AS5100.7 Public Comment PDF

COMMITTEE BD-090
DR 100294
(Project ID: 100294)
Draft for Public Comment

Australian Standard
LIABLE TO ALTERATION—DO NOT USE AS A STANDARD
BEGINNING DATE 13 May 2014

FOR COMMENT:
CLOSING DATE 15 July 2014

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read the instructions on the inside cover of this document.
Bridge design
Part 7: Bridge assessment
(Revision of AS 5100.7—2004)
COPYRIGHT
100294 AS5100.7 Public Comment.doc - 05/05/2014 10:02:23

Australian Standard
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STANDARDS AUSTRALIA
Committee BD-090—Bridge Design
Subcommittee BD-090-07—Rating
DRAFT
Australian Standard
Bridge design
(Revision of AS 5100.7—2004)
(To be AS 5100.7:20XX)
Comment on the draft is invited from people and organizations concerned with this subject.
It would be appreciated if those submitting comment would follow the guidelines given on
the inside front cover.
Important: The procedure for public comment has changed – please
read the instructions on the inside cover of this document
This document is a draft Australian Standard only and is liable to alteration in the light of
comment received. It is not to be regarded as an Australian Standard until finally issued as
such by Standards Australia.

DRAFT ONLY 2 DRAFT ONLY
PREFACE
This Standard was prepared by the Standards Australia Committee BD-090, Bridge Design,
to supersede AS 5100.7—2004, Bridge design, Part 7: Rating of existing bridges.
This Standard is also designated as AUSTROADS publication AP-G15.7/XX.
The objectives of AS 5100 (including AS/NZS 5100) series are to provide nationally
acceptable requirements for—
(a) the design of road, rail, pedestrian and cycleway bridges;
(b) the specific application of concrete, steel, composite steel/concrete and timber
construction methods, which embody principles that may be applied to other materials
in association with relevant Standards;
(c) the assessment of the load capacity of existing bridges; and
(d) the strengthening and rehabilitation of existing bridges.
The requirements of the AS 5100 (including 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.
Whereas earlier editions of the Bridge design were essentially administered by the
infrastructure owners and applied to their own inventory, an increasing number of bridges
are being built under the design-construct-operate principle and being handed over to the
relevant statutory authority after several years of operation. This Standard includes clauses
intended to facilitate the specification to the designer of the functional requirements of the
owner, to ensure the long-term performance and serviceability of the bridge and associated
structure.
Significant changes have been made to AS 5100.7—2004 following recent research and
experience in Australia.
(i) Methodology Overall there is a clearer methodology for bridge assessment including
a step-by-step guide and flowchart.
(ii) Assessment vehicles Improved definition and clarity has been provided regarding
vehicles used for road bridge assessment including Concessional Mass Limit, General
Access Vehicle and heavy vehicle permit.
(iii) Structural capacity Greater detail and guidance has been provided including data
collection, material properties and considerations and assessment methods.
(iv) Loads Improved guidance and detail has been provided with standardisation of
vehicle positioning and multiple vehicles.
(v) Load rating factor Combined actions has been included for the interaction of axial
force and biaxial bending.
(vi) Structural health monitoring This has been included in the Standard to provide an
overview of the latest technology and guidance on its potential use for bridge
assessment.
(vii) Historical material Standards Information on past material Standards has been
provided to assist bridge assessors in understanding the probable material properties
of bridges built to previous Standards.

In line with Standards Australia policy, the words ‘shall’ and ‘may’ are used consistently
throughout this Standard to indicate respectively, a mandatory provision and an acceptable
or permissible alternative.
Statements expressed in mandatory terms in Notes to Tables are deemed to be requirements
of this Standard.
The term ‘informative’ has been used in this Standard to define the application of the
appendix to which it applies. An ‘informative’ appendix is only for information and
guidance.

CONTENTS
Page
1 SCOPE AND APPLICATION .................................................................................... 5
2 NORMATIVE REFERENCES ................................................................................... 5
3 DEFINITIONS ............................................................................................................ 6
4 NOTATION AND ABBREVIATIONS ...................................................................... 7
5 GENERAL .................................................................................................................. 8
6 FUTURE GROWTH OF TRAFFIC OR FUTURE DETERIORATION ..................... 9
7 LOAD RATING .......................................................................................................... 9
8 BRIDGE ASSESSMENT AND LOAD RATING ..................................................... 10
9 STRUCTURAL CAPACITY .................................................................................... 11
10 LOADS ..................................................................................................................... 17
11 LOAD FACTORS ..................................................................................................... 27
12 FATIGUE ................................................................................................................. 28
13 LOAD RATING FACTOR ....................................................................................... 29
14 LOAD TESTING ...................................................................................................... 30
15 STRUCTURAL HEALTH MONITORING .............................................................. 34
16 OTHER TEST METHODS ....................................................................................... 37
APPENDIX
A HISTORIC MATERIAL STANDARDS ................................................................... 38

STANDARDS AUSTRALIA
Australian Standard
Bridge design
1 SCOPE AND APPLICATION

1.1 Scope
This Standard sets out the requirements for the assessment of an existing road, rail or
pedestrian and cycleway bridge. It is used to assess the live load rating of a bridge and its
remaining fatigue life for a design traffic loading, nominated vehicles, pedestrian or other
loading.
Existing bridges were designed to previous editions of the Standard; since then, design
loading may have changed. This part of the AS 5100 series details the methodology of
bridge assessment for different design loads and/or actual traffic.
Both ultimate and serviceability limit states are considered in this Standard.
Simplified assessment using overstress factors, for example NAASRA (1976), for initial
assessment is not covered by this Standard.
1.2 Application
Bridge assessment to permit the passage of a vehicle shall only be carried out after a
Level 2 and/or Level 3 inspection is undertaken to determine the current condition of the
bridge.
The method of determining the ultimate capacity of a bridge for vehicles shall be in
accordance with this Standard.
NOTE: A bridge would have been designed in accordance with the previous versions of the
Standard and there may be a difference between the original design capacity and the design
capacity required in the current edition of the Standard.
The management of load deficient bridges is outside the scope of this Standard. The
relevant authority shall implement strategies to safely manage these bridges.
The Commentary provides a summary of previous Australian design loadings and factors.
These are provided for information only and factors and methods from previous editions of
the Standard shall not be used to evaluate bridges.
2 NORMATIVE REFERENCES
The following documents are referred to in this Standard:
AS
5100 Bridge design
5100.1 Part 1: Scope and general principles
5100.2 Part 2: Design loads
5100.3 Part 3: Foundations and soil-supporting structures
5100.5 Part 5: Concrete
5100.8 Part 8: Rehabilitation and strengthening of existing bridges
5100.9 Part 9: Timber bridges
AS/ISO
13822 Basis for design of structures—Assessment of existing structures

AS/NZS
1170 Structural design actions
1170.1 Part 1: Permanent, imposed and other actions
AS/NZS
5100 Bridge design
5100.6 Part 6: Steel and composite construction
HB 77.2 Australian Bridge Design Code—Design loads
Austroads Bridge Design Code
NAASRA Highway Bridge Design Specification
ANZRC Railway Bridge Design Manual
3 DEFINITIONS
For the purposes of this Standard, the definitions below apply.
3.1 Bridge assessment
Bridge assessment is a multistage process which involves data collection of bridge
construction details, current bridge condition, capacity assessment, load effects and fatigue
assessment in order to determine if the bridge can safely carry traffic.
3.2 Concessional mass limit (CML)
A scheme that allows increased mass limits compared to statutory limits, for operators
accredited under the National Heavy Vehicle Accreditation Scheme (NHVAS).
3.3 Fatigue assessment
An estimation of the cumulative damage in a bridge component under repeated loading for
the purpose of estimating its theoretical remaining serviceable life.
3.4 General access vehicle (GAV)
A vehicle of up to 6 axles (1-2-3 axle combination) and gross vehicle mass of 42.5 tonnes.
NOTE: See Figure 10.3.3(A).
3.5 General mass limit (GML)
The existing statutory mass limits for heavy vehicles.
NOTE: Vehicles meeting these mass limits and other regulatory requirements are known as
General Access Vehicles (GAV).
3.6 Heavy vehicle permit
Instruments issued by the relevant road authority to grant access to certain parts of the road
network under specific operating conditions as defined within the permit for vehicles
carrying an indivisible load.
3.7 Higher mass limit (HML)
A nationally agreed scheme that permits approved heavy vehicles to operate with additional
mass on certain types of axle groups, on a restricted road network and subject to specified
conditions such as compulsory enrolment in the Intelligent Access Program (IAP).
3.8 Indivisible load
A load that cannot, without undue expense or risk of damage, be divided into two or more
loads for the purpose of being carried on a road.

3.9 Level 2 inspection

A detailed inspection where the condition of every component is visually rated and
recorded, which is usually undertaken in close proximity to the component.
3.10 Level 3 inspection
An engineering assessment undertaken on an as-needed basis to investigate the structural
integrity of a bridge or its components.
3.11 Load rating
A calculation of the load capacity of a bridge assessed against a specific referenced load.
3.12 Restricted access vehicle (RAV)
Any vehicle that exceeds the overall dimensions and the mass of vehicles as defined in the
relevant State regulations.
NOTE: Each state defines the mass, width, height, length and some internal dimensions of
vehicles.
3.13 Structural health monitoring
The use of various sensing devices and ancillary systems to monitor in situ behaviour of a
structure to assess the performance of the structure and evaluate its condition.
4 NOTATION AND ABBREVIATIONS
4.1 Notation
The symbols used in this Standard, including their definitions, are listed below.
Where non-dimensional ratios are involved, both the numerator and denominator are
expressed in identical units.
The units for length and stress in all expressions or equations are to be taken as
millimetres (mm) and megapascals (MPa) respectively, unless specifically noted otherwise.
Symbols Description
ALF = accompanying lane factor
k = testing modification factor
LR = rated load
LRV = nominated rating vehicle or loading
mLL = measured load effect
MTF = multiple track factor
PL max. = maximum applied test load
RF = rating factor
Ru = calculated ultimate capacity
rm = modification ratio
Sg* = load effects due to dead load
*
S gs = load effects due to superimposed dead load
S L* = load effects due to the live load used for the assessment
S p* = load effects due to parasitic effects of prestress
S s* = load effects due to differential settlement
S t* = load effects due to differential temperature
α = dynamic load allowance

αHL = dynamic load allowance for a heavy load platform or other specific loads
γg = load factor for dead load
γgs = load factor for superimposed dead load
γL = live load factor
γLL = analytical load effect determined using 2D grillage or higher order analysis
γLRA = load factor for specific loads
φ = capacity reduction factor
4.2 Abbreviations
ALF = Accompanying lane factor
CML = Concessional mass limit
DLA = Dynamic load allowance
FLS = Fatigue limit state
GAV = General access vehicle
GCW = Ground contact width
GML = General mass limit
HC = Heavy coal
HLP = Heavy loading platform
HML = Higher mass limit
LR = Low relaxation
= Light rail
MF = Mainline freight
NR = Normal relaxation
RAV = Restricted access vehicle
SE = Suburban electric
SHM = Structural health monitoring
SLS = Serviceability limit state
SR = Stress relieved
TLM = Track laying machine
ULS = Ultimate limit state
5 GENERAL
The initial rating of a bridge is normally its original design load, if known, modified as a
result of any as-built defects. The bridge shall be considered for assessment as a result of—
(a) a requirement for it to carry increased live or other loads;
(b) suffering any physical damage from actions including, but not limited to, vehicle
overloading, vehicle impact, fire, flooding, ship impact and earthquake;
(c) deterioration of its components, e.g. by chemical or physical weathering and fatigue
effects;

(d) deficiencies in design and/or construction; or

(e) rehabilitation or strengthening of a bridge.
The bridge may also be re-rated as a result of differences in the provisions between the
original and current bridge design code.
In undertaking a bridge assessment, all relevant components of the bridge, including its
foundation, shall be considered to ensure that all critical components are assessed and that
their interactive effect on the overall structure has been taken into account.
Interactive effects may include the following:
(i) Potential settlement of piles in continuous structures.
(ii) Settlement of reinforced soil walls supporting abutment sill beam.
The assessment methods adopted are influenced by safety, assessment costs and the
importance of changes to bridge capacity.
The assessment methods shall include, but are not limited to—
(A) a comparison check to the original design loading;
(B) simple theoretical analysis based on the design parameters in this Standard;
(C) more sophisticated theoretical analysis using techniques such as finite element
analysis or other advanced analysis methods;
(D) analysis using the results of field investigation of material properties, bridge
component dimensions, dead and live loads, foundation capacity and the like;
(E) bridge specific live load assessment;
(F) field or laboratory test loading, e.g. proof, static and dynamic load testing; and
(G) structural health monitoring.
Each method has differing accuracy, which shall be considered in the assessment.
Other bridge design Standards may be considered in the assessment subject to the approval
of the relevant authority.
The likely behaviour of the structure shall be taken into account in the analysis considering
the material type and structural behaviour.
All assumptions relevant to the assessment shall be recorded.
6 FUTURE GROWTH OF TRAFFIC OR FUTURE DETERIORATION
No allowance is made in this Standard for future growth of traffic or for future deterioration
of the bridge. If such changes are anticipated, they shall be considered in the evaluation. If
any change to the traffic or the condition of the bridge should occur that has not been
accounted for, the evaluation shall be reviewed and, if necessary, the bridge shall be
reassessed.
7 LOAD RATING
7.1 Limit states
7.1.1 General
The concept of rating is based on the limit states design principle that the assessed
minimum strength capacity of the bridge shall be greater than the assessed maximum
factored load applied.
The available live load capacity of the bridge shall be rated and compared with the effects
of a nominated rating vehicle or loading (LRV).

7.1.2 Ultimate limit states (ULS)

ULS shall be used in determination of the live load rating of bridges.
7.1.3 Serviceability limit states (SLS)
SLS may be used in the determination of live load rating of masonry and timber bridges.
For other bridges where cracking detrimental to the structure, deformation, or vibrations are
evident, the bridge and affected components shall be evaluated for SLS requirements in
accordance with the relevant sections of this Standard.
Where there is no evidence of serviceability-related defects, the evaluation need not
consider the serviceability limit state unless otherwise required in this Standard, provided
that neither the use nor the behaviour of the bridge is changed.
7.1.4 Fatigue limit state (FSL)
Rating for fatigue limit states shall be carried out in accordance with Section 8.
8 BRIDGE ASSESSMENT AND LOAD RATING
The methodology for undertaking a bridge assessment and determining a load rating is:
(a) Step 1: Undertake Data collection as outlined in Clause 9.2.
(b) Step 2: Determine the Bridge condition of the bridge (Clause 9.3).
(c) Step 3: Measure bridge to determine Field geometry (Clause 9.4).
(d) Step 4: Undertake Capacity assessment (Clause 9.6).
(e) Step 5: Determine the Load effects and Load factors (Clauses 10 and 11).
(f) Step 6: Undertake a Fatigue assessment (Clause 12).
(g) Step 7: Determine the Load rating after amending the initial Capacity assessment
based on the Fatigue assessment and Condition assessment (Clause 13). Each method
of assessment (line model and grillages for example) has differing accuracy which
needs to be considered in the assessment.
(h) Step 8: For bridges with insufficient Structural capacity, undertake a Higher tier
assessment. This may include—
(i) advanced analysis methods;
(ii) field testing (proof test and dynamic load testing);
(iii) structural health monitoring; and
(iv) other recognized codes and Standards subject to the approval of the relevant
authority.
(i) Step 9: Determine the Final bridge rating.

All assumptions relevant to the assessment shall be recorded.

NOTE: A flowchart of procedure is shown in Figure 8.
Clause D a t a c o ll e c ti o n
9. 2
Clause B r i d g e c o n di ti o n
9. 3
Clause
Fi e l d g e o m e t r y
9.4
Clause
Ca p a c i t y a s s e s s m e n t
9. 5
Clauses
Loa d ef fe c t s a n d l oa d fa c to r s
10 a n d 11
Clause
Fati g u e
12
Clause B r i d g e a s s e s s m e nt
13 a n d r a ti n g e q u a ti o n
A d e q u ate Hi g h e r ti e r C l a u s e s 10
capacity a s s e s s m e nt a n d 11
Clause Fi n a l b r i d g e a s s e s s m e nt, r ati n g

13 a n d i m p o s e r e s t r i c ti o n s i f r e q u i r e d
FIGURE 8 FLOWCHART FOR BRIDGE ASSESSMENT AND LOAD RATING
9 STRUCTURAL CAPACITY
9.1 General
The factored strength of concrete, structural steel, and timber components shall be
determined in accordance with the relevant Sections of this Standard. Components that do
not meet the scope of the AS 5100 series and specific requirements of this Part shall have
their strengths calculated using alternative procedures based on established and generally
recognized theories, analyses, testing and engineering judgement.

The assessment of the structural capacity of a bridge shall be made under the direct
guidance of an appropriately qualified experienced professional engineer, who shall verify
that the actual structural condition of the bridge has been taken into account in the
assessment.
9.2 Data collection
9.2.1 Desktop assessment
A desktop assessment to determine the capacity of a bridge shall be undertaken using—
(a) design material properties, geometry, articulation, applied prestress and other design
actions, where relevant, in the absence of more accurate information obtained by
direct measurement;
(b) design records, drawings;
(c) construction records;
(d) relevant material design Standards;
(e) current condition based on detailed inspection; and
(f) other data.
An assessment of the existing structure shall be made to confirm that the as-constructed
bridge is represented by the drawings. If a discrepancy exists, an investigation shall be
undertaken to determine the as-built structure details.
9.2.2 Material properties
9.2.2.1 Review of original construction document
If available, the plans and other relevant contract documents may be reviewed to determine
material properties and geometry. Some of the material properties are, but are not limited
to, the following:
(a) The specified minimum yield strength of structural steel.
(b) The specified compressive strength of concrete.
(c) The specified minimum yield strength of reinforcing steel.
(d) The specified type [e.g. stress relieved (SR), normal relaxation (NR), low relaxation
(LR)] and tensile strength of prestressing steel.
Where material properties are unknown, they shall be determined using one of the
following methods:
(i) Review of other relevant plans and documents.
(ii) Estimation by considering the date of bridge construction.
(iii) Analysis of tests of samples obtained from the bridge or from specific bridge
components.
(iv) Other methods approved by the relevant authority.
9.2.2.2 Mill certificates
Where mill certificates relevant to the component are available the actual values of yield
and ultimate tensile stresses reported on mill certificates shall not be used for evaluation but
shall be statistically analysed in accordance with Clause 5.2.2.3 to determine the
characteristic strength. Traceability shall be demonstrated between the mill certificate and
the material used in the bridge.

9.2.2.3 Analysis of tests or samples

Nominal material strengths to be used in the calculation of member resistances may be
determined by testing samples obtained from the bridge. Samples shall not be removed from
locations where the strength, stability, or integrity of the member might be adversely
affected. The location and orientation of each sample shall be recorded, as well as any
additional information that may be useful in the interpretation of test results.
Material strength values obtained by testing shall not be directly substituted into the
equations for resistance given in this Standard. Tests and calculations of characteristic
strengths or other properties shall be carried out in accordance with the relevant Standards,
and shall take into account the variability of the material property under consideration,
using an appropriate statistical technique.
Test results shall be converted to nominal material strengths in accordance with approved
methods specified by the relevant authority.
9.2.2.4 Prestressing steel
Removal of prestressing steel specimens for testing shall be undertaken in a manner so as
not to jeopardize the safety of the structure nor be hazardous to the personnel involved.
Specimens shall be tested in accordance with a method agreed by the relevant authority.
9.2.2.5 Deteriorated concrete
Concrete shall be assessed in accordance with AS 5100.8.
Non-destructive test methods, such as ultrasonic pulse velocity and surface hardness
methods, may be used to correlate the concrete strength in damaged and sound regions of a
structure. If compressive strengths are estimated using non-destructive methods, calibration
factors shall be determined using concrete cores from the structure, and the level of
uncertainty shall be accounted for in the estimate of predicted strengths.
9.3 Condition
The condition of the bridge shall be assessed by a Level 2 and/or Level 3 inspection to
assist in determining the current capacity of the components of the structure and its
foundations.
Structural health monitoring may be used to supplement Level 2 or Level 3 inspections.
No rating shall be considered valid until a Level 2 and/or Level 3 inspection is undertaken
to determine the current condition of the bridge and the extent to which the condition
affects the load-carrying capacity or general safety of the bridge.
The records shall be of sufficient detail to allow changes in condition to be assessed during
future inspections. The assessment shall include the following:
(a) Verification that the available plans accurately represent the structure. If no plans are
available measurements shall be taken with sufficient accuracy to carry out the
assessment.
(b) The extent of any defect, damaged or deteriorated regions shall be examined,
recorded and considered in the assessment (e.g. loss of section as a result of corrosion
or accidental damage).
(c) All physical features of the bridge that affect its structural integrity shall be examined
and considered. These may include eccentricities in members (e.g. by bends, kinks or
incorrect alignment) and the corresponding member loads due to the difference in the
current condition of the structure from its design intent.
(d) Longitudinal loads caused by impairment of the design articulation and thermal
movement of the bridge (e.g. seized bearings and unstable abutments).

(e) Foundation and ground movements or changes to earth loads on the structure.
(f) Scour of the foundation or of any adjacent river banks.
The bridge shall be assessed in its current condition.
A bridge that has a primary structural element with defects that affect its functionality as
designed and requires action shall be rated based on a theoretical design or as-built
drawings alone. The capacity shall be determined based on a rational engineering
assessment.
9.4 Field measurement of geometry
When a more accurate estimate of the capacity of a bridge is justified, the structural
capacity shall consider the actual current geometry, dimensions and section properties of
the bridge and its components, including the foundations. The assessment of structural
resistance shall allow for all geometric imperfections and eccentricities caused by
inaccurate construction, damage, or any other cause.
Assessments of section properties shall consider—
(a) the actual size of the member and internal components including any variations
caused by corrosion;
(b) other deterioration causing loss of section, such as wear; and
(c) the uncertainties of the position of internal components, such as prestressed and non-
prestressed components.
Where Items (a), (b) and (c) are taken into consideration, the variation in the capacity
reduction factor specified in Clause 5.5 may be used.
9.5 Assessment of capacity reduction factors
In the absence of information to the contrary, it shall be permissible to assume that the
bridge and its components are in their ‘as-constructed’ condition. Where inspection of the
bridge confirms that the bridge is in sound condition, the design values for the capacity
reduction factors shall be used.
For the determination of appropriate capacity reduction factors, it shall be permissible to
assume that the capacity reduction factors incorporate a factor of 0.95, to allow for member
size and geometric deficiencies. If accurate assessments are made of member sizes and
geometric deficiencies and the results included in the assessment of structural strength, the
capacity reduction factor may be divided by 0.95, thereby increasing the load rating of the
bridge.
Bridge foundations shall be rated using a similar approach, in which actual foundation
material properties are used, with capacity reduction factors being taken as the material
factors specified in AS 5100.3.
Where the capacity of a bridge similar to the bridge being rated has been assessed by load
testing, consideration may be given to adapting that rating. It may be necessary to use lower
capacity reduction factors depending upon the level of loading used and the similarity
between the two bridges. In the adaptation of the rating, use shall be made of the computer
models that have been developed for the load-tested bridge and which have been calibrated
against test results.
9.6 Capacity assessment
9.6.1 General
Capacity assessment of all bridges shall be determined in accordance with the relevant
Sections of this Standard as applicable. For bridge types and materials that fall outside the
scope of the AS 5100 series, specialist reference material shall be used.

Load carrying capacity of structures can be derived using AS/ISO 13822, provided the
original physical and structural integrity of the element under consideration has not been
significantly altered and similar traffic conditions prevailed over the last 20 years.
9.6.2 Reinforced and pre-stressed concrete members
The provisions of AS 5100.5 shall apply and requirements of this Clause shall apply.
For crack control of monolithic pre-stressed beams, the increment in steel stress near the
tension face shall be limited to a maximum of 200 MPa or 75% of the yield strength of the
reinforcement, whichever is the lesser as the load increases from its value when the extreme
concrete tensile fibre is at zero stress to the serviceability limit state load combination
values.
If the centre-to-centre spacing of reinforcement, including bonded tendons is greater than
200 mm then the maximum limit shall be 170 MPa.
Stresses at jacking or transfer shall be based on data given on the plans. In the absence of
such data, the following stress limitations, for both pre-tensioning and post-tensioning, shall
be used:
(a) At jacking: ...................................................................................................... 0.80 fpu.
(b) At transfer: ..................................................................................................... 0.70 fpu.
For unreinforced joints in segmental precast construction, the serviceability limit state shall
be checked for residual compression at the joints.
9.6.3 Steel, cast iron and wrought iron members
Steel cast iron and wrought iron members shall comply with the requirements of
AS/NZS 5100.6, AS 5100.8 and this Clause.
When making an assessment of a metal structure or component, care shall be taken to
identify whether the material is cast iron, wrought iron or steel. Strength parameters for cast
iron and wrought iron can be highly variable. Testing and specialists literature shall be
consulted to determine appropriate strength parameters.
9.6.4 Timber members
The provisions of AS 5100.9 shall apply with the addition of the following considerations.
Timber bridges may be assessed to ultimate limit states timber structures code
AS 1720.1—1997 or alternatively to the working stress timber structures code
AS 1720.1—1988.
9.6.5 Masonry structures
9.6.5.1 General
Masonry structures may be complex engineering systems with many factors affecting
capacity. The majority of masonry structures have been in service for over 80 years and
many have age-related defects that are highly influential to the capacity. In many cases,
drawings and other design information are not available. The condition of the masonry and
mortar are especially critical and should be investigated in detail with the effectiveness of
load transfer of the mortar and the masonry condition and strength determined where
possible.
Limiting stresses for the masonry shall be determined accurately.
NOTES:
1 Guidance on the compressive and tensile stress limits is found in AS 3700 Masonry
structures.
2 For critical cases, in the absence of reliable information, core samples should be taken from
non-critical parts of the structure.

9.6.5.2 Masonry arches

The critical factors affecting the capacity of masonry arches that require investigation shall
include, but are not limited to, the following:
(a) Any obvious signs of active failure mechanisms in the arch.
(b) Any significant characteristics such as skew, multi-ring arch, internal stiffening or
structural modifications.
(c) Arch span to depth (top of crown to spring level) ratio which provides an overall
indication of capacity.
(d) The thickness of the arch, fill depth and fill composition and compaction which
provides an indication of the load distribution and the capacity.
(e) The actual shape of the arch including flattening, bulging, abutment movement and
pier wall deformation which indicates distress and may reduce the capacity.
(f) Foundation condition, material, depth and height of backfill of the arches which
provides an indication of bearing capacity and often governs the overall arch
capacity.
(g) Drainage of the arch backfill material.
(h) Spandrel wall condition as it confines the fill and helps to distribute loads.
9.6.5.3 Assessment methods
In undertaking the assessment of a masonry structure the variability of material properties
and other structural characteristics shall be taken into account. The impact of flooding shall
also be taken into account due to the possibility of instability.
Masonry arches may be assessed to serviceability limit state methods or ultimate limit state
methods.
The methods of assessment may be categorized in increasing order of complexity and level
of confidence as follows:
(a) Semi-empirical methods.
(b) Simplified 2D elastic methods.
(c) Limit analysis methods—lower bound and upper bound theorems, discrete rigid block
and indiscrete rigid block methods.
(d) Solid mechanics methods—finite element and discrete element.
NOTE: For more details of the application of the above methods, refer to specialist literature
referenced in the commentary.
9.7 Critical sections for analysis
Both super-structure and sub-structure elements shall be considered as follows:
(a) Elements to be analysed for the super-structure shall include, but not be limited to—
(i) main girders;
(ii) cross-girders and stringers; and
(iii) deck slab.
(b) Elements to be analysed for the sub-structure shall include, but not be limited to—
(i) headstocks;
(ii) columns and piers;
(iii) footings and foundations; and

(iv) bearings; and

(v) abutments.
(c) Critical sections to be analysed shall include, but not be limited to—
(i) locations of maximum moments;
(ii) sections adjacent to the supports for negative moments;
(iii) locations of maximum shear and/or torsion;
(iv) all regions of curtailed reinforcement or changes in reinforcement profile;
(v) changes in section; and
(vi) connections.
Where relevant assessments of stability shall also be carried out.
9.8 Recording assumptions and results
The assumptions and methodology used in the analysis and the results shall be recorded in
an assessment report as specified by the relevant authority.
10 LOADS
10.1 General
All loads in accordance with this Standard shall be included unless otherwise approved by
the relevant authority.
10.2 Permanent loads
10.2.1 Dead load and superimposed dead load
Dead load and superimposed dead load shall include the weight of all components of the
bridge, fill, utilities, and other materials permanently on the bridge. Dead loads shall be
determined from bridge drawings and verified with field inspections and measurements.
The unit weight of material shall be in accordance with AS/NZS 1170.1 or based on
bridge-specific samples with appropriate statistical analysis.
Dead load and superimposed dead load shall be in accordance with AS 5100.2.
10.2.2 Earth pressure and hydrostatic pressure
As appropriate, earth pressure and hydrostatic pressure shall be considered in the
assessment, and shall be treated as permanent loads and multiplied by the corresponding
load factor in accordance with AS 5100.2 and AS 5100.3.
10.2.3 Secondary effects from prestressing
Secondary effects from prestressing shall be considered as permanent loads and multiplied
by the corresponding load factors in accordance with AS 5100.2.
10.2.4 Shrinkage and creep of concrete, differential or foundation settlement and bearing
friction
The effects of shrinkage and creep of concrete, differential settlement and bearing friction
need not be considered at ultimate limit states provided that all of the following conditions
are satisfied:
(a) The bridge and its components behave in a ductile manner and remain in a stable
condition under all relevant loading conditions that include these effects.
(b) The structure is capable of redistributing the self-equilibrating internal stresses set-up
by these effects.

(c) The bridge and its components do not exhibit signs of structural distress.
Where any of these conditions are not satisfied, the above effects shall be treated as
permanent loads and multiplied by the load factors in accordance with AS 5100.2.
10.3 Road vehicle live loads
10.3.1 General
Road vehicles may include nominated rating vehicles, permit vehicles and high productivity
vehicles.
10.3.2 Nominated rating vehicles
Bridges may be assessed for the following nominated rating vehicles (LRV):
(a) A specific live load configuration for general access vehicles (e.g. a legal limit
loading).
(b) A specific live load configuration for higher mass limit (HML) vehicle.
(c) A design live load such as T44/L44 or SM1600 (see AS 5100.2).
(d) A network loading configuration (e.g. crane, Australian Defence Force Vehicles).
10.3.3 Co-existing vehicles
Where defined in Clause 10.3.4, co-existing vehicles shall be considered in adjacent lanes.
For assessment of specific live loads for general access and specific live loads for restricted
access vehicles, the co-existing vehicle shall be consistent with the general access vehicles
that have been previously approved, gazetted or mapped for the route, excluding permit
vehicles.
For design load assessment (T44/L44 and SM1600), the co-existing vehicles shall be in
accordance with AS 5100.2 and this Standard.

DRAFT ONLY
Vehicle
Attribute Sketch (not to scale)
description
Semi-trailer L = 11 m x y z
GML = 42.5 t
CML = 44 t
HML = 45.5 t
3 m 1.2 m ≥ 4.4 m 2 x 1.2 m

x y q
Quad axle semi- L = 13.7 m
trailer HML = 50 t
Heavy vehicle
3 m 1.2 m ≥ 5.9 m 3 x 1.2 m
x y z z
B-double L = 22 m
19
(see Note 2) GML = 62.5 t
CML = 65 t
HML = 68 t
4 m 1.2 m 5. 5 - 6 . 5 m 2 x 1.2 m 6. 5 - 5. 5 m 2 x 1.2 m
x y z z z
B-triple L = 28.9 m
GML = 82.5 t
CML = 86 t
HML = 90.5 t
3 m 1.2 m >5. 5 m 2 x 1.2 m >6.5 m 2 x 1.2 m >5. 5 m 2 x 1.2 m
DRAFT ONLY
FIGURE 10.3.3(A) (in part) HEAVY VEHICLE CONFIGURATIONS
DRAFT ONLY
Vehicle
Attribute Sketch (not to scale)
description
x y z z z
Tridolly road train L = 26.8 m
Heavy vehicle
(see Note 3) GML = 82.5 t

CML = 86 t
HML = 90.5 t
3. 5 m 1.3 m 5.0 m 2 x 1.4 m 2 x 1.3 m 5 m 2 x 1.4 m

Front axle (x) Dual (y) Tri-axle (z) Quad (q)

GML 6t 16.5 t 20 t n/a
CML 6t 17 t 21 t n/a
HML 6t 17 t 22.5 t 27 t
20
LEGEND:
L = Length between first axle and last axle
GML = General mass limit
CML = Concessional mass limit
HML = Higher mass limit
M = Either GML/CML/HML
NOTES:
1 The vehicles shown above are typical configurations. Some states may allow other vehicles to travel on roads.
2 Sum of the two spacings between the tandem and tri-axle and between the two tri-axles shall be greater than or equal to 12 m.
3 The second tri-axle group can be replaced by a dual axle dolly.
4 The front axle may be loaded up to 6.5 t.
FIGURE 10.3.3(A) (in part) HEAVY VEHICLE CONFIGURATIONS
DRAFT ONLY
100294 A
≥1.6 5 m ≥ 2.0 m ≥1.75 m
11.4 5 T 11.4 5 T 11.4 5 T 11.4 5 T

tyres 2 2 2 2
C o n di ti o n s:
1. Mi ni m u m g r o u n d c o nt a c t wi d th i s 2.7 m b a s e d o n t y r e wi d th = 50 8 m m*. If
th e t y r e wi d th i s l e s s th a n 50 8 m m, a m a x i m u m r e d u c ti o n of u p to 0. 2 m i n
m i ni m u m g r o u n d c o nt a c t wi d th i s p e r m i s s ib l e.
2. A ll c r a n e s m ay tr ave l o n a ny l a n e at a s te a d y s p e e d n ot exc e e di n g 4 0 k m / h r.
FIGURE 10.3.3(B) CONFIGURATION OF A 4 AXLE ALL TERRAIN CRANE AT 45.8 T

GROSS MASS
≥ 2.2 m ≥1.6 m ≥1.55 m ≥1.6 m
9.6 T 9.6 T 9.6 T 9.6 T 9.6 T

tyres 2 2 2 2 2
C o n di ti o n s:
1. Mi ni m u m g r o u n d c o nt a c t wi d th i s 2.7 m b a s e d o n t y r e wi d th = 4 0 6 m m.
2. C r a n e s m ay tr ave l i n a ny l a n e at a s te a d y s p e e d n ot exc e e di n g 4 0 k m / h r.
FIGURE 10.3.3(C) CONFIGURATION OF A 5 AXLE ALL TERRAIN CRANE AT 48 T

GROSS MASS
10.3.4 Vehicle positioning

The critical load effects derived from a detailed analysis depend on the transverse location
of the vehicles on the span. The locations of the vehicles may be as follows:
(a) For bridge carriageway widths less than or equal to 4.0 m, the vehicle shall be
positioned in the most onerous position within the 4.0 m lane for the section under
consideration but no closer than 600 mm to the face of the kerb from the centreline of
the dual tyre.
(b) For bridge carriageway widths greater than 4.0 m but less than 6.0 m, only a single
vehicle shall be considered. The vehicle shall be positioned in the most onerous
position within the carriageway for the section under consideration but no closer than
600 mm to the kerb from the centre of the dual tyre.
Where the bridge is greater than 40 m in length or where geometry dictates that two
drivers may not see each other before travelling onto the bridge, the road authority
shall be consulted if it is appropriate to consider a co-existing vehicle. Particular
consideration shall be given to bridges with widths between 5.8 m and 6.0 m. Where
it is reasoned that a co-existing vehicle is to be considered, both vehicles shall be
centred within their available travelling width. The distances measured from wheel
centre-lines to edges of lanes may be less than 600 mm. Where a low speed crossing
is likely under this scenario, consideration may be given to a lower DLA, provided
the road authority has given approval.

(c) For all bridge carriageway widths, an assessment may be undertaken using design
lanes or marked lanes. Marked lanes may be used to potentially improve the rating or
when the lane width available is less than 3.2 m. Where marked lanes are used, due
consideration shall be given to the possibility of the markings changing in the future.
Any assessment using marked lanes shall be considered invalid once lane
configurations change.
Where design lanes are used, they shall be determined in accordance with AS 5100.2.
Vehicles shall be placed within the design lane as specified in AS 5100.2. If a marked
lane is less than 3.2 m in width, the vehicle shall be positioned centrally within the
lane. The distance from the centre-line of the wheels to the edge of the lane may be
less than 600 mm in this instance. Where vehicles are positioned in marked lanes
greater than 3.2 m in width, the vehicles shall be positioned within the lanes so that
the closer line of wheels is 600 mm from the lane edge so as to produce the most
onerous effect.
(d) In the assessment of 4 and 5 axle mobile cranes, the crane shall be deemed to occupy
a single 3.4 m lane width. If the mobile crane is positioned within a marked lane less
than 3.4 m in width, the crane shall be deemed to occupy 2 lanes, and the closer line
of wheels positioned 600 mm from the lane edge so as to produce the most onerous
effect.
Where a crane that has a ground contact width (GCW) greater than 2.6 m is to be
considered, the minimum bridge width where a co-existing vehicle shall be
considered is (GCW − 2.6 m + 6.0 m).
(e) HLP or indivisible loadings shall be considered on any structure where appropriate.
Where there are three or more lanes, the HLP or indivisible load shall occupy two
lanes and be positioned for evaluation purposes in accordance with AS 5100.2.
Co-existing vehicles, as per Clause 6.2.3, shall be considered in the remaining lanes
unless a movement plan is developed, which involves stopping traffic in the other
lanes during the passage of the vehicle. If an indivisible load can fit within a single
lane, co-existing vehicles shall occupy the remaining lanes in accordance to
Clause 10.3.3.
Due consideration of the movement plan and logistics shall be made in any
assessment.
(f) Vehicle positioning for design vehicles T44 and SM1600 shall be in accordance with
AS 5100.2 and this Standard.

CL CL
600
D i s t a n c e b e t we e n d u a l t y r e s
G r o u n d c o nt a c t wi d th
(G CW )
(a) D u a l t y r e
CL CL
600
C e n t r e l i n e of t y r e s
G r o u n d c o nt a c t wi d th
(G CW )
( b) S i n g l e t y r e
FIGURE 10.3.4 (in part) VEHICLE POSITIONING

4 0 6 o r 50 8 m m
G r o u n d c o nt a c t wi d th = 2.7 m
4 0 6 o r 50 8 m m
250 m m
(c) Ty p i c a l c r a n e a x l e c o nf i g u r ati o n a n d t y r e c o nt a c t a r e a
250
250 150
CL of CL of
10 0 10 0
dual dual tyres
tyres 150
250
20 0 0 18 0 0 18 0 0
250
150
CL of CL of
10 0 10 0
dual dual tyres
250 150
250 tyres
250 26 0 26 0 210 210 210
S te e r a x l e Ta n d e m a x l e Tr i d e m a x l e
Ty r e c o nt a c t: 250 x 250 Ty r e c o nt a c t: 26 0 x 250 Ty r e c o nt a c t: 210 x 150
(d ) Ty p i c a l tr u c k a x l e c o nf i g u r ati o n a n d t y r e c o nt a c t a r e a
FIGURE 10.3.4 (in part) VEHICLE POSITIONING
Different combinations and positions may be critical for different load action effects.
Where a single vehicle is critical for some structures, it shall be checked along with
variations in vehicle numbers and locations.
Where the bridge is of sufficient length, vehicles following in the same lane shall be
considered.

The bridge shall be checked for the critical load effect. This includes vehicle position,
vehicles in adjacent lanes and vehicles following in the same lane.
Where multiple vehicles are considered in the same lane, the following apply:
(i) For moving traffic, the minimum headway between vehicles is 17.0 m measured
between the rear axle of the front vehicle and the front axle of the rear vehicle. The
headway shall be chosen so as to produce the worst effect. Where multiple vehicles
are present either in the same lane or in adjacent lanes, the ALF shall be 1.0 for the
first vehicle, 0.8 for the second vehicle and 0.4 for the third and subsequent vehicles
(see Clause 10.3.6).
(ii) For stationary traffic the minimum headway is 8.0 m. The ALF shall be in accordance
with Item (i).
(iii) For slow moving traffic with a speed of less than 10 km/h the minimum headway
shall be 8.0 m. The ALF shall be in accordance with Item (i). In this case, a DLA of
0.1 may be used, provided the requirements of Clause 10.3.7 are complied with.
10.3.5 Permit vehicles
Permit vehicles may have combinations of mass, position restrictions and/or speed
restrictions imposed on them by the relevant authority, based on the cases analysed in
Clause 6.2.4.
NOTE: The relevant authority will determine the appropriate compliance and conformity
requirements to ensure that the passage of permit vehicles with restrictions does not result in
damage to the bridges, and may be imposed by the relevant authority.
10.3.6 Accompanying lane factor
The accompanying lane factors specified in AS5100.2 shall be used. Where stacking in one
lane is considered the individual vehicles in the lane shall be considered as separate lanes
for the purpose of applying appropriate accompanying lane factors.
For the purposes of assessment, the accompanying lane factor specified in this Clause shall
be applied for all assessment of vehicle sets to previous editions of this Standard.
10.3.7 Dynamic load allowance
The dynamic load allowance (DLA) for general access vehicle, restricted access vehicle
(RAV) and T44/L44, livestock vehicles and cranes shall be taken as 0.4.
For the SM1600 load set, the DLA shall be in accordance with AS 5100.2.
The DLA for HLP and indivisible loads shall be taken as 0.1 where the maximum travel
speed of 10 km/h is assured through a movement plan. A self-managed movement plan or
unsupervised movement plan is inappropriate for this provision. Where a self-managed
movement plan is used, the general access provisions for DLA shall be used.
Where it can be shown through a movement plan and with appropriate supervision to the
satisfaction of the road authority, the DLA may be reduced to 0.0 provided speeds are
limited to less than 5 km/h. This provision shall be approved by the relevant authority.
Where the roughness of the road is controlled to ensure compliance with an IRI
(International Roughness Index) of less than 4.0 for a distance of 400 m each side of the
bridge, the DLA may be reduced to 0.3. Compliance shall be formally documented with a
management plan that documents frequency of road roughness measurements and timeframe
for action where the road profile degrades to the required intervention level.
Dynamic load allowance may be modified, based on testing as specified in Clause 14.

10.4 Rail vehicle live loads

10.4.1 Nominated rail traffic rating loads
Unless approved otherwise by the rail authority, the following rail traffic configurations
shall be considered for load ratings:
(a) 300LA bridge design load (see AS 5100.2) or proportioned 300LA.
(b) All train consists nominated by rail authority.
(c) A specific rolling stock configuration designated for the particular railway line
classification, e.g. high speed passenger (HSP), moderate speed passenger (MSP),
low speed passenger (LSP), heavy haul freight (HHF), main line freight (MLF),
branch line freight (BLF) and yard operation (YRD).
10.4.2 Multiple track factor
The multiple track factors specified in AS 5100.2 shall be used.
10.4.3 Dynamic load allowance
Dynamic load allowance shall be calculated in accordance with AS 5100.2 for the particular
bridge element.
Where the maximum travel speed during construction does not exceed 5 km/h, the dynamic
load allowance for track reconstruction equipment shall be taken as 0.1.
The dynamic load allowance may be adjusted for the actual railway line speed.
10.4.4 Distribution of railway traffic load
The distribution of railway traffic shall be in accordance with AS 5100.2.
10.4.5 Horizontal forces
For axle loads other than 300LA design configuration, the horizontal forces shall be
proportioned against the 300 kN axle load.
10.5 Footpath, cycleway and maintenance vehicle loading
Consideration shall be given to coincident footpath and maintenance vehicle loading.
Except for footpath components, footpath loading shall not be considered coincident with
traffic loading unless significant footpath and maintenance vehicle loading is likely to occur
coincident with maximum traffic loading.
10.6 Other transient loads
10.6.1 Wind loads on rail bridges
Wind loads are not specifically considered in AS 5100.7, except for railway bridges. If the
authority considers that significant wind forces may occur simultaneously with the
maximum traffic loads, then these wind forces shall be considered in accordance with
AS 5100.2. The application of wind loads on the bridge and live load shall be in accordance
with the rail authority requirements.
10.6.2 Temperature effects
Temperature effects, including differential temperature, need not be considered at ultimate
limit states provided the conditions detailed in Clause 6.1.4 are satisfied. Where these
conditions are not satisfied, temperature effects shall be considered in accordance with
AS 5100.2.

10.6.3 Exceptional loads

Loads that occur rarely with significant magnitude shall be considered exceptional loads.
Evaluation for exceptional loads shall be in accordance with AS 5100, and, where not
covered by AS 5100, in accordance with good engineering practice and as approved by the
relevant authority.
11 LOAD FACTORS
11.1 Serviceability limit states
For the assessment of a bridge for serviceability limit states, the load factors given in
AS 5100.2 shall be used.
Where superimposed dead load effects are directly measured, the load factors given in
Table 11.1 or intermediate values shall be used.
Any modification of load factors shall require the approval of the relevant authority.
TABLE 11.1
LOAD FACTORS FOR SUPERIMPOSED DEAD LOAD
UNDER SERVICEABILITY LIMIT STATES
Direct
Load effect Design case
measurement
Superimposed dead load (general loads) 1.3 1.1 (see Note)
Superimposed dead load (controlled cases) 1.0 1.0
NOTE: Where a load factor of 1.1 is used for superimposed dead load, the
actual superimposed dead load will be subsequently controlled and monitored
by the relevant authority.
11.2 Ultimate limit states

When rating a bridge for ultimate limit states, the unfactored loads shall be multiplied by
the appropriate load factors given in Table 11.2(A) and 11.2(B). Modified values in
accordance with Section 10 may be used, provided specific measurements or other
investigations are carried out to determine more appropriate loads or factors.
Any modification of load factors shall require the approval of the relevant authority.
TABLE 11.2(A)
DEAD LOAD FACTORS FOR THE ULTIMATE LIMIT STATE
Where load reduces safety Where loads increases safety
Load
Type of load Design Site specific Design Site specific
factor
case measurement case measurement
Dead load (steel) γg 1.1 1.05 0.9 0.95
Dead load (concrete) γg 1.2 1.1 0.85 0.9
Dead load (timber) γg 1.4 1.2 0.8 0.9
Superimposed dead load (general
γ gs 2.0 1.4 0.7 0.85
loads) (see Note)
Superimposed dead load (controlled
γ gs 1.4 1.2 0.8 0.9
loads) (see Note)
Superimposed dead load (ballast
γ gs 1.7 1.2 0.7 0.9
load) (see Note)
NOTE: Where superimposed loads are removable, the condition with those loads removed shall be considered.

TABLE 11.2(B)
LIVE LOAD FACTORS FOR THE ULTIMATE LIMIT STATE
Type of load Symbol Live load factor Note
Live load (SM1600 design load) γL 1.8 (5)
Pedestrian, cycleway and maintenance loads γL 1.5 (1), (4)
Live load (road traffic)
(a) General freight γL 2.0
(b) General freight with onboard weighing γL 1.8
(2), (4)
(c) Permit vehicle (indivisible, single trip) e.g. HLP γL 1.5
(d) Crane (crane to be weighed prior to registration) γL 1.6
(e) Volumetric (livestock and liquid) γL 1.6
Centrifugal forces (SM1600 design road traffic, including
γL 1.8 —
specific loads for general access)
Centrifugal forces (other road traffic) γL 2.0 (3), (4)
Braking forces (SM1600 design road traffic, including
γL 1.8 (3), (4)
specific loads for general access)
Braking forces (other road traffic) γL 1.5 (3), (4)
Live load (rail traffic) γL 1.6 (1)
Live load (rail traffic) (specific loads) γL 1.4 (2), (4)
Centrifugal and nosing forces (rail traffic) γL 1.6 (3)
Braking and traction forces (rail traffic) γL 1.6 (3)
NOTES:
1 These factors shall only apply when rating a bridge for general loads.
2 These factors shall only apply when rating a bridge for specific loads where the relevant authority can
exercise control over and monitor the passage of such loads.
3 For these loadings, it shall be acceptable to reduce the loads, provided a vehicle speed limit is specified.
4 Where appropriate statistically significant measurement is undertaken, the load factor may be modified
subject to the approval of the relevant authority. See also AS 5100.7 Supp. 1.
5 This case is for comparison purposes to the current design Standard. It does not represent an actual real
vehicle type. The load factor for this case is not appropriate for actual vehicle types. Any modification of
load factors shall be in accordance with Note 4.
12 FATIGUE
12.1 General assessment
Assessment of bridges for fatigue shall consist of determining the cumulative fatigue
damage of the critical details or components of a bridge, and of determining the nominal
fatigue life of the bridge. The assessment shall be undertaken by using the procedures for
fatigue specified in AS/NZS 5100.6, together with other relevant information. For the
purposes of assessment, the cumulative fatigue damage shall be the sum of the damage due
to historical loading. The nominal fatigue life shall be considered to have been reached
when the cumulative damage sums to unity.
In assessing a bridge for fatigue, actual strains at critical details may be measured to deduce
stresses. The stress pattern due to a defined load shall be assessed to determine the effective
number of load cycles applied to the structure, or the detail being considered, by the
passage of one loading sequence.
The effect of worn wheels may increase the number of cycles, the amplitude and rate of
strain for railway bridges. The frequency of worn wheels shall be considered.

If a bridge has reached its theoretical fatigue life, a risk management strategy shall be put in
place which may include reducing the load limit, reducing speed limit on the bridge,
monitoring fatigue cracks and/or replacement of the bridge or the fatigued components.
When assessing a road bridge, an assessment of the actual loads and related number of
stress cycles shall be made in accordance with AS 5100.2.
When assessing a bridge, the actual loads shall be considered. The effective number of load
cycles (n) specified in AS 5100.2 shall only be used if the assumptions detailed in
AS 5100.2 Supp. 1 are known to be appropriate.
12.2 Special criteria for rivets and bolts
For the purposes of fatigue calculations, tight rivets in mechanically fastened connections
may be treated as bolts of Category 8.8/TF. Connections with loose rivets, or connections
that are made of bolts not tightened in accordance with the requirements for
Category 8.8/TF, shall be assigned a detail Category 50 as defined in AS/NZS 5100.6.
13 LOAD RATING FACTOR
The determination of the load rating factor of a bridge shall be carried out by comparing the
factored live load effects of the nominated rating vehicle with the factored strength of the
bridge after subtracting the load effects from the factored permanent loads including dead
and superimposed dead load effects, parasitic, shrinkage, creep, bearing, friction,
differential settlement and temperature effects.
The load rating of a bridge shall be carried out for all strength checks (e.g. moment, shear,
torsion and the like) at all potentially critical sections as described but not limited to those
listed in Clause 9.7, with the lowest rating factor determined being the rating factor for the
bridge.
For the purpose of rating, the general strength equation for bridges shall be calculated from
the following equation.
(a) Single load effect:
ϕRu ≥ ( )
γ g S g* + γ gs S gs* + S p* + S s* + S t* + γ L (RF ) S L* W (1 + α ) . . . 13(1)
Therefore, the rating factor (RF) for bridges shall be calculated from the following
equation:
RF ≤
(
φRu − γ g S g* + γ gs S gs* + S p* + S s* + S t* ),
γ L (1 + α )W ( )
S L*
. . . 13(2)
that is—
Available bridge capacity for live load effects
RF = . . . 13(3)
Live load effects of nominated rating vehicle
The rated load (LR) may be expressed as follows:
LR = (RF)LRV . . . 13(4)
where
ϕ = capacity reduction factor
Ru = calculated ultimate capacity
γg = load factor for dead load (refer Clause 11)
S g* = load effects due to dead load (refer Clause 10.2)
γgs = load factor for the superimposed dead load (refer Clause 11)

*
S gs = load effects due to superimposed dead load (refer Clause 10.2)
S p* = load effects due to parasitic effects or prestress (refer Clause 10.2.3)
S s* = load effects due to shrinkage, creep, differential settlement and bearing
friction (refer Clause 10.2.4)
S t* = load effects due to temperature (refer Clause 10.6.1)
γL = load factor for live load (refer Clause 11)
RF = rating factor
S L* = load effects due to the live load used for the assessment (see
Clauses 10.3 and 10.4)
W = a factor representing—
(a) MTF for railway traffic bridges, that is, the multiple track factor
determined in accordance with AS 5100.2; and
(b) ΣALF for road traffic bridges, that is, the accompanying lane factor
determined in accordance with Clause 10.3
NOTE: The ΣALF effect is the sum of load effects of each loaded lane
with the relevant ALF.
α = dynamic load allowance (see Clause 10.3)
LR = rated load
LRV = nominated rating vehicle
Where the rating for a specific bridge is assessed as being less than required (i.e. RF <1) the
subject bridge shall be deemed to not satisfy the nominated vehicle or loading.
(b) Combined actions:
The interaction equation for combined actions shall be as given in AS 5100.5 for
concrete, AS/NZS 5100.6 for steel and concrete and AS 5100.9 for timber.
14 LOAD TESTING
14.1 General
Load testing is intended to quantify in a scientific manner how the structure distributes and
reacts to load, to assist in determining a realistic load capacity of a bridge.
When a load test is proposed as part of the assessment procedure, such a test, including
details of loads, loading pattern, instrumentation, condition survey, and analysis shall be
approved by the relevant authority.
The performance and structural capacity of a bridge or bridge type is determined by
accurately measuring actual strains or structural actions caused by known and controlled
loading configurations. Components of the bridge shall be instrumented and monitored
during the test to the extent considered necessary for safety and to detect any damage or
failure, or to verify certain behaviours considered, or to be considered, in the analysis.
For all load tests, a numerical model of the structure shall first be developed to assess the
ultimate capacities, failure modes and elastic limits under different loading configurations.
This model will provide the basis for determining maximum applied loads and locations for
monitoring the response of the structure during the progressive application of the test loads.
No load testing shall be carried out without a theoretical evaluation having previously been
performed in accordance with this Section. This requirement may be waived only if plans of
the bridge are not available in which case testing shall be conducted with extreme caution
taking into consideration the possibility of failure of the bridge during testing.

A Level 2 inspection or higher shall be performed on the bridge prior to load testing, in
order to assess its condition and suitability for load testing.
A safe work method statement shall be prepared and implemented prior to and during any
load testing.
When assessing the load capacity of a bridge from the results of a static load test,
engineering judgement shall be applied. Load capacity assessment and load testing shall be
carried out by an experienced professional bridge design engineer.
The reliability of the load test results shall be evaluated at each stage of the load test and
prior to using the load test results. The reasons for any differences between measured load
effects and those predicted by theoretical analysis shall be established.
The adaptation of the results of load testing shall only be applied to bridges of similar
structural form, taking into consideration material properties and conditions.
14.2 Types of load testing
The types of load testing covered in this Standard include:
(a) Destructive testing.
(b) Proof load testing.
(c) Dynamic load allowance (DLA) testing.
(d) Dynamic measurements.
The type of load test shall be based upon, but not limited to, the following considerations:
(i) The condition of the bridge.
(ii) The type of bridge.
(iii) The availability of design details and as-constructed drawings.
(iv) The results of analytical evaluation.
(v) The availability of funds and equipment.
(vi) The level of assessment accuracy required.
(vii) The potential applicability of test results to other bridges.
14.3 Destructive testing
14.3.1 General
Destructive testing may be conducted on bridges no longer in service or on specially
prepared models or prototypes. The objectives of such testing are to quantify the ultimate
load capacity of a bridge or bridge type and to enable an understanding of post-elastic
behaviour. The test results are then used to establish a more realistic load rating for a
similar bridge or bridge type.
Destructive testing involves progressively loading and monitoring a structure or parts of a
structure until ultimate failure occurs at one or more locations. The testing provides
information about—
(a) load distribution at serviceability and ultimate failure loads;
(b) load levels at which serviceability failure modes such as significant cracking and
excessive deflection occur;
(c) loads at which ultimate failure occurs at one or more locations together with the
ductility and warning signs associated with such failures; and

(d) the magnitude of the load that a bridge could be subjected to repeatedly or on a
limited number of occasions.
14.3.2 Evaluation of destructive test results
When determining the applicability of the results from the destructive testing of a bridge or
laboratory model to develop load ratings for similar bridges, aspects to be considered shall
include the following:
(a) The condition of the tested bridge and the bridge to be load rated.
(b) The method and configuration of the test load compared to loading patterns from
vehicles covered by the rating.
(c) The ductility of the failure.
(d) The degree of indeterminacy of the structure tested and the structure to be rated.
Such testing shall be used to improve the calibration of theoretical rating, including the
rating of similar bridges or to improve the confidence of establishing target static proof
loads and maximum applied loads.
Such testing may also be used to improve the selection of capacity reduction factors to
better reflect the ductility of the bridge and take into account the likelihood and
manifestation of signs of structural distress being evident prior to ultimate collapse.
The use of destructive testing to assist in the rating of other in-service structures shall be
subject to the approval of the relevant authority.
14.4 Proof load testing
14.4.1 General
Proof load testing can be undertaken as static or dynamic load testing. Proof load testing
involves monitoring a structure whilst progressively loading it to induce stresses
approaching the elastic limit at one or more critical locations. The elastic limit shall
consider the dynamic effect if dynamic load testing is being undertaken. This form of
testing is usually undertaken with vehicles loaded with kentledge to well beyond legal
limits. This approach makes it possible to load the bridge at multiple locations
longitudinally and transversely with a pattern similar to regular traffic loading.
The proof load on a bridge is the maximum load that can be applied to the structure without
inducing non-linear behaviour.
A 2D grillage or higher order theoretical analyses shall be used to estimate the proof load
and this value shall be known as the target proof load.
The target proof load shall be set at a value not greater than that corresponding to the
theoretically estimated elastic limit including dynamic effects, if applicable.
The bridge shall be carefully and incrementally loaded in the field to the pre-determined
target proof load. Testing shall be terminated when non-elastic behaviour is observed or the
target proof load is reached, whichever occurs first.
The load effects on critical members of the bridge shall be measured by suitable
instrumentation and shall be monitored in real time, to ensure that the structure is still
acting in a linearly elastic manner at all stages of static loading. The bridge foundations
shall be gauged to monitor movements during testing and the magnitude of permanent set, if
any, of these foundations.
In order to protect the bridge and the testing personnel, proof test loadings shall be applied
incrementally from a base load of 50% of the theoretical rated ultimate capacity.

The assumption for proof load testing (Clauses 10.4.2 and 10.4.3) as described in this
Standard are:
(a) All spans are simply supported.
(b) All simply supported span behave a simply supported are not restrained by ‘sticky’
bearing, abutment restraint.
(c) A test vehicle is positioned in each road lane or rail tracks at the critical position for
moment, shear and reaction.
(d) If the bridge has multiple lanes or rail tracks, one test vehicle is only permitted with
the approval of the authority if it can be demonstrated that the theory of superposition
applies and multiple presence will be in the elastic range.
Continuous spans are outside this Standard due to the complexity of different vehicle axle
spacing and trailing vehicle effects that require care consideration and detailed assessment.
The relevant authority may approve procedure for site specific assessment of continuous
bridges.
14.4.2 Evaluation of static proof load testing results
The results of a static proof load test may be used to improve the analytical assessments of
the live load design effects through calibration. The assumptions detailed in Clause 14.4.1
must be applicable.
Modification of structural design actions, based on measured performance to a known load
shall be undertaken by multiplying the design action effects determined from the analytical
assessment by the modification ratio, which is defined as follows:
Lm = kmLL / SLL(1 + α) . . . 14.4.2
where
mLL = measured live load effect
SLL = analytical live load effect determined using 2D grillage or higher order
analysis
k = testing modification factor (see Table 14.4.2)
α = DLA factor in accordance with AS 5100.2
Assessment of load capacity from a static proof load test shall be factored for dynamic
effects by using the value of α from AS 5100.2. As dynamic and fatigue effects are likely to
be critical for railway bridges, the appropriate values of α and stress increments to be used
in conjunction with the load test shall generally be determined by field testing.
The modification of the live load design action through load testing shall be subject to the
testing modification factor k to account for potential inconsistencies in performance at the
ultimate limit state and the observed distress when loaded to the target proof load. The
testing modification factor (k) shall be as given in Table 14.4.2.
Where the modification ratio determined through testing is less than unity, due allowance
shall be made for the possibility that certain load situations may produce larger actions than
those that have been measured. It shall be ensured that the load is not being carried by some
unreliable load path such as the composite action of concrete slabs not detailed for
composite action, frozen bearings and the like. The ductility and redundancy of the
structure shall also be considered.
Static proof load testing may be used to modify analytical model stiffness to ‘calibrate’ the
model so that the theoretical load action effects match the measured effects to the proof
load. The testing modification factor (k) shall be considered in the extent of the calibration.

The value of the modification ratio (r m) may be greater than unity and, if found to be so,
shall be adopted in the rating of the bridge. The value of r m may vary for different design
actions.
The use of a modification ratio (r m ) less than unity shall be approved by the relevant
authority.
TABLE 14.4.2
TESTING MODIFICATION FACTOR (k)
Observed distress during test k
Minor distress 0.8
No visible distress 1.0
14.4.3 Rated load from proof load testing

Where insufficient information is available to undertake an accurate theoretical analysis,
the rated load for a bridge may be determined from a proof load test and shall be
determined by factoring the maximum applied load (PLmax.) taking into account the
following:
(a) The distress level reached during load testing k as given in Table 14.4.2.
(b) The multiple lane load effects.
(c) The ultimate live load factor.
(d) The dynamic load allowance.
If the assumptions in Clause 14.4.1 are valid, the rated load (LR) shall be evaluated using
the following equation:
kPLmax .
LR = . . . 14.4.3
mLγ L (1 + α )
where
mL = 1, if ultimate failure caused by every lane or track loaded for multiple
lane/track bridge
= 1 for single lane or track bridges
= 0.9 for two lane bridge with one test vehicle if ultimate failure caused by
two loaded lanes
= for three lane or track bridges, to be determined with the relevant authority
= for road bridges, if more than two lanes are loaded, the ALF procedure
determined in accordance with AS 5100.2 shall be used
γL = as given in Table 11.2(B)
15 STRUCTURAL HEALTH MONITORING
15.1 General
Structural health monitoring (SHM) involves the use of various sensing devices and
ancillary systems to monitor the in situ behaviour of a structure to assess the performance
of the structure and evaluate its condition. The assessment may be conducted using test
vehicles under ambient conditions.

15.2 Ambient conditions

Structural health monitoring can be performed under ambient conditions, while the structure
is under service loading. The loading could be from wind, waves, vehicular or pedestrian
traffic or any other service loading including seasonal variations. Different combinations of
environmental and traffic conditions shall be considered to determine the most severe
loading. SHM may also be used for damage and deterioration detection and performance
monitoring.
15.3 Test vehicles
A test vehicle may be used to excite the bridge and the bridge response may then be used to
capture the vibration characteristics for SHM. If the properties of the test vehicle (mass and
configuration) are known, the bridge response under such a vehicle may be used to validate
and calibrate a numerical model of the bridge.
The use of SHM to determine the load capacity rating of a bridge shall be subject to the
approval of the relevant authority.
15.4 Damage and deterioration detection and assessment
15.4.1 General
Damage is defined as an unfavourable change in the condition of a structure, which may
result in concentration of stress, change in load path, or other negative consequences that
may reduce the lifecycle of a structure or affect its performance. Deterioration is a process
that adversely affects the structural performance, including reliability over time due to
environmental influences, wear or improper operation and maintenance. SHM may be used
for damage and deterioration detection subject to the approval of the relevant authority.
The detection and assessment process has 4 stages:
(a) Stage 1: Detect the existence of damage;
(b) Stage 2: Locate the damage;
(c) Stage 3: Assess the severity of damage;
(d) Stage 4: Assess the effect of the damage on the capacity of the structure.
The required stages of detection and assessment shall be nominated by the relevant
authority.
Seasonal benchmarks shall be established to allow for changes attributable to cyclic
environmental factors such as diurnal or seasonal changes of temperature and humidity.
15.4.2 Parameter identification
The detection may be conducted using vibration-based methods. Vibration-based methods
assume that structural vibration parameters of a bridge are functions of its physical
parameters, so it is possible to identify the physical change of the structure due to damage
by tracking changes in vibration parameters. The process includes the identification of
dynamic characteristics of the structure. Damage and deterioration may be detected by
discerning the change of a damage-sensitive indicator from a reference baseline. A
damage-sensitive indicator may be based on basic vibration parameters including natural
frequencies, mode shapes, and damping ratios, or parameters derived from these basic
vibration parameters, including but not limited to modal flexibility, mode shape curvatures,
modal strain energy and strain mode shapes.
NOTE: Baseline vibration characteristics should be established based on a numerical model of the
bridge structure (at its initial stage) or initial measurements.

15.4.3 Pattern recognition

Methods other than those based on parameter identifications, such as detection methods can
be used. Such methods do not require a structural model for the detection of damage and
deterioration.
NOTE: A baseline reference should be established based on the initial measurements at its initial
stage.
15.4.4 System identification
In system identification, the structural identification method may be applied and a
mathematical model may be identified to relate the measured dynamic characteristics. The
measured modal properties may be used to calibrate the analytical structure model as
precisely as possible to the real structure. Damage may be detected by comparing the
updated model to the earlier calibrated model.
15.5 Performance load testing and monitoring
15.5.1 General
Performance load testing is a serviceability limit state test involving monitoring the
behaviour of the structure subject to in-service loaded road or railway traffic, or specific
vehicles loaded to predetermined masses. The measured responses such as vertical and
horizontal forces, deflection and strains shall be used to assist in assessing load distribution,
to identify weak or failed components and to understand the structural response.
Performance load testing may also be repeated at intervals of time to monitor degradation
of structural performance and assist in detecting defective components, particularly for
complex redundant structures.
The effects of the applied loads on critical members of the bridge shall be measured using
appropriate instrumentation to enable load-deflection or load-strain behaviour to be
understood.
Performance tests on bridges are also suitable to complement and verify the accurate
analytical information or to complement the adaptation of results from proof load tests of
similar bridges.
15.5.2 Evaluation of static performance load test results
During a static performance load test to service load levels, a bridge will often exhibit
greater stiffness than predicted theoretically. Extrapolation from service performance to the
ultimate limit state is dependent on the load-carrying mechanisms remaining valid at the
ultimate limit state. There is no way to ensure that the load-carrying mechanisms remain
valid. Therefore performance load test shall not be used to calibrate any analytical model or
to adjust the design actions.
The results of a static performance load test may be used to extend proof load testing results
from other similar bridges, subject to the approval of the relevant authority.
15.5.3 Modification of dynamic load allowance based on testing
Load testing to assess dynamic load allowance involves measuring the dynamic
amplification caused by vehicle-structure interaction for loading by a number of different
moving vehicles of known mass and configuration at various speeds. This type of response
depends on a combination of many factors including vehicle speed, mass, configuration, co-
existing vehicles, suspension type and condition, the road or rail profile on the structure and
approaches, in addition to the bridge type, configuration and condition at the time of the
testing. Any consideration to amend the dynamic load allowance from the results of such
testing shall not be permitted unless the relevant authority ensures control of the road or rail
profile and other critical variables

16 OTHER TEST METHODS

Other test methods may be used to determine the rating of a bridge.
NOTE: See AS 5100.7 Supp. 1.
The test methods to be used shall be subject to the approval of the relevant authority.

APPENDIX A
HISTORIC MATERIAL STANDARDS
(Informative)
A1 STRENGTH BASED ON A DATE OF CONSTRUCTION

In the absence of more specific information, evaluation may be based on material strengths
estimated by considering the date of bridge construction.
For bridges that are in reasonably good condition, the structural capacity of the bridge
should be determined based on as constructed drawings, if available. Where inspection
reports indicate defects, the structural capacity of the bridge should be adjusted
accordingly.
The material strengths used in the analysis should be obtained from drawing notes or
specifications, or in the absence of notes, historical strengths appropriate for the period of
construction should be used as per Clause 9.2.2. Where a range of historical strengths were
available for the period, the lower strength should be adopted.
The geotechnical strength of the soil may be assumed to be adequate for noted foundation
bearing pressures if no settlement has occurred. If the foundation loads are to be
significantly increased, a consideration should be given to undertake a geotechnical
investigation.
A1.1 Steel reinforcement
Where the grade of steel reinforcement is not noted on the drawings, typical steel properties
may be determined using Table A1. The steel grades used in the analysis shall be recorded
in the evaluation report.
In the absence of accurate information, a cover to steel reinforcement of 30 mm shall be
adopted.
TABLE A1
HISTORICAL REINFORCING STEEL STRENGTHS
Surface Appearance of Probable Yield Stress, f sy

Year of Construction
Reinforcing Steel MPa PSI
Mesh Before 1914 to 1995 450 65 000
Deformed mesh 1995 to now 500 —
Plain round, or any unidentifiable
deformed bars or other steels e.g. R Before 1914 to 1990 230 33 600
or S bar
Twisted square bars 1957 to 1963 410 60 000
Intermediate grade deformed 1960 to 1968 275 40 000
Hard grade deformed, Grade 50 1960 to 1968 345 50 000
Twisted deformed and CW.60 1962 to 1983 410 60 000
Hot rolled deformed, Grade 410Y 1983 to 1988 410 —
Hot rolled deformed, Grade 400Y 1988 to 2000 400 —
Hot rolled deformed, Grade 500N 2000 to now 500 —
Source: The Smorgan ARC Reinforcement Handbook

A1.2 Stressing strands

The stressing force used for prestressed girders should be taken from the drawings. The
properties of prestressing strands should be taken from the relevant historic Australian
Standards for stressing strand as shown in Table A2.
TABLE A2
HISTORICAL AUSTRALIAN STANDARDS FOR STRESSING STRANDS
Year of Applicable stressing strand Probable grade
construction Standard
1957–1963 MP13 Regular
1963–1972 AS CA 35 and AS 141, 142, 143, 144 Regular
Transition phase from regular to
1972–1987 AS 1310, 1311, 1312, 1313
super grade
1987–2007 AS 1310, 1311, 1312, 1313 Super
2007 onwards AS 4672 Relax 2
The properties of Australian Standard 7-wire stress-relieved steel stressing strand are
summarized in Table A3.
TABLE A3
HISTORICAL 7-WIRE STRESS RELIEVED STRAND PROPERTIES
7-wire stress-relieved steel
Diameter Min breaking Tensile
Area
Code Grade load strength
Inches mm mm 2
kN MPa
ASA141-144 Regular 1/4 6.4 25 44 1746
(1963)
5/16 7.9 37 69 1845
3/8 9.3 52 93 1802
7/16 10.9 70 125 1778
1/2 12.7 93 165 1776
0.6 15.2 139 227 1637
AS1310- Regular 7.9 37 69 1845
1313 (1972)
9.3 52 94 1797
10.9 71 125 1761
12.7 94 165 1750
15.2 139 227 1634
18.0 199 311 1566
Super 7.9 40 74 1859
9.3 55 102 1865
10.9 75 138 1852
12.7 100 184 1838
15.2 143 250 1745
(continued)

TABLE A3 (continued)
7-wire stress-relieved steel

Diameter Min breaking Tensile
Area
Code Grade load strength
Inches mm mm 2
kN MPa
Compact 13.0 120 230 1917
15.2 165 300 1818
AS1310- Regular 7.9 37 69 1845
1313 (1987)
9.3 52 94 1797
10.9 71 125 1761
12.7 94 165 1750
15.2 139 227 1634
18.0 199 311 1566
Super 7.9 40 74 1859
9.3 55 102 1865
10.9 75 138 1852
12.7 100 184 1838
15.2 143 250 1745
18.0 199 338 1702
Extra-high 15.2 143 261 1825
Tensile
Compact 12.7 120 209 1742
15.2 165 300 1818
18.0 223 380 1704
AS4672.1 Ordinary 9.5 55 102 1 850
(2007)
12.7 99 184 1 870
15.2 143 250 1 750
15.2 143 261 1 830
Compact 15.2 165 300 1 820
18.0 223 380 1 700
A1.3 Concrete
Where the compressive strength of the concrete is not noted on the drawings, the strengths
used for historical strength classes should be taken from Table A4.
Where neither the compressive strength nor the class of concrete is available from
drawings, 21 MPa may be assumed for the 28 day compressive strength of concrete.

TABLE A4
HISTORICAL CONCRETE STRENGTHS
Class of concrete Alternative class Alternative class Specified 28 day compressive strength
designation designation
PSI MPa
6K — — 6000 41
5.5K — — 5500 38
5K — — 5000 35
4.5K — — 4500 31
4K — — 4000 28
3.5K — — 3500 24
3K Class AA 1 : 3½ 3000 21
2.5K Class A 1:4 2500 17
2K Class B 1:5 2000 14
A1.4 Rivets
If plans and mill certificates are not available the ultimate tensile strength of rivets may be
taken as Fu = 320 MPa.
A1.5 Steel, wrought iron and cast iron
In the absence of test data or designated steel type (or drawings or specifications) the
following Table and values herein may be used to determine steel strengths and
characteristics of older discontinued steel grades.
For cast iron, material properties are highly variable and testing should be undertaken for
each critical element including extent of graphitization. Cast iron elements should be
assessed using working stress method.
For assessment of any cast iron bridge component, refer to specialist literature.

TABLE A5
HISTORICAL STRENGTH OF STEEL AND WROUGHT IRON BY DATE
Material Yield Ultimate Elongation Capacity factor, ϕ
(MPa) (MPa) (%)
Plates and sections
190 longitudinal
Wrought iron (1)(2) 300 10 0.85
150 transverse
Steel <1910 (2) 210 20
(2)
1910–1940 230 20
(2)
400 0.9
1941–1969 240 20
After 1970 250 20
(3)
Rivets
Wrought iron Use same properties as for plate 0.8
Steel Use same properties as for plate of relevant period 0.8
NOTES:
1 Plastic properties not to be used if elongation <5%.
2 Reduce yield by 5% where sections >20 mm thickness are used.
3 Field/hand driven rivets are assumed to be equivalent to shop rivets. All rivets, irrespective of installation
method, have demonstrated satisfactory performance over the years.
Where testing to determine material tensile properties is undertaken, the requirements of

AS 1391 should be met. In the case of wrought iron, the additional requirements set out in
AS 1391 should be satisfied.
*** END OF DRAFT ***

PREPARATION OF AUSTRALIAN STANDARDS
Australian Standards are prepared by a consensus process involving representatives

nominated by organizations drawn from all major interests associated with the subject.
Australian Standards may be derived from existing industry Standards, from established
international Standards and practices or may be developed within a Standards Australia
technical committee.
During the development process, Australian Standards are made available in draft form at
all sales offices and through affiliated overseas bodies in order that all interests concerned
with the application of a proposed Standard are given the opportunity to submit views on
the requirements to be included.
The following interests are represented on the committee responsible for this draft
Australian Standard:
Australasian Corrosion Association

Australasian Railway Association
Australian Industry Group
Australian Steel Institute
Austroads
Bureau of Steel Manufacturers of Australia
Cement Concrete & Aggregates Australia—Cement
Cement & Concrete Association of New Zealand
Concrete Institute of Australia
Consult Australia
Engineers Australia
Independent Chairperson
Institute of Public Works Engineering Australia
New Zealand Heavy Engineering Research Association
New Zealand Transport Agency
Queensland University of Technology
RailCorp
Steel Reinforcement Institute Australia
University of New South Wales
Standards Australia
Standards Australia is an independent company, limited by guarantee, which prepares and publishes
most of the voluntary technical and commercial standards used in Australia. These standards are
developed through an open process of consultation and consensus, in which all interested parties are
invited to participate. Through a Memorandum of Understanding with the Commonwealth government,
Standards Australia is recognized as Australia’s peak national standards body.
Australian Standards
Australian Standards are prepared by committees of experts from industry, governments, consumers
and other relevant sectors. The requirements or recommendations contained in published Standards are
a consensus of the views of representative interests and also take account of comments received from
other sources. They reflect the latest scientific and industry experience. Australian Standards are kept
under continuous review after publication and are updated regularly to take account of changing
technology.
International Involvement
Standards Australia is responsible for ensuring that the Australian viewpoint is considered in the
formulation of international Standards and that the latest international experience is incorporated in
national Standards. This role is vital in assisting local industry to compete in international markets.
Standards Australia represents Australia at both ISO (The International Organization
for Standardization) and the International Electrotechnical Commission (IEC).
Electronic Standards
All Australian Standards are available in electronic editions, either downloaded individually from SAI
Global, or via on-line and CD ROM subscription services. For more information phone 131 242 or visit
www.saiglobal.com/shop

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COMMITTEE BD-090

(Project ID: 100294)

Draft for Public Comment

BEGINNING DATE 13 May 2014

CLOSING DATE 15 July 2014

Important: The procedure for public comment has changed – please

100294 AS5100.7 Public Comment.doc - 05/05/2014 10:02:23

SAI GLOBAL Customer Service Centre

100294 AS5100.7 Public Comment.doc - 05/05/2014 10:02:23

Committee BD-090—Bridge Design

Part 7: Bridge assessment

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A HISTORIC MATERIAL STANDARDS ................................................................... 38

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Part 7: Bridge assessment

1 SCOPE AND APPLICATION

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3.9 Level 2 inspection

α = dynamic load allowance

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(d) deficiencies in design and/or construction; or

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7.1.2 Ultimate limit states (ULS)

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All assumptions relevant to the assessment shall be recorded.

Clause Fi n a l b r i d g e a s s e s s m e nt, r ati n g

FIGURE 8 FLOWCHART FOR BRIDGE ASSESSMENT AND LOAD RATING

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9.2.2.3 Analysis of tests or samples

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9.6.5.2 Masonry arches

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(iv) bearings; and

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3 m 1.2 m ≥ 4.4 m 2 x 1.2 m

3 m 1.2 m ≥ 5.9 m 3 x 1.2 m

4 m 1.2 m 5. 5 - 6 . 5 m 2 x 1.2 m 6. 5 - 5. 5 m 2 x 1.2 m

3 m 1.2 m >5. 5 m 2 x 1.2 m >6.5 m 2 x 1.2 m >5. 5 m 2 x 1.2 m

(see Note 3) GML = 82.5 t

3. 5 m 1.3 m 5.0 m 2 x 1.4 m 2 x 1.3 m 5 m 2 x 1.4 m

Front axle (x) Dual (y) Tri-axle (z) Quad (q)

FIGURE 10.3.3(A) (in part) HEAVY VEHICLE CONFIGURATIONS

≥1.6 5 m ≥ 2.0 m ≥1.75 m

11.4 5 T 11.4 5 T 11.4 5 T 11.4 5 T

FIGURE 10.3.3(B) CONFIGURATION OF A 4 AXLE ALL TERRAIN CRANE AT 45.8 T

≥ 2.2 m ≥1.6 m ≥1.55 m ≥1.6 m

9.6 T 9.6 T 9.6 T 9.6 T 9.6 T

FIGURE 10.3.3(C) CONFIGURATION OF A 5 AXLE ALL TERRAIN CRANE AT 48 T

10.3.4 Vehicle positioning

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FIGURE 10.3.4 (in part) VEHICLE POSITIONING

* END OF DRAFT *