Australia - Metro Design Guideline - Bridge - L1-CHE-STD-040

MTM DESIGN PRACTICE NOTE
AS5100 DEFLECTION WALL DESIGN LOADS

L1-CHE-INS-093 Version: 1 Effective from: 22nd December 2017
Approval
Amendment Record
Approval Date Version Description

22/12/2017 1 Initial issue under MTM.
Approving Manager: Chief Engineer Approval Date: 22/12/2017 Next Review Date: 22/12/2019
PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 1 of 3
1. Purpose
The purpose of this Design Practice Note (DPN) is to clarify MTM’s interpretation of
AS5100-2017 design loads for deflection walls protecting the ends of through-
underbridges.
2. Scope
This DPN shall be read in conjunction with AS5100-2017 and L1-CHE-STD-040
Bridge Standard. It is applicable to all projects and renewal works that are
contractually required to comply with AS5100-2017.
3. Background
AS5100-2017 Part 1 Scope and General Principles and AS5100-2017 Part 2 Design
Loads have conflicting requirements for the derailment collisions loads to be used in
the design of Deflection Walls used to protect above-track primary structures.
Part 1 Clause 15.3.6 refers directly to Part 2 Clauses 11.4.2.3 and 11.4.2.4
Extract from AS5100-2017 Part 1
Part 2 Clause 11.4.4.3 on the other hand refers to Clause 11.4.4.2 for Deflection Wall
collision loads which in turn refers to Clause 11.4.3.
The Standards Australia committee which drafted Part 1 and Part 2 of AS5100-2017
has acknowledged the above ambiguity and has proposed to issue and addenda to
clarify the requirement.
4. The Issue
The ambiguity that exists within Part 1 and Part 2 of AS5100-2017 has resulted in
varying interpretations of the design loads that should be applied to deflection walls.
MTM, as the Accredited Rail Operator, are responsible for ensuring risks are
eliminated or mitigated so far as reasonable practical (SFAIRP). Not providing clarity
with respect to design loads could result in a situation where MTM are not are not
mitigating their risks SRAIRP (what the person concerned knows, or ought to
reasonably know). MTM are not in a position to vary the design load specified in
AS5100 without strong justification to support the decision.
5. Requirements
Until such time as the Standards Australia committee responsible for AS5100 clarifies
the conflicting requirements, the following shall apply.
Deflection Walls provided to protect the ends of through-underbridges shall be
designed to resist simultaneous ULS collision specified in Clauses 11.4.2.3 and
11.4.2.4 of Part 2 of AS5100-2017, as applicable to their distance from the nearest
track centreline. The case where a derailed train could collide with the end of an
adjacent through-underbridge shall also be investigated.
6. References
AS5100-2017 Bridge Design
Engineering Standard
L1-CHE-STD-040
BRIDGE STANDARD
Version: 2
ENGINEERING STANDARD
BRIDGE STANDARD
L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018
Approval
Amendment Record
Approval Date Version Description

Initial issue under MTM. Supersedes VRIOGS 011.1 (draft),
22/12/2017 1 L1-CHE-INS-013, L1-CHE-INS-026, L1-CHE-INS-027,
L1-CHE-INS-034, L1-CHE-INS-068. Refer to MOC #24053.
Standard updated to reflect release of L1-CHE-STD-025 Transit
17/07/2018 2
Space Clearance Standard. Refer to MOC #44753 for details.
BRIDGE STANDARD
PREFACE
Metro Trains Melbourne (MTM) Standards have been developed to ensure common approaches are
employed when designing, constructing or testing any part of the Melbourne Metropolitan Rail
Network. It is important to understand that Standards are living documents which take into account
learnings to achieve best practice.
All MTM Standards are periodically reviewed and new versions published which incorporate
learnings and Technical Notes (TNs). TNs are issued between editions which correct any errors or
ambiguities contained in an MTM Standard. Standards may also be withdrawn and replaced. As
Standards are uncontrolled once printed, it is imperative to check the currency of the Standard on
the MTM Intranet or MTM External Document Portal.
In the event of conflicts or discrepancies between Documents, refer to the order of precedence as
defined in ‘Chief Engineer’s Guideline Engineering Standards Listing’ (L1-CHE-GDL-005).
Note: Any clarification described in a TN shall take precedence over the impacted clause or clauses
in the associated MTM Standard.
In the event a clause within a Standard is not achievable a waiver must be raised in accordance with
‘Engineering Waiver Procedure’ - L1-CHE-PRO-001.
Note: MTM does not have the authority to grant waivers to any Standards which relate to
Government Regulations or Legislation, e.g. Disability Discrimination Act.
Application of this Standard

This Standard is applicable from the approval date. It shall be applied to all projects and renewals
works on the MTM Infrastructure Lease commencing after the approval date. It shall also be applied
to projects and renewals works that are in the delivery phase where there is a requirement for
compliance to AS 5100-2017.
BRIDGE STANDARD
Table of Contents
1 Purpose ........................................................................................................................... 6
2 Scope ............................................................................................................................... 6
3 Abbreviations and Acronyms ........................................................................................ 6
4 Definitions ....................................................................................................................... 7
5 References & Legislations ............................................................................................. 9
General ............................................................................................................................. 9
MTM References .............................................................................................................. 9
Industry References ........................................................................................................ 10
Australian References and Legislation ........................................................................... 11
6 Related Documents ...................................................................................................... 11
7 Safety & Environmental ................................................................................................ 11
8 Design of New Bridges, Underpasses and Soil Retaining Structures ...................... 12
General Requirements .................................................................................................... 12
Minimum Clearances ...................................................................................................... 15
8.2.1 General ......................................................................................................... 15
8.2.2 Overbridges .................................................................................................. 16
8.2.3 Underbridges ................................................................................................ 16
8.2.4 Additional provisions for through-girder Underbridges .................................16
Drainage ......................................................................................................................... 16
Walkways and Handrails ................................................................................................ 17
Derailment Management on Rail Structures ................................................................... 18
Track Structure ............................................................................................................... 20
Protection Beams............................................................................................................ 20
Soil Retaining Structures Adjacent to Rail ...................................................................... 21
Application of AS 5100-2017 Bridge Design .................................................................. 22
9 Assessment and Load Rating of Underbridges.......................................................... 29
Reporting of Assessment and Load Rating Factors .......................................................30
Application of AS 5100-2017 Bridge Design .................................................................. 30
10 Structural Modification of Bridges .............................................................................. 32
Application ...................................................................................................................... 32
Loading ........................................................................................................................... 32
Clearances ...................................................................................................................... 32
Drainage ......................................................................................................................... 32
Walkways and Handrails ................................................................................................ 32
Collision Protection ......................................................................................................... 33
BRIDGE STANDARD
Protective Screens .......................................................................................................... 34

11 Appendix A – Documentation Requirements.............................................................. 35
11.1.2 All design drawings shall be produced in accordance with the conventions
detailed in L1-CHE-POL-001 Engineering Drawings Management Policy (IFC/As
Builts), and PTV’s Infrastructure Drafting Standards. .....................................................35
Specific Requirements .................................................................................................... 35
12 Appendix B – Indicative Underbridge Arrangements ................................................. 37
13 Appendix C – Load Rating Tables ............................................................................... 38
14 Appendix D – Load Rating Details ............................................................................... 39
List of Tables
Table 1 - Derailment Management Systems .............................................................................. 19

Table 2– PTV Asset Integrity Requirements for Elevated Railway Track ................................ 20
Table 3 – Application of AS 5100-2017 Bridge Design for New Bridges ................................. 23
Table 4 – Bridge Specific Design Parameters for the Rational Method .................................. 26
Table 5 – Load Rating Section Loss Categories ....................................................................... 29
Table 6 – Application of AS 5100 for Load Rating and Assessment ....................................... 31
Table 7 – AS 5100.2 Collision Loading Categories ................................................................... 34
List of Figures
Figure 1 - Soldier pile and shotcrete soil retaining structure .................................................. 22
BRIDGE STANDARD
1 Purpose
The purpose of this document is to provide technical requirements for the:
• Design of Bridges, Underpasses, Soil Retaining Structures, Culverts and associated
civil infrastructure within the rail corridor or the MTM Infrastructure Lease;
• Design of structural components related to Tunnels or Underpasses where they are not
covered by other MTM standards; and
• Structural assessment and load rating of existing Bridges, Underpasses, Soil Retaining
Structures, Culverts and associated civil infrastructure within the rail corridor or the MTM
Infrastructure Lease.
2 Scope
This Standard shall be read in conjunction with AS 5100-2017.
This standard sets out MTM requirements for the design of Bridges, Underpasses, Soil
Retaining Structures, Culverts and associated civil infrastructure in the MTM Infrastructure
Lease.
Note: Road and pedestrian Bridges shall comply with the requirements of L1-CHE-STD-025,
VicRoads and AS 5100 unless specifically varied by the requirements of this Standard.
This standard sets out the requirements for structural assessment and load rating of Bridges,
Underpasses, and Culverts in the MTM Infrastructure Lease.
Note: This standard does not provide requirements for when structural assessment and load
rating is undertaken. This is covered by the appropriate Technical Maintenance Plan and
project scope where relevant.
This standard is mandatory for all proposed works in the MTM Infrastructure Lease.
This Standard does not include specifications for the construction, deconstruction, installation
and placement of Bridges and Bridge materials.
3 Abbreviations and Acronyms

DMS Drawing Management System (managed by PTV)
DPN Design Practice Note
KE Kinematic Envelope (refer to STD_R0009)
MTM Metro Trains Melbourne
PTV Public Transport Victoria
RSNL Rail Safety National Law
SFAIRP So Far As Is Reasonably Practicable
BRIDGE STANDARD
4 Definitions
As-Is Load Rating Load rating based on the current condition of the Bridge
including all structural modification.
As-New Load Rating Load rating assuming the Bridge, including all structural
modification, is in as-new condition.
Bridge An Overbridge, Underbridge, Culvert, suspended station
concourse or pedestrian/cyclist Bridge.
Cant The vertical distance that the outer rail is raised above the inner
or grade rail of a curve. Also known as superelevation.
Chord Effect The effect resulting from curved track geometry on straight
bridge elements
Critical Load Rating The lowest Component Load Rating Factor which determines
Factor the load rating factor for the Bridge.
Culvert An Underbridge having a deck supported on continuous integral
walls and (usually) base slabs whose function is to allow water
to flow under the track.
Design Life The period adopted for design purposes for which a structure or
structural element is required to perform its intended purpose
with periodic maintenance but without replacement or major
structural repairs.
Generally Accessible Areas accessible to the general public such as parklands; station
Areas platforms, stairways, ramps and concourses; roadways,
carparks, pedestrian and cycling paths.
Handrails A system of posts, rails and/or panels that provides protection at
the edge of a floor or platform or walkway.
Note: This definition corresponds to the term “guardrailing” in
AS1657. The term “handrails” is used in this standard to avoid
confusion with guard rails which are a derailment control
measure.
Infrastructure Lease The Land and Infrastructure as defined in the Train Infrastructure
Module of the MR4 Franchise Agreement.
Kinematic Envelope A two dimensional cross-section of the shape of a rail vehicle
that consists of the static outline plus the maximum permitted
allowance for vertical and lateral movements. It also includes
any Cant and curve effect associated with curved track and
dynamic movements in response to track irregularity. Refer
drawing STD_R0009.
Load Rating The process of determining a load-rating factor as defined in

AS 5100.7.
Overbridge A non-rail Bridge that crosses over track.
BRIDGE STANDARD
Pedestrian and/or A Bridge or station concourse spanning over rail and beyond and
Cyclist Path Bridge intended solely for pedestrian and/or cyclist use; but may include
use by maintenance traffic or emergency vehicles. For the
purpose of this standard, a pedestrian Bridge includes any
associated stair and ramp approaches and landings.
Position of Safety As defined by L1-SQE-PRO-054 Planning Work Site Protection
in the Rail Corridor: “a place where people or equipment cannot
be struck by rail traffic.”
Protection Barrier Refer to clause 8.5.4.
Rail over Rail Bridge An Underbridge crossing over track.
Note: The requirements for both Underbridges and Overbridges
shall apply to Rail over Rail Bridges.
Shall The term shall is used to express a clause that is mandatory to
achieve conformance to the standard.
Should Is used as the descriptive word to express a requirement that is
recommended in order to achieve compliance. ‘Should’ can also
be used if a requirement is a desirable but not a mandatory
requirement.
Soil Retaining Structures Structural walls whose primary function is to retain soil whilst in
some cases also being required to withstand collision loads from
derailed trains.
Soil retaining structures may be of, but are not limited to, the
following types:
• Soil nail walls
• Diaphragm walls
• Secant and contiguous pile walls
• Sheet pile walls
• Reinforced soil walls
• Solder piles with infill walls
• Underpass walls
• Cantilever walls.
Structural Modification Widening, extending or replacement of Bridges or any other
modification that alters their structural capacity and/or function.
Structural modification does not include repair, “like for like”
replacement or maintenance works
Through-Bridge An Underbridge where the Bridge structure extends above track
level (e.g. through-girder, through-arch, through-truss or cable
stayed Bridge).
Tunnel An Underpass constructed typically using either boring or mining
techniques.
Underbridge A Bridge supporting track. Indicative Underbridge arrangements
are given in Appendix B.
BRIDGE STANDARD
Underpass A below ground-level structure for the passage of rail vehicles,

road vehicles, maintenance vehicles, and/or pedestrians and
cyclists. Constructed typically using eithercut and cover or
tunnelling techniques.
5 References & Legislations
General
5.1.1 Bridges, Underpasses and Soil Retaining Structures shall be designed and
constructed in accordance with this standard, other relevant MTM and Australian
standards and MTM requirements documents.
5.1.2 Where a conflict arises between documents, or where clarification on the
applicability of a standard, specification or a part of either is required, the matter
shall be referred to the MTM Chief Engineer or delegate for determination.
MTM References
Document Number Title

L0-SQE-PLA-005 Environmental Management Plan
L0-SQE-PRO-031 Enterprise Risk Management Procedure
L0-SQE-PRO-040 Interface Agreements - Procedure
L0-SQE-MAN-002 Safety Management System Manual.
L0-HMR-MAN-001 Business Rules Manual for the Contracting Rail Safety Worker
L1-NAM-PRO-002 Design and Technical Review Procedure.
L1-SQE-PRO-054 Planning Work Site Protection in the Rail Corridor
L1-CHE-GDL-005 Chief Engineer’s Guideline Engineering Standards Listing
L1-CHE-STD-010 Railway Bridges Electrical Protection and Bonding
L1-CHE-STD-025 Transit Space Clearances
L1-CHE-STD-030 Track Drainage Standard
L1-CHE-STD-035 Lighting and Power – Design and Construction Standard
L1-CHE-PRO-001 Engineering Waiver Procedure
L1-CHE-POL-001 Engineering Drawings Management Policy (Issued for
Construction/ As Built drawings)
L1-CHE-PRO-031 Engineering Change Procedure
L2-STF-PRO-003 Rail Over Road Bridges – Bridge Strike Impact
BRIDGE STANDARD
Industry References

PTV Infrastructure Drafting Standard
PTV-ED-002:2017 Public Transport Victoria Engineering Directive Track and
Structures ‘Asset Integrity Requirements for Elevated Railway
Track Infrastructure’
STD_E0001 Standard Drawing for Overhead Conductor Clearance and

Protective Requirements at Overline Bridges
STD_R0009 Maximum Rolling Stock Outline Kinematic Diagram – Type 1
Single Deck Cars
UIC 717-2R Laying of track on a reinforced concrete deck
Vicroads Bridge Bridge joints
Technical Note BTN004
Vicroads Bridge FRP for strengthening of bridge structures
Vicroads Bridge Bonded anchors
Vicroads Bridge Noise attenuation walls
Vicroads Bridge Mechanical anchors
Vicroads Bridge RC panels for reinforced soil structures
Vicroads Bridge Integral and semi integral bridges
Vicroads Bridge Approach slabs
Vicroads Bridge Design of large box culverts
Vicroads Bridge Step joints
VicRoads Specification for Roadworks and Bridgeworks –
600 Series - Bridgeworks
VicRoads Road Structures Inspection Manual
BRIDGE STANDARD
Australian References and Legislation

AS 5100 Bridge design
Fixed platforms, walkways, stairways and ladders—Design,
AS 1657
construction and installation
AS 1428.1 Design for access and mobility
AS 7633 Railway Infrastructure: Clearances
AS 7636 Railway Structures
RISSB Guideline Refuges – Bridges and Tunnels
SA HB 198 Guide to the specification and testing of slip resistance of
pedestrian surfaces
Rail Safety National Law Application Act 2013 (Vic)
Victorian Occupational Health and Safety Act 2004
S.R. No. 22/2017 Victorian OHS Regulations 2017
WorkSafe Victoria Industry Standard “Construction and
Erection of Bridge Beams”
6 Related Documents

L1-CHE-STD-039 Track Design and Construction
7 Safety & Environmental

The general requirements in relation to safety are included in MTM’s Safety Management
System Manual (L0-SQE-MAN-002).
The design and construction of infrastructure shall comply with the MTM Environmental
Management Plan (L0-SQE-PLA-005).
All rail safety workers shall comply with Business Rules Manual for the Contracting Rail
Safety Worker (L0-HMR-MAN-001) and have the appropriate competencies to undertake
their role.
Under RSNL (s46) MTM is required to:
a. Eliminate risks to safety so far as is reasonably practicable (SFAIRP); and
b. If it is not reasonably practicable to eliminate risks to safety, to minimise those risks
so far as is reasonably practicable.
Under RSNL (s47), reasonably practicable means that at a particular time, MTM were able
to demonstrate how the risk/s can be reasonably managed to ensure safety, taking into
account and weighing up all relevant issues including:
a. The likelihood of the hazard or the risk concerned occurring;
b. The degree of harm that might result from the hazard or the risk;
BRIDGE STANDARD
c. What the person concerned knows, or ought to reasonably know, about:

i. the hazard or risk, and ways of eliminating or minimising the risk;
ii. the availability and suitability of ways to eliminate or minimise the risk; and
d. After assessing the extent of the risk and the available ways of eliminating or
minimising the risk, the cost associated with available ways of eliminating or
minimising the risk, including whether the cost is grossly disproportionate to the risk.
Under RSNL (s50), rail safety is a shared responsibility of:
a) Rail transport operators; and
b) Rail safety workers; and
c) Other persons who:
i. Design, commission, construct, manufacture, supply, install, erect, maintain,
repair, modify or decommission rail infrastructure or rolling stock; or
ii. Supply rail infrastructure operations or rolling stock operations to rail
operators; or
iii. In relation to the transport of freight by railway—load or unload freight on or
from rolling stock.
Safety and risk assessments shall be undertaken to inform the design. It shall take into
account safety considerations for construction and maintenance personnel and any other
party, including operations personnel who may be required to use the track. Risk
assessments shall be conducted in accordance with the MTM Enterprise Risk Management
Procedure L0-SQE-PRO-031.
Where new equipment or systems are proposed to be introduced, the materials and
equipment shall be subject to MTM Type Approval processes for use on the metropolitan
train network.
For any structures above, below, or within the MTM Infrastructure Lease, but not inspected
or maintained by MTM, a Safety Interface Agreement shall be prepared in accordance with
L0-SQE-PRO-040.
Where new rail over road bridges are introduced, or existing rail over road bridges are
substantially modified, L2-STF-PRO-003 Bridge Strike Impact procedure shall be revised.
8 Design of New Bridges, Underpasses and Soil Retaining Structures
General Requirements
8.1.1 The design of Bridges shall comply with the documentation requirements outlined
in Appendix A – Documentation Requirements.
8.1.2 New Bridges, Underpasses and Soil Retaining Structures shall be designed to meet
project specific functional requirements described in the relevant MTM Final
Operational Requirements and Final Impact Statement for the project.
8.1.3 Underbridges and Underpasses shall be designed to not preclude any future tracks
and/or track realignments specified by PTV.
8.1.4 Earthing and bonding of Bridges shall comply with L1-CHE-STD-010 Railway
Bridges Electrical Protection and Bonding.
BRIDGE STANDARD
8.1.5 Designs shall comply with the Vicroads’ requirements referenced Section 5.3
current at the commencement of design.
8.1.6 Bridges shall be designed to minimise disruption to train services and normal
railway activities during construction and maintenance. Bridges shall be designed
so that they do not diminish the safety of railway operations, or the safety of persons
whose duties take them on or near the line, by:
• avoiding potential arcing of traction power equipment,
• providing signal sighting for train drivers,
• providing sighting for authorised track staff,
• providing positions of safety from passing trains for authorised personal and
tresspassers,
• providing emergency access, and
• providing reasonable inspection and maintenance access to all parts of the
structures, including the interiors of box girders and the like.
8.1.7 The design shall incorporate measures to enable the safe ongoing inspection and
maintenance of Bridges (including individual asset components that are integral or
attached to the Bridge) with minimum train service disruption. The design shall
mitigate the risk of falls in accordance with Victorian OHS Regulations and
Worksafe Victoria Guidelines.
8.1.8 Approved construction materials for main structural elements are steel and
concrete. Timber materials shall not be used as permanent structural elements.
8.1.9 Materials shall be selected to avoid colours similar to those used for railway
signalling, or that may exhibit reflectivity that may diminish the visibility of train
drivers or safety workers.
8.1.10 Buried metal structures, such as steel anchor straps, ties and fitments for reinforced
soil retaining structures, steel sheet piles, steel tubular piles and steel H-piles, are
considered to be generally unsuitable for use in direct current electrified zones and
shall not be used as permanent structural materials unless approved by the MTM
Chief Engineer or delegate. Where MTM has approved their use, buried steel
structures shall be treated in compliance with Cause 8.1.4 and due allowance made
for the loss of steel due to chemical and electrolysis corrosion over their life. Sheet
pile walls shall be capped with concrete beams of sufficient strength and stiffness
to maintain their line and level. Corrugated metal pipe Culverts and arches shall not
be used anywhere in the MTM network.
8.1.11 To allow for use by maintenance vehicles and plant, Underbridges shall be
designed for loading from a pair of A160 axles spaced at between 2 metres and
10metres longitudinally apart. This loading shall be applied with the most adverse
axle spacing at any location on the Bridge deck accessible by the vehicle. Dynamic
load allowances and load factors shall be applied as specified by AS 5100.2.
8.1.12 Bridge designs shall minimise the number of movement joints and bearings as far
as is reasonably practicable. Decks shall be continuous and waterproof between
movement joints without gaps or openings. Where the beams are not continuous,
the deck slab shall be continuous and waterproof. Movement joints and other gaps
in ballasted decks shall be protected against ballast loss by cover plates with a
minimum Design Life of 50 years.
BRIDGE STANDARD
Movement joints located above Generally Accessible Areas, or above critical

operational infrastructure such as track, overhead wiring and signalling or
communication equipment shall be designed to be waterproof.
They shall also be able to intercept stormwater overflow resulting from failure of the
movement joint waterproofing and discharge it into a suitable drainage system.
Bridge deck surfaces shall be graded to drain stormwater away from movement
joints and into suitable collection points. Top-down insitu concrete Bridge decks
shall be provided with waterproofing membranes and their construction joints
suitably treated to ensure their watertightness.
8.1.13 Permanent halving joints shall not be used to support main load carrying elements
of an Underbridge.
8.1.14 Hatches shall be provided for access to the interior spaces of Bridges when
required for inspection or maintenance and shall comply with AS1657. Opening and
locking of hatches shall be capable of being undertaken using one hand only.
8.1.15 Hatches located in the soffits of Bridges shall be located above safe accessible
areas away from rail and road traffic. Hatch covers shall be in-swinging only,
hinged, lockable from the outside and lockable in the open position from the inside.
8.1.16 Underbridges on curves are not required to have superelevated decks where Cant
can be accommodated by the trackform.
8.1.17 Underbridges shall be provided with approach slabs at both ends. Approach slabs
shall be a minimum length of 4 metres measured perpendicular to the Bridge
abutments. The outer (ground supported) ends of approach slabs shall be
perpendicular to the track centre-line. The inner (abutment supported) end of an
approach slab shall be connected to the abutment so as to prevent lift-off and to
allow the slab to rotate if its outer end settles.
8.1.18 Net uplift forces shall not occur at a bearing of an Underbridge under any
serviceability limit state load combination.
8.1.19 The vertical deflection (up or down) at the end of an Underbridge deck (due to the
deck extending beyond the line of support) shall not exceed 2mm under any
serviceability limit state load combination.
8.1.20 For ballasted Underbridges, ballast mats should be considered for attenuating
sound in noise sensitive areas and for reducing ballast degradation where the
minimum depth of ballast is less than 300mm.
8.1.21 On ballasted steel Through-Bridges, the trackside faces of the girders shall not act
as ballast kerbs. The steel surfaces shall be accessible for inspection and
maintenance.
8.1.22 Piers, parapets and any other parts of Bridges vulnerable to graffiti vandalising
should have uniform surfaces to facilitate graffiti removal or over-painting.
8.1.23 Bridges shall incorporate features to prevent birds nesting on and in the Bridges.
Bird proof screening shall be provided at all openings in box girder Bridges.
8.1.24 Utilities and services supported off Bridges shall be coordinated with the relevant
utilities owners to ensure the location, fixing and replacement of services are
designed so inspection and maintenance is safe and unimpeded. Services shall be
positioned so that they do not encroach on the safe working area or create a trip or
other safety hazard.
BRIDGE STANDARD
8.1.25 Feature or security lighting and interior safety lighting of Bridges shall use LED
systems in accordance with L1-CHE-STD-035.
8.1.26 All new Bridges, Underpasses and Culverts shall be fitted with a unique Asset ID
number engraved on a durable metal plaque and installed in a clearly visible
location on each abutment or wall of the structure.
8.1.27 Reinforced Soil Walls shall be designed in accordance with NSW Roads and
Maritime Services QA Specification R57.
Minimum Clearances
8.2.1 General
8.2.1.1 The minimum clearance dimensions in section 8.2 apply only to the
structural components of a Bridge unless stated otherwise. They do not
apply to non-structural Bridge attachments (e.g. overhead wiring and
signalling structures, handrails).
8.2.1.2 The minimum clearance dimensions specified shall be increased where
required to ensure safe signal sighting for train drivers and sufficient
Position of Safety for authorised personnel.
8.2.1.3 The minimum clearance dimensions specified are for tangent track. For
track on a horizontal curve of any radius the clearance dimensions shall
be increased to allow for curve and Cant effect of a rail vehicle.
8.2.1.4 For track on a horizontal or vertical curve, the horizontal and vertical
clearance dimensions shall be increased to allow for the Chord Effect of
the structure.
8.2.1.5 The design shall demonstrate that in all cases the required clearances
have been achieved.
8.2.1.6 Access between the track and the Position of Safety should avoid
requiring more than one single 300mm step, as defined by AS1657.
Where it can be demonstrated to the MTM Chief Engineer, or delegate,
that this cannot be reasonably achieved, an alternate access arrangement
may be accepted following demonstration the risk of a person reaching a
Position of Safety is safe SFAIRP.
8.2.1.7 A one metre horizontal clearance should be maintained between adjacent
Bridges to allow access for Bridge inspection and maintenance. Where
this is not achievable, the designer shall demonstrate that all inspection
and maintenance tasks can be safely completed.
8.2.1.8 For the avoidance of doubt the following requirements of L1-CHE-STD-
025 shall not apply:
• Section 9.2 Envelope E shall not apply to the structural components
of an Underbridge, except where specifically referenced in this
standard.
• Section 9.3 Envelope N shall not apply to the structural components
of a Bridge or derailment protection and ballast retention structures
on the Bridge.
BRIDGE STANDARD
8.2.2 Overbridges
8.2.2.1 Overbridge clearances shall provide a structure gauge envelope defined
by the requirements of L1-CHE-STD-025 unless approved by otherwise
by the MTM Chief Engineer, or delegate.
8.2.2.2 Where an overbridge spans tracks managed by multiple accredited rail
transport operators, approval shall be sought from all the affected
accredited rail transport operators for any variance to L1-CHE-STD-025.
8.2.3 Underbridges
8.2.3.1 The minimum horizontal clearance from design track centreline to any part
of the structure above top of rail level shall be 2400mm.
8.2.3.2 Elements designed to provide derailment protection or ballast retention
and not exceeding a height of 200mm above top of rail may be located
within 2400mm of the nearest track centreline providing a minimum
clearance of KE +200mm safety margin is provided and access to a
Position of Safety complies with clause 8.2.1.6. Any reduction in safety
margin will be subject to acceptance by the MTM Chief Engineer or
delegate. For elements exceeding 200mm above top of rail refer to clause
8.2.4.2.
8.2.3.3 For ballasted track, a minimum 400mm wide ballast shoulder shall be
provided between the end of sleeper and any part of the Bridge structure,
derailment protection structure or ballast retention kerb.
8.2.4 Additional provisions for through-girder Underbridges

8.2.4.1 The minimum horizontal clearance from the adjacent track centreline to
any part of a through-girder bridge (including protection barriers) shall
comply with the requirements of 8.2.3.1.
8.2.4.2 Where it can be demonstrated to the MTM Chief Engineer, or delegate,
that compliance with 8.2.3.1 cannot be reasonably achieved, a reduced
clearance may be accepted for structural elements exceeding a height of
200mm above top of rail as follows:
• KE +200mm for any structure ≤1080mm above adjacent rail level.
• Provision of 2400mm horizontal clearance on one side of a single
track or on the outside of multiple track sections with access to a
Position of Safety that complies with clause 8.2.1.6.
Drainage
8.3.1 Underbridge drainage shall be designed in accordance with the drainage principles
specified in L1-CHE-STD-030 Track Drainage Standard.
8.3.2 For other than rail over rail Bridges the drainage from Overbridges and their
approaches shall not be discharged into the railway drainage system.
8.3.3 Drainage from the Underbridge approach embankment shall be intercepted so that
it does not drain onto the Underbridge deck.
8.3.4 Drainage from the Underbridge deck shall be intercepted so that it does not drain
onto the Underbridge approach embankment.
BRIDGE STANDARD
8.3.5 Underbridge decks and underslung pipes shall have a minimum longitudinal grade
of 0.3 percent to provide positive drainage. Underbridges carrying one track shall
have a transverse grade towards the side of the structure (one-way crossfall or with
a central crown).
8.3.6 Underbridges carrying two tracks shall have a transverse grade towards the side of
the structure (one-way crossfall or with a central crown), or a transverse grade from
each side to the centre of the structure. The transverse slope shall be not less than
1%.
8.3.7 The design of ballast and derailment kerbs shall allow for cross drainage of the
deck.
8.3.8 On ballastless Bridges, grated inlets shall be readily accessible for maintenance
and inspection, and protected from damage by maintenance activity.
8.3.9 On ballasted Bridges drainage points shall be provided at a maximum spacing of
5m. Ballast shall not be used as a drainage medium for longitudinal flow other than
between drainage points. Ballast cages shall be utilised at all grated inlets to allow
maintenance access.
8.3.10 The longitudinal drainage system shall be constructed from robust materials
capable of supporting the applied construction, operation and maintenance loads.
The longitudinal drainage system shall be provided with rodding and flush-out
points that are accessible from the Bridge walkway.
8.3.11 On Underbridges secondary drainage outlets shall be installed to allow flow in
excess of the 1 in 100 year annual recurrence interval event to discharge from the
Bridge.
8.3.12 The minimum pipe size on Bridges shall be 150mm internal diameter. Pipes shall
be UV resistant and have the same Design Life as the structure.
8.3.13 The superstructure shall be detailed to prevent water running onto beams or web
faces. Drip lines may be provided as a means to achieve this.
8.3.14 Bridge designs should avoid pockets or depressions that may create water
ponding.
Walkways and Handrails

8.4.1 On single track Underbridges, a walkway shall be provided on at least one side of
the Underbridge. Where only one walkway is provided, it should be provided on the
side of the structure that provides a continuous access path for maintainers without
the need to cross the track.
8.4.2 Where there are two or more tracks, a walkway shall be provided on both sides of
the Underbridge.
8.4.3 The minimum clear walkway width shall be 1000mm.
8.4.4 Where required, access from walkways to tracks, or to an adjacent section of
continuous access path, shall comply with AS1657.
8.4.5 Walkway surface finishes shall be non-slip and shall comply with classification P4
(wet pendulum test) or R11 (oil-wet inclining platform test) as required for external
ramps in Table 3B of SA HB 198.
8.4.6 Walkways shall not obstruct or reduce the performance of track drainage systems.
BRIDGE STANDARD
8.4.7 The minimum horizontal clearance from the adjacent track centreline to the inside
edge of a maintenance walkway shall be 2400mm. Where this is not possible, a
minimum horizontal clearance of 2135mm may be accepted providing:
• A handrail is positioned between the Position of Safety and adjacent track.
The handrail shall be compliant with AS1657 with each section no longer than
2m with a gap of 1.2-1.6m between sections to allow access to/from track. It
shall be vandal proof; removable by conventional railway hand tools; simple to
re-establish if damaged; and arranged to accommodate conventional
maintenance activities.
• A continuous painted line at surface level is provided between the position of
safety and adjacent track.
• The walkway is positioned to provide access to the position of safety that
complies with clause 8.2.1.6.
8.4.8 Walkways shall be continuous between Underbridge abutments and shall be
suitably transitioned back to the formation level on the approach embankments for
use by maintainers and de-trained passengers.
8.4.9 Handrails shall be provided in the following locations as a minimum:
• On the outside edge of an Underbridge with a fall height greater than 1000mm
to provide fall protection for maintenance staff.
• One the outside or inside edge of a walkway with a fall height greater than
1000mm to ground or track level
8.4.10 Handrails shall comply with AS1657.
8.4.11 Handrails on the outside edge of the structure shall have infill welded mesh
comprising 3mm diameter galvanised wires at 25 mm x 25mm centres and securely
fixed to the posts and rails, or an alternative mesh that provides equivalent
screening and rigidity.
8.4.12 Handrails installed within 2400mm from track centreline shall not interfere with
maintenance tasks and shall be positioned to provide sufficient clearance for curve
and Cant effect of a rail vehicle, Chord Effect of the structure, and a safety margin
of KE +200mm.
8.4.13 All handrails shall have toeplates that comply with AS1657 unless the intent is met
be alternate means.
Derailment Management on Rail Structures

8.5.1 Unless specified otherwise on a project specific basis, derailment management
systems shall be installed on rail structures in the following situations:
• Underbridges over 20m in length.
• Underbridges over or adjacent to roads, waterways, public spaces or
populated areas.
• Underbridges adjacent to high risk infrastructure (e.g. aviation fuel pipelines).
8.5.2 Derailment management systems are not required for the inner tracks of multiple-
track Bridges. For example, if an Underbridge has three tracks, the centre track
does not require derailment management devices.
BRIDGE STANDARD
8.5.3 Derailment management systems shall, so far as is reasonably practicable, ensure

that the proposed derailment management systems would in the event of a
derailment:
• keep derailed wheels tracking parallel and in close proximity to their running
rails.
• minimise consequential harm to persons and damage to rolling stock and
infrastructure.
• greatly increase the likelihood that a derailed rail vehicle would be kept upright
and within gauge of the track that it was travelling on.
• prevent derailed rail vehicles from striking critical above-rail structural
elements.
8.5.4 Derailment management systems shall comprise one or more of the devices listed
in Table 1 that shall be designed to act individually, or in combination where
compatible, to meet the functional requirements specified in clause 8.5.3.
Table 1 - Derailment Management Systems
Device Description
Close Devices designed to retain derailed vehicles in close

Containment proximity to the running rails. Examples include guard rails
Devices and integrated track systems that replicate the function of
guard rails. They may only be used to supplement other
containment devices listed below in this table.
Derailment Kerbs Kerbs integrated with the Bridge deck and located in
accordance with section 8.2 and AS 5100.2 clause 11.5.4.
Their primary function is to retain derailed rail vehicles on
the Underbridge deck.
Where a conflict exists between derailment kerb height and
step height to a Position of Safety, priority should be given
to the derailment kerb height.
Protection Barriers designed to protect above-deck critical structural

Barriers members, such as through-girders, through-arch members
and through-truss members and cable-stay anchorages,
from glancing collisions by derailed rail vehicles within the
Bridge.
Deflection Walls • Walls designed to protect piers and abutments that

support rail, road or pedestrian Overbridges from the
impact of derailed trains.
• Walls designed to protect above-track critical structural
members of Through-Bridges and Tunnel or Underpass
portals from head-on collisions from derailed trains.
8.5.5 Derailment management systems shall be continuous for the full extent of the
Underbridge, including approach slabs, without snag points and without horizontal
or vertical deviations greater than 10 degrees.
BRIDGE STANDARD
Track Structure
8.6.1 The track structure above an Underbridge shall comply with the PTV Engineering
Directive PTV-ED-002:2017. An extract of the requirements of this directive relating
to track structure are outlined in Table 2. The mandatory requirements of this
Directive are network level requirements which MTM cannot grant a waiver against.
Table 2– PTV Asset Integrity Requirements for Elevated Railway Track
1 Length 150- Ballastless track shall be adopted for elevated railway

500m infrastructure including, but not limited to, Bridge, viaduct and
station structures between 150metres and 500metres in
length. However if, following a risk and economic analysis to
the approval of MTM, it can be demonstrated that there would
be significant economic benefit with no reduction in the safety,
reliability, availability and maintainability by adopting ballasted
track, ballasted track may be used for the elevated railway
track structure subject to approval by MTM.
2 Length > Ballastless track shall be adopted for elevated railway track
500m infrastructure greater than 500metres in length.
8.6.2 For ballasted track, the bridge deck and approach slabs shall be designed to allow for a
minimum 300mm ballast depth below sleepers and be designed with ballast walls to ensure
the lateral retention of the ballast along the length of the structure / slab. Note: approach
slabs typically have 210mm deep guard rail sleepers.
8.6.3 Track transitions between ballasted and ballastless trackforms shall demonstrate sufficient
management of the track stiffness transition and change in deflection under load, in addition
to the transition requirements between the Bridge structure and the abutment / earthworks.
Protection Beams
8.7.1 Where vertical clearance to a railway Underbridge from a road does not meet the
minimum specified in Clause 13.7 “Vertical clearance at structures” of AS 5100.1,
protection beams shall be installed to prevent impact of road vehicles with the
Bridge superstructure.
8.7.2 The design of protection beams shall provide sufficient structural integrity so that
on impact, the structure remains whole and collapse does not occur. Safety chains
at each end of the protection beam shall be installed which are capable of
supporting its dynamic weight in the event of dislodgment from its supports with a
factor of safety of 3.
8.7.3 Infill materials, where used, should not be considered to act compositely for
strength purposes. Infill material however may be considered to serve the functions
of providing restraint to buckling of webs, the distribution of collision loading and
the provision of a measure of internal corrosion protection, where necessary.
Drainage shall be incorporated where necessary to prevent water pooling.
8.7.4 The supports of a protection beam shall be integrated with the Bridge substructure.
8.7.5 The soffit of protection beams shall be installed a minimum of 20mm below soffit
line of the structure it is to protect. The leading face side of a protection beam shall
be positioned to ensure that it takes the initial strike.
BRIDGE STANDARD
8.7.6 Adjustments in the level, along the longitudinal axis of a protection beam, shall also
be made to allow for geometric conditions of road and rail.
8.7.7 Protection beams shall be aligned perpendicular to the horizontal alignment of
roadway below so far as reasonably practical. All skewed protection beams shall
be subject to approval of the MTM Chief Engineer or delegate.
8.7.8 Protection beams shall be placed with a minimum horizontal clearance from the
structure of 100mm plus the calculated mid-span horizontal deflection of the
protection beam under impact at the ultimate limit state. Access for maintenance of
the protection beam and the protected structure shall be considered when
determining the clearance value.
8.7.9 Protection beams shall be painted, signed and marked in accordance with the
requirements of the relevant road authority. Notices shall be fixed to the Bridge in
prominent positions to provide information on the relevant authorities to contact in
the event of a Bridge strike.
8.7.10 Protection beams shall be fitted with vehicle collision detection and monitoring
equipment as specified by MTM.
Soil Retaining Structures Adjacent to Rail

8.8.1 Soil Retaining Structures shall be designed to comply with AS 5100 with particular
reference to AS 5100.2 clause 11.4 for train collision loads.
8.8.2 Anchoring systems that extend under the track (e.g. soil nails, rock anchors, wall
straps, tie backs) should be avoided where they could restrict the installation of
future below-ground rail infrastructure such as foundations for overheads and
signalling, drainage or cable trenches.
8.8.3 The trackside faces of Soil Retaining Structures in the zone extending from 150mm
below finished ground level to a minimum height of 2400mm above the top of the
nearest rail:
• Shall be continuous and free of abrupt changes in direction greater than 10
degrees on the approach to a retained abutment.
• Shall be free of catch features greater than 25mm. Catch features exceeding
this limit shall be protected by 10 degrees maximum robust approach surfaces
which shall be structurally integrated with the parent wall, as illustrated in
Figure 1.
• For shotcrete faces, the surface finish face shall comply with VicRoads
Specification Section 684.11 Finishing.
• Shall be treated with 20mm minimum render where steel fibre reinforced
shotcrete is used adjacent to maintenance or public paths.
BRIDGE STANDARD
Figure 1 - Soldier pile and shotcrete soil retaining structure
Application of AS 5100-2017 Bridge Design

8.9.1 The design of Bridges shall comply with the requirements of AS 5100-2017 Bridge
Design except as specified in Table 3. Where a conflict exists between the
requirements of this standard and AS 5100, the requirements of this standard shall
take precedence.
TRACK AND STRUCTURES
BRIDGE STANDARD
Table 3 – Application of AS 5100-2017 Bridge Design for New Bridges
AS 5100 Clause Requirement

reference
Part 1 Cl 8.1 All Bridges in urban areas and visually important sites in rural areas shall be given appropriate aesthetic design
consideration. Supplementary cladding systems shall not be used unless specified otherwise on a project specific basis.
Cladding shall not cause impairment to visibility or physical access to structural elements for inspection and maintenance.
Part 1 Cl 8.2 Bridges including rail, road and pedestrian support structures and elevated concourses 100 years
Embankments and retaining walls, including reinforced soil structures and soil nail walls 100 years
Culverts and major drainage structures including tanked structures 100 years
Foundations for Bridges 100 years
Protection beams 100 years
Architectural cladding 60 years
Bridge bearings and movement joints excluding replaceable components such as deck joint seals 50 years
Hot dip galvanised systems 50 years
Painting systems (to first major recoating) 20 years
Products not covered by this Standard Subject to MTM Type
Approval
Cast-in, post-fixed components and fasteners, and services that cannot be readily maintained or Same Design Life as
presents maintenance access restrictions the element in/to
which they are fixed.
Part 1 Cl 9 Risk assessments shall be conducted in accordance with the MTM Enterprise Risk Management Procedure L0-SQE-
PRO-031.
Part 1 Cl 11.1 The afflux limit shall be as specified by the relevant water authority.
Part 1 Cl 12 Design shall comply with the relevant requirements of L0-SQE-PLA-005 – MTM Environmental Management Plan.
Part 1 Cl 13.11 The minimum distance between handrails of a station pedestrian Bridge shall be 2.4 m.
BRIDGE STANDARD
Part 1 Cl 13.12 Pedestrian only Underpasses under rail shall comply with the maximum grade requirements of the Disability Discrimination
Act and, where appropriate, AS 1428.1.
Part 1 Cl 15 A design report on the measures adopted for collision protection shall be submitted with the associated design drawings
and documentation.
Part 1 Cl 15.3.5 For abutments located within 10m from the centre-line of the nearest existing or future track, the geometric requirement for
walls to have a minimum thickness of 800mm may be varied as follows subject to the approval of the MTM Chief Engineer
or delegate:
a) For soldier pile walls, the requirement shall be deemed to be satisfied by wall systems comprising reinforced concrete
piles of 900mm minimum diameter at 2.0m maximum spacing with a reinforced concrete infill of minimum thickness
150mm. Wall systems shall be designed for the collision loads specified in either Clause 11.4.2.3 or Clause 11.4.2.4 of
AS 5100.2 as applicable, and the reinforced concrete infill shall be designed for the loads specified in Clause 11.4.3 of
AS 5100.2.
b) For reinforced soil abutment walls which also act to protect abutment piles from the collision loads, the 800mm minimum
thickness may be reduced if the designer can satisfy the MTM Chief Engineer or delegate that the wall systems can
withstand the design collision loads whilst still maintaining the structural integrity of the abutment piles.
Part 1 Cl 15.3.6 Deflection walls shall be designed so as to not unnecessarily impede inspection or maintenance operations.
The geometric requirement for a deflection wall to have a minimum thickness of 500mm shall be deemed to be satisfied by
a soldier pile wall comprising reinforced concrete piles of minimum 750mm diameter at 2.0m maximum spacing with a
reinforced concrete infill of minimum thickness 150mm.
Deflection walls provided to protect the ends of Through-Bridges may be made integrated with their abutments provided
that they do not impose unacceptable forces or movements on primary Through-Bridge members when subjected to the
ULS collision loads. Similar provisions would apply to deflection walls protecting the portals of Underpasses and Tunnels.
Part 1 Cl 16.3 Electrification protection screens shall be provided where required by, and shall comply with, Standard drawing
STD_E0001A “Overhead Conductor Clearance and Protective Barrier Requirements at Overline Bridges”.
Electrification protection screens within the conductor fault zone as identified in L1-CHE-STD-010 Railway Bridges Electrical
Protection and Bonding shall be electrically isolated from the support structure to remove the requirement to bond screens
to rail. If electrical isolation is not achievable, the screen shall be bonded in accordance with L1-CHE-STD-010.
BRIDGE STANDARD
Part 1 Cl 16.4 Protection screens for objects falling or being thrown shall be fitted along the outer edges of publicly-accessible areas above
and adjacent to tracks.
Along the edge of Overbridges carrying road vehicles, pedestrians or cyclists, screens shall have a minimum height of 2.4
m above the roadway, walkway surface, or ledge that people can stand on, and in other respects shall be as shown in
illustrations (a) and (b) of AS 5100.1 Figure 16.4. On ramps, staircases and station concourses, and along the top of retaining
walls, wing walls and significant embankments located adjacent to and overlooking the tracks, the extent and height of
protection screens shall be specified on a project specific basis. The minimum height should be 1.8 m above the roadway,
walkway surface, or ledge that people can stand on.
The protection screens shall be detailed to prevent climbing on the pedestrian side. In order to prevent access to the rail
corridor side of the screen, consideration shall be given to the use of return screens or screen extensions.
The design of screens shall be modular, so that individual panels can be easily removed and replaced if damaged without
requiring access to the rail corridor. Panels shall be securely fixed to the frames. Where screw fixings are used they shall
be tamper-proof. Wire mesh panels shall be constructed with welded mesh.
Protection screens within the conductor fault zone as identified in L1-CHE-STD-010 ‘Railway Bridges Electrical Protection
and Bonding’ shall be electrically isolated from the support structure to remove the requirement to bond screens to rail. If
electrical isolation is not achievable, the screen shall be bonded in accordance with L1-CHE-STD-010.
Part 2 Cl 6.1 The density used in the calculation of all precast concrete elements shall be given on the drawings, and for the purpose of
cranage, transportation and erection shall not be less than 2,700 kg/m3 in accordance with the WorkSafe Victoria Industry
Standard “Construction and Erection of Bridge Beams”.
Part 2 Cl 6.3 ‘Special cases’ load factors shall not be used for permanent and removable superimposed dead load on Underbridges.
Part 2 Cl 6.5 The minimum superimposed dead load of sleepers and rail shall be 6 kN/m per track. Where more than 2 rails are used per
track (dual gauge track or guard rails), the weight of the additional rails shall be added.
The superimposed dead load of ballast shall be calculated using a ballast density of 19 kN/m3 as listed in AS 5100.2 Table
6.1(A) with no reduction based on the density of the proposed ballast material (this allows the use of heavier ballast materials
during the Design Life). The top of ballast shall be assumed level with the top of sleeper at sleeper end. The ballast profile
shall be assumed to extend horizontally. The ballast volume shall not be reduced by the volume occupied by sleepers.
Paragraph 2 of AS 5100.2 Clause 6.5 shall not apply.
Part 2 Cl 8.1 A minimum design load of 5kPa shall be used with no reduction for loaded area.
Part 2 Cl 8.2 Service walkways shall be designed for a concentrated loading applied through a 150mm × 150mm pad of not less than
2.2kN, in addition to the loading of 5kPa.
BRIDGE STANDARD
Part 2 Cl 9.1 The design rail traffic load shall be 245LA. 245LA load shall be derived by multiplying the 300LA rail traffic loads specified
in AS 5100.2 Clause 9.2 by a factor of (245÷300). The fatigue design load (Cl 9.8) and the collision loads (Cl 11) shall be
based on 300LA loading.
Part 2 Cl 9.7.2.3 Table 4 – Bridge Specific Design Parameters for the Rational Method
Vehicle Length Traction Traction Braking Braking Minimum clear distance
acceleration length1 deceleration length between trains2
m m/s2 m m/s2 m m
Freight train 1200 0.5 60+604 1.5 1200 1200
Passenger train 230 1.5 230 1.5 230 300
Work train3 300 0.5 25 0.75 300 300
1 Traction length is the length of the rail vehicle over which the traction forces are to be applied so as to produce the most adverse
effect. These lengths are based on 50% maximum adhesion between the wheels and the rail. Braking forces can be assumed to be
applied uniformly over the full length of the vehicle.
2 The specified minimum clear distances between trains are intended to be used only for the purpose of determining the positioning of
longitudinal rail traffic forces for structural design purposes.

3 The parameters for the work train were derived for a ballast hopper wagon.
4 The 120m traction length is to be split equally between front and rear of a push-pull operation.
Part 2 Cl 9.8.4 For tracks subject to freight the base number of load cycles (CT) shall be determined on a first principles basis by the
designer and is subject to approval by the MTM Chief Engineer or delegate.
Part 2 Cl 9.10 The note in this clause shall be a mandatory requirement. Bridges shall be designed so that their hog does not exceed 1/300
of the span and they do not sag under permanent loads.
Part 2 Cl 11.3 Refer to clause 8.7.1.
BRIDGE STANDARD
Part 2 Cl Protection barriers (refer Clause 8.5.4 of this Standard) shall be designed to resist a minimum collision load of 500 kN where
11.4.4.2 an Underbridge carries passenger trains only and 750 kN where an Underbridge also carries freight trains. The collision
load shall be applied in any direction and at any height, directed towards the component from the adjacent track centre-line,
except downwards. Above 5 m and up to 10m vertically above the rail track level, this collision load shall vary linearly from
the above values as applicable at 5 m to zero at 10m. When applied vertically upwards, the force shall be distributed over
an area of one square metre, to allow for roof crushing of the rail vehicle.
Protection barriers need not be designed for the collision loads specified in Clause 11.4.2.3 or Clause 11.4.2.4 of AS 5100.2.
There shall be a smooth transition from deflection walls (on the Bridge approaches) to the protection barriers (within the
Bridge).
Protection barriers shall not unnecessarily impede inspection or maintenance operations of Underbridges or track
infrastructure.
Part 2 Cl Deflection walls provided at the approach to a Through-Bridge, rail Underpass or rail Tunnel as protection from a head-on
11.4.4.3 derailed train collision shall be designed to resist the collision loads defined in AS 5100.
Part 2 Cl 11.5.4 Derailment kerbs shall not unnecessarily impede inspection or maintenance operations of Underbridges or track
infrastructure.
Trackside faces of derailment kerbs shall be vertical.
Derailment kerbs shall extend for a minimum distance off the Bridge of 4.0 metres from the back of the abutment wall or for
the extent of the approach slab, whichever is the greater.
When a derailment kerb is provided on ballasted Bridges it shall act as both a derailment kerb and a ballast kerb and shall
comply with all the requirements for both.
Part 2 Cl 15.1 The displacement based earthquake design method of Appendix B shall not be used, unless approved otherwise by the
Chief Engineer or delegate.
Part 2 Cl 15.4.1 Bridges shall be designed for earthquake category BEDC-3 unless specified otherwise on a project specific basis.
Part 2 Cl 25.4.1 A protection screen shall be designed to withstand a ULS load of 2 kN applied over an area of 50mm x 50mm on the screen,
at any point, which produces the most adverse effect.
Part 3 Cl 4.1 All foundations shall be protected from stray current corrosion in accordance with L1-CHE-STD-010 ‘Railway Bridges
Electrical Protection and Bonding’.
Part 4 Cl 12.6.3 For Underbridges, the deflections due to train braking and traction forces shall be considered in determination of εsh.
Deflections due to earthquake need not be considered.
BRIDGE STANDARD
Part 5 Cl 2.2.2 A capacity reduction factor of 0.67 shall be applied to the maximum stress range given in equation 2.2.2. This leads to the
requirement that during a fatigue load cycle (i.e. a cycle of any load combination that includes the fatigue design loading)
the compressive stress at the extreme fibre under consideration shall not exceed the lesser of:
• 0.615f’c, and
• 0.3f’c + 0.7σmin, where σmin shall be the lesser of the minimum compressive stress during the load cycle at the extreme
fibre under consideration (taken as zero if tensile), and 0.45f’c.
Part 5 Cl 4.14 The concrete covers specified in this clause shall be increased by 5 mm for concrete surfaces that are directly in contact
with track ballast. This abrasion allowance may be waived where ballast mats are installed against these surfaces.
Part 5 Cl 8.1.9.1 The minimum clear distance between parallel bars, tendons, ducts, bundled bars and the like shall be not less than:
• 1.5 times the maximum nominal size of the aggregate;
• 1.5 times the diameter of the bar;
• 40mm; or
• 30mm for pre-tensioned tendons in precast concrete, except for grouped tendons where the provisions of AS 5100.5
Clause 8.1.9.2 are applicable.
Where positive or negative reinforcement is placed in two or more horizontal layers the bars in the upper layers shall be
placed directly above those in the bottom layers with a clear distance between layers not less than:
• 1.5 times the maximum nominal size of the aggregate; or
• 1.5 times the diameter of the bars in layers.
Part 6 Cl 6.2.4 Further to Clause 6.2.4 of AS 5100.6, non-participating steel permanent formwork shall not be used above electrified track
or above track that may be electrified during the Design Life of the Bridge, nor shall it be used above Generally Accessible
Areas or above critical operational infrastructure such as track, overhead wiring, signalling or communication equipment,
unless it is satisfactorily clad or factory coated to provide a Design Life of 50 years.
BRIDGE STANDARD
9 Assessment and Load Rating of Underbridges
9.1.1 The naming of structural components shall be in accordance with the VicRoads
‘Road Structures Inspection Manual’.
9.1.2 All load carrying structural components (including but not limited to members,
connections and bearings) shall be load rated unless specified otherwise on a
project specific basis.
9.1.3 The load rating shall be undertaken, and the results shall be presented separately,
for every nominated load rating vehicle.
9.1.4 The load rating shall be undertaken for the following cases unless specified
otherwise on a project specific basis
• as-new condition with full dynamic load allowance
• as-new condition with dynamic load allowance of zero
• as-is condition with full dynamic load allowance
• as-is condition with dynamic load allowance of zero
• where the Critical Load Rating Factor for as-is condition with full dynamic load
allowance is less than 1.0 and the Critical Load Rating Factor for as-is
condition with dynamic load allowance of zero is greater than 1.0, the reduced
speed (and corresponding dynamic load allowance) required to give a Critical
Load Rating Factor of 1.0 shall be calculated in accordance with AS 5100.7 Cl
11.4.3.
• where wind or sway bracing under the combined action of wind and traffic
loads governs the critical Bridge load rating factor, a Critical Load Rating
Factor ignoring that bracing load rating shall also be provided
9.1.5 For As-Is Load Ratings of steel Bridges the adoption of reduced strength arising
from structural steel section loss shall be clearly stated and justified in the load
rating report. Where as-is ratings are based on qualitative defect descriptions from
inspection reports, the following losses shall be used.
Table 5 – Load Rating Section Loss Categories
Loss level Losses as percentage of plate thickness

Minor Not more than 10% loss
Moderate Not more than 20% loss
Heavy Not more than 30% loss
9.1.6 Current fatigue damage shall be calculated using an assessment of the historical
loads and related number of stress cycles, and expressed as a Miner’s Rule
summation. The remaining fatigue life shall be calculated using the fatigue design
traffic load, the fatigue design stress range (f*), and the number of equivalent stress
cycles per train (nT) in accordance with AS 5100.2 Clause 9.8. The number of train
cycles (C) to cause the cumulative fatigue damage to sum to unity shall be
calculated. The remaining fatigue life shall be calculated as (C÷CT) x 100 years,
where CT is the base number of load cycles for the track category in accordance
with AS 5100.2 Clause 9.8.
BRIDGE STANDARD
9.1.7 For the purpose of fatigue calculations plates in riveted plate girders shall be treated
as Detail Category 71 as per Table 13.10.1(C) of AS 5100.6 and the fatigue stress
shall be based upon the net area.
Reporting of Assessment and Load Rating Factors

9.2.1 An assessment report shall be prepared describing all inputs and outputs for the
nine steps in Bridge assessment and load rating set out in AS 5100.7 Clause 9.
9.2.2 The load rating vehicle shall always be reported with any load rating factor.
9.2.3 The report should include details outlined in Appendix A – Documentation
Requirements.
Application of AS 5100-2017 Bridge Design

9.3.1 The assessment and load rating of an Underbridge shall comply with the
requirements of AS 5100 ‘Bridge Design’, and in particular AS 5100.7 ‘Bridge
Assessment’, except as specified in Table 6.
9.3.2 Where a conflict exists between the requirements of this standard and AS 5100 the
requirements of this standard shall take precedence.
BRIDGE STANDARD
Table 6 – Application of AS 5100 for Load Rating and Assessment
AS 5100 Clause Requirement

reference
Part 2 Cl 15.4.1 Bridges shall be load rated for earthquake category BEDC-3 unless specified otherwise on a project specific basis.
Part 7 Cl 3.7 Level 2 inspections shall be in accordance with the VicRoads ‘Road Structures Inspection Manual’
Part 7 Cl 3.8 Level 3 inspections shall be in accordance with the VicRoads ‘Road Structures Inspection Manual’ and shall include a
measurement of the position of the tracks relative to the structure.
Part 7 Cl 10.8 The assessment report shall comply with the requirements of Clause 9.2 of this standard.
Part 7 Cl 11.4.1 (a) Unless otherwise required on a project-specific basis, the rating vehicle shall be 245LA in lieu of 300LA. 245LA load
shall be derived by multiplying the 300LA rail traffic loads specified in AS 5100.2 Clause 9.2 by a factor of (245÷300).
The fatigue design load (Cl 9.8) and the collision loads (Cl 11) shall be based on 300LA loading.
Part 7 Cl 11.6.1 Wind load on rail traffic shall be included in both ULS and SLS load combinations and shall be considered to act with
the design rail traffic load in accordance with AS 5100.2 Cl 17.6.
Part 7 Cl 12.1 Where superimposed dead load effects are not directly measured (hence AS 5100.2 Cl 6.3 applies and AS 5100.7
Table 12.1 does not apply) ‘special cases’ load factors shall not be used for permanent and removable superimposed
dead load on Underbridges.
BRIDGE STANDARD
10 Structural Modification of Bridges
Application
10.1.1 The requirements of Section 10 apply only to the part of the Bridge that is
modified, except as noted in clauses 10.1.2 and 10.7.
10.1.2 Where modifications of existing Bridges are proposed, an assessment of the
total estimated cost of the modification work compared to the change in risk
profile and alternative cost of upgrading the existing Bridge to comply with
Section 8 shall be completed to determine if risks are being managed safe
SFAIRP.
10.2.1 The design for structural modification of Overbridges shall comply with
Section 8 of this standard, except where varied by the requirements of
Section 10.
10.2.2 Modification of a Bridge may affect the stability, capacity and serviceability of
an existing structure and the design shall take into account the effects of the
modification on the existing structure.
10.2.3 When undertaking structural modification of an Underbridge superstructure
only, the structural capacity of the substructure shall be assessed for the
same design loading as the superstructure modification.
Loading
10.3.1 Design loads for the structural modification of Underbridges shall be in
accordance with Section 8 of this standard unless specified otherwise on a
project specific basis.
Clearances
10.4.1 When undertaking structural modification of a Bridge, clearances should
comply with Section 8 of this standard. Where compliance with this
requirement is not practicable, reduced clearance may be considered in
accordance with L1-CHE-STD-025 Section 9.4.
Drainage
10.5.1 When undertaking structural modification of a Bridge, drainage should comply
with Section 8.3.
Walkways and Handrails

10.6.1 When undertaking structural modification of a Bridge, walkways, handrails
and barriers should comply with Section 8.4. Where this has been deemed
not practicable by the MTM Chief Engineer or delegate, clause 10.6.2 and
10.6.3 shall apply.
BRIDGE STANDARD
10.6.2 A design shall be produced for all proposed works where walkways, handrails
or barriers are retrofitted to existing structures. The design shall ensure that
walkways and handrails are installed as far as practically possible from the
track centreline.
10.6.3 The absolute minimum clearance for handrails shall comply with
L1-CHE-STD-025 Envelope K. Additional allowances for curve and Cant
effect of rail vehicles shall be applied where necessary.
Collision Protection
10.7.1 When undertaking structural modification of a Bridge, collision protection
should comply with AS 5100 as modified by Section 8.9 of this standard. Piers
and abutments that do not satisfy these requirements shall have deflection
walls, complying with the requirements of AS 5100, provided to protect the
existing pier or abutment. Independent deflection walls shall be provided
where space permits, otherwise deflection walls may be integral with the pier
or abutment.
10.7.2 Existing abutments located within 10m from the centre-line of the nearest
existing or future track are not required to comply with the AS 5100
requirement for a minimum thickness of 800mm, unless specified otherwise
on a project specific basis.
10.7.3 In exceptional circumstances, AS 5100.2 collision load requirements may be
relaxed subject to the approval of the MTM Chief Engineer. A derailment risk
assessment shall be undertaken considering, as a minimum, the following
criteria:
• site condition, cutting, embankment etc.
• derailment history
• type of structure, particularly the robustness and potential for collapse
• location of the structure relative to the track
• track geometry
• track speed
• location of points or crossovers relative to the structure
• type of rolling stock
• future usage and growth in patronage
• any other relevant site specific criteria.
10.7.4 The results of the risk analysis may determine a relaxation of the collision
loading in AS 5100.2 as tabulated below.
BRIDGE STANDARD
Table 7 – AS 5100.2 Collision Loading Categories
Risk Matrix Relaxation to AS 5100.2 collision loading

Ranking
8 or more No relaxation of AS 5100.2 requirements
4 to 7 The collision loads of Clause 11.4.2.3 (when applicable)

may be replaced by the collision loads of Clause 11.4.2.4.
3 or less The collision loads of Clause 11.4.2.3 or 11.4.2.4 (as

applicable) may be replaced by the collision loads of
Clause 11.4.3.
Protective Screens
10.8.1 When undertaking structural modification of a Bridge, electrical protection
screens and protection screens for objects falling or being thrown shall be
fitted in accordance with AS 5100 as modified by Section 8.9 of this standard.
10.8.2 A relaxation of this requirement may be approved by the MTM Chief Engineer
or delegate subject to the outcome of a risk assessment in accordance with
MTM Enterprise Risk Management Procedure L0-SQE-PRO-031.
BRIDGE STANDARD
11 Appendix A – Documentation Requirements
11.1.1 Design documentation will be prepared in accordance with the MTM Design
and Technical Review Procedure L1-NAM-PRO-002.
11.1.2 All design drawings shall be produced in accordance with the conventions
detailed in L1-CHE-POL-001 Engineering Drawings Management Policy
(IFC/As Builts), and PTV’s Infrastructure Drafting Standards.
Specific Requirements
11.2.1 Design documentation should be provided to include the following:
a. Design report
b. PTV DMS compliant drawings. The drawings shall clearly articulate:
construction/ deconstruction sequences, notes and/or constraints
where they are relevant to the structural integrity of the Bridge.
methodologies for safe ongoing inspection and maintenance access,
including to abutments and bearings. This must include provision of
fall protection in accordance with Worksafe Victoria guidelines.
jacking points, jacking assembly (including minimum jack or
spreader plate size and any requirements for synchronised jacking),
and jacking loads and displacements to enable bearing maintenance
and replacement
drainage provisions for the abutment sill beam and for the
subsurface drainage behind the abutment, including flushing details
and the connection point into the project drainage network
treatments to ensure the stability and maintainability of batters
adjacent to abutment wing walls and fender walls
fixtures, fittings, handrails and access provisions to enable safe
inspection and maintenance
fixtures, fittings, bracing or temporary works required to ensure safe
transport and erection of structural components
railway centrelines
a clearance diagram
distances to track and overhead line equipment
railway chainage at the intersection of railway and road (or waterway
etc.) centrelines
details of all existing railway infrastructure, including maintenance
and emergency access, under and in the vicinity of the Bridge
all critical design loads and criteria.
BRIDGE STANDARD
11.2.2 When completing assessment and load rating of Bridges, design reports shall
be provided and should include the following:
a. Executive summary including load rating executive summary table
(sample layout provided in Appendix C of this standard)
b. Description of the Bridge, including details of the original design load
where known. As-built general arrangement layout drawing of the Bridge
showing the arrangement of the main structural components and the span
layout should be included in an appendix.
c. Description of the methodology for data collection referencing all data
sources (drawings, inspection reports, field measurements, materials
testing etc.). Copies of data documents that are not available by reference
should be included in an appendix.
d. Description of the Bridge condition. Copies of condition documents that
are not available by reference should be included in an appendix.
e. Description of findings from field geometry measurements (or justification
if field geometry was not measured). Copies of field geometry information
that is not available by reference should be included in an appendix.
f. Discussion of the methodology for capacity assessment including the
basis for all material strengths and section capacities assumed in the load
rating calculations, and the standards and other reference documents
used
g. Discussion of the methodology for fatigue assessment including loading
input and the criteria for fatigue failure
h. Discussion of the methodology for calculation of the load rating factor
including key assumptions and details of software used:
listing and justification for all load factors and capacity reduction
factors
traffic loading including dynamic load allowance
justification for the use of higher tier analysis where utilised
appendix – selected input and output from structural analysis as
required to illustrate the process
i. Discussion of the Critical Load Rating Factor for the Bridge for each of
the nominated rating vehicles and load cases, including, for each of the
cases listed in the results, explanation of the element and design action
responsible for the Critical Load Rating Factor.
j. Detailed results of the Bridge condition assessment and load rating
process, for each load rated structural component, for each rating vehicle,
for each loading case. The presentation of assessment and load rating
factors should conform to the sample layouts provided in Appendix C of
this standard. Results of the fatigue assessment should be presented as
both current fatigue damage (as a Miner’s Rule summation) and
remaining fatigue life (in years).
BRIDGE STANDARD
12 Appendix B – Indicative Underbridge Arrangements

These diagrams are for information only.
A Refer to clause 8.2.1.2 and 8.4.3.

B Refer to clause 8.2.3 and 8.4.7.
C Refer to clause 8.2.1.6, 8.2.3.2 and 8.4.7.
D 300mm minimum
E Refer to clause 8.1.20, 8.6.1 and 8.6.2.
F 4000mm typical (refer to L1-CHE-STD-025 for requirements)
BRIDGE STANDARD
13 Appendix C – Load Rating Tables

Load rating executive summary - sample format
Bridge and type
Location
Route and tracks
km
Load capacity as per design
Critical components for nominated load 245LA (e.g.) Comeng

rating vehicles
As-new As-is As-new As-is
Component Design As-is Rating Rating Rating Rating Reduced Rating Rating Rating Rating Reduced
action section factor and factor factor and factor speed for factor factor factor and factor speed for
loss (%) train rating and train train rating and train RF=1 and train and train train rating and train RF=1
and full DLA rating full DLA rating (km/hr) (if rating full rating full DLA rating (km/hr) (if
element DLA=0 DLA=0 applicable) DLA DLA=0 DLA=0 applicable)
Main girder moment 10% 1.25 1.67 1.20 1.61 N/A

bottom 306LA 408LA 294LA 394LA
flange
Main girder shear 20% web 1.0 1.23 0.91 1.12 42

thickness 245LA 301LA 223LA 274LA
BRIDGE STANDARD
14 Appendix D – Load Rating Details

Load rating details - sample format
Bridge and type XXX
Location XXX
Route and tracks XXX
km XXX
Load capacity as per design XXX
Nominated rating vehicle 245LA
As-new As-is
Superimposed dead load factor (γgs)
Rail ballast and track load factor (γb)
Factored permanent load effects PE
As-is available capacity for live load

As-is section loss (%) and element
Factored live load effects [γQ S*Q

As-new available capacity for live
Rating Rating Rating Rating Reduced
As new design capacity (φRu)
factor factor factor factor speed for

Capacity reduction factor (φ)
Dynamic load allowance (α)

As is design capacity (φRu)
and train and and and RF=1 (if
Multiple track factor (W)

rating train train train applicable)
load effects [φRu-PE]

Dead load factor (γg)
full DLA rating rating rating
Live load factor (γQ)

DLA= full DLA=
effects [φRu-PE]
Member length
0 DLA 0
Design action
Component
W(1+α)]
Main Bending 20 10% 0.9 3960 3600 1.1 2.0 1.7 600 3360 3000 1.6 0.34 1.00 2500 1.25 1.67 1.20 1.61 N/A
girder moment m bottom kNm kNm kNm kNm kNm kNm 306LA 408LA 294LA 394LA
flange
etc.

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MTM DESIGN PRACTICE NOTE

AS5100 DEFLECTION WALL DESIGN LOADS

Approval Date Version Description

Extract from AS5100-2017 Part 1

Extract from AS5100-2017 Part 2

Extract from AS5100-2017 Part 2

Approval Date Version Description

Application of this Standard

Protective Screens .......................................................................................................... 34

Table 1 - Derailment Management Systems .............................................................................. 19

Figure 1 - Soldier pile and shotcrete soil retaining structure .................................................. 22

3 Abbreviations and Acronyms

Load Rating The process of determining a load-rating factor as defined in

Overbridge A non-rail Bridge that crosses over track.

Underpass A below ground-level structure for the passage of rail vehicles,

5 References & Legislations

Document Number Title

Document Number Title

STD_E0001 Standard Drawing for Overhead Conductor Clearance and

Australian References and Legislation

Document Number Title

Document Number Title

7 Safety & Environmental

c. What the person concerned knows, or ought to reasonably know, about:

8 Design of New Bridges, Underpasses and Soil Retaining Structures

Movement joints located above Generally Accessible Areas, or above critical

8.2.4 Additional provisions for through-girder Underbridges

Walkways and Handrails

Derailment Management on Rail Structures

8.5.3 Derailment management systems shall, so far as is reasonably practicable, ensure

Close Devices designed to retain derailed vehicles in close

Protection Barriers designed to protect above-deck critical structural

Deflection Walls • Walls designed to protect piers and abutments that

1 Length 150- Ballastless track shall be adopted for elevated railway

Soil Retaining Structures Adjacent to Rail

Figure 1 - Soldier pile and shotcrete soil retaining structure

Application of AS 5100-2017 Bridge Design

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

Table 3 – Application of AS 5100-2017 Bridge Design for New Bridges

AS 5100 Clause Requirement

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

longitudinal rail traffic forces for structural design purposes.

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

9 Assessment and Load Rating of Underbridges

Loss level Losses as percentage of plate thickness

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

Reporting of Assessment and Load Rating Factors

Application of AS 5100-2017 Bridge Design

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

Table 6 – Application of AS 5100 for Load Rating and Assessment

AS 5100 Clause Requirement

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

10 Structural Modification of Bridges

Walkways and Handrails

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

L1-CHE-STD-040 Version: 2 Effective from: 17th July 2018

Table 7 – AS 5100.2 Collision Loading Categories

Risk Matrix Relaxation to AS 5100.2 collision loading

8 or more No relaxation of AS 5100.2 requirements