for elastic horizontal earthquake response, given
in Clause 15.9.1
= design ductility factor
The design ductility factor ( ) is dependent on the particular configuration details of the
bridge, the seismic detailing, and the axial load in concrete substructure components, as
given in Table 15.9.2.
TABLE 15.9.2
DESIGN DUCTILITY FACTOR
Material Design ductility factor ( )
Service
Damage
Bridge configuration detail (immediate
control
Pier Superstructure use)
performance
performance
level
level
Concrete Any Superstructure on elastomeric bearings 1.5 1.0
without translational movement restraint in
the direction considered
Concrete Any Superstructure on fixed pot or spherical
bearings or elastomeric bearings with
translational movement restraint in the
direction considered at piers on:
- stiff foundations (i.e. with negligible 4.0 2.0
translational and rotational movements)
- flexible foundations with significant 3.0 1.5
contribution to the displacement at pier
top (i.e. piles in 10 m or more of soft
soil)
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where
Wi = one of the n individual weights representing the bridge frame, determined
in accordance with Clause 15.2.2
Tf = fundamental natural period of the bridge in the direction considered
Cd(Tf) = value of the design action coefficient for ductile response, determined in
accordance with Clause 15.9.2
15.10.2 Bridge frame vertical earthquake force
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The bridge frame vertical earthquake force (FF) shall be determined from Equation 15.10.1
using the design action coefficient for elastic vertical earthquake response [Cd( Tf)]
determined in accordance with Clause 15.9.3.
15.10.3 Distribution of the bridge frame earthquake force
The bridge frame earthquake force ( FF) shall be distributed to the n bridge frame weight
locations (Wi) using the following equation:
Wii
FF n
Fi = . . . 15.10.3
W
i 1
i i
where
Fi = bridge frame earthquake force at bridge frame weight location Wi
i = value of normalized fundamental displacement mode shape at the location
of weight Wi
Wi = one of the n individual weights representing the bridge frame, determined
in accordance with Clause 15.2.2
15.11 Earthquake forces determined from dynamic analysis
Where required or used, dynamic analysis shall be carried out in accordance with
AS 1170.4, except as noted in this Clause.
The dynamic analysis procedure shall be either a modal-response-spectrum analysis or a
time-history analysis.
Both elastic and inelastic time-history analysis approaches may be used as alternatives to
modal-response-spectrum analysis. When inelastic time-history analysis is adopted,
hysteretic rules shall be appropriate for the materials and sections modelled.
Response values from time-history analysis shall be based on the average of results from
not less than five appropriate spectrum-compatible accelerograms representing the site
seismicity.
Regardless of which dynamic analysis method is adopted, member stiffness and weight
distribution shall comply with Clause 15.2.1 and Clause 15.2.2 respectively.
15.12 Seismic displacements
The displacements of the bridge frame shall be calculated using the design action
coefficient for elastic horizontal or vertical earthquake response (as appropriate) determined
in accordance with Clause 15.9.1 or 15.9.3 respectively.
15.13 P-Δ moments
Moments resulting from the weight supported by a pier acting through seismic
displacements (P-Δ moments) shall be calculated for bridges in BEDC-3 and BEDC-4. The
seismic displacements shall be calculated in accordance with Clause 15.12.
P-Δ moments shall not exceed 30% of the pier-base moment demand for the relevant
earthquake load case combination.
For concrete piers, the earthquake design moment shall be increased by 50% of the
calculated P-Δ moment where the P-Δ moment exceeds 10% of the pier-base moment
demand for the relevant earthquake load case combination.
For steel piers, the earthquake design moment shall be increased by 100% of the calculated
P-Δ moment when the P-Δ moment exceeds 5% of the pier-base moment demand for the
relevant earthquake load case combination.
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design of all structural elements. Vertical restraint devices shall be provided at all supports
where the vertical design earthquake force opposes and is greater than 50% of the static
reaction under permanent effects. The vertical restraint device shall be designed to resist an
uplift force of not less than 10% of the vertical reaction at the support due to permanent
effects. Vertical design earthquake forces (when applicable) shall be considered in the
design of horizontal restraints that rely on any component of friction.
Movement bearings are not required to accommodate the horizontal movements due to the
design seismic action. The detailing of bearings expected to be damaged due to the design
seismic action shall allow for a predictable mode of damage and an anticipated method of
repair. The consequent distribution and magnitude of earthquake forces in the bridge shall
be fully evaluated and considered in the design of all structural elements.
At expansion ends of the superstructure (including movement joints at an abutment, pier or
internal hinge) the superstructure shall overlap the substructure by a sufficient distance to
prevent loss of support to the superstructure due to the design seismic action. Sufficient
overlap length (as shown in Figure 15.16.2) shall be provided to accommodate the relative
longitudinal seismic displacement. The minimum overlap length measured normal to the
face of an abutment or pier (Lbs) shall satisfy the following:
Lbs = 1.25∆L + 0.0004Ld + 0.007 hd + 0.005 B 0.3 . . . 15.16.2
where
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L bs
L bs
L bs L bs
NOTE: For wide flood plains, the watercourse may require guide banks.
(c) For log and vessel impact, the relevant approach velocity shall be at the level of
impact being considered; and for surface impact, this shall be taken as 1.4 times the
average velocity.
(d) The adverse structural effect of local scour shall be taken into consideration in the
design at each limit state.
Where widespread, various amounts of bed scour shall be considered.
NOTE: The beneficial effect of bed scour in reducing velocity should generally be neglected
except where widespread mobile alluvium is evident and velocities can be relied upon to
occur for the flood event under consideration.
16.3 Limit states
16.3.1 ULSs
The ULSs defined in AS 5100.1 Clause 6.3 shall be satisfied for all floods up to and
including the 2000 year ARI flood. A load factor of 1.3 shall be used.
16.3.2 SLSs
The SLSs defined in AS 5100.1 Clause 6.3 shall be satisfied for all floods up to and
including the SLS flood defined in AS 5100.1 Table 11.1. A load factor of 1.0 shall be
used.
16.4 Forces on piers due to water flow
16.4.1 Drag forces on piers
In bridge structures subjected to water flow effects, the fluid forces on the piers are
dependent on the pier shape, pier configuration, the water velocity and the direction of the
water flow.
The design drag forces (Fd) parallel to the plane containing the pier shall be calculated as
follows:
Fd = 0.5 CdV2Ad . . .16.4.1
where
Cd = drag coefficient, depending on pier shape (see below)
Ad = wetted area of the pier normal to the water flow, equal to the thickness of the
pier normal to the direction of the water flow multiplied by the height of the
water flow.
Consideration shall be given to variations of the direction of the water flow.
In the absence of more exact estimates, the value of Cd shall be assumed as follows:
Cd = 0.7 (semi-circular pier nosing)
= 1.4 (square end pier nosing)
= 0.8 (90° or sharper wedge, nosing with an angle of 90° or less)
NOTE: For a diagrammatic view of typical pier end configurations, see Figure 16.4.1.
Water fl ow
d ire c t i o n
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(a) S e m i - c ir c u l ar p i er n o s i n g
Water fl ow
d ire c t i o n
(b) S q u ar e e n d p i er n o s i n g
Water fl ow
d ire c t i o n
(c) 9 0 ° or s har p er we d g e n o s in g
(w it h an g l e 9 0 ° or l e s s)
where
Cs = side force coefficient (which depends on the angle between the water flow
direction and the plane containing the pier)
AL = wetted area of the pier, equal to the width of the pier parallel to the direction
of the water flow multiplied by the height of the water flow
In the absence of more exact estimates, the value of Cs shall be assumed as follows:
Cs = 0.9 for θw 30°
= 1.0 for θw > 30°
where θw is the angle between the direction of the water flow and the transverse centre-line
of the pier.
Fd
Fd
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FL
FL
D ire c t i o n of D ire c t i o n of
water fl ow water fl ow
θw
θw
y gs
Pr . . .16.5.2(3)
d ss
where
dwgs = vertical distance from the girder soffit to the flood water surface upstream of
the bridge [see Figure 16.5.2(B)]
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4.0
3.8
3 .6
DR AG COEFFICIENT ( C d )
3 .4 P r = 1. 5
3.2
3 .0
2.8
2.6 P r = 2. 5
2.4
2. 2 Pr = 3.5
2.0
1.8 Pr ≥ 8
1.6
1.4 Lin ear inter p o l at i o n of inter m e d i ate
1. 2 valu e s i s p er m iitt te d
1.0
0. 5 1.0 1. 5 2 .0 2. 5 3 .0 3.5 4.0
Ca se 1: Fully su b m er g e d Fl o o d l eve l
d wgs
d wgs
dsp dss = dsp
dss
D ire c t i o n of D ire c t i o n of
ygs water fl ow ygs water fl ow
B e d l eve l
Ca se 2: Par t i ally su b m er g e d
Fl o o d l eve l
D ire c t i o n of D ire c t i o n of
ygs water fl ow ygs water fl ow
B e d l eve l
1.0
0.8
LIF T COEFFICIENT ( C L )
0.6
0.4
0. 2
0.0
- 0. 2
- 0.4
- 0.6
- 0.8
-1.0
-1. 2
-1.4
-1.6
-1.8
-2.0
-2. 2
0. 5 1.0 1. 5 2.0 2. 5 3 .0 3.5 4.0
6.0
5. 5
M O M ENT COEFFICIENT ( C m )
P r = 1. 5
5.0
Pr = 3.5
4. 5
4.0
3.5
P r ≥ 6. 5
3 .0
2.5
2.0
1. 5
1.0 Lin ear inter p o l at i o n of inter m e d i ate
valu e s i s p er m i t te d
0. 5
0.0
0. 5 1.0 1. 5 2.0 2. 5 3 .0 3.5 4.0
REL ATIVE SU B M ERGEN CE ( S r )
3 .6
3 .4
DR AG COEFFICIENT ( C d )
3.2
3 .0
2.8
2.6
2.4 V = ve lo cit y of water flow (m /s)
2. 2 y = average flow depth (m)
2.0
1.8
1.6
1.4
1. 2
1.0
0 40 80 120 16 0 20 0 24 0 28 0 3 20 3 6 0 4 0 0
20 60 10 0 14 0 18 0 2 20 26 0 3 0 0 3 4 0 3 8 0
V 2y
6.0
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5.6 F = V/√(gy)
where:
5. 2
V = ve l o c it y of water fl ow (m /s)
DR AG COEFFICIENT ( C D )
2.0 F = 0.4
1.6 F = 0. 5
1. 2
F = 0.6
0.8
0.4
0. 5 1.0 1. 5 2 .0 2. 5 3 .0 3 . 5 4.0 4. 5 5.0 5. 5 6.0 6. 5 7.0 7. 5 8 .0 8. 5 9.0 9. 5 10.010. 5
PROXIMIT Y R ATIO ( P r )
(b) The provision of effective bleed holes, which dissipate air trapped between high
water level and the underside of the deck slab, and reduce the effect of buoyancy for
beam and slab or box girder bridges.
(c) Provision of drainage from internal cells.
A positive tie-down system shall be provided for the superstructure if uplift occurs at any
support or bearing, taking account of dead loads, buoyancy, water flow forces and debris
loading.
The tie-down shall be designed for an ultimate force equal to:
WF FLu* M Lu
*
/ Z Buoyancy g G . . . 16.8
where
WF = ultimate load factor for forces resulting from water flow, see Clause 16.3.1
g = ultimate load factor for dead load that reduces safety, given in Table 6.2
G = dead load reaction on the support
Z = bearing layout modulus
*
FLu = ultimate design lift force
*
M Lu = ultimate moment due to water flow and/or debris loading, as applicable
The bearings shall be adequately restrained in position during submergence of the
superstructure.
17 WIND LOADS
17.1 General
This Clause (17) specifies design wind loads for conventional bridge structures. For wind-
sensitive structures, such as suspension or long-span cable-stayed bridges, which may be
subject to wind-excited oscillations, special investigations into the dynamic behaviour of
the structure shall be carried out. Wind loads on lighting, traffic signal and traffic sign
structures shall be in accordance with Clause 24. Wind loads on noise barriers shall be in
accordance with Clause 25.
The effect of wind on road traffic need not be considered
17.2 Design wind speed
17.2.1 General
The design wind speed shall be derived from the appropriate regional basic design wind
speeds, after adjustment for—
(a) average return interval;
(b) geographical location;
(c) terrain category;
(d) shielding; and
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2.8
Minimum c o ef fi c i ent
DR AG COEFFICIENT C d
2.4 for d e c ks su p p or te d
by I se c t i o n s,
2.0 m ore t han 4 b eam s
or b ox- g ir d er s
1.6
1. 2
0.8
0.4
R ATIO b/d
NOTES:
1 The values given assume a vertical elevation and a horizontal wind.
2 Where the windward face is inclined to the vertical, the drag coefficient (C d ) may be reduced by 0.5% per
degree of inclination from the vertical, subject to a maximum reduction of 30%.
3 Where the windward face consists of a vertical and a sloping part or two sloping parts inclined at different
angles, the wind load shall be derived as follows:
(a) The drag coefficient (C d ) shall be calculated using the total depth of the structure.
(b) For each non-vertical face, the basic drag coefficient (C d ) calculated above shall be reduced by 0.5%
per degree of inclination from the vertical, subject to a maximum reduction of 30%.
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(c) The total wind load shall be calculated by applying the appropriate drag coefficients to the relevant
areas.
4 Where a superstructure is superelevated, C d shall be increased by 3% per degree of inclination to the
horizontal, but not by more than 25%.
5 Where a superstructure is subject to wind inclined at not more than 5 to the horizontal, C d shall be
increased by 15%. Where the angle of inclination exceeds 5, the drag coefficient shall be derived from
tests.
6 Where a superstructure is superelevated and subject to inclined wind, Cd shall be the subject of special
investigation.
18 THERMAL EFFECTS
18.1 General
Daily and seasonal fluctuations in air temperature and solar radiation cause both variations
in average bridge temperature and differential temperature gradients across structural
members.
Variation in average bridge temperature shall be used as a basis for—
(a) assessment of bearing and deck joint movement requirements; and
(b) evaluation of design loads or load effects resulting from the restraint of associated
expansion or contraction by either the form of the structure, e.g. as in portal frames
and arches, or by the support and bearing stiffnesses.
Differential temperatures within bridge superstructures result in load effects within the
section. In the case of statically indeterminate or restrained structural forms, these
differential temperatures also cause both longitudinal and transverse parasitic load effects,
which shall be taken into account in the design.
TABLE 18.2(A)
EXTREMES OF SHADE AIR TEMPERATURES
Shade air temperature
°C
Height above
Location sea level Region I Region II Region III
m North of 22.5°S South of 22.5°S Tasmania
Max. Min. Max. Min. Max. Min.
1000 46 0 45 5 37 5
Inland
>1000 36 5 36 10 32 10
1000 44 4 44 1 35 1
Coastal
>1000 34 1 34 6 30 6
NOTE: Coastal locations are locations that are less than 20 km from the coast.
TABLE 18.2(B)
AVERAGE BRIDGE TEMPERATURES
Min.
Shade air temp Average bridge temp
°C °C
8 2
2 4
4 8
10 12
Max.
50 54
46 50
42 46
38 43
34 40
30 37
NOTE: Linear interpolation of intermediate values is
permitted.
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300 5
y
D
T( y) = T ( 1 - 120y 0 )
S of fi t
D
y 20 0
S of fi t D S of fi t 5 - s of fit w it hin 8 m
of g r o u n d
y (m m) 0 - over water
over c l o se d b ox
20 0 c e ll s (s had e d area)
5 or 0
y 5
D
(a s for
Ty p e 1)
T( y) = T ( 1 - 120y 0 )
y(m m)
DIMENSIONS IN MILLIMETRES
LEGEND:
T = temperature
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NOTES:
1 Regional values for T:
Region T Regional category
1 20°C Continental-inland of Great Dividing Range or further than 200 km from coast (typical
Canberra, Alice Springs)
2 18°C Coastal temperature—No further than 200 km from coast (typical Perth, Adelaide.
Melbourne, Sydney)
3 14°C Coastal sub-tropical, monsoonal (typical Brisbane, Darwin)
2 The temperature gradient given for deck slabs forming closed box cells should only apply for slab
thicknesses, including any internal fillets, of D less than 300 mm. Therefore, any deck slab, or part
thereof, over a box cell with a thickness greater than 300 mm, should be subject to the general effective
vertical temperature gradient shown.
DIMENSIONS IN MILLIMETRES
Mining subsidence effects shall be included in the SLS checks of the superstructure,
bearings, deck joints and substructure using a load factor of 1.0.
The foundations shall be designed for mining subsidence effects at ULSs. For sites where
accurate records and information are available a load factor of 1.5 shall be used.
For all other sites, a load factor of 2.0 shall be used.
TABLE 22.1
LOAD FACTORS FOR CONSTRUCTION DEAD LOADS ( g )
by the balanced cantilevering method. Where the completed structure is changed from the balanced
cantilever state (e.g. into a continuous structure after closure), the load factors for non-balanced cantilever
structures shall apply.
TABLE 22.2.1
MINIMUM CONSTRUCTION DESIGN LOADS AND LOAD FACTORS FOR ALL
BRIDGES (EXCEPT FOR THE LAUNCHING PHASE OF AN INCREMENTALLY
LAUNCHED PRESTRESSED CONCRETE BRIDGE)
Loading Value Ultimate load factor
Dead load As per Clause 6 See Table 22.1
Construction live load 0.5 kPa on all deck surfaces
(minimum). The designer may 1.8
specify a higher value.
Small span components such as
formwork over Super T voids shall be
designed for a minimum of 5 kPa
(representing over-thickness in
concrete while placing).
Differential temperature 90% of Clause 18.3 values 1.1
Wind load The return interval for the design
wind during construction shall be
1.0
determined by the following
equation:
R = 100N
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TABLE 22.2.2
MINIMUM CONSTRUCTION DESIGN LOADS AND LOAD FACTORS FOR THE
LAUNCHING PHASE OF AN INCREMENTALLY LAUNCHED PRESTRESSED
CONCRETE BRIDGE
Loading Value Ultimate load factor
Dead load As per Clause 6 See Table 22.1
Launching live load 0.5 kPa on all deck surfaces
1.8
(minimum)
Differential temperature As per Clause 18.3 0.9
Wind load See Clause 17 (see Note 1) 0.7
Differential settlement and
construction tolerance allowances As specified in design (see Note 2) 1.0
between bearing levels
NOTES:
1 Launching should not be carried out in strong wind (wind speed greater than 15 m/s).
2 Differential settlement shall be monitored and controlled during construction.
23 LOAD COMBINATIONS
23.1 Classification of loads and load effects
23.1.1 General
Loads and load effects are divided into permanent effects (Clause 23.1.2), thermal effects
(Clause 23.1.3), and transient effects (Clause 23.1.4).
23.1.2 Permanent effects (PE)
Permanent effects shall include the following:
(a) Structure dead load.
(b) Additional permanent loads (superimposed dead load and rail ballast and track load).
(c) Soil and groundwater loads.
(d) Water flow forces and buoyancy corresponding to mean water level.
(e) Shrinkage and creep effects (zero effects and full effects).
(f) Prestress effects (before and after losses) (see Clause 19.2).
(g) Differential movement of supports.
(h) Forces from bearings.
23.1.3 Thermal effects
Thermal effects shall include the following:
(a) Effects due to variation in average bridge temperature.
(b) Differential temperature effects.
The effects due to variation in average bridge temperature and due to differential
temperature shall be combined to form the thermal effects load case.
For PE + road/rail traffic loads [Item (b)], the wind load shall be included in the
combination using a design wind speed of 35 m/s in all locations.
For PE + collision load [Item (e)], the road/rail traffic loads shall be included in the
combination with a load factor of 1.0 if they produce a more severe loading.
For PE + water flow forces [Item (i)] and for PE + thermal effects [Item (k)], the road/rail
traffic loads shall be included in these combinations with a load factor of 1.0 if they
produce a more severe loading, unless it can be demonstrated that the structure will be
closed to traffic under ultimate conditions.
23.4 SLS load combinations
At SLSs, more than one thermal effect and transient load can co-exist at any time. The basic
combination to be considered for SLSs shall be as follows:
PE (serviceability design load for one transient load or thermal effect)
k (serviceability design load for one or more other transient load or thermal effect)
where
k = 0.7 for one additional effect
= 0.5 for two additional effects
The load factors to be applied to the SLS design loads shall be in accordance with the
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For installation sites where detailed yearly mean wind speed data is available from the
Bureau of Meteorology, that site value of the yearly mean wind speed shall be used in the
fatigue calculations for natural wind gusts in, accordance with AASHTO publication
Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic
Signals.
The potential for a resonant response of the cantilever arm of cantilever sign structures to
vortex shedding originating from the column shall be assessed, including designs in which
steel box-sections are used for the principal members.
24.5 Service live load on walkways
In structures fitted with walkways or service platforms, or both, the design load shall be as
specified in Clause 8.2.
the relevant authority. Anchorages shall be designed for a design life of 100 years on
bridges and 50 years for other applications.
25.3 Wind load on noise barriers and protection screens
25.3.1 General
Wind pressures on noise barriers shall be determined in accordance with AS/NZS 1170.2
and subject to the requirements of this Clause.
25.3.2 Average recurrence interval (ARI)
The average recurrence interval (ARI) to be used for the calculation of the ULS wind forces
for design shall be as follows, subject to approval of the relevant authority:
(a) 200 years for noise barriers and protection screens that are located on road or rail
authority property and cannot fall onto or slide down a slope onto other property,
roadway, walkway or onto traffic areas.
(b) 1000 years for noise barriers that can fall onto railways and onto roadways.
(c) 500 years for all other noise barriers.
25.3.3 Change in terrain category
Any foreseeable change in terrain category shall be taken into consideration in accordance
with AS/NZS 1170.2.
25.3.4 Shielding multiplier (Ms)
The shielding multiplier (Ms) specified in AS/NZS 1170.2 shall be taken as 1.0.
25.3.5 Topographic multiplier
AS/NZS 1170.2 accounts for sites in relation to the topographic features of hills, ridges and
escarpments.
Where the topography along a length of noise barriers varies, each situation shall be
assessed taking into account its location relative to the prevailing topographic feature.
26 FIRE EFFECTS
Where the relevant authority specifies that a bridge shall be designed for the effects of fire,
time-temperature curves for the fire shall be—
(a) as specified 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) as prescribed in Table 26.
TABLE 26
DESIGN TIME-TEMPERATURE CURVES FOR FIRE
Structural elements
Traffic type Duration
Hydrocarbon fire curve
minutes
Road RWS/HCinc
Rail RABT-ZTV 120
Bus RABT-ZTV
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APPENDIX A
DESIGN LOADS FOR SPECIAL PERFORMANCE LEVEL BARRIERS
(Informative)
A1 SCOPE
This Appendix provides typical ultimate design loads and load distribution lengths and
effective heights for special performance level barriers.
TABLE A2
DESIGN LOAD FOR SPECIAL PERFORMANCE LEVEL BARRIERS
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A3 EFFECTIVE HEIGHTS
The minimum effective heights given in Table A3 may be adopted for the special
performance level barriers unless the relevant authority specifies that other values are
appropriate.
TABLE A3
MINIMUM EFFECTIVE HEIGHT
OF TRAFFIC BARRIER
Minimum effective
Barrier performance level height
mm
Special
1500
( TL6–44 t articulated T44 van)
Special
1800
(TL6–36 t articulated tanker)
To be specified by the
Special—Other
relevant authority
APPENDIX B
DISPLACEMENT-BASED EARTHQUAKE DESIGN
(Informative)
B1 GENERAL
The informative provisions for earthquake design in this Appendix are applicable to bridges
that include the following:
(a) Conventional superstructure and support types, such as slab, beam and slab, box-
girder and truss bridges supported on single- or multi-column piers and/or abutments.
(b) Spans not greater than 100 m.
(c) Angular change of the direction of the longitudinal axis of the bridge between
abutments less than 90°.
(d) Skew angles less than 35°.
(e) Maximum pier height of 40 m.
(f) Maximum characteristic concrete compressive strength of 65 MPa in bridge
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substructures, except that for bridge piers with characteristic concrete compressive
strength higher than 65 MPa, design for earthquake load cases has to be carried out
assuming characteristic concrete compressive strength of 65 MPa for the piers, and
using the confinement details for high strength concrete in accordance with
AS 5100.5.
For other bridges, or for bridges where seismic base isolation is to be implemented,
specialist advice has to be sought for the assessment of earthquake effects.
The effects of excessive settlement of approach embankments and the increased earth
pressure on abutments has to be considered in the design for earthquake effects.
The possibility of soil liquefaction has to be investigated where saturated sandy and silty
soils within 10 m of the ground surface have a standard penetration test (SPT) value of 10
or less.
The earthquake effects calculated in accordance with this Appendix are to be considered as
design effects at the ULS for member strengths, overall stability of both the structure and
its components, and horizontal movements.
As an alternative to the displacement-based design procedure set out in this Appendix, for a
specific structure that is first mode dominant a displacement-based design may be
undertaken using a non-linear static pushover analysis, subject to approval of the relevant
authority. When undertaking such an analysis the seismic demand has to be based on a
response spectrum defined by 1.5kpZCh (T).
B2 DISPLACEMENT-BASED PRINCIPLES
B2.1 Analysis principles
Design actions in the displacement-based design method are expressed in terms of the
seismic displacement demand, which depends on the bridge earthquake design category and
design performance level, the probability factor, the hazard factor, the site subsoil class,
and the fundamental natural period and damping of the structure. Bridge piers have to be
designed to have a horizontal displacement capacity (see Paragraph B10) that equals or
exceeds the seismic displacement demand under the design earthquake (see Paragraph B9).
The bridge has to be subdivided longitudinally into bridge frames between expansion joints
and abutments. For longitudinal earthquake response, each bridge frame has to be
considered separately (stand-alone analysis) and the results compared with a further
analysis where all joints are considered to be fully closed. For transverse response, each
bridge frame has to be considered separately, with the mass and stiffness of adjacent bridge
frames modelled at the movement joint where the fundamental natural period of the
adjacent bridge frame differs by more than 25% from that of the bridge frame under
consideration.
Where Paragraph B4 stipulates analysis of vertical earthquake response, a span-by-span
static analysis may be used, provided the span under consideration is modelled together
with adjacent continuous spans, if any, at either end of the span. End support conditions at
the far end of the adjacent span are to be considered fixed if continuous over the support, or
pinned as appropriate (e.g. if the end of the adjacent span is simply supported at an
abutment).
The fundamental natural period of vibration of each bridge frame in the longitudinal
direction (i.e. span direction), the transverse direction and (where required) the vertical
direction have to be determined using acceptable methods of structural analysis, or from the
appropriate equations in this Appendix.
Reinforced concrete superstructure members have to be modelled using the effective
cracked-section stiffness. Prestressed concrete superstructure members have to be modelled
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using the gross-section stiffness. The longitudinal and transverse stiffness of piers are to
include the influence of foundation and bearing flexibility, where appropriate. Elastically
responding piers (i.e. within the yield displacement capacity) are to be modelled using the
effective cracked-section stiffness. Piers designed for a ductile response are to be modelled
using effective cracked-section stiffness divided by d , where d is the displacement
ductility defined in Paragraph B12.10.
Bridge members need to have sufficient flexural and shear strength (capacity) to avoid
unintended plastic hinges and brittle (shear) failure, as described in Paragraph B15. The
earthquake action effects (e.g. moment and shear forces) are to be determined from
horizontal forces associated with the seismic displacement demand. Acceptable methods of
structural analysis will need to be used.
When a bridge is designed for earthquake effects using displacement-based design
principles, and the seismic displacement demand of any part of the bridge exceeds the yield
displacement capacity of that part, then the bridge has to be designed for a ductile response
(Paragraph B12). Designing for a ductile response is referred to as ductile earthquake
design. Not all bridges will require ductile earthquake design. It will be possible, using the
provisions of this Standard, to show that some bridges designed for permanent and traffic
load will respond elastically to the design level of seismicity, without the need for ductile
earthquake design.
Where ductile earthquake design is required, the following apply:
(a) A clearly defined collapse mechanism to be established.
(b) The structural members to be ductile at the potential plastic hinge locations defined in
the collapse mechanism.
(c) Structural analysis to account for the ductile behaviour of the bridge members
following yielding under the effects of the design earthquake.
(d) Properties that are affected by the ductile response, including increased damping,
reduced stiffness and increased fundamental natural period of the bridge, to be taken
into consideration.
(e) The minimum detailing criteria given in Paragraph B17 to ensure that the required
ductility at potential plastic hinges can be achieved.
(i) If the yield displacement capacity is less than the elastic seismic displacement
demand for horizontal earthquake response at the fundamental natural period, plastic
hinges will be expected to form and ductile earthquake design is required. The ductile
seismic displacement demand for horizontal earthquake response will need to be
determined (Paragraph B9.2) and ductile earthquake design will need to be carried out
to determine the earthquake forces (Paragraph B12).
(j) If the check in Step (i) identifies that plastic hinges will be expected to form, account
for the P- effect (Paragraph B14), and verify the static analysis results using
dynamic analysis if stipulated by Paragraph B4.
(k) Where stipulated by Paragraph B4, determine the elastic seismic displacement
demand for vertical earthquake response.
(l) Determine the required design strength (capacity) of bridge members
(Paragraph B15), determine the abutment forces (Paragraph B16), and provide
detailing requirement for the design ductility level (Paragraph B17).
relevant authority; if not classified by the relevant authority the following classification
applies:
(a) BEDC-4 Bridges and associated structures that are essential to post-earthquake
recovery, as specified by the relevant authority, and major bridges whose operation is
essential to economic viability at state or national levels.
(b) BEDC-3 Bridges that are designed to carry high volumes of road, rail or pedestrian
traffic, or bridges over other high traffic volume roadways, railways or buildings.
(c) BEDC-2 Minor bridges of two or more spans, and not covered by BEDC-3 or
BEDC-4.
(d) BEDC-1 Minor single span bridges carrying infrequent traffic, and not covered by
BEDC-2, 3, or 4.
In situations where a bridge spans a road and/or rail of a higher category, the higher
category has to be adopted for the bridge design.
B4.2 Requirements for BEDC-1
Bridge structures in BEDC-1 need not be analysed for earthquake forces. The minimum
lateral restraint provisions of Clause 10 of this Standard will apply. The minimum bearing
seat width measured normal to the face of an abutment or pier has to be 0.3 m.
B4.3 Requirements for BEDC-2
Where Paragraph B11 stipulates ductile earthquake design for bridge structures in BEDC-2,
the effects of earthquake actions have to be determined using the procedure defined in
Paragraph B12.
For all bridges in BEDC-2, vertical earthquake effects need not be considered. Abutment
forces have to be determined using the procedure in Paragraph B16. The detailing of
structural members, restraining devices, bearings and deck joints has to be in accordance
with Paragraph B17.
actions, and the P- effects have to be considered. Abutment forces have to be determined
using the procedure in Paragraph B16. The detailing of structural members, restraining
devices, bearings and deck joints have to be in accordance with Paragraph B17.
TABLE B6
ANNUAL PROBABILITY OF EXCEEDANCE
Annual probability of
BEDC
exceedance (P)
4 1/2000
3 1/1000
2 1/500
1 Not applicable
When site-specific seismology studies defining the displacement spectrum shape are not
available, the seismic displacement spectral shape factor has to be calculated using the
following equation:
gT 2
h(T) = Ch T . . . B8
4 2
where
g = acceleration due to gravity, in metres per second squared
T = period of vibration, in seconds, or 1.5 s, whichever is the lesser
Ch(T) = acceleration spectral shape factor as a function of period, given in
Table 6.4 of AS 1170.4—2007
The seismic displacement spectral shape factors for different subsoil classes resulting from
Equation B8 are listed in Table B8 and are plotted in Figure B8.
TABLE B8
ELASTIC SEISMIC DISPLACEMENT SPECTRAL SHAPE FACTORS [ h(T)], mm
Period Ae Be Ce De Ee
seconds Strong rock Rock Shallow soil Deep or soft Very soft soil
soil
0 0 0 0 0 0
0.1 6 7 9 9 9
0.2 23 29 37 37 37
0.3 52 66 82 82 82
0.4 70 87 124 146 146
0.5 87 109 155 229 229
0.6 105 131 186 295 329
0.7 122 153 217 344 448
0.8 140 175 248 394 585
0.9 157 197 280 443 689
1 175 219 311 492 765
1.2 210 262 373 590 918
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120 0 Soil E e
DISPL ACEM ENT, m m
800 Soil D e
Soil C e
400 Soil B e
Soil A e
0
0 1 2 3
PERIO D, s e c o n d s
being considered) and C1 may be taken as 1/6 for piers considered fixed against rotation at
the base and at the top (for the direction of displacement being considered).
H = pier height between the centre of plastic hinges at the top and bottom of the
pier in double bending; or pier height from the centre of the plastic hinge to
the point of contraflexure at top or bottom of the pier in single bending, in
metres
δf = displacement capacity at superstructure resulting from foundation
deformation, in metres
δb = displacement capacity at superstructure resulting from the pier-cap bearing
deformation, in metres
Lsp = strain penetration length for reinforced concrete piers, given by
Equation B10.1(2), in metres
= 0.022 fsyedbl . . . B10.1(2)
where
fsye = expected yield strength of flexural reinforcement (see Column 2
Table B15.2), in megapascals
dbl = diameter of longitudinal reinforcement steel, in millimetres
ϕy = yield curvature, which may be approximated for piers of simple prismatic
shape by Equation B10.1(3), in 1/metre
For piers with non-prismatic or complex prismatic section shapes, the yield curvature may
be determined by finite-element analysis or other means recognizing the non-linear
behaviour of materials and the influence of cracking, where appropriate, as follows:
2.15 y
ϕy = , in 1/metre . . . B10.1(3)
Dc
where
ϕls = ductile curvature corresponding to the strain limit at the relevant design
performance level in accordance with Paragraph B10.2.2 or
Paragraph B10.2.3 as applicable, in 1/metre
ϕy = yield curvature given in Equation B10.1(3), in 1/metre
H = pier height between the centre of plastic hinges at the top and bottom of
the pier in double bending, or pier height from the centre of the plastic
hinge to the point of contraflexure at top or bottom of the pier in single
bending, in metres
Lp = plastic hinge length, in metres
= kLc + Lsp 2Lsp . . . B10.2.1(3)
Lsp = strain penetration length, defined in Equation B10.1(2), in metres
Lc = distance from the centre of the plastic hinge to the point of contraflexure
in the pier, in metres
f
k = 0.2
ul
1 0.08 . . . B10.2.1(4)
f sy
ful = characteristic ultimate strength of flexural reinforcement, in megapascals
fsy = characteristic yield strength of flexural reinforcement, in megapascals
B10.2.2 Strain limits for damage control performance level
The following strain limits apply:
(a) Reinforcing steel Tensile strain limit in flexural reinforcement (εsd ) in plastic hinges
may be related to the volumetric ratio of lateral (transverse) reinforcement (ρs) in
accordance with Equation B10.2.2(1). The tensile strain should not exceed 50% of the
strain at maximum stress of the flexural reinforcement (εsul), where:
εsd = 0.015 + 6(ρs 0.005) 0.5εsul . . . B10.2.2(1)
0.01
where
ρs = volumetric ratio of lateral (transverse) reinforcement
εsul = strain at maximum stress of flexural reinforcement
(b) Concrete compression Compressive strain limit of concrete (εcd) in plastic hinges
may be related to the volumetric ratio of lateral reinforcement (ρs), provided the
concrete compressive strain does not exceed the value given by the following
equation:
s fsy.t sut
εcd = 0.004 1.4 . . . B10.2.2(2)
f cc
where
ρs = volumetric ratio of lateral (transverse) reinforcement
f cc = confined compressive strength of concrete, which may be taken as
1.5 f c if not calculated by rational analysis
fsy.t = characteristic yield strength of lateral reinforcement
f c = characteristic compressive (cylinder) strength of concrete at 28 days
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where
i = value of normalized fundamental displacement mode shape at pier or
abutment i
c = value of normalized fundamental displacement mode shape at the first
bridge frame pier or abutment to reach displacement capacity
c = displacement capacity of the first bridge frame pier or abutment to reach
displacement capacity
In Equation B10.3, the displacement capacities of inelastic structural elements should be
based on the strain limits defined in Paragraph B10.2 and should include the effects of
bearing and foundation flexibility, where appropriate.
NOTE: Equation B10.3 may be also applied to calculate the seismic displacement demand of any
pier in relation to the critical pier.
The criteria for determining if bridge frames with non-uniform mass and stiffness
distributions under transverse response may be exempt from ductile earthquake design are
given in Paragraph B11.3.
B11.2 Bridge frames under longitudinal response and bridge frames with uniform
mass and stiffness distributions under transverse response
The following exemptions from ductile earthquake design apply:
(a) Yield displacement capacity (y) exceeds corner-period elastic seismic displacement
demand ∆e(1.5) When the yield displacement capacity given by Equation B10.1(1)
of all piers exceeds the elastic seismic displacement demand e given by
Equation B9.1 for T = 1.5 s (the corner-period) the bridge frame may be exempt from
ductile earthquake design in that direction.
(b) Yield displacement capacity (y) exceeds the elastic seismic displacement demand for
the bridge frame fundamental natural period in the direction considered ∆e(Tf) If the
criterion defined by Paragraph B11.2(a) is not satisfied, calculate the bridge frame
fundamental natural period in the direction considered (Tf). When the yield
displacement capacity given by Equation B10.1(1) of all piers exceeds the elastic
seismic displacement demand for the bridge frame fundamental natural period in the
direction considered (Tf) given in Paragraph B9.1, the bridge frame may be exempt
from ductile earthquake design in that direction.
The fundamental natural period Tf of bridge frames in the longitudinal direction, and of
uniform bridge frames in the transverse direction, may be determined from the following
equation:
n
m i
Tf = 2 i 1
n . . . B11.2
Ki
i 1
where
mi = one of the n individual masses representing the bridge frame, determined in
accordance with Paragraph B2.2
Ki = individual pier longitudinal or transverse stiffness, expressed as force per
unit longitudinal or transverse displacement at the location of mass i
B11.3 Bridge frames with non-uniform mass and stiffness distributions
The following exemptions from ductile earthquake design apply:
(a) Yield displacement capacity (y) exceeds corner-period elastic seismic displacement
demand Δe(1.5) When the yield displacement capacity given by Equation B10.1(1)
of all piers exceeds the elastic seismic displacement demand (Δe) given by the
following equation for T = 1.5 s (the corner-period), the bridge frame may be exempt
from ductile earthquake design in that direction:
i
Δe = 1.1 e 1.5 . . . B11.3(1)
e
where
Δe(1.5) = corner-period elastic seismic displacement demand for pier i given
by Equation B9.1 for T = 1.5 s
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m
i 1
i i
2
= n . . . B11.3(2)
mii
i 1
The fundamental natural period (Tf) of the non-uniform bridge frame in the transverse
direction may be determined from the following equation:
n
m i Fi
Tf = 2 i 1
n . . . B11.3(4)
F i 1
i
where
Fi = design transverse force at bridge frame mass location mi proportional to
m i i
ΔFi = transverse displacement at bridge frame mass location mi due to the
application of Fi
mi = one of the n individual masses representing the bridge frame, determined in
accordance with Paragraph B2.2
Alternatively, for bridges in BEDC-2 the Rayleigh equation may be used to estimate the
fundamental natural period, as follows:
n
m i
2
Fi
Tf = 2 i 1
. . . B11.3(5)
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n
g mi Fi
i 1
where
g = acceleration due to gravity
where
Δi = horizontal seismic displacement demand of bridge frame mass mi, given in
Paragraph B11.3(b)
mi = one of the n individual masses representing the bridge frame, determined in
accordance with Paragraph B2.2
B12.4 Equivalent bridge frame stiffness
Calculate the equivalent bridge frame stiffness (ke ) using the following equation:
4 2 me
ke = . . . B12.4
Te2
where
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where
Δk = bridge frame characteristic horizontal seismic displacement demand, as
defined by Equation B12.3
mi = one of the n individual masses representing the bridge frame, determined in
accordance with Paragraph B2.2
Δi = horizontal seismic displacement demand of bridge frame mass mi, given in
Paragraph B11.3(b)
B12.6 Bridge frame equivalent fundamental natural period
The equivalent fundamental natural period (Te) of the bridge frame is found from the ductile
seismic displacement demand defined in Paragraph B9.2 corresponding to the calculated
bridge frame equivalent viscous damping defined in Paragraph B12.7.
where
Vi = seismic shear force at the top of pier or abutment component i
Δi = ductile seismic displacement demand at the top of pier or abutment
component i
i = equivalent viscous damping of structural component i of the bridge frame
given in Paragraph B12.8
Damping of piers with flexible foundations and bearings may be calculated using the
following equation:
b b f f s s
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p = . . . B12.7(2)
b f s
where
Δb , Δf, Δs = bearing, foundation and pier structural displacement, respectively
b , f, s = bearing, foundation and pier structural damping, respectively
B12.8 Equivalent viscous damping ratio of component actions
The equations for calculating the equivalent viscous damping ratio given in this Paragraph
allow for elastic and hysteretic damping.
The following apply (where d = pier displacement ductility, as defined in
Paragraph B12.10):
(a) Reinforced concrete piers The equivalent viscous damping ratio of reinforced
concrete piers is related to the pier displacement ductility (d ), as given in the
following equation:
d 1
= 0.05 0.444 . . . B12.8(1)
d
(b) Structural steel piers The equivalent viscous damping ratio of structural steel piers
is related to the displacement ductility (), as given in the following equation:
d 1
= 0.02 0.577 . . . B12.8(2)
d
(c) Foundation rotation effect In lieu of more accurate determination, calculate the
equivalent viscous damping ratio associated with rotation of spread footings on dense
or medium dense sand or alluvium using the following equations:
for dense sand and alluvium: 0.365 0.115log10 . . . B12.8(3)
for medium-dense sand: 0.52 0.17 log10 . . . B12.8(4)
where
= foundation rotation, in radians
(d) Superstructure transverse flexural deformation When a superstructure is subjected
to horizontal deformation involving abutment reactions without significant abutment
displacement, the superstructure damping ratio may be taken as = 0.05 for a
reinforced concrete superstructure, = 0.03 for a prestressed concrete superstructure,
and = 0.02 for a structural steel superstructure.
(e) Abutment deformation The equivalent viscous damping ratio associated with soil
deformation at an abutment will depend on the abutment soil material and shear
strain. Where the abutment is supported by piles, behaviour is further complicated. In
lieu of a more accurate determination, a lower bound value of = 0.12 may be
adopted for analysis.
(f) Bearings:
(i) Elastomeric bearings In lieu of specific manufacturers data, a value of
= 0.05 may be adopted.
(ii) Friction slider bearings In lieu of specific manufacturer’s data, the following
equation may be used to calculate the equivalent bearing structural damping:
d 1
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where
i = horizontal displacement demand of bridge pier or abutment i
mi = one of the n individual masses representing the bridge frame, determined in
accordance with Paragraph B2.2
B12.10 Pier displacement ductility
The displacement ductility (d) depends only on the relative values of the structural
components of yield displacement and ductile displacement, as defined in the following
equation:
d = d y . . . B12.10
where
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TABLE B15.2
MATERIAL STRENGTHS TO BE USED IN SEISMIC DESIGN
1 2 3 4
Maximum feasible
Expected material Material strength
material strength for
Material strength for plastic for non-hinging
plastic hinge zone
hinge zone design level zones
capacity evaluation
Fixed bearings have to be designed for earthquake actions. Where these actions are outside
the range of conventional bearings other measures have to be provided to prevent
dislodgment of the superstructure from the support structure. Restraining devices, and
connections in bridges expected to behave in a ductile manner have to be designed to
withstand the horizontal design earthquake forces calculated at material overstrength
(maximum feasible material strengths), but not less than the minimum lateral restraint force
specified in Clause 10. The influence of such measures on the distribution and magnitude of
earthquake forces in the bridge have to be fully evaluated and considered in the design of
all structural elements. Vertical restraint devices have to be provided at all supports where
the vertical design earthquake force opposes and is greater than 50% of the static reaction
under permanent effects. The vertical restraint device has to be designed to resist an uplift
force of not less than 10% of the vertical reaction at the support due to permanent effects.
Vertical design earthquake forces (when applicable) have to be considered in the design of
horizontal restraints that rely on any component of friction. An upper-bound estimate of the
coefficient of friction has to be assumed for determination of the maximum feasible force
transmitted by friction through material interfaces, when assessing demand on structural
elements, such as piers, for capacity-demand conditions in accordance with Paragraph B15.
Movement bearings are not required to accommodate the horizontal movements due to the
design seismic action. The detailing of bearings expected to be damaged due to the design
seismic action has to allow for a predictable mode of damage and an anticipated method of
repair. The consequent distribution and magnitude of earthquake forces in the bridge have
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L bs
L bs
L bs L bs
APPENDIX C
SM1600 AND 300LA LOAD EFFECTS FOR SIMPLY SUPPORTED SPANS
(Informative)
This Appendix lists the bending moments and shear forces (Tables C1 and C2) from
SM1600 and 300LA loadings for simply supported spans of 1 to 100 m.
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TABLE C1
SM1600 LOADING FOR SIMPLY SUPPORTED SPANS 1—100 m BENDING
MOMENTS (M) AND SHEAR (V) UNFACTORED WITH NO DLA
M1600 S1600 M1600 S1600
Span
Span m M V M V M V M V
m
kNm kN kNm kN kNm kN kNm kN
1 (see Note) 30 125 25 90 51 14765 1245 16345 1340
2 (see Note) 65 170 50 135 52 15200 1255 16895 1355
3 (see Note) 125 220 105 175 53 15640 1265 17450 1375
4 (see Note) 220 260 190 215 54 16080 1275 18010 1390
5 (see Note) 320 285 275 240 55 16520 1285 18575 1405
6 415 305 370 260 56 16960 1290 19145 1420
7 515 330 465 290 57 17405 1300 19725 1435
8 620 360 570 320 58 17850 1310 20310 1455
9 720 395 685 355 59 18295 1315 20900 1470
10 845 435 810 390 60 18745 1325 21495 1485
11 1005 465 970 420 61 19195 1335 22100 1500
12 1195 495 1155 450 62 19645 1340 22705 1515
13 1390 515 1350 475 63 20095 1350 23320 1530
14 1585 535 1550 500 64 20550 1355 23940 1545
15 1785 555 1755 520 65 21005 1365 24565 1560
16 1985 580 1965 545 66 21465 1370 25200 1575
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NOTE: M1600 triaxle loading will govern for very short spans when DLA is included.
TABLE C2
300LA LOADING FOR SIMPLY SUPPORTED SPANS 1—100 m BENDING
MOMENTS (M) AND SHEAR FORCE (V) UNFACTORED WITH NO DLA
Span M V Span M V
m kNm kN m kNm kN
1 90 360 51 33840 3060
2 180 435 52 35125 3110
3 300 510 53 36405 3160
4 480 605 54 37690 3215
5 705 665 55 38970 3265
6 975 755 56 40255 3320
7 1275 830 57 41635 3375
8 1625 925 58 43225 3425
9 2010 995 59 44815 3475
10 2400 1050 60 46405 3525
11 2790 1095 61 47995 3570
12 3180 1135 62 49580 3615
13 3570 1170 63 51170 3665
14 3960 1195 64 52760 3710
15 4350 1240 65 54350 3760
16 4740 1285 66 55940 3815
17 5130 1340 67 57530 3870
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APPENDIX D
SUMMARY OF LOAD FACTORS AND COMBINATIONS
(Informative)
This Appendix collates load factors and load combinations presented in this Standard.
Table D1 collates load factors. Load factors for construction forces and effects (Clause 22)
are not included.
Table D2 collates values of the dynamic load allowance.
Table D3 collates load combinations. Load combinations for the following cases are not
included in the Table:
(a) Fatigue limit state.
(b) Construction forces and effects (Clause 22).
(c) Permanent effects plus prestress effects at transfer (Clause 19.2).
(d) Alternative load path design of superstructures with one or more piers or columns
removed (Clause 11.1).
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TABLE D1
LOAD FACTORS
Limit state
Loading
Ultimate Serviceability
Steel 1.10 1.0
TABLE D1 (continued)
Limit state
Loading
Ultimate Serviceability
Controlled fill with regular
1.25 1.0
testing of soil density
Soil and groundwater load
that reduces safety All other fills and in situ soils 1.5 1.2
Groundwater 1.0 1.0
Controlled fill with regular
0.85 1.0
testing of soil density
Soil and groundwater load
that increases safety All other fills and in situ soils 0.7 1.2
Groundwater 1.0 1.0
Rail ballast and track load Ballast and track 1.7 1.3
that reduces safety Transom track 1.4 1.2
Rail ballast and track load Ballast and track 0.7 1.3
that increases safety Transom track 0.9 1.2
W80 wheel 1.8 1.0
A160 axle 1.8 1.0
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TABLE D1 (continued)
Limit state
Loading
Ultimate Serviceability
Earth pressure from traffic loads Refer to AS 5100.3
Earthquake forces (for appropriate ARI) 1.0 1.0
Water flow (for appropriate ARI) 1.3 1.0
Wind loads (for appropriate ARI) 1.0 1.0
Thermal 1.25 1.0
Shrinkage and creep 1.2 1.0
Prestress secondary effects 1.0 1.0
Prestress effects at transfer 1.15 1.0
Differential settlement effects 1.5 1.0
Accurate records and information
1.5 1.0
Mining subsidence are available
Other sites 2.0 1.0
Forces from bearings 1.3 1.0
Loading Fatigue limit state
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TABLE D2
DYNAMIC LOAD ALLOWANCE
TABLE D3
ULS LOAD COMBINATIONS (see Note 1)
Load factors
A B C D E F G H I J K
Minimum Road/rail Pedestrian Minimum Collision Road Earth Earthquake Water Wind Thermal
strength traffic cyclist path restraint traffic pressure flow
and maintenance barrier from
stability traffic traffic
Load effects—Permanent effects
Clause 6.2 Steel 1.35 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1
Dead load that
Concrete (see Notes 2, 3) 1.35 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2
reduces safety
Timber 1.35 1.25 1.25 1.25 1.25 1.25 1.25 1.25 1.25 1.25 1.25
Clause 6.2 Steel 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9
Dead load that
Concrete (see Note 3) 0.9 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
increases
125
safety Timber 0.9 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8
Clause 6.3 Permanent 1.35 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Superimposed
Removable 1.35 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
dead load that
reduces safety Special case permanent 1.35 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4
Special case removable 1.35 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4
Clause 6.3 Permanent 0.9 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7
Superimposed
Removable 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
dead load that
increases Special case permanent 0.9 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8
safety
Special case removable 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
( continued )
Standards Australia
AS 5100.2:2017
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AS 5100.2:2017
Standards Australia
TABLE D3 (continued)
Load factors
A B C D E F G H I J K
Minimum Road/rail Pedestrian Minimum Collision Road Earth Earthquake Water Wind Thermal
strength traffic cyclist path restraint traffic pressure flow
and maintenance barrier from
stability traffic traffic
Clause 6.4 Controlled fill with regular 1.35 1.25 1.25 1.25 1.25 1.25 1.25 1.25 1.25 1.25 1.25
Soil and testing of soil density
groundwater
All other fills an in situ 1.35 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
loads that
soils
reduce safety
Groundwater 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Clause 6.4 Controlled fill with regular 0.9 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Soil and testing of soil density
groundwater
All other fills an in situ 0.9 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7
loads that
soils
126
increase safety
Groundwater 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Clause 6.5 Ballast and track 1.35 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7
Rail ballast
Transom track 1.35 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4
and track load
that reduces
safety
Clause 6.5 Ballast and track 0.9 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7
Rail ballast
Transom track 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9
and track load
that increases
safety
Clause 16 1.3 1.3 1.3 1.3 1.3 1.3 1.3 N/A (see 1.3 1.3
Water flow loads and buoyancy at mean Note 7)
www.standards.org.au
water level
Clause 19.1 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2
Shrinkage and creep effects (zero effects
and full effects)
( continued )
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www.standards.org.au
TABLE D3 (continued)
Load factors
A B C D E F G H I J K
Minimum Road/rail Pedestrian Minimum Collision Road Earth Earthquake Water Wind Thermal
strength traffic cyclist path restraint traffic pressure flow
and maintenance barrier from
stability traffic traffic
Clause 19.2 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Prestress effects (before and after losses)
(see Note 3)
Clause 20.1 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
Differential settlement effects
Clause 20.2 Accurate records and 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
Mining information available
subsidence
Other sites 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
effects
127
Clause 21 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3
Forces from bearings
Load effect—Thermal effects
Clause 18.2 0 and 1.0 0 and 1.25
Variation in average bridge temperature 1.0
Clause 18.3 0 and 1.0 0 and 1.25
Differential temperature 1.0
Load effect—Transient loads
Clause 7 SM1600 1.8 0 and 1.0 0 and 0 and 1.0
Road traffic 1.0
including
Half of SM1600 applied 1.8
dynamic effects
in conjunction with the
Standards Australia
AS 5100.2:2017
Centrifugal force and 1.8
braking (see Note 4)
( continued )
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AS 5100.2:2017
Standards Australia
TABLE D3 (continued)
Load factors
A B C D E F G H I J K
Minimum Road/rail Pedestrian Minimum Collision Road Earth Earthquake Water Wind Thermal
strength traffic cyclist path restraint traffic pressure flow
and maintenance barrier from
stability traffic traffic
Clause 9 300LA 1.6 0 and 1.0 0 and 0 and 1.0
Rail traffic 1.0
including
Centrifugal force and 1.6
dynamic effects
nosing and kerb forces
Longitudinal braking and 1.6
traction forces
Clause 8 1.5 (see 1.5 0 and 1.0
Pedestrian, cyclist path and maintenance Note 6)
traffic loads
128
Clause 10 1.0
Minimum restraint load
Clause 11 Except for rail 1.0
Collision loads derailment load case A
Rail derailment load 1.2
case A
Clause 12.2 1.0
Road traffic barrier loads
Clause 12.2 1.05
Road traffic barrier anchorage loads
Clause 12.3 1.1
Road traffic barrier loads transmitted to
www.standards.org.au
TABLE D3 (continued)
Load factors
A B C D E F G H I J K
Minimum Road/rail Pedestrian Minimum Collision Road Earth Earthquake Water Wind Thermal
strength traffic cyclist path restraint traffic pressure flow
and maintenance barrier from
stability traffic traffic
Clause 14 Refer to
Earth pressure from traffic loads AS 5100.3
Clause 15 1.0
Earthquake loads
Clause 16 1.3
Water flow forces
Clause 17 1.0 (see 1.0
Wind loads Note 8)
Clause 26 For load combinations for fire effects, refer to specialist literature
129
Fire effects
NOTES:
1 Load combinations for the following cases are not included in the Table—
(a) fatigue limit state;
(b) construction forces and effects (Clause 22);
(c) permanent effects plus prestress effects at transfer (Clause 19.2); and
(d) alternative load path design of superstructures with one or more piers or columns removed (Clause 11.1).
2 For precast construction, where appropriate control and monitoring are exercised over dimensions, the authority may allow a reduction of load factor to not less than 1.1 for
ultimate limits states for the cases where the dead load reduces safety.
3 See Clause 19.2 for the load combination at transfer of prestress.
4 Centrifugal and braking forces due to road traffic to not be applied simultaneously.
5 Centrifugal and nosing forces due to rail traffic to not be applied simultaneously.
Standards Australia
6 Road and rail bridges with access or maintenance walkways not intended for public use are not required to be designed for the simultaneous occurrence of the road and rail live
load and the walkway live load.
AS 5100.2:2017
7 The permanent loads due to ‘Water flow loads and buoyancy at mean water level’ are not applicable to load combination (I) ‘water flow’. The transient loads due to ‘Water flow
forces’ loads shall be used instead.
8 For load combination (B) the wind load is to be included using a design wind speed of 35 m/s in all locations.
AS 5100.2:2017 130
BIBLIOGRAPHY
AS/NZS
1170 Structural design actions
1170.0 Part 0: General principles
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AS 5100.2:2017
CORRECTION
SUMMARY: This Amendment applies to Clause 16.5.5.
Published on 7 August 2017.
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AS 5100.2:2017
132
NOTES
Standards Australia
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also supports excellence in design and innovation through the Australian Design Awards.
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