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AS 5100.1:2017

Bridge design
AP-G51.1-17

Part 1: Scope and general principles

AS 5100.1:2017
 This Australian Standard® was prepared by Committee BD-090, Bridge Design. It was
approved on behalf of the Council of Standards Australia on 13 March 2017.
This Standard was published on 31 March 2017.

The following are represented on Committee BD-090:

 Australian Industry Group

 Australian Steel Institute
 Austroads
 Bureau of Steel Manufacturers of Australia
 Cement and Concrete Association of New Zealand
 Cement Concrete & Aggregates Australia—Cement
 Concrete Institute of Australia
 Consult Australia
 Engineers Australia
 New Zealand Heavy Engineering Research Association
 Rail Industry Safety and Standards Board
 Steel Construction New Zealand
 Steel Reinforcement Institute of Australia
 Sydney Trains
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This Standard was issued in draft form for comment as DR AS 5100.1:2015.

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.

Keeping Standards up-to-date

Australian Standards® are living documents that reflect progress in science, technology and
systems. To maintain their currency, all Standards are periodically reviewed, and new editions
are published. Between editions, amendments may be issued.

Standards may also be withdrawn. It is important that readers assure themselves they are
using a current Standard, which should include any amendments that may have been
published since the Standard was published.

Detailed information about Australian Standards, drafts, amendments and new projects can
be found by visiting www.standards.org.au

Standards Australia welcomes suggestions for improvements, and encourages readers to

notify us immediately of any apparent inaccuracies or ambiguities. Contact us via email at
[email protected], or write to Standards Australia, GPO Box 476, Sydney, NSW 2001.
 AS 5100.1:2017

Australian Standard®

Bridge design

Part 1: Scope and general principles

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First published as HB 77.1—1996.

Revised and redesignated as AS 5100.1—2004.
Second edition 2017.

COPYRIGHT
© Standards Australia Limited
All rights are reserved. No part of this work may be reproduced or copied in any form or by
any means, electronic or mechanical, including photocopying, without the written
permission of the publisher, unless otherwise permitted under the Copyright Act 1968.
Published by SAI Global Limited under licence from Standards Australia Limited, GPO Box
476, Sydney, NSW 2001, Australia
ISBN 978 1 76035 714 6
 AS 5100.1:2017 2

PREFACE
This Standard was prepared by the Standards Australia Committee BD-090, Bridge Design
to supersede AS 5100.1—2004.
This Standard is also designated as AUSTROADS publication AP-G51.1-17.
The objectives of the AS(AS/NZS) 5100 series are to provide nationally acceptable
requirements for—
(a) the design of road, rail, light rail, pedestrian and cyclist path bridges;
(b) the specific application of concrete, steel, timber and composite construction, which
embody principles that may be applied to other materials in association with relevant
Standards;
(c) the assessment of the load capacity of existing bridges; and
(d) the strengthening and rehabilitation of existing bridges.
The requirements of the AS(AS/NZS) 5100 series are based on the principles of structural
mechanics and knowledge of material properties, for both the conceptual and detailed
design, to achieve acceptable probabilities that the bridge or associated structure being
designed will not become unfit for use during its design life.
Significant differences between this Standard and AS 5100.1—2004 are the following:
(i) Bridge barriers The clauses for both the performance level definition and selection
and design of road bridge barriers have been revised. With the increasing concerns
about objects being thrown from bridge walkways and pedestrian bridges, clauses
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have been included for the design of appropriate restriction barriers.

(ii) Environmental impacts Environmental issues that could have an impact on bridge
concepts have been included to ensure their consideration in the design process.
(iii) Collision protection The clauses for collision from rail traffic have been revised to
bring the loading in line with international practice, and to clarify the requirements.
In line with Standards Australia policy, the words ‘shall’ and ‘may’ are used consistently
throughout this Standard to indicate respectively, a mandatory provision and an acceptable
or permissible alternative.
Statements expressed in mandatory terms in notes to tables are deemed to be requirements
of this Standard.
The term ‘informative’ has been used in this Standard to define the application of the
appendix to which it applies. An ‘informative’ appendix is only for information and
guidance.
 3 AS 5100.1:2017

CONTENTS

Page
1 SCOPE ........................................................................................................................ 4
2 APPLICATION ........................................................................................................... 4
3 NORMATIVE REFERENCES ................................................................................... 5
4 DEFINITIONS ............................................................................................................ 5
5 NOTATION ................................................................................................................ 6
6 MATTERS FOR RESOLUTION BEFORE DESIGN COMMENCES ........................ 7
7 ALTERNATIVE DESIGN METHODS AND MATERIALS ...................................... 9
8 DESIGN PHILOSOPHY ............................................................................................. 9
9 SAFETY IN DESIGN ............................................................................................... 12
10 SUSTAINABILITY AND CLIMATE CHANGE ..................................................... 13
11 WATERWAYS AND FLOOD DESIGN .................................................................. 13
12 ENVIRONMENTAL IMPACT ................................................................................. 15
13 GEOMETRIC REQUIREMENTS............................................................................. 16
14 ROAD TRAFFIC BARRIERS .................................................................................. 21
15 COLLISION PROTECTION .................................................................................... 27
16 PEDESTRIAN AND CYCLIST PATH BARRIERS ................................................. 31
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17 NOISE BARRIERS ................................................................................................... 33

18 DRAINAGE .............................................................................................................. 33
19 ACCESS FOR INSPECTION, MAINTENANCE AND COMPONENT
REPLACEMENT ...................................................................................................... 34
20 UTILITIES ................................................................................................................ 34
21 SKEW RAIL BRIDGES ........................................................................................... 35
22 FIRE REQUIREMENTS ........................................................................................... 35
23 ROAD SIGNS AND LIGHTING STRUCTURES .................................................... 35

APPENDICES
A ROAD BARRIER PERFORMANCE LEVEL SELECTION METHOD ................... 37
B SPECIAL STUDIES .................................................................................................. 47

BIBLIOGRAPHY ..................................................................................................................... 48
 AS 5100.1:2017 4

STANDARDS AUSTRALIA

Australian Standard
Bridge design

Part 1: Scope and general principles

1 SCOPE
This Standard sets out requirements for the design of new bridges and other structures, and
provides guidance on the assessment of existing bridges and modification to existing
bridges. It covers the following:
(a) Bridges:
(i) The design of road, rail, light rail, pedestrian and cyclist path bridges.
(ii) Assessment of the load capacity of existing bridges.
(iii) Strengthening and rehabilitation of existing bridges.
(b) Other structures:
(i) Road sign and lighting structures, noise barriers and protection screens.
(ii) Retaining structures and deflection walls.
(iii) Culverts, and structural components related to tunnels, except those covered
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specifically by other Australian Standards.

(iv) Structures built over rail tracks.

2 APPLICATION
A number of clauses of the Standard nominate that some of the requirements of those
clauses shall be confirmed as accepted by the relevant authority for a bridge or other
structure before the design process is commenced. These clauses form part of the
requirements of this Standard and are listed in Clause 6.
Existing bridges and subsequent modifications were designed to the relevant Standard of
the time. There is no requirement under this Standard to upgrade a bridge to the current
Standard. However, change in use of a bridge may result in an assessment of the bridge in
accordance with this Standard, subject to the requirements of the relevant authority who
will consider risk, remaining life and the cost.
For bridges with spans greater than 100 m, rail bridges for train speeds greater than
160 km/h, or unusual or more complex bridges (including cable stayed and suspension
bridges), the provisions of this Standard shall be supplemented by other appropriate
Standards and specialist technical literature.
NOTE: Wave action on bridges is not covered in the Standard and specialist technical literature
should be consulted.

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 5 AS 5100.1:2017

3 NORMATIVE REFERENCES
The following are the normative documents referenced in this Standard:
NOTE: Documents referenced for informative purposes are listed in the Bibliography.
AS
1428 Design for access and mobility (series)
1530 Methods for fire tests on building materials, components and structures
1530.4 Method 4: Fire-resistance tests for elements of construction
1742 Manual of uniform traffic control devices
1742.2 Part 2: Traffic control devices for general use
1798 Lighting poles and bracket arms—Recommended dimensions
5100 Bridge design
5100.2 Part 2: Design loads
5100.3 Part 3: Foundations and soil-supporting structures
5100.4 Part 4: Bearings and deck joints
5100.5 Part 5: Concrete
5100.7 Part 7: Bridge assessment
5100.8 Part 8: Rehabilitation and strengthening of existing bridges
5100.9 Part 9: Timber bridges
TS 101 Design of post-installed and cast-in fastenings for use in concrete
AS/NZS
5100 Bridge design
5100.6 Part 6: Steel and composite construction
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3661 Slip resistance of pedestrian surfaces

3661.2 Part 2: Guide to the reduction of slip hazards
EN
1992 Eurocode 2: Design Of Concrete Structures
1992-4 Part 4: Design of Fastenings For Use In Concrete
ABCB Australian Building Codes Board
NCC National Construction Code
Austroads
Guide to Bridge Technology (set)
Guide to Road Design (set)
AASHTO Manual for Assessing Safety Hardware (MASH)
EOTA
ETAG 001 Guideline for European Technical Approval of Metal Anchors for Use in
Concrete

4 DEFINITIONS
For the purposes of this Standard, the definitions below apply.
4.1 Design life
The period adopted in design for which a structure or structural element is required to
perform its intended purpose with periodic maintenance and without replacement or major
structural repairs.
4.2 Ductility
The ability of a structure to undergo large deflection prior to collapsing.

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 AS 5100.1:2017 6

4.3 High frequency passenger rail line

A line with a peak intensity of more than 6 trains in an hour in each direction.
4.4 Major roadway
A road with a total traffic count at the bridge site of more than 40 000 vehicles per day
(AADT) with 10% or more commercial vehicles.
4.5 Open deck (rail bridge)
A deck where the rail track form is comprised of rails seated on spaced transoms, which in
turn are supported by stringer girders or deck girders.
4.6 Professional engineer
Any one or a combination of the following:
(a) Where applicable, a member of a scheme established under Professional Standards
Legislation in the relevant jurisdiction.
(b) A person registered in a relevant area of practice on the National Engineering
Register.
(c) A Chartered Professional Engineer (CPEng) or equivalent qualifications recognized
by Engineers Australia.
(d) Where registration, legislation or chartered status is not applicable, a person eligible
for the grade of Member of Engineers Australia with bridge experience that is
considered acceptable to the relevant authority.
4.7 Reference surface
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The road or rail level or, if a walkway is provided in front of the traffic barrier, the
walkway level.
4.8 Relevant authority
An agency authorized by legislation or regulation to issue determinations, orders, or other
instructions in respect of any subject covered by this Standard.
NOTE: Where compliance with this Standard is not a requirement of a relevant authority, but is a
requirement of a body such as an insurance company or association, then that body, or its
nominees, may perform the functions of the relevant authority for the purposes of this Standard.
4.9 Transom
A rail bearer on a rail bridge supporting and locating the track and guardrails, where
required, fastened to it and supported by stringer girders or deck girders on open deck
spans.
4.10 Underground rail
A rail track that is continuously enclosed above, below and on both sides by structure
and/or ground for a length of 80 m or greater, or as otherwise specified by the relevant rail
authority.

5 NOTATION
The symbols used in this Standard, including their definitions, are listed below.
Unless a contrary intention is given, the following applies:
(a) The symbols used in this Standard shall have the meanings ascribed to them below,
with respect to the structure, member or condition to which a clause is applied.
(b) Where non-dimensional ratios are involved, both the numerator and denominator are
expressed in identical units.

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 7 AS 5100.1:2017

(c) The dimensional units for length, force and stress, in all expressions or equations, are
to be taken as millimetres (mm), newtons (N) and megapascals (MPa) respectively,
unless noted otherwise.
(d) An asterisk (*) placed after a symbol as a superscript (e.g. M y* ) denotes a design
action effect due to the design load.

Symbol Definition
AADT annual average daily traffic
CU adjustment factor for curvature
GD adjustment factor for road grade
H height of the barrier
RT adjustment factor for road type
Ru nominal capacity
*
S design action effect
US adjustment factor for deck height and under-structure conditions
 capacity reduction factor
A total depth of longitudinal barrier components

6 MATTERS FOR RESOLUTION BEFORE DESIGN COMMENCES

The matters for resolution listed below shall, where relevant, be confirmed as accepted by
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the relevant authority before commencing the design process.

1 Requirements for assessment of a bridge due to change in use (see Clause 2).
2 Acceptance of the bridge experience of a Professional Engineer (see Clause 4.6).
3 Specification of a rail track as underground rail (see Clause 4.10).
4 Approval of the use of alternative design methods and materials (see Clause 7).
5 Specification of a shorter design life for ancillary elements (see Clause 8.2).
6 Approval of non-linear methods of analysis (see Clause 8.4).
7 Approval to use post-installed fasteners in new construction (see Clause 8.8).
8 Specification of special conditions and requirements for design (see Clause 8.9).
9 Approval of the process for risk ranking and risk reduction (see Clause 9).
10 Specification of bridge waterway requirements (see Clause 11.1).
11 Specification of span and vertical clearances for watercraft (see Clause 11.1).
12 Specification of alternative ARIs for flood immunity and SLSs (see Clause 11.1 and
Table 11.1).
13 Specification of soffit level of the bridge relative to the flood immunity level (see
Clause 11.1).
14 Specification of the afflux and corresponding ARI (see Clause 11.1).
15 Determination of the environmental requirements (see Clause 12).
16 Specification of geometric requirements (see Clause 13.1 and 13.2).
17 Specification of minimum dimensional clearances for bridges over navigable
waterways (see Clause 13.3).

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 AS 5100.1:2017 8

18 Specification of road bridge carriageway widths (see Clause 13.4).

19 Determination of horizontal clearances to substructure components (see Clause 13.6
and 13.8).
20 Specification of minimum vertical clearance (see Clause 13.7, 13.8 and Table 13.7).
21 Superelevation and widening of the deck surface of a bridge on a horizontal curve
(see Clause 13.9).
22 Specification of the clear walkway width on road bridges (see Clause 13.10).
23 Additional requirements for stairways (see Clause 13.11 and Table 13.11).
24 Specification of ramp gradient for pedestrian only subways (see Clause 13.12).
25 Approval of cyclist path width and ramp gradients (see Clause 13.13).
26 Requirement for traffic barrier where the posted speed is 60 kph or less with a
300 mm min. height non-mountable kerb (see Clause 14.2).
27 Approval of a bridge traffic barrier based on performance evaluation of an existing
barrier [see Clause 14.4(d)].
28 Criteria for special performance barriers (see Clause 14.4).
29 Alternative crash testing standards (see Clause 14.4).
30 Approval or nomination of traffic barrier performance levels [see Clause 14.5.1,
Items (b) and (c)].
31 Necessity or appropriateness of upgrading of barriers for bridge rehabilitation (see
Clause 14.5.1).
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32 Specification of the provision of special performance barriers (see Clause 14.5.6).

33 Approval of alternative barrier profiles (see Clause 14.6.1).
34 Determination of the maximum height of the top of the sloping barrier face (see
Clause 14.6.1).
35 Approval of alternative barrier post setback [see Clause 14.6.2(c)].
36 Approval of crashworthy traffic barrier or impact attenuation device (see
Clause 14.6.4).
37 Assessment of risk and determination of the level and form of collision protection
(see Clause 15.1).
38 Determination of the minimum clearance of a pier or column from the roadway
beyond which road traffic barrier protection will not be required (see Clause 15.2).
39 Approval for other than clear span between abutments for structures over rail (see
Clause 15.3.2).
40 Approval of a risk assessment and risk assessment methodology (see Clause 15.3.2).
41 Approval of the failure mode of frangible piers and the maximum deflection (see
Clause 15.3.3).
42 Approval to not protect piers using deflection walls (see Clause 15.3.4).
43 Requirement to design abutments beyond 20 m from the centre-line of the nearest
track for derailment collision protection (see Clause 15.3.5).
44 Approval of risk assessment for abutments located beyond 10 m and within 20 m
from the centre-line of the nearest track (see Clause 15.3.5).

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 9 AS 5100.1:2017

45 Approval of alternative thickness for abutments located within 10 m from the

centre-line of the nearest track (see Clause 15.3.5).
46 Approval not to use deflection walls in the specified locations (see Clause 15.3.6).
47 Specification of the length of a deflection wall (see Clause 15.3.6).
48 Determination of the requirements for concrete wall support in rail tunnels (see
Clause 15.3.7).
49 Required level of protection for structures on platforms (see Clause 15.3.7).
50 Determination of the watercraft to be used for the pier collision forces, pier
protection, or pier-redundant superstructures (see Clause 15.4).
51 Alternative barrier arrangements for the outside edge of a pedestrian or cyclist path
(see Clause 16.2.2).
52 Requirements for pedestrian protection barriers over electrified rail (see Clause 16.3).
53 Requirement for protection screens (see Clause 16.4).
54 Minimum height of a protection screen [see Clause 16.4(c)(i)].
55 Alternative vertical clearances for a protection screen [see Clause 16.4(c)(iv)].
56 Requirement for noise barriers (see Clause 17).
57 Requirements for drainage of road and rail bridges (see Clause 18.1).
58 Permission for water to run onto the bridge (see Clause 18.1).
59 Waterproofing of rail bridges (see Clause 18.3).
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60 Permission to attach utility services (see Clause 20).

61 Approval and provisions for method of attachment of utility services [see
Clause 20(a)].
62 Determination that a bridge shall be designed for the effects of fire (see Clause 22).
63 Determination of the fire time-temperature curve [see Clause 22(a)].
64 Approval of the design life for a sign or light structure (see Clause 23.2).

7 ALTERNATIVE DESIGN METHODS AND MATERIALS

This Standard does not preclude the use of techniques or materials other than those
specified in the Standard.
Where this Standard does not cover a design requirement or where bridges are to be
constructed from materials other than those covered specifically by this Standard, reference
shall be made to other relevant Standards and current technical literature for
material-specific performance, durability requirements and good practice. All other parts of
the AS(AS/NZS) 5100 series shall apply.
The use of alternative design methods and materials shall be subject to approval of the
relevant authority.
NOTE: For information on special studies to justify the use of alternatives, see Appendix B.

8 DESIGN PHILOSOPHY
8.1 General
The design shall consider intended function, aesthetics, constructability, maintainability,
sustainability, climate change and safety in design.
The design shall be based on engineering principles, experimental data and experience.

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 AS 5100.1:2017 10

All structures shall be designed and detailed to fail in a ductile manner after they reach the
ultimate limit state, so far as is reasonably practicable, such that when any element reaches
an ultimate limit state alternative load paths shall ensure the continued stability of the
structure. Where it is not practicable to ensure overall stability of the structure,
consideration shall be given to segmentation of the structure to limit the consequences of
any structural failure.
The material parts of this Standard provide a range of capacity reduction factors that are
based on the material properties and the degree of ductility for the mode of failure. Design
using any material or mode of failure not explicitly covered by this Standard shall use a
capacity reduction factor not greater than a capacity reduction factor given in this Standard
for a similar level of ductility.
To ensure the safety and performance of the structure, attention shall be given to the
following:
(a) The quality control exercised in fabrication.
(b) Supervision on site.
(c) The control of unavoidable imperfections.
(d) Competencies, qualifications, experience and skill of all personnel involved.
(e) Documentation of design assumptions to ensure control over the conditions of use of
the structure during its life.
(f) Application of statistical methods and documentation of construction processes and
material properties.
In addition, management control and supervision by professional engineers shall be
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undertaken at all stages of the design, construction and maintenance to prevent the
occurrence of gross errors.
8.2 Design life
The design life of structures covered by this Standard shall be not less than 100 years unless
otherwise specified. For the design of ancillary elements such as light poles, sign structures,
drainage systems and noise barriers, a shorter design life may be specified by Clause 23.2
or by the relevant authority.
Elements such as bearings and expansion joints typically have a design life of less than
100 years. Provision shall be made to facilitate inspection, maintenance, removal and
replacement of such elements and any fixings shall be detailed to be reusable.
8.3 Limit states
8.3.1 General
A structure or structural element shall be considered unfit for use if it reaches any one of a
number of states at which it no longer satisfies the criteria governing its performance or
use. All appropriate limit states shall be considered in design. Limit states are classified
as—
(a) ultimate limit states (ULSs); or
(b) serviceability limit states (SLSs).
Unless specified otherwise—
(i) an ultimate design action is an action that has a 5% probability of being exceeded
during the design life, which (for a design life of 100 years) represents an average
return interval of 2000 years; and
(ii) a serviceability design action is an action that has a 5% probability of being exceeded
per year, which represents an average return interval of 20 years.

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 11 AS 5100.1:2017

8.3.2 Ultimate limit states (ULSs)

The ULSs include the following:
(a) Stability limit state, which is the loss of static equilibrium by sliding, overturning or
uplift of a part, or the whole of the structure.
(b) Strength limit state, which is an elastic, inelastic or buckling state in which the
collapse condition is reached at one or more sections of the structure. Plastic or
buckling redistribution of actions and resistance shall only be considered if data on
the associated deformation characteristics of the structure from theory and tests is
available.
(c) Failure or deformation of any foundation material causing excessive movement in the
structure or failure of significant parts of the structure.
(d) Deterioration of strength occurring as a result of, but not limited to, corrosion or
fatigue such that the collapse strength of the damaged section is reached.
(e) Brittle fracture failure of one or more sections of the structure of sufficient
magnitude such that the structure is unfit for use.
8.3.3 Serviceability limit states (SLSs)
SLSs include the following:
(a) Deformation of foundation material or a major load-carrying element of sufficient
magnitude that the structure has limitation on its use.
(b) Permanent damage due to corrosion, cracking or fatigue, which significantly reduces
the structural strength or useful service life of the structure.
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(c) Vibration leading to structural damage or affecting its function.

(d) Flood damage to the road or rail network and surrounding land resulting in effects
such as scour damage to the channel bed, banks or embankments (see Table 11.1).
8.4 Analysis methods
Analysis for all limit states shall be based on linear elastic assumptions except where non-
linear methods are specifically implied elsewhere in this Standard or approved by the
relevant authority.
8.5 Design actions or loads
An action shall be a system of—
(a) external concentrated or distributed forces (direct actions); or
(b) imposed or constrained deformations (indirect actions), applied to a structure by a
single cause.
The design action effects (S* ) for ULSs and SLSs shall be as specified in AS 5100.2.
8.6 Design capacity or strength
The design capacity or strength shall be as specified in this Standard. It shall be derived
from the nominal capacity (Ru ) of the element and the relevant capacity reduction factor ()
of the material.
8.7 Verification of limit states
For ULSs, the following relationship shall be satisfied:
Ru  S * . . . 8.7
For SLSs, the stress, deflection, cracking or vibration level shall satisfy the limits set out in
the appropriate parts of the AS(AS/NZS) 5100 series.

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 AS 5100.1:2017 12

Verification of the limit states relationships shall be by—

(a) calculation;
(b) testing; or
(c) a combination of calculation and testing.
8.8 Post-installed fasteners
Post-installed chemical and mechanical fasteners (anchors) shall not be used in new
construction unless approved otherwise by the relevant authority. Where post-installed
fasteners are approved for use, they shall meet the following requirements:
(a) The fastening design shall be in accordance with SA TS 101.
(b) The fastener shall meet the prequalification requirements of SA TS 101 Appendix B.
A fastener with a current European Technical Approval/Assessment (ETA) awarded
in accordance with ETAG 001 satisfies the requirements of SA TS 101 Appendix B.
For applications involving specific conditions such as cracked concrete, repeated
loading, sustained tensile loading or seismic loading, products satisfying these
conditions through relevant SA TS 101 Appendix B or ETA options shall be
specified.
(c) The installation of the fastener shall be carried out by a person certified by the
Australian Engineered Fasteners and Anchors Council or evidence shall be provided
of competency acceptable to the relevant authority.
8.9 Other considerations
Other effects, including accidents that can reasonably be foreseen shall be considered in the
design. Consideration shall be given to the implications of damage or any other local failure
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in relation to the available load paths.

NOTE: In general, bridge structures are not designed for all possible loads and conditions, such
as those arising in war or from sabotage, where the probability of occurrence is significantly less
than that defined for the limit states specified in Clause 8.3.
For bridges generally and in particular pedestrian and cyclist path bridges over trafficable
land and water, where piers are likely to be subjected to accidental forces greater than those
specified in AS 5100.2, consideration shall be given to the provision of a clear span over
the zone of potential impact. Where the provision of a clear span over the zone of potential
impact is not practicable, appropriate redundancy, protection or robustness shall be
designed into the structure to avoid collapse.
NOTE: In particular situations, the relevant authority may specify special conditions and
requirements.

9 SAFETY IN DESIGN
Safety in design is mandated by statutory requirements and shall be incorporated into the
design.
The safety in design process shall identify potential hazards and the potential risks to
persons during construction, future operation, maintenance and eventual decommissioning
of an asset. During the design phase, risks shall be eliminated or minimized.
The risks shall be ranked before and after a suitable control has been selected for
implementation, which shall highlight where sufficient risk reduction controls have been
achieved through design to reduce the risk to an acceptable level, using a process approved
by the relevant authority. Residual risks shall be managed within the assets life cycle.
NOTE: As low as reasonably practicable (ALARP) or so far as is reasonably practicable
(SFAIRP) are examples of risk processes.

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 13 AS 5100.1:2017

The designer shall document, as a minimum, the following:

(a) Hazards identified associated with a design (e.g. hazardous structural features,
hazardous construction materials and hazardous procedures or practices) that might
be realized in the construction, operation, maintenance and decommissioning phases
of the project life cycle.
(b) The hazard in terms of the potential risks of injury or harm.
(c) The mitigation controls the designer has developed or utilized to reduce any risk.
(d) Aspects of the design where the hazard has been identified but cannot be resolved
during the design phase and needs to be managed during the construction, operation,
maintenance and/or decommissioning phases.

10 SUSTAINABILITY AND CLIMATE CHANGE

10.1 General
Sustainability and climate change considerations shall reference relevant Standards and
guidelines as well as policies and risk management approaches of the relevant authority.
10.2 Sustainability
Where documented guidance from the relevant authority is not available, reference may be
made to industry guidance.
NOTE: Consideration should be given to the following aspects:
(a) Whole of life impacts, which includes issues such as whole of life costing, durability and
life cycle impacts. Guidance on life cycle impacts can be found in the AS ISO 14040,
AS ISO 14041, AS ISO 14042 and AS ISO 14043.
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(b) Site-based considerations, which include aspects such as water, roadsides, rail corridors,
heritage, air quality, noise and biodiversity.
(c) New technologies, which include manufacturing techniques, materials and/or installation
methodologies.
(d) Community benefits, which include issues such as amenity, heritage and character,
functionality and accessibility of different modes of transportation.
10.3 Climate change adaptation
The resilience and adaptability of assets is an important consideration in respect of forecast
climate change and the relatively long design life of bridge assets.
NOTE: Guidance on climate change and adaptation can be found in AS 5334.

11 WATERWAYS AND FLOOD DESIGN

11.1 General
The bridge waterway requirements shall be specified by the relevant authorities.
The span and vertical clearances required for watercraft during normal stream flow or at
specific flood levels shall be specified by the waterway authority.
For road structures, the average recurrence interval (ARI) for flood immunity and SLSs
shall be as defined in Table 11.1, unless specified otherwise by the relevant authority.
For rail bridges, the flood immunity and SLS ARI shall be 100 years unless specified
otherwise by the relevant authority.
For pedestrian and cyclist path bridges, the flood immunity and SLS ARI shall be 10 to
50 years unless specified otherwise by the relevant authority.
The soffit level of the bridge shall be not less than the flood immunity level or as specified
by the relevant authority.

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 AS 5100.1:2017 14

The road, rail and bridge system shall sustain the SLS flood event without damage to the
bridge, channel bed, banks, and road or rail embankments (including the local effects of
piers and abutments).
The bridge shall not collapse under any flood up to and including the ultimate limit state
(2000 year ARI) flood, including the effects of debris and scour. As critical design
conditions may occur at the overtopping flood, this shall be considered in the strength
design of the bridge.
The afflux limit (and corresponding ARI) shall be as specified by the relevant authority.
The hydraulic capacity of the system shall allow the passage of the 2000 year ARI flood
without catastrophic effects or failures.
The design shall allow for the impact of any stream excavation, improvement works or any
altered flood patterns caused by the bridge and the approach embankment of the road or rail
system.
Consideration shall be taken of the corresponding scour at the relevant floods. Any scour
protection, if provided for the SLS, shall not be relied upon at the ULS.
Abutments shall be adequately protected to prevent scour for floods up to the SLS.

TABLE 11.1
FLOOD IMMUNITY AND SLS ARI FOR ROAD STRUCTURES

Flood
Elements Austroads road classification SLS
immunity (Note 1)
Cross-drainage Controlled access highways 100 years 100 years
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(culverts and bridges) Includes: Motorways and freeways

(National/State/Territory)
Arterial roads classes 1 and 2 (Note 2) 50–100 years 50–100 years
Includes: Highways and urban arterial roads
(National/State/Territory)
Arterial road class 3 (Note 2) 50 years 50 years
Includes: Main roads (State/Territory)
Local roads classes 4 and 5 (Note 2) 10–20 years 20 years
Urban collector/distributor roads 10–50 years 20–50 years
Urban local roads 10 years 10 years
NOTES:
1 Subject to approval by relevant authority.
2 For description of road classes, refer to Austroads Guide to Road Design Part 2: Design Considerations.

11.2 Estimation of design floods

The return interval of the ULS design flood shall be in accordance with Clause 8.3. The
return intervals of the SLS design floods shall be in accordance with Table 11.1. Estimation
of flood discharges, levels and velocities shall be based on methods appropriate to the
locality.
Theoretical estimates shall be compared with local flood records and the performance of
any existing structures. Where the catchment area is intersected by a length of road or rail
track containing bridges, culverts, embankments and floodways, the behaviour of this
system shall be considered as a whole in deriving design flood levels and velocities.
As critical design conditions may occur at flood levels that just cause overtopping of the
superstructure, an estimate of the return interval of such a flood shall be made and, if
appropriate, this condition shall be considered in the design.

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 15 AS 5100.1:2017

11.3 Debris
The amount, type and size of debris shall be assessed. The selection of the bridge waterway
openings shall take into consideration the size and type of debris from upstream. Structures
shall be checked for—
(a) hydrodynamic forces without debris;
(b) forces due to debris mats;
(c) forces due to log impact; and
(d) urban debris, e.g. shipping containers and vehicles.
Where large logs, trees and urban debris can be anticipated, consideration shall be given to
increasing both the span length and the freeboard to permit passage of debris.
11.4 Stream improvement works
Where the natural stream course is unstable, stream improvement and protection works
shall be considered.
11.5 Piers and abutments
Piers and abutments shall be designed to minimize their effects on water flows and—
(a) to avoid the trapping of debris where this is considered likely; and
(b) to remain stable after the effects of scour.
Abutment slopes and the underlying material shall be designed for stability and shall be
protected against erosion effects for the design flood velocities.
11.6 Secondary structures
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On wide flood plains, consideration shall be given to the provision of relieving culverts or
floodways, or other means to—
(a) maintain natural flow distributions;
(b) reduce velocities; and
(c) lower backwater effects.
The criteria for design discharges shall be consistent with those selected for the mainstream
crossing.
Culverts shall be designed to resist hydraulic forces under flooding and shall be protected
from undermining by adequate aprons, cut-off walls, wing walls or other suitable devices.
Culvert sections shall be stabilized at the downstream end where the embankment may be
overtopped.
Embankments shall also be given appropriate protection where necessary. Flow along the
embankment and consequent scour shall be considered as well as flow through the
openings. The size and amount of debris shall be considered in the selection of size and
number of culvert openings.

12 ENVIRONMENTAL IMPACT
Environmental requirements shall be determined by the relevant authorities and shall
include consideration of the following:
(a) Discharge of pollutants The risk of pollutants entering or being washed into
watercourses. Where structures cross waterways, pollutant containment structures or
devices shall be provided as required by the relevant legislation.

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 AS 5100.1:2017 16

(b) Paint systems Where structures require a paint system, the paint system shall not be
toxic to the environment. In particular, attention shall be given to any adverse
environmental effects from the paint itself, e.g. nature and percentage of the volatile
component.
Where the structure concerned contains older components, particular attention shall
be given to the existing paint system and any requirements for a containment system
during the course of paint removal work.
(c) Flora and fauna protection In the design of structures that are located in areas of
sensitive flora and fauna (including aquatic fauna), design details and construction
techniques shall be selected to minimize the impact on adjacent flora and fauna.
Particular attention shall be given to the requirements for temporary work platforms
and staging, which usually extend beyond the limits of the final structure.
(d) Capture of run-off and silt traps for excavations The requirements for erosion and
sedimentation control during the construction of the works, including the requirement
for devices such as silt traps to control erosion and minimize sedimentation.

13 GEOMETRIC REQUIREMENTS
13.1 General
Unless specified otherwise by the relevant authority, the geometric requirements for all
bridges shall be as specified in Clauses 13.2 to 13.3, as appropriate.
13.2 Rail bridges
The geometric arrangement of rail bridges shall be as specified by the rail authority.
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13.3 Bridges over navigable waterways

For bridges over navigable waterways, minimum dimensional clearances shall be as
specified by the waterway authority.
13.4 Road bridge carriageway widths
Road bridge carriageway widths shall be as specified by the relevant authority, based on a
consistent level of service along a section of the roadway, taking into consideration—
(a) road geometry;
(b) traffic volumes and composition, terrain, climatic conditions;
(c) the bridge locality; and
(d) Austroads Guide to Road Design.
The traffic lane widths provided on the bridge shall be not less than the widths provided on
the approach roadway.
For national highways, the minimum clear width of a road bridge for the passage of
vehicular traffic shall be as specified by the relevant authority.
For roads other than national highways, where the bridge length measured along the road
centre-line is less than the lengths given in Table 13.4, the bridge width shall be capable of
carrying the full width of shoulders and pavement, including auxiliary lanes where these are
provided.
The application of Table 13.4 shall take into consideration the road and bridge width
requirements as specified by the relevant authority.

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 17 AS 5100.1:2017

In determining the bridge carriageway widths, the following shall apply unless determined
otherwise by the relevant authority:
(i) For single lane access roads with traffic volumes less than 150 vehicles per day, a
bridge width between barriers of 4.2 m to 4.5 m shall be adopted.
(ii) Where there is a kerbed walkway on the bridge and on the approaches, the line of the
kerb on the bridge shall be aligned with the approach kerb.
(iii) Where there is a kerbed walkway on the bridge and a walkway on the approach that is
not defined by a kerb, the face of the kerb on the bridge shall be set back a minimum
distance of 600 mm from the edge of the adjacent traffic lane.
(iv) Where there is no walkway on the bridge, traffic barriers shall be set back from the
edge of the adjacent traffic lane by the edge clearance specified in Clause 13.5.
(v) Additional width shall be provided for sight distance and curve widening in
accordance with the standard practice of the relevant authority, where applicable.
The minimum clear width for the passage of vehicular traffic shall be in accordance with
Austroads Guide to Road Design, Part 3: Geometric Design and, if applicable, the
corresponding supplement by the relevant State road authority.
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 AS 5100.1:2017 18

TABLE 13.4
ROADS OTHER THAN NATIONAL HIGHWAYS—LENGTH OF
BRIDGE WITH A FULL CARRIAGEWAY WIDTH DECK
Length of bridge
Type of road
m
Freeways/motorways 50 or less
Controlled access roads 50 or less
Divided highways 20 or less
Other roads where the expected
AADT will be—
> 2000 15 or less
500 to 2000 9 or less
 500 6 or less
NOTES:
1 Traffic volumes are the expected annual average daily traffic (AADT)
volumes 30 years ahead.
2 Where it is considered appropriate, longer lengths than those given in this
Table may be nominated.

13.5 Edge clearances for bridges without walkways

The minimum edge clearance from the edge of the marked traffic lane to the face of the
traffic barrier on each side of a bridge shall be as given in Table 13.5. In applying these
clearances, the road and bridge width standards of the relevant authority shall be
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considered.

TABLE 13.5
MINIMUM EDGE CLEARANCES FOR BRIDGES WITHOUT WALKWAYS
Edge clearance at each side
Type of road
mm
Low volume, two lane roads (500 vehicles per day) 600
Medium volume, two lane roads (500 to 5000 vehicles per day) 1000
High volume roads (5000 vehicles per day) 1200
NOTE: Traffic volumes are the expected annual average daily traffic (AADT) volumes 30 years
ahead.

13.6 Horizontal clearances to substructure components of bridges over roadways

Horizontal clearances to substructure components shall be as determined by the relevant
authority, making allowance for the following:
(a) Pavement width.
(b) Shoulder width or edge clearance.
(c) Pier protection barriers, including allowance for deflection of traffic barriers and
vehicle sway.
(d) Curve widening.
(e) Sight clearances.
Shoulder width or edge clearances, or both, shall be determined from the vehicle volumes
and speeds, and road geometry.

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 19 AS 5100.1:2017

13.7 Vertical clearance at structures

The minimum vertical clearance to superstructure components of bridges and other
structures shall be as given in Table 13.7, unless specified otherwise or agreed by the
relevant authority.

TABLE 13.7
MINIMUM VERTICAL CLEARANCE

Clearance
Location
m
Above urban and rural freeways 5.4
Above main and arterial roads 5.4
(see Note 3)
Above other roads 4.6
Above high clearance routes 5.9
Above very high clearance routes (with no alternative) 6.5
Beneath pedestrian and cyclist path bridges - At least 0.2 greater than adjacent bridges, but not
less than 5.4
- 5.5 where there are no adjacent bridges
- 6.0 on designated high clearance routes
- Over navigable waterways at least 0.2 greater than
the nearest road or rail bridges upstream or
downstream
Beneath major overhead sign structures - 5.4 above any moving traffic lane to the lowest
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edge of the sign, supporting structure or lighting

mounted below the sign
- 5.9 for high clearance routes
- 6.0 where future lighting is considered
Above pedestrian paths 2.4
Above cyclist paths and shared paths 2.7
Above rail See Clause 13.8
Above light rail 5.3 to be confirmed with the relevant authority
Above or below aerial electricity cables
500 kV 17.0
220 kV 14.5
Above waterways See Clause 11.1 and Clause 13.3
NOTES:
1 The vertical clearances given in this Table include an allowance of 100 mm for the combined effect of
settlement and road resurfacing. Where these effects may be greater than 100 mm, additional vertical
clearance shall be provided, as appropriate.
2 Vertical bridge clearances shall be designed in accordance with AS 1742.2.
3 Provided there is a 5.4 m clearance on an alternative route approved by the relevant authority.

13.8 Bridges over rail

Vertical and horizontal clearances for bridges over rail shall be as required by the rail
authority and shall be considered together with the requirements of Clause 15.
13.9 Superelevation and crossfall on road bridges
At each abutment, the geometry of the bridge pavement shall match that of the road
approaches. Where stage construction is envisaged, consideration shall be given to the final
structural arrangement. The superelevation and widening of the deck surface of a bridge on
a horizontal curve shall be as required by the relevant authority.
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 AS 5100.1:2017 20

13.10 Walkway width on road bridges

The clear width of walkway available for use by pedestrians shall be 1.8 m min., unless
specified otherwise by the relevant authority.
13.11 Pedestrian bridges
The geometric requirements for pedestrian bridges shall be as given in Table 13.11.
Consideration shall be given to providing pedestrian bridges with a clear span across the
carriageway.
Stairways shall comply with the National Construction Code (NCC) and any additional
requirements of the relevant authority.
The requirements of the Disability Discrimination Act shall be satisfied and, where
appropriate, AS 1428.1.
For slip resistance of the pedestrian surface, materials used shall conform to
AS/NZS 3661.2, taking into consideration the slope of the surface.
The vertical clearance for pedestrian bridges shall be in accordance with Table 13.7.

TABLE 13.11
GEOMETRIC REQUIREMENTS
FOR PEDESTRIAN BRIDGES
Clear width between handrails 1.8 m min.
Ramp gradient As specified by the relevant authority,
but not steeper than 1 in 8
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Stairway gradient As specified by the relevant authority,

but not steeper than 1 in 1.6

13.12 Pedestrian only subways

The dimensional requirements for pedestrian only subways shall be as follows:
(a) Clear width ................................................................................................. 3.0 m min.
(b) Clear height ................................................................................................ 2.4 m min.
(c) Ramp gradient ......... as specified by the relevant authority, but not steeper than 1 in 8.
The requirements of the Disability Discrimination Act shall be satisfied and, where
appropriate, AS 1428.1.
A drainage system shall be provided so that no residual water remains on the walking
surface.
13.13 Cyclist path and shared paths
The clear width of cyclist path and ramp gradients for shared paths on bridges and approach
structures shall be in accordance with Austroads, Guide to Road Design, Part 6A:
Pedestrian and Cyclist Paths, subject to the approval of the relevant authority.
The requirements of the Disability Discrimination Act shall be satisfied and, where
appropriate, AS 1428.1.
The vertical clearance above cyclist path and shared paths shall be in accordance with
Table 13.7.

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 21 AS 5100.1:2017

14 ROAD TRAFFIC BARRIERS

14.1 Scope
This Clause (14) applies to traffic barriers for new bridges and replacement traffic barriers
for existing bridges. It defines a number of barrier performance levels and nominates
associated crash test requirements for each performance level.
14.2 General
For bridges without a pedestrian walkway or cyclist path, traffic barriers shall be provided
along the edges of structures for the containment of errant vehicles.
For bridges with a pedestrian walkway or cyclist path, traffic barriers shall be provided
either at the edge of the structure, or between the road carriageway and the walkway or
cyclist path.
On urban freeways and major arterials with a design speed in excess of 80 kph and
high-density pedestrian use, the traffic barrier shall be located between the road
carriageway and the walkway or cyclist path.
Where the posted speed is 60 kph or less and a 300 mm min. height non-mountable kerb is
located between the road carriageway and the walkway or cyclist path, a traffic barrier may
not be required subject to the approval of the relevant authority.
Traffic barriers that also act as pedestrian barriers shall conform to the geometric
requirements specified in Clause 16.2.
Where a kerb is placed in front of a traffic barrier, it shall be not greater than 150 mm
above the road surface.
NOTE: It is preferable that kerbs be not be placed in front of a traffic barrier on the traffic side
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where they could impact on the performance of the barrier.

14.3 Traffic barrier properties
Traffic barriers on structures shall—
(a) contain vehicles specified in Table 14.4 on the structure for the selected barrier
performance level;
(b) minimize vehicle decelerations and smoothly redirect impacting vehicles;
(c) provide a level of continuity of tensile strength throughout the barrier length;
NOTE: Refer to AS 5100.2.
(d) provide appropriate transitions of compatible stiffness to approach barriers;
NOTE: Refer to AS 5100.2.
(e) minimize the risk of components spearing into the passenger compartment or
becoming airborne projectiles;
(f) be capable of repair or replacement;
(g) provide for the thermal, rotational and other movements of the structure and barrier;
(h) in addition to satisfying safety requirements, be detailed to harmonize with the
structure and avoid unnecessary obstruction of the view from vehicle occupants, or
obstruction of sight distance at intersections; and
(i) be detailed to limit hydrodynamic forces and the entrapment of debris, when the
bridge is subject to overtopping in floods with a return interval of up to 20 years.

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 AS 5100.1:2017 22

14.4 Acceptance criteria for bridge traffic barrier types

Only barriers for which acceptable vehicle/barrier interaction performance has been
demonstrated to the relevant authority shall be used. This performance shall be
demonstrated by—
(a) full-scale crash tests;
(b) methods based on crash-tested barriers used elsewhere;
(c) methods based on barriers that can be geometrically and structurally evaluated as
equivalent to a crash-tested system; or
(d) for a barrier that has the same details as those of an existing barrier, a method based
on an evaluation of the existing barrier’s performance, to the approval of the relevant
authority.
Criteria for special performance level barriers shall be developed in accordance with the
requirements of the relevant authority.
The crash test vehicles to be safely contained at specific test speeds and angles of impact by
the different performance level barriers specified in Clauses 14.5.2 to 14.5.6 shall be those
given in Table 14.4.
Crash testing requirements, including safety provisions for each performance level, shall be
in accordance with the requirements of the Manual for Assessing Safety Hardware (MASH)
or other appropriate Standards as determined by the relevant authority.

TABLE 14.4
CRASH TEST VEHICLES AND CRITERIA FOR
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DIFFERENT PERFORMANCE LEVEL BARRIERS

Barrier Test speed Impact angle MASH 2009
performance Vehicles
level km/h Degrees Test level
Low 1.1 t small car 70 25
TL2
2.27 t utility (see Note 1) 70 25
Regular 1.1 t small car 100 25
2.27 t utility 100 25 TL4
10 t rigid truck (see Note 1) 90 15
Medium 1.1 t small car 100 25
2.27 t utility 100 25 TL5
36 t articulated van (see Note 1) 90 15
Special Determined for specific site Site specific Site specific Site specific
1.1 t small car 100 25 (see Note 2)
2.27 t utility 100 25 (see Note 2)
e.g. high 36 t articulated van (see Note 1) 100 15 ~TL6 (see Note 3)
NOTES:
1 Controlling strength test vehicles.
2 No equivalent MASH test level.
3 No equivalent MASH test level. The controlling strength test vehicle may be a 44 t articulated van
substituted for the 36 t tanker. For other requirements, the MASH test level 6 should be used.

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 23 AS 5100.1:2017

14.5 Performance levels

14.5.1 General
For new bridges, traffic barrier performance levels shall be—
(a) as specified in Clauses 14.5.2 to 14.5.6; or
(b) as nominated by the relevant authority.
NOTE: For a procedure to assist in the selection of an appropriate road barrier performance level,
see Appendix A.
The selection of the performance level shall be based on an assessment of the risks relevant
to the site. The risk assessment process shall consider the combined probabilities of risks
related to the road alignment, road and site characteristics, vehicle speeds and types, traffic
volumes and the consequences for both vehicle occupants and third parties external to the
vehicle, e.g. people or property underneath a bridge affected by a vehicle penetrating or
vaulting a barrier.
For bridge rehabilitation, the necessity or appropriateness of upgrading the barrier shall be
as determined by the relevant authority, taking into consideration—
(i) the expected remaining life of the structure;
(ii) its history of traffic accidents;
(iii) the costs and benefits of upgrading the barriers; and
(iv) the practicability of strengthening associated bridge elements to comply with the
performance levels specified in Clauses 14.5.2 to 14.5.6 or, alternatively, as specified
otherwise by the relevant authority.
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NOTE: For replacement traffic barriers on existing bridges, the relevant authority may determine
that a performance level between the performance levels nominated in the Standard may be
appropriate, on the basis of a risk assessment and the structural strength of the existing bridge.
14.5.2 No barrier
For certain bridge or culvert sites, conditions may be such that traffic barriers may
constitute a higher risk than not providing any barrier. Similarly, traffic barriers need not be
provided on low-level bridges subject to frequent flooding. Traffic barriers may be omitted,
provided all the following conditions apply:
(a) The bridge deck is less than 1.5 m above the ground or invert level of the waterway.
(b) Traffic volumes are less than 150 vehicles per day.
(c) The radius of curvature of the bridge is such that the road approaches have a sight
distance greater than the stopping distance.
(d) The width between kerbs is not less than 6.5 m for a two-lane bridge or 4.2 m for a
single lane bridge.
(e) The edge of the bridge is at least 1.0 m from the edge of traffic lanes.
(f) No pedestrian traffic is anticipated.
(g) Any water beneath the bridge is normally less than 1.2 m deep.
(h) The provision of barriers would prevent the passage of debris or the barriers would be
frequently damaged by heavy debris or both.

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 AS 5100.1:2017 24

14.5.3 Low performance level barriers

Low performance level barriers shall be provided for the effective containment of light
vehicles. These barriers shall be used for low risk sites, taking into consideration the speed
environment, where all of the following provisions apply:
(a) Bridges on roads with low traffic volumes.
(b) Bridges with low to medium height above ground or water.
(c) Bridges with an essentially straight alignment.
(d) Bridges with a width between barriers of not less than 6.5 m for a two-lane bridge or
4.2 m for a single lane bridge.
14.5.4 Regular performance level barriers
Regular performance level barriers shall be provided for the effective containment of
general traffic on all roads unless a lower performance level is permitted by Clause 14.5.2
or 14.5.3 or a higher performance level is required by Clause 14.5.5 or 14.5.6.
14.5.5 Medium performance level barriers
Medium performance level barriers shall be provided for site-specific, medium- to high-risk
situations for the effective containment of medium- to high-mass vehicles and buses on all
roads.
For roads with medium- to high-volumes of heavy vehicles, site-specific justification shall
be based on a risk assessment, with particular emphasis on third party risks for situations
including, but not limited, to the following:
(a) Bridges over major roadways.
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(b) Bridges over high frequency passenger rail lines or goods lines carrying noxious,
flammable or large volumes of freight, or over critical rail infrastructure.
(c) Bridges over high occupancy land use.
For roads with medium- to high-volumes of buses, site-specific justification shall be based
on a risk assessment, with particular emphasis on the occupants of buses for situations
including, but not limited to, the following:
(i) Bridges more than 10 m high.
(ii) Bridges over water more than 3 m deep (normal flow).
(iii) Bridges over major roadways.
(iv) Bridges over high frequency passenger rail lines or goods lines carrying noxious,
flammable or large volumes of freight, or over critical rail infrastructure.
(v) Bridges over high occupancy land use.
14.5.6 Special performance level barriers
Special performance level barriers shall be provided where specified by the relevant
authority. These barriers shall be provided for—
(a) the effective containment of heavy, high centre of gravity vehicles in high risk
situations on high speed freeways, major highways and urban arterial roads with a
high volume of mixed heavy vehicles;
(b) site-specific, unusual conditions at critical locations; and
(c) locations where it is essential that penetration or vaulting by vehicles specified by the
relevant authority under impact conditions needs to be prevented.

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 25 AS 5100.1:2017

Site-specific justification shall be based on risk assessment, with particular emphasis on

third party risk for situations including, but not limited to, high risk, critical adjacent
facilities such as power stations, gas tanks, oil refineries and communication facilities.
14.6 Barrier geometry
14.6.1 Traffic barrier types
The traffic barrier profiles shown in Figures 14.6.1(A) and 14.6.1(B) shall be used as the
basis for parapet and combined parapet and horizontal rail traffic barriers, unless approved
otherwise by the relevant authority. For both profiles, the maximum height of the top of the
sloping face above the reference surface shall be determined by the relevant authority.

D e pt h

Fac e of h or izo nt al r ail s for

c o m b in e d par a p et- r ail syste m s

H
125

8 4°
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Referen c e sur fac e

18 0 5 5°

80

DIMENSIONS IN MILLIMETRES

NOTE: The reference surface is the road level or, if a walkway is provided in front of the traffic barrier, the walkway
level.

FIGURE 14.6.1(A) F-TYPE BARRIER PROFILE

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 AS 5100.1:2017 26

M a x i m u m h e i g ht
to b e d eter m in e d
by t h e aut h or it y

Referen c e sur fac e

80°

DIMENSIONS IN MILLIMETRES

NOTE: The reference surface is the road level or, if a walkway is provided in front of the traffic barrier, the walkway
level.

FIGURE 14.6.1(B) SLOPING BARRIER PROFILE

14.6.2 Post and rail type barriers

The following geometric requirements shall apply to barriers with post and horizontal rail
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components, including combination parapet and post and rail type barriers:
(a) The total depth of longitudinal barrier components, including longitudinal rails and
any kerb or parapet section above the reference surface, in contact with the vehicle
(Σ A) shall be not less than 25% of the height of the barrier (H).
NOTE: The height of the barrier (H) is measured from the reference surface to the top of the
traffic barrier.
(b) The clear vertical opening below the lowest rail shall be not greater than 380 mm.
The clear vertical opening between rails or between the top of a concrete barrier and a
horizontal rail shall be not greater than 380 mm.
NOTES:
1 The vertical clear opening between rails is the distance between square or rectangular
shapes and the extreme traffic side face of curved or circular shapes.
2 Consideration should be given to providing a kerb to prevent objects falling off the
bridge.
(c) Unless approved otherwise by the relevant authority, posts shall be set back from the
traffic face of the traffic rails by a minimum of—
A
100 mm for  0.5 ; and
H
A
200 mm for  0.3 .
H
A
Linear interpolation shall be used where is between 0.3 and 0.5.
H
NOTE: The post setback is defined as the horizontal distance between the traffic faces of the
railing and the traffic face of posts.

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 27 AS 5100.1:2017

(d) The traffic faces of all traffic rails shall be within 25 mm of a vertical plane through
the face of the rail closest to the traffic. Rails further back than 25 mm or centred
lower than 380 mm above the reference surface shall not be considered as traffic rails
for the purpose of resisting the design load specified in AS 5100.2.
14.6.3 Bridge approaches
A transition barrier shall be provided on the approach to all bridge traffic barriers.
The strength and stiffness of this barrier shall vary to provide a transition between any
flexible roadside barrier and the rigid or semi-rigid bridge traffic barrier.
A smooth face and tensile continuity shall be maintained throughout. Exposed rail ends,
posts and sharp changes in the geometry of the barrier components, kerbs, and the like,
shall be avoided or transitioned out with a maximum taper of 1 in 10 for the barrier
components, and a maximum taper of 1 in 20 for kerb discontinuities.
The performance level selection for bridge approaches and departures shall be based on the
same procedure as for the bridge barriers. The length of each performance level provision
shall take into consideration local factors including, but not limited to, the following:
(a) The distance and clearance to the right of way boundary as it may affect the risk to
occupants of errant vehicles and third parties.
(b) The distance to hazards, including rigid objects and steep descents, as it may affect
the risk to occupants of errant vehicles and third parties.
(c) The risk associated with use of the crossing underneath the bridge and the proximity
of that crossing.
(d) The risk associated with the existence of service roads or parallel walkways and the
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like.
The extent of transition of the roadside barrier system shall conform to the guidelines of the
relevant authority.
14.6.4 End treatment
The approach end of a barrier shall have a crashworthy configuration or be shielded by a
crashworthy traffic barrier or impact attenuation device as approved by the relevant
authority.

15 COLLISION PROTECTION
15.1 General
The relevant authorities shall—
(a) make an assessment of the risk of a vehicle impacting a bridge and/or adjacent
structures; and
(b) determine the level and form of protection.
15.2 Collision from road traffic
For collision from road traffic, the relevant authorities shall determine the minimum
clearance of a pier or column from the roadway beyond which road traffic barrier protection
will not be required.
Supports for pedestrian bridges shall be either located to avoid collision from road traffic or
protected from such collision.
15.3 Collision from rail traffic
15.3.1 General
The intent of the provisions of this Clause (15.3) is to—

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 AS 5100.1:2017 28

(a) avoid collapse of structures over rail due to impact from derailed trains; and
(b) reduce the severity of impacts with structures to reduce the probability of injury to
occupants of derailed trains.
The prescriptive provisions in this Standard shall be considered as minimum requirements.
Design solutions shall comply with the intent of this Standard and shall also—
(i) consider design options to prevent or limit derailments that would impact the
structure, such as rail geometry, clearances, location of switching points and
crossings as well as track/train type;
(ii) adopt, so far as is reasonably practicable, bridging options that avoid potential
collisions with a derailed train or that are least vulnerable to impact;
(iii) refer to technical papers and data dealing with past incidents in order to predict the
likely impact scenarios from a derailed train, and consider those scenarios; and
(iv) consider derailment as a safety in design issue, and consider the effect of a derailment
treating the bridge as a whole system, including both superstructure and substructure.
15.3.2 Protection of supports for structures over rail
Unless approved otherwise by the relevant authorities, structures over rail shall have a clear
span between abutments.
Where the relevant authorities approve piers between abutments, and the nearest face of the
pier is closer than 10 m from the centre-line of existing or proposed tracks, provision for
impact from a derailed train shall be in accordance with Clauses 15.3.3 to 15.3.9.
Where the nearest pier face is between 10 m and 20 m from the centre-line of existing or
proposed tracks, a risk assessment, to the approval of the relevant authorities, shall be
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carried out to determine the requirements for protection of supports and the loading shall be
in accordance with Clause 11.4.2.4 of AS 5100.2.
For road or pedestrian bridges over rail, where the nearest face of the pier is within 10 m
from the centre-line of existing or proposed tracks, the pier shall be a frangible pier in
accordance with Clause 15.3.3, or if a frangible pier is not reasonably practicable then the
pier shall meet the requirements of Clause 15.3.4.
Rail bridges shall not be supported on frangible piers.
A risk assessment that includes the risks associated with the use of any pier type and
superstructure articulation shall be undertaken. The risk assessment methodology shall be
acceptable to all relevant authorities.
15.3.3 Frangible piers
A frangible pier is a pier designed to be removed in the event of its being impacted by a
derailed train so that damage to the train and the bridge, and harm to its occupants, are
minimized. The bridge superstructure shall not collapse onto the train in the event of the
removal of a frangible pier.
A risk assessment shall be undertaken in accordance with Clause 15.3.2 by the relevant
authorities to determine—
(a) the design loads for the frangible pier;
(b) the failure mode of the frangible pier;
(c) the acceptable post-impact deformation limits for the bridge superstructure; and
(d) the acceptable post-impact condition of the bridge with a view to its rehabilitation.
Sufficient structural redundancy shall be designed into the bridge to ensure that its
superstructure, when loaded in accordance with Clause 11.1 of AS 5100.2 and with the
frangible pier removed, does not deform in excess of the limits set by the relevant
authorities.

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 29 AS 5100.1:2017

15.3.4 Piers other than frangible piers

Piers shall be designed for the collision loads specified in Clause 11.4.2.3 or
Clause 11.4.2.4 of AS 5100.2, and shall comply with the geometric requirements of this
Clause.
Piers shall be protected from head-on impact from derailed trains by deflection walls unless
approved otherwise by the relevant authorities.
The pier shall provide a continuous concrete wall aligned parallel to the adjacent tracks.
The continuous concrete wall shall—
(a) have a minimum height of—
(i) 3.6 m above adjacent rail level when the nearest face of the pier is less than or
equal to 4 m from the centre-line of the rail track; or
(ii) 2.0 m above adjacent rail level when the nearest face of the pier is greater than
4 m from the centre-line of the rail track.
(b) have a minimum thickness of 800 mm;
(c) have a minimum length of 4 m;
(d) extend a minimum of 2 m longitudinally beyond any column rising above the top of
the wall;
(e) extend a minimum of 1.2 m below ground level;
(f) extend a minimum of 150 mm laterally, on the track side, beyond the face of any
column rising above the top of the wall;
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(g) have a smooth face with no snagging points; and

(h) have rounded ends.
15.3.5 Abutments
Abutments beyond 20 m from the centre-line of the nearest track need not be designed for
derailment collision protection unless required otherwise by the relevant authorities.
Abutments located between 10 m and 20 m from the centre-line of the nearest track shall be
risk assessed for derailment collision protection requirements, subject to the approval of the
relevant authorities, and shall be designed for the collision loads specified in
Clause 11.4.2.4 of AS 5100.2.
Abutments located within 10 m from the centre-line of the nearest existing or future track
shall be designed for the collision loads specified in Clause 11.4.2.3 of AS 5100.2, unless
otherwise approved by the relevant authorities. These abutment walls, including reinforced
soil structure abutments, shall have a minimum thickness of 800 mm for a minimum height
of—
(a) 3.6 m above adjacent rail level when the nearest face of the abutment is less than or
equal to 4 m from the centre-line of the rail track; or
(b) 2.0 m above adjacent rail level when the nearest face of the abutment is greater than
4 m from the centre-line of the rail track.
The wall face shall be smooth with no snagging points.
The superstructure at a reinforced soil structure abutment shall be supported on columns or
piles that are located within the reinforced soil mass behind the facing of the abutment.

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 AS 5100.1:2017 30

15.3.6 Deflection walls

The purpose of a deflection wall is to prevent a head-on impact with a primary structural
element including pier or abutment for structures above rail, or end of a through truss, arch
or through girder for rail bridges.
Deflection walls shall be designed for the collision loads specified in Clause 11.4.2.3 or
Clause 11.4.2.4 of AS 5100.2.
NOTE: This is in addition to the requirement for the pier or abutment to be designed for the same
collision loads.
The design shall ensure that the collision loads applied to the deflection wall are not
transferred to the primary structural element.
The deflection wall shall be designed as a continuous concrete wall.
The minimum height of the deflection wall shall be 2.0 m above rail, or not less than the top
of the uppermost primary structural element, whichever is lower.
The deflection wall shall have a minimum thickness of 500 mm. The wall face shall be
smooth with no snagging points, including at a transition from deflection wall to a primary
structural element. The design of the transition shall allow for the lateral movement of the
deflection wall due to the collision loads.
The approach end of the deflection wall shall be rounded.
Unless approved otherwise by the relevant authorities, deflection walls shall be provided in
the following locations:
(a) On the approach to a retained abutment, through truss, through arch or through girder
in order to protect a derailed train from head-on impact with the abutment and wing
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wall, truss, arch or through girder. The angle between an abutment wall or deflection
wall and the rail tracks shall not exceed 20°. The deflection wall may also be
incorporated as the abutment wing wall.
(b) On the approach to a pier other than a frangible pier, the deflection wall shall be
aligned with the pier, extending from the pier towards an approaching train.
The length of the deflection wall shall be determined from a risk assessment or as specified
by the relevant authorities.
15.3.7 Underground rail, air space developments and similar situations
For all underground rail and air space developments, except on platforms, the supports shall
be designed as full height continuous concrete walls aligned parallel to the adjacent tracks.
The supports shall be designed for the loads specified in Clause 11.4.3 of AS 5100.2.
For all tunnels, including cut and cover construction, where roof support is required
between tracks, a continuous concrete wall shall be provided allowing for a minimum of
small openings to meet safety requirements for cross-passages and refuges as determined by
the relevant authority.
For structures on platforms, the relevant authority shall determine the required level of
protection.
15.4 Collision from waterway traffic
Piers for bridges over navigable waterways shall be located to minimize the possibility of
impact by watercraft. When collision from shipping is possible, the design craft size, mass
and velocity (e.g. estimated maximum craft size and mass likely to use the waterway within
the design life of the structure) shall be as specified by the relevant authorities. Piers shall
be protected by auxiliary structures designed to absorb the collision impact energy, or shall
be designed to resist the collision forces from the design craft.

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 31 AS 5100.1:2017

Alternatively, piers may be designed with no auxiliary structures to absorb the collision
impact energy or a reduced craft mass, size and velocity (e.g. typical maximum size and
mass craft likely to use the waterway within the next 20 years) as determined by the
relevant authorities, accepting that at the ultimate limit state the pier may fail when
impacted by the design collision load, provided the superstructure does not collapse (i.e.
pier-redundant superstructure). For this ultimate limit state design case, the superstructure
shall be designed such that it does not collapse although it may suffer damage with high
deflection. The design loads combination (SLS and ULS) for this optional design approach
shall be as specified in Clause 11.1 of AS 5100.2.

16 PEDESTRIAN AND CYCLIST PATH BARRIERS

16.1 General
This Clause sets out the requirements for pedestrian and cyclist path barriers.
Where appropriate, the requirements of the Disability Discrimination Act and the AS 1428
series shall be satisfied.
16.2 Geometric requirements
16.2.1 No barriers
Where a cyclist lane is provided by line marking of the road carriageway, there are no
specific requirements for a cyclist path barrier.
16.2.2 Barriers on the outside edge of pedestrian or cyclist path
Where there is dedicated cyclist or pedestrian access, barriers complying with the following
geometric properties shall be provided on the outside edge of the bridge:
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(a) A minimum height of 1.2 m from the walkway surface.

(b) Where cyclists are permitted to use the bridge, the minimum barrier height shall be
1.4 m from the walkway surface.
(c) Vertical face without climbing footholds shall be provided. The vertical face shall be
either solid or balusters.
(d) Balusters shall be spaced not more than 125 mm clear.
(e) The spacing between the top of kerb and the bottom railing shall not exceed 125 mm.
(f) A continuous kerb with a minimum height of 100 mm shall be provided.
Alternative barrier arrangements may be used subject to the approval of the relevant
authority.
16.2.3 Barriers between pedestrian/cyclist path and carriageway
Where a road traffic barrier is provided between a pedestrian/cyclist path and the
carriageway in accordance with Clause 14, it shall comply with the following requirements:
(a) The minimum barrier height shall be 1.2 m for a pedestrian path, and 1.4 m for a
cyclist path.
(b) Where a road traffic barrier has an added rail to achieve the minimum barrier height,
this rail, including its connections and joints, shall be detailed so that it will not come
loose in the event of a vehicle impact and spear into the vehicle. The added rail shall
be outside the working width, in accordance with the Austroads Guide to Road
Design, Part 6: Roadside Design, Safety and Barriers.
The exposed surface of the barrier facing the pedestrians and cyclists shall not present any
safety risk to users

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 AS 5100.1:2017 32

16.3 Pedestrian protection barriers for bridges over electrified rail

Protection barriers shall be provided on all bridges over electrified rail and light rail where
pedestrian access is possible.
The design and extent of these barriers shall be as required by the rail authority.
Where high barriers are to be provided, sight distances and positioning of such barriers,
particularly on curves or close to intersections, shall be considered in the design.
16.4 Protection screens for objects falling or being thrown from bridges
Where required by the relevant authority, to prevent objects falling or being thrown from
pedestrian bridges or walkways, one of the following protection measures shall be
provided:
(a) Fully enclosed pedestrian bridges.
(b) Solid opaque parapet walls of a minimum height of 2.4 m.
(c) Protection screens, which shall have the following geometrical properties:
(i) A minimum height of 3.0 m above the roadway, walkway surface, or ledge that
people can stand on, as shown in illustrations (a) and (b) of Figure 16.4 unless
specified otherwise by the relevant authority.
(ii) The clear opening in any screen or mesh shall be not greater than
50 mm  50 mm square, except for bridges over rail corridors, where the clear
opening shall be not greater than 25 mm  25 mm square.
(iii) Where the protection screen is adjacent to a traffic lane, emergency breakdown
lane or parking lane, the screen shall have a minimum setback of 350 mm from
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the face of the barrier, and shall be outside the working width as defined in the
Austroads Guide to Road Design, Part 6: Roadside Design, Safety and Barriers.
(iv) Where the protection screen is adjacent to a walkway, it may curve back over
the walkway to provide greater protection. Unless specified otherwise by the
relevant authority, vertical clearances above the reference surface shall be
provided as shown in Figure 16.4(b), that is—
(A) at face of railing ....................................................................... 2.2 m min;
(B) at 150 mm in front of face of railing .................................. 2.4 m min; and
(C) for cyclist paths, at 300 mm in front of face of railing .............. 2.5 m min.
Where the bridge passes over a freeway, major roadway or rail with little or no pedestrian
traffic, the protection screen or parapet shall extend to at least 6.0 m beyond the edge of the
travelling lanes or 9.0 m from the centre-line of the rail track. The aesthetics of the use and
termination of the protection screen shall be considered. Consideration shall be taken of the
effects of skew when determining the actual length of the protection screen or parapet.
Protection screens or parapets shall be designed such that failure of the screen will not
damage the bridge structure.
Where the protection screen is attached to or is part of a traffic barrier, the screen shall be
designed with appropriate connections and joints such that it does not become a hazard in
the event of a vehicle impact.
Protection screens shall be designed to be modular, so that individual panels can be
replaced.
Where protection screen and pedestrian railing are combined into one structure, the
requirements for each shall be incorporated.

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 33 AS 5100.1:2017

300

15 0
3 0 0 0 m in.
3 0 0 0 m in.
8 0 c l ear m in. to
fac e of m e s h 25 0 0 m in.*
3 5 0 m in.
24 0 0 m in.
C o n c rete b ar r i er 2 20 0 m in.
profile Pe d e str i an
railing
Road way sur fac e
Walk way sur fac e

*D e n ote s re q uire m e nt s for cyc li st pat h s

(a) Adjacent to roadway (b) Adjacent to walkway

NOTE: Clearance shall be not less than the working width as defined in the Austroads Guide to Road Design,
Part 6: Roadside Design, Safety and Barriers.

DIMENSIONS IN MILLIMETRES

FIGURE 16.4 PROTECTION SCREEN

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17 NOISE BARRIERS
Where noise barriers attached to a bridge are required by the relevant authority, they
shall—
(a) be designed such that failure of the barrier will not damage the bridge structure;
(b) have connections and joints detailed so that in the event of a vehicle impact, they
shall not fragment or become a hazard, producing projectiles;
(c) be modular so that individual panels can be replaced;
(d) not be continuous across bridge expansion joints; and
(e) comply with the working width allowance of the Austroads Guide to Road Design.

18 DRAINAGE
18.1 Drainage of the carriageway
Drainage for road and rail bridges shall be in accordance with the requirements of the
relevant authority. For road bridges, reference shall also be made to the following:
(a) Austroads Guide to Road Design, Part 5: Drainage—General and Hydrology
Considerations.
(b) Austroads Guide to Bridge Technology, Part 6: Bridge Construction.
Transverse and longitudinal drainage of the carriageway shall be effected by providing a
suitable crossfall and a camber or gradient, respectively. Water flowing downgrade on
bridge approaches shall be intercepted and shall not be permitted to run onto the bridge
unless permitted otherwise by the relevant authority. Bridge spans over rail, other roads,
pedestrian or cyclist paths or environmentally sensitive areas shall be designed without
scuppers.

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 AS 5100.1:2017 34

18.2 Detailing for drainage

Deck drainage shall be detailed to prevent the discharge of drainage water against any
portion of the structure and to prevent erosion adjacent to the point of impact of the
discharge from the outlet of the downpipe. Drainage from bridges shall not discharge onto
rail, other roads, pedestrian or cyclist paths or environmentally sensitive areas below. The
overhanging portions of a concrete deck shall be provided with a drip bead or notch, which
shall be continuous where practicable.
Design details shall ensure that water drains from all parts of the structure and shall prevent
the retention of dirt, leaves or other foreign matter.
Where a drainage system is required, the outlets shall be sufficient in size and number to
drain the deck. The drainage lines shall be rigid and the least internal dimension shall be
not less than 100 mm and the gradient shall be not less than 1 in 100. The drainage system
shall be resistant to ultraviolet, fire, hydrocarbon and corrosion, and shall be provided with
cleanouts.
Where pipes carrying liquids are located inside closed cells, drainage shall be provided in
case of leaking or bursting of the pipes.
Drainage systems shall incorporate measures to accommodate deck movement.
18.3 Drainage of rail bridges
Consideration shall be given to the effective drainage of ballast-top and direct-fixed deck
rail bridges. Waterproofing shall be provided as directed by the relevant authority.

19 ACCESS FOR INSPECTION, MAINTENANCE AND COMPONENT

REPLACEMENT
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The design of bridge structures shall include provision for access and inspection and
facilitate maintenance and component replacement.
Under workplace health and safety legislation, the finished bridge becomes a workplace for
inspection and maintenance personnel. Provision shall be made to facilitate safe work
practice.

20 UTILITIES
Where required, or where anticipated, provision shall be made for the attachment of utility
services on structures, as permitted by the relevant authority.
The following shall apply to the attachment of utility services on structures:
(a) The location of the utility and its method of attachment to the structure shall be
subject to the approval of the relevant authority and any special provisions required
by the utility authority shall be incorporated.
(b) Utility services shall be positioned to minimize the potential for damage from flood
events and shall be placed on the downstream side of water crossings. Utility services
shall not be placed in spill-through batters unless they are suitably protected against
the effects of scour.
(c) Fixings, brackets and other attachments shall be fabricated from durable materials.
(d) Utility services shall be constructed of a durable material, to prevent any leakage into
or onto the structure.
(e) Utility services shall be positioned outside the required clearance, to minimize the
potential for damage from vehicle impact and vandalism.
(f) Where utility services carrying liquids are located inside closed cells, drainage shall
be provided in case of leaking or bursting of the pipes.

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 35 AS 5100.1:2017

(g) Utility services shall incorporate measures to accommodate deck movement.

(h) Utilities conveying flammable substances shall not be located inside closed cells.

21 SKEW RAIL BRIDGES

The ends of all rail bridges inclusive of any approach and transition slabs shall be square to
the track centre-line.

22 FIRE REQUIREMENTS
Where the relevant authority determines that a bridge shall be designed for the effects of
fire, the time-temperature curves for the fire shall be—
(a) as determined by the relevant authority;
(b) interpolated from test data from fire tests that replicate the chosen fire conditions;
(c) determined by fire models and engineering judgement where appropriate test data
does not exist;
(d) taken from AS 1530.4 for cellulose materials; or
(e) selected from Table 22.

TABLE 22
DESIGN TIME-TEMPERATURE CURVES FOR FIRE
Structural elements
Traffic type
Hydrocarbon fire curve Duration, min
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(see Note 1)
Road RWS/HCinc
Rail RABT-ZTV (see Note 2) 120
Bus RABT-ZTV (see Note 2)
NOTES:
1 The RWS fire curve was developed by the Rijkswaterstaat (Ministry of
Transport) in the Netherlands. The HCinc fire curve is a modified hydrocarbon
(HC) curve in which the temperatures are multiplied by a factor of 1300/1100
from the basic HC curve of Eurocode 2 Part 1-2.
2 From the German National Rules and Regulations ‘Richtlinie für die Ausstattung
und den Betrieb von Strassentunneln – Zusätzliche Technische
Vertragsbedingungen und Richtlinien für Ingenieurbauten’ (2006) (Directive for
the equipment and operation of road tunnels – Additional Technical Conditions
of Contract for Civil Engineering Structures).

23 ROAD SIGNS AND LIGHTING STRUCTURES

23.1 General
This Clause applies to the following structures:
(a) Above-road gantries and structures.
(b) Cantilever gantries and structures.
(c) Tolling structures on carriageway and side of the road.
(d) Light poles in excess of the parameters given in AS 1798.
(e) Light poles within the parameters of AS 1798 but installed in one or more of the
following:
(i) 15 m above the surrounding ground.

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 AS 5100.1:2017 36

(ii) Crossing large expanses of water.

(iii) Above ravines or on escarpments subject to high localized winds.
(f) Sign supports on the side of the road for signs greater than 7.5 m wide or 8 m high or
40 m2 in area.
23.2 Design life
The design life shall be 50 years for the light or sign structure, or as approved by the
relevant authority. Anchoring systems shall be designed for a life of 100 years for structures
located on bridges and 50 years for structures located elsewhere.
23.3 Anchor bolts and baseplates
Anchor bolts shall be designed for either one of the following:
(a) Fully grouted between the baseplate and footing or pedestal The bolts shall be
designed for tension and shear only with compression taken by bearing on the grout.
No locating nuts or permanent erection packers shall be used between the baseplate
and the footing or pedestal.
(b) No grout between the baseplate and the footing or pedestal Every anchor bolt shall
be designed as a double-nut moment connection to the baseplate. The maximum free
length of the anchor bolt from the top surface of the concrete to the underside of the
lower (levelling) nut shall be not greater than the anchor bolt diameter.
Anchor bolts shall be grade 4.6. A minimum number of 8 anchor-bolts per baseplate shall
be provided for sign structures. Anchor bolts shall be fully enclosed in concrete to the top
surface of the rigid foundation or pedestal. Locknuts shall be provided except for the lower
(levelling) nuts on double-nut moment joints. Baseplates shall be at least as thick as the
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anchor bolt but not less than 40 mm thick.

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 37 AS 5100.1:2017

APPENDIX A
ROAD BARRIER PERFORMANCE LEVEL SELECTION METHOD
(Informative)

A1 SCOPE
This Appendix provides a procedure to assist in the selection of an appropriate road barrier
performance level related to traffic conditions and the road environment. It applies to
barriers on the outside edges of a bridge.

A2 GENERAL
Performance level selection is based on risk assessment of the specific site and the benefits
and costs of providing a barrier system of a specified performance level. This assessment
should take into consideration, but not be limited to, the following:
(a) The types of vehicles to be contained, e.g. cars, buses, vehicles with high centre of
mass and heavy trucks.
(b) Total traffic volumes and volumes of vehicles relevant to alternative performance
levels.
(c) Road alignment and operating speed.
(d) Bridge width and offset from the traffic lanes to the barrier.
(e) Divided, undivided and one way roads.
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(f) The cost of providing and maintaining a bridge barrier and bridge approach barrier
system of specified performance level(s).
(g) The consequences of a vehicle penetrating or vaulting the barrier including, but not
limited, to—
(i) injury or death to occupants of the errant vehicle or vehicles;
(ii) injury or death to third party persons;
(iii) damage to third party property; and
(iv) loss of amenity to a service such as a rail line, major highway, important
service utility or similar.

A3 PROCEDURE
The procedure comprises the following steps:
(a) A selection method that leads to a recommendation for a low, regular or medium
performance level barrier.
(b) The assessment of individual bridge sites, using risk assessment and benefit cost
analysis to determine the barrier performance level.
The flow chart of the selection process is shown in Figure A1.
NOTE: For additional information refer to AASHTO Guide Specifications for Bridge Railings
(1989).

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 AS 5100.1:2017 38

A4 SELECTION PROCESS FOR LOW, REGULAR AND MEDIUM

PERFORMANCE LEVEL BARRIERS
A4.1 General
The procedure provided in this Paragraph (A4) is based on the application of benefit cost
analysis, taking into consideration the following:
(a) Site conditions.
(b) Estimates of roadside encroachments (the default value being
0.0003 encroachments/km/year/vpd on one side of the road).
(c) Estimated costs of the consequences of the barrier encroachments.
(d) Estimated costs of providing barriers of different performance levels.
NOTE: Refer to AASHTO Guide Specifications for Bridge Railings (1989). The AASHTO
guidelines are based on determining the traffic volume at which the incremental benefit-cost ratio
between a barrier of a given performance level and the next lowest performance level becomes
four. This volume is the recommended threshold volume for using the given performance level
barrier as opposed to the next lower performance level barrier.
A4.2 Adjustment to AADT
A4.2.1 General
AADT is taken as the total estimated average annual daily traffic for the first year after
construction on all lanes of the bridge. This applies to bridges with traffic in a single
direction or both directions, with or without a central median barrier. The projected traffic
growth assumed in this method is 2% per annum for 30 years.
The following adjustment factors should be determined:
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(a) Adjustment factor for road type ............................................................................. RT.

(b) Adjustment factor for road grade .......................................................................... GD.
(c) Adjustment factor for curvature ............................................................................ CU.
(d) Adjustment factor for deck height and under-structure conditions .......................... US.
These adjustment factors are used to adjust the estimated total AADT on the bridge. The
adjusted AADT is then used in the barrier performance level selection process.
The barrier selection method assumes relatively free flowing traffic. To account for the
effect traffic congestion has on traffic speeds, and thus the frequency of design level
impacts on a barrier, for sites with a design speed of 80 km/h or greater and a construction
year AADT greater than 10 000 vehicles/day/lane (vpdpl), the construction year AADT
value used in selecting a bridge barrier performance level may be limited to 10 000 vpdpl
multiplied by the number of lanes on the structure.
A4.2.2 Adjustment factor for road type (RT) (see Table A1)
The adjustment factor for the relevant road type (RT) is given in Table A1.
A4.2.3 Adjustment factor for road grade (GD) (see Figure A2)
The grade is the approach downward grade in the direction of traffic.
A4.2.4 Adjustment factor for curvature (CU) (see Figure A3)
The factors chosen reflect the increasing importance of the radius of curvature as it
decreases.

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 39 AS 5100.1:2017

TABLE A1
ROAD TYPE FACTOR
Number of lanes Adjustment
Road type AADT
(see Note 1) factor RT
One way (see Note 2) Based on one-way traffic 1 or more 2.0
Two-way divided Based on two-way traffic 2 or more 1.0
Two-way undivided Based on two-way traffic 2 or more 1.5
NOTES:
1 The number of lanes is the total number of lanes on the bridge.
2 Includes one-way roads, freeway ramps and bridges on separated carriageways of
freeways and highways.

A4.2.5 Adjustment factor for deck height and under-structure (US) conditions (see
Figure A4)
The adjustment factor for US takes into consideration the height of the bridge deck and
conditions beneath the bridge as they affect the risk to the occupants of an errant vehicle
and to third party persons, property and amenities beneath the bridge. The deck height is the
distance between the bridge deck and US surface being considered.
The adjustment factor for US shown in Figure A4, in addition to being related to deck
height, is based on three risk levels for land occupancy and risk levels related to depth of
water under the bridge.
Land occupancy is defined as follows:
(a) High occupancy land use Refers to land used in such a way that there is a significant
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risk to persons or property below the structure or significant additional risk to

occupants of the errant vehicle (e.g. over major roadways, rail, houses, factories, and
the like).
(b) Medium occupancy land use Refers to land used in such a way that there is an
occasional risk to persons or property below the structure or additional risk to
occupants of the errant vehicle (e.g. over roads with AADT < 10 000 vpdpl, country
rail lines with occasional services, walking trails or areas with occasional human
populations).
(c) Low occupancy land use Refers to land used in such a way that there is a minimal or
insignificant risk to persons or property below the structure (e.g. over open fields,
bushland, and the like).
Deep water is defined as more than 3.0 m deep. Shallow water is defined as less than 1.0 m
deep. For intermediate water depths, interpolation of the adjustment factor may be used.
A4.2.6 Adjusted AADT
The adjusted AADT for use in Figures A5 to A8 is calculated as follows:
Adjusted AADT = RT  GD  CU  US  AADT

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 AS 5100.1:2017 40

A4.3 Selection of barrier performance level

The selection process involves comparing the modified AADT to the threshold design speed
limits shown in Figures A5 to A8, relevant to specific design speeds and performance
levels. These threshold graphs also include an additional variable, namely the bridge rail
offset to the traffic lane. An example of the use of the threshold limits charts, including the
bridge rail offset, is included in Figure A7.
The threshold design speed should be taken as the 85th percentile operating speed at the
bridge for barrier works associated with bridge rehabilitation or, in the case of a new
bridge, the design speed of the roadway.
A4.4 Vehicles and traffic mix
The traffic mix used in Figures A5 to A8 consists of 13 vehicles divided into the following
four vehicle classifications:
(a) Cars (0.9 – 2 t) ................................................................................................ 4 types.
(b) Vans and pickup utilities (1.8 – 3.2 t) ............................................................. 3 types.
(c) Single unit rigid vehicles (3.6 – 13.6 t) ........................................................... 3 types.
(d) Combination articulated vehicles (13.6 – 34 t) ................................................ 3 types.
The relationships adopted for the benefit-cost analysis are given in Table A2.
For bridges on roads carrying a traffic mix significantly different from the mix given in
Table A2, the designer should determine the barrier performance selection based on site-
specific benefit-cost analysis as well as the selection charts. However, the final
performance level selected should not be lower than that required by the selection charts.
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For example, for bridges on roads such as tourist roads with a low traffic count but carrying
significant numbers of buses, consideration should be given to providing barriers capable of
containing these vehicles at locations where penetration or vaulting of a barrier would
present a high risk to the passengers, based on benefit-cost analysis.
The performance level to be provided should be based on all relevant site conditions
including the operational speed of the road, the number and types of buses to be constrained
and the level of risk associated with the bridge site.

TABLE A2
VEHICLE MIX BASED ON PERCENT
COMMERCIAL VEHICLES OR TRUCKS
Vehicle class Cars Vans/pickups Rigid vehicles Articulated vehicles
Commercial vehicles
Percent of traffic mix
%
10 63 27 4 6
20 56 24 4 16
30 49 21 4 26

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 41 AS 5100.1:2017

A5 CRITERIA FOR SPECIAL PERFORMANCE LEVEL BARRIERS

Special performance level barriers should be assessed for high operational speed (100 km/h)
sites if the commercial traffic levels at the bridge site are greater than or equal to
3000 commercial vehicles per day per carriageway and the high risk site conditions
specified in Clause 14.5.6 apply.

D eter m in e init i al tr af fi c d at a an d road e nv iro n m e nt

d et ail s in c lu d in g A ADT, c o m m er c i al ve hi c l e t y p e s
an d num b er, road ali g n m e nt , br i d g e w i d t h an d
h e i g ht , u n d er b r i d g e c o n d i t i o n s i n c lu d i n g l a n d u s e,
d e pt h of water, road or r ail u s ag e

D o e s t h e ‘ n o barr i er ’ No
Ye s
c r iter i a (se e Cl au se 14. 5. 2) B ar r i er
a p p ly to t h e br i d g e? re quire d

No

Is t h e br i d g e l o c at i o n a Per for m s ite - s p e c ifi c

Ye s
p ote nt i ally m e d ium - to hi g h - r i s k a s s e s s m e nt a n d
r i s k s i tu at i o n? benefit- c o st analys is

No

D eter m i n e ad d i t i o n a l i nfor m at i o n for

c har t- ba se d l eve l se l e c t i o n in c lu d in g
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barr i er of fset , o p er at i o nal s p e e d,

road t y p e, gr ad i e nt an d c ur vature

Cal c ul ate Ad ju ste d A ADT

= (RT x GD x CU x US) A ADT

D eter m in e barr i er p er for m an c e l eve l

fro m Fi g ure s A5 to A8

Is p er for m an c e l eve l d eter m in e d

Ye s
fro m s ite - s p e c ifi c r i s k a s se s s m e nt
greater t han fro m t h e c har t s?

No

Use p er for m an c e l eve l

Use p er for m an c e l eve l
d eter m in e d fro m s ite - s p e c ifi c
d eter m in e d fro m c har t s
r i s k a s s e s s m e nt

FIGURE A1 BARRIER PERFORMANCE LEVEL SELECTION

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 AS 5100.1:2017 42

2. 2

2.0

1. 8

1.6
GD

1.4

1. 2

1.0

0. 8
-8 -7 -6 -5 -4 -3 -2 -1 0

D OWN G R A D E IN D IR ECT I O N O F T R A FFI C, (%)

FIGURE A2 GRADE FACTOR

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www.standards.org.au

3 .0 0

2.50
CU

2.0 0

43
1. 5 0

1.0 0
0 10 0 20 0 300 400 500 600 70 0 800 900 10 0 0

R ADIUS OF CURVATURE, m
 Standards Australia

FIGURE A3 CURVATURE FACTOR

AS 5100.1:2017
 AS 5100.1:2017 44

3 .0

H i g h o c c u pan cy l an d u se
or d e e p water
2.5

M e d ium o c c u pan cy l an d u se
US

2.0

1. 5

Low o c c u pan cy l an d
u se or s hall ow water
1.0
0 5 10 15 20

HEIG HT AB OVE U N DER - STRUCTURE L AN D USE (m)

FIGURE A4 DECK HEIGHT AND UNDER-STRUCTURE CONDITIONS

10 0 0
Rail of ffset:
set:
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M e d ium
iu m Leve l > 3 .7 m
2.4 m
1. 2 m
AD J USTED A ADT Ve h / Day x 10 0 0

0.3 m

10 0

Re g ular
Reg ul ar Leve l

10

Low Leve l

1
5 10 15 20 25 30 35 40

% CO M M ERCIAL VEHICLES

FIGURE A5 THRESHOLD LIMITS, 60 km/h

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 45 AS 5100.1:2017

10 0 0

Rail of ffset:
set:
M e d iu m Leve l > 3 .7 m
AD J USTED A ADT Ve h / Day x 10 0 0

2.4 m
1. 2 m
0.3 m
10 0

Re g ular
Reg ul ar Leve l

10

Low Leve l

1
5 10 15 20 25 30 35 40

% CO M M ERCIAL VEHICLES

FIGURE A6 THRESHOLD LIMITS, 80 km/h

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10 0 0

M e d ium
iu m Leve l Rail of ffset:
s et:
> 3 .7 m
2.4 m
AD J USTED A ADT Ve h / Day x 10 0 0

1. 2 m
0.3 m
10 0

Re g ular
Reg ul ar Leve l
10

Low Leve l
1
5 10 15 20 25 30 35 40

% CO M M ERCIAL VEHICLES

E xam p l e:
For an ad ju ste d A ADT of 20 0 0 0 v p d, 10 0 k m / h s p e e d, 16% c o m m er c i al ve hi c l e s an d 1. 2 m bar r i er
of f s et . T h e se l e c te d bar r i er l eve l i s t h e re g ul ar p er for m an c e l eve l.

FIGURE A7 THRESHOLD LIMITS, 100 km/h

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 AS 5100.1:2017 46

10 0 0

M e d ium
iu m Leve l Rail of ffset:
set:
> 3 .7 m
2.4 m
AD J USTED A ADT Ve h / Day x 10 0 0

1. 2 m
0.3 m
10 0

Re g ular
Reg ul ar Leve l
10

Low Leve l
1
5 10 15 20 25 30 35 40

% CO M M ERCIAL VEHICLES

FIGURE A8 THRESHOLD LIMITS, 110 km/h

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 Standards Australia www.standards.org.au

 47 AS 5100.1:2017

APPENDIX B
SPECIAL STUDIES
(Informative)
Where changes are made to a part or all of the design processes detailed in the
AS(AS/NZS) 5100 series or new information or methods are introduced, they should be
established by special studies.
NOTE: Generally, design situations to be considered are covered by the AS(AS/NZS) 5100 series.
However, actions other than those specified in the Standard and design considerations specific to
the structure being designed may require special studies to be carried out.
Special studies should be used for the following:
(a) To establish information or methods for design not given in this Standard, or to define
more accurately the information or methods used, or where more accuracy is
considered necessary.
NOTES:
1 For example, to determine a design parameter such as a wind pressure coefficient, to
establish values for an action or to confirm a structure or population of structures.
2 Methods for performing tests and analysing test information are given in AS/NZS 1170.0.
(b) To evaluate loads for actions other than those specified in the AS(AS/NZS) 5100
series. Where they are considered a possibility, special studies should be used to
determine values for the following actions:
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(i) Foundation movements.

(ii) Dynamic effects.
(iii) Time-dependent movement of materials.
(iv) Differential axial shortening.
(v) Shrinkage and expansion of materials.
(vi) Temperature changes and gradients (including those caused by fire).
NOTE: Care is needed in determining material properties for use in these design-loading
conditions.
Where a study is used to establish design values for an action, the factors for appropriate
combinations should be determined as part of the study. The variability of the loads derived
should be taken into consideration when determining the factors used in the combinations.
A special study should include appropriate documentation to show the source of all data.
Any documentation should demonstrate that the study is appropriate in the context of the
particular evaluation of structural performance and should include the following, where
relevant:
(A) A complete report similar in scope to that set out in AS/NZS 1170.0.
(B) Reference to other national or international standards.
(C) Comparison with other data.
(D) Analytical methods used.

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 AS 5100.1:2017 48

BIBLIOGRAPHY

AS
5334 Climate change adaptation for settlements and infrastructure—A risk based
approach
AS/NZS
1170 Structural design actions
1170.0 Part 0: General principles
AS/NZS ISO
14041 Environmental management—Life cycle assessment—Goal and scope
definition and inventory analysis
14042 Environmental management—Life cycle assessment—Life cycle impact
assessment
14043 Environmental management—Life cycle assessment—Life cycle interpretation
EN
1992 Eurocode 2: Design of concrete structures
1992-1-2 Part 1-2: General rules—Structural fire design
AASHTO Guide Specification for Bridge Railings
German Federal Ministry of Traffic Building and Urban Affairs
RABT ‘Richtlinie für die Ausstattung und den Betrieb von Strassentunneln – Zusätzliche
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Technische Vertragsbedingungen und Richtlinien für Ingenieurbauten’ (2006) (Directive

for the equipment and operation of road tunnels)
ZTV ‘Zusätzlichen Technischen Vertragsbedingungen und Richtlinien für den Bau von
Strassentunneln’ (Additional Technical Conditions for the Construction of Road Tunnels)
‘Abschnitt 1: Geschlossene Bauweise’ (1995) (Part 1: Closed Construction)
‘Abschnitt 2: Offene Bauweise’ (1999) (Part 2: Open Construction)

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