Professional Documents
Culture Documents
Recommendations
for the Design of
Bridges
Synopsis
This Railway Group Approved Code of
Practice gives recommendations for
the design and loading for bridges. It
supports Railway Group Standards
GC/RT5112 and GC/RT5110.
Contents -
Part A
Issue Record 3
Application 3
Health and Safety Responsibilities 3
Supply 3
Part B
1 Purpose 4
2 Scope 4
3 Definitions 4
4 Principle 4
5 Duties and Competency 4
Recommendations
Relating to GC/RT5100
6 Intended Use and Life 6
7 Structural Adequacy 9
8 Materials and Workmanship 13
9 Adequacy of Structural Gauging, Clearances and Dimensions 14
10 Execution / Decommissioning 18
11 Future Maintenance 19
12 Compatibility with other Infrastructure 20
13 Operational Safety 21
14 Design Control Procedures 22
15 Limitations on Use 23
16 Identification of Structures 23
17 Structures Adjacent to Railtrack Land 23
18 Records 23
Recommendations
Relating to GC/RT5112
19 Railway Traffic Loads and Load Effects 24
20 Walkway Loads 28
21 Road Traffic Loads 28
22 Pedestrian and / or Cycle Traffic Loads 29
23 Other Traffic Loads 29
24 Aerodynamic Effects of Rail Traffic 29
25 Non-Traffic Loads and Load Effects 30
26 Bridges not Owned by Railtrack 30
27 Records 31
28 Lists of Loads and Load Effects 31
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Appendices
A Loads and Load Effects Required by GC/RT5112 to be 32
Considered in the Loading Specification for Bridges
B Modifications to BS 5400 Parts 3, 4 and 5 33
C Existing Substructures Affected by New Construction 35
D Provision for Future Traffic Developments and Selection of Traffic Mix 37
E Modifications to and Clarifications of UIC Leaflet 776-3R (1989) 38
F Recommendations for Infill to Open Handrailing for Underline Bridges 39
G Profiles for the Tops of Parapets to Overline Highway Bridges 40
H Collision Loads from Railway Traffic 41
I Further Recommendations on Loading for Underline Bridges 43
J Collision of Road Vehicles with Bridge Superstructures 47
K List of Vehicle Types for which the Recommendations Given in 48
Section 9.1.1 of this Approved Code of Practice are Valid
L Design Information that should be supplied by Railtrack 49
Figures
A Precast Concrete Beam & Parapet Types 51
B Precast Concrete Beam & Parapet Types 52
C Integral Concrete Deck & Parapet Types 53
D Integral Concrete Deck & Parapet Types 54
E Cantilevered Parapet Types 55
F Cantilevered Parapet Types 56
G Half Through Steel Girder Types 1 57
H Half Through Steel Girder Types 1 58
I Half Through Steel Girder Types 2 59
J Half Through Steel Girder Types 2 60
K Measurement of Lateral Clearance to Underline Bridge 61
Girders for Canted Track
L End and Centre Throw 61
References 62
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Part A
Issue Record
This Approved Code of Practice will be updated when necessary by distribution of
a complete replacement.
Application
This Approved Code of Practice is not mandatory, but it gives recommendations
on how the requirements of GC/RT5110 and GC/RT5112 can be met.
Supply
Controlled and uncontrolled copies of this Approved Code of Practice may be
obtained from The Catalogue Secretary, Safety and Standards Directorate,
Railtrack PLC, Railtrack House, DP01, Euston Square, London, NW1 2EE.
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Part B
1 Purpose
This Approved Code of Practice gives recommendations for the design of Bridges
and supports Railway Group Standards GC/RT5110 and GC/RT5112.
2 Scope
This Approved Code of Practice applies to Bridges on, over or under Railtrack
Controlled Infrastructure.
3 Definitions
Bridge (definition as given in GC/RT5112)
A structure of one or more spans whose prime purpose is to afford passage over
an obstruction or gap. Structures where all parts are buried below the surface at
a distance greater than their diameter or span are excluded.
For the purpose of this Approved Code of Practice, a Bridge is deemed to include
associated elements such as wing walls, handrailing and fencing.
Design
Information in the form of drawings, diagrams, mathematical expressions,
numerical quantities and / or words (including performance, materials and
workmanship specifications) which together describe in detail what is to be
constructed and, where appropriate, how it is to be constructed; the design
process includes all the activities leading to the production of this information
(including structural design as appropriate).
4 Principle
The principle of this Approved Code of Practice is to quote, verbatim and boxed,
each part of Sections 5 to 18 of GC/RT5110 and sections 6 to 8 and the Appendix
of GC/RT5112, and to give recommendations which will generally enable the
requirements of these Railway Group Standards to be met with respect to
Bridges.
5 Duties and
Competency
5.1 Responsibilities and duties
The appropriate Director within Railtrack shall ensure that the responsibilities and
duties of all persons responsible for the design of Structures are clearly defined in
writing and understood by these persons.
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Railtrack should take reasonable steps to verify that individual designers within
design organisations are suitably competent. Assessment of competence should
normally involve inspection of the designer’s CV as a minimum, but this may not
be necessary if the assessor has direct knowledge of the designer’s capabilities.
Such direct knowledge may indeed be a preferable indicator of competence.
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The traffic, persons and or equipment that the Bridge is required to support
should generally be specified as the design live (variable traffic) and / or
superimposed loading on the Bridge. As far as traffic is concerned, the type,
size, weight, frequency and speed will generally need to be considered.
The level of protection mainly relates to protection against accidental loads and
should normally be expressed as the design loading due to collision of vehicles
(or waterborne vessels) passing over or under the Bridge with elements of the
Bridge together with any preventative and protective measures (fenders, kerbs,
level of redundancy). The design loading is normally expressed in terms of static
equivalent design forces but a more complex dynamic analysis may be
appropriate in certain cases.
In all cases, the design loading should be stated explicitly in the Approval in
Principle (AIP) submission. See Section 14 of this Approved Code of Practice.
The level of protection should also be taken to relate to such matters as provision
of barriers and handrailing, electrical bonding etc. Recommendations are given
in Sections 9.1.2 and 13.2 respectively of this Approved Code of Practice.
The traffic passing over the Bridge and the traffic passing beneath the Bridge
should be considered.
In establishing the intended use, due consideration should be given in the Design
of the Bridge to the likely or foreseeable future rail traffic including:
6.2.1 General
The intended life of the Bridge should be stated explicitly in design documentation
and recorded in the AIP submission. It is particularly important to state this when
the intended life is short.
• generally for new Bridges and new Bridge superstructures: 120 years (as
given in BS 5400); in exceptional circumstances a shorter life may be
specified but this should be justified in the AIP submission;
• for all other situations (e.g. partial superstructure reconstructions, repairs,
strengthening, remedial works etc.) Railtrack should specify both the intended
life of the new elements of the bridge and the further intended life of the
existing elements to be retained.
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Where the intended life is longer than 120 years, the effects of fatigue should be
treated quantitatively. Consideration should also be given to the following, as
appropriate:
• greater than normal allowance for future increase in amount, weight and / or
speed of traffic;
• increased return period values for wind, temperature range, flood levels etc.;
• increased sacrificial thickness of steel;
• increased partial factors for materials;
• enhanced resistance to corrosion of concrete reinforcement (e.g. increased
cover, less permeable concrete, stainless steel or epoxy-coated bars);
• requirement by Railtrack on the designer to submit a statement of how the
design provides for long life and appropriate maintenance.
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6.3.4 Waterproofing
In order to achieve satisfactory durability, Bridge decks should generally be
waterproofed except in the following cases:
For all overline Bridges where overhead electrification is present, effective means
of waterproofing should be provided to prevent water running or dripping through
the deck onto the electrical equipment or forming icicles above it. (See Section
13.1 of this Approved Code of Practice.)
• avoid damage to the Bridge deck waterproofing caused by track tampers etc.;
• ensure satisfactory longitudinal distribution of wheel loads.
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7 Structural Adequacy
Railtrack shall ensure that the Structure is designed with reasonable professional
care to provide adequate resistance to the intended applied loads (including its
self weight) and the likely effects of external influences during its intended life
assuming appropriate standards of execution and maintenance.
7.1 General
In order to meet the requirement for Bridges to be designed with reasonable
professional care, Railtrack should ensure that:
CIRIA Report 63 gives further guidance on the duties expected of designers and
on their liabilities in law. (See particularly 5.4.4 and Appendix 4 of Report 63.)
Further advice and recommendations are given in UIC Leaflet 777-2R (but should
be ignored where they conflict with the recommendations of this Approved Code
of Practice).
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Where the headroom is less than 5.7m, protection should be provided to the
superstructure against the effects of strikes by road vehicles as given in Appendix
J of this Approved Code of Practice.
1. at least 5.7m;
2. at least 5.3m, with Appendix J provisions;
3. at least 5.1m, with Appendix J provisions;
4. an improvement on the existing, with Appendix J provisions and protection
beams unless the risk from strikes is small;
5. an improvement on the existing, with Appendix J provisions;
6. not less than the existing, with Appendix J provisions and protection beams
unless the risk from strikes is small;
7. not less than the existing, with Appendix J provisions and robust construction;
8. not less than the existing, with Appendix J provisions;
9. not less than the existing.
Any headroom less than 5.7m should be identified and justified in the AIP
submission, taking into account the factors given in Section 7.3.2.1 of this
Approved Code of Practice. In addition, the previous history of Bridge strike
incidents at the site should be considered.
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Kerbs may be considered as robust if they are designed to resist the horizontal
loading given in Section 19.1 of this Approved Code of Practice. For half-through
Bridges, the main girders may be deemed to act as robust kerbs provided that
their height is as given above.
Recommendations for the vertical loading to take account of the possible effects
of derailed trains on underline Bridge superstructures are given in Section 19.1 of
this Approved Code of Practice. Such loading need not be applied to secondary
structural elements such as cantilevered walkways. For certain superstructure
types (e.g. trusses or bowstring arches) the possibility of a derailed train striking
an above-rail structural element such as a vertical or diagonal member should be
considered. A reasonable degree of robustness and / or redundancy should be
provided for such members.
This will generally only apply to the specification of traffic loads for road Bridges.
Occasionally, however, other organisations may need to be involved (e.g. London
Underground Ltd, British Waterways Board, Train Operating Companies). The
requirements should be determined in consultation with the relevant authority at
an early stage and any decisions recorded.
Where European Standards are used, ENV versions should be used only in
conjunction with the UK National Application Document.
Other industry standards and advice (e.g. those of the Highways Agency) may
generally be used for guidance provided they do not conflict with the
recommendations given in this Approved Code of Practice.
• to avoid the possibility of loss of pull-out resistance due to soil vibrations, the
top layer of reinforcement should not be less than about 1.0m below the
underside of the track ballast (this does not apply if the reinforcement is more
than 2m horizontally from the nearest rail);
• for construction in the vicinity of DC-electrified lines, the possible effects of
stray-current corrosion should be limited by suitable measures such as fill
material with high resistivity, additional sacrificial thickness of steel
reinforcement, or use of non-metallic reinforcement. These measures should
be identified in the AIP submission.
7.5.6 Bearings
New Bridges should preferably be designed as integral structures (without
bearings) where circumstances permit this without undue penalty in first cost.
For Bridge superstructure reconstructions, provision should be made for deck-
end rotation in order to prevent this rotation from being transmitted to the existing
abutment tops. Bridge bearings should be designed in accordance with the
relevant Part of BS 5400, except as given below:
• The use of bearings to resist uplift forces should be identified in the AIP
submission. The design of such bearings should take into account the effects
of repeated load cycles.
See also Section 11.2 of this Approved Code of Practice regarding replacement
of components.
8 Materials and
Workmanship
Railtrack shall ensure that suitable materials and standards of workmanship are
specified for the Structure, including any processes required for the approval of
new materials. Both structural and health and safety aspects shall be considered.
The life of a Bridge can be significantly affected by the choice of materials and
standard of workmanship. Of particular importance is the choice of steel grade
and quality of welding.
9 Adequacy of Structural
Gauging, Clearances and
Dimensions
9.1 General Requirements
Railtrack shall ensure that the location and dimensions of the Structure (including
any intended equipment which it is designed to support) provide, where
appropriate for the safe movement of vehicles, persons (including those who are
disabled) or equipment.
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The clearance requirements for personal safety and access are given in
GC/RT5203.
The clearances provided should also take into account operational safety
including electrical clearances. (See Section 13 of this Approved Code of
Practice.)
In such cases, the tolerance on the required minimum clearances should be the
maximum that can be achieved with reasonable economy, generally as follows in
order of preference for lateral dimensions. (These are based on an envelope
using a 200m radius curve, with 150mm cant, 125mm cant deficiency with a
vehicle speed of 125mph or the maximum speed of the vehicle if less and the
vehicles listed in Appendix K of this Approved Code of Practice. They provide for
a 50mm clearance between vehicle and Bridge.):
Notes:
(a) The above clearances are with respect to the running edge of the nearest
rail.
(b) To allow for the effects of track cant, clearances should be calculated with
respect to axes perpendicular and parallel to the plane of the rails. (This is
illustrated in Figure K of this Approved Code of Practice.)
(c) T is an allowance for end and centre throw of vehicles on circular curves,
deemed sufficient to cover all vehicle types listed in Appendix K of this
Approved Code of Practice. (Railtrack should specify clearances where they
are required to cover vehicle types additional to those listed.)
T = 45000 / R mm on the inside of the curve
T = 35000 / R mm on the outside of the curve
where R is the radius of the curve in metres. (Example: for a curve of
radius 500m, T = 90mm inside, 70mm outside.) (End and centre throw are
illustrated in Figure L of this Approved Code of Practice.)
(d) For non-circular curves (e.g. transitions, turnouts), T should be calculated
on the basis of the smallest radius within a distance of 20m from the location
at which the clearance is being considered. Alternatively, in place of T,
exact values for throw may be used, based on the actual track geometry
and all vehicles likely to use the Bridge.
(e) Where R is less than 200m, in place of T, exact values for throw should be
used, based on the actual track geometry and all vehicles likely to use the
Bridge.
(f) Clearances corresponding to 3, 4 and 5 above should be regarded as
substandard and identified as such in the AIP submission.
(g) Clearances corresponding to 5 above should additionally be agreed by
HMRI.
(h) The above recommended clearances may not be applicable on routes
where tilting trains are proposed. Clearances should be considered further
in such cases.
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Walkways may be formed at cess ballast level or they may be raised or otherwise
separate. GC/RT5203 sets out the requirements for such walkways.
Raised walkways should be provided with ramps or steps down to cess level at
each end. Step rises and goings should comply with the recommendations of
BS 5395 Part 1 for semi-public stairways. The width of the stairway may be
reduced to 500mm provided the width of the walkway at waist height is not
reduced below 700mm.
Where a walkway is raised more than 500mm above the level of the ballast
adjacent to the walkway, cess or sleeper, GC/RT5203 requires immediate access
to be provided where reasonably practicable.
Where steps are provided on both sides of the track they should generally be
staggered to provide intervals not exceeding 20m.
Where the linespeed is greater than 100mph, the interval between steps should
be considered on a site specific basis, taking into account the sighting distances,
the speed of trains and the number of tracks.
Where use of steps would entail a vertical or near-vertical climb (e.g. to the top
flange of a girder) suitable grab handles should be provided.
Choice of cover type should take into account any requirements for allowing
daylight to penetrate to below the superstructure.
Where a walkway intended for use by the public or by persons other than those
authorised to go on or about the line is attached to an underline Bridge, the
walkway should be separated from the railway by a suitable barrier and should be
provided with a suitable parapet on the side remote from the railway.
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9.2
Railtrack shall ensure that the location and dimensions of the Structure (including
any intended equipment which it is designed to support) provide, where
appropriate adequate protection and / or deterrence from unauthorised access.
Where the layout of fencing is such that members of the public have access to
the top of wingwalls or abutments, suitable fences or barriers not less than
1100mm high should be set on the wingwalls / abutments to give reasonable
protection against falling.
Reasonable provision should be made to protect those who may be walking along
the cess or working on embankment slopes against falling from wingwalls or
abutments.
9.3
Railtrack shall ensure that the location and dimensions of the Structure (including
any intended equipment which it is designed to support) provide, where
appropriate adequate protection to vehicles or persons using or affected by the
Structure.
The criteria given in BD 52/93 for the provision of P6 high containment parapets
need not generally be applied retrospectively to existing Bridges.
Where separate copings are used, they should be firmly fixed to prevent
dislodgement by vandals or accidental impact.
For footbridges carrying public footpaths, the width should be in accordance with
the reasonable requirements of the relevant Highway Authority (but need not
generally be as wide as given in Highways Agency standards: a clear width of
1400mm between handrails is considered sufficient unless heavy pedestrian
flows are likely).
In all cases the clear width between handrails should be at least 1200mm as
given in HMRI Railway Safety Principles and Guidance Part 2, Section B,
Chapter 5.
Where it is not reasonably practicable to comply with the above (e.g. where a
change in direction between stair flights cannot be accommodated) this should be
stated and justified in the AIP submission.
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9.3.2.6 Provisions for safe movement of persons (including those who are
disabled) at footbridges
Reference should be made to the document “Meeting the needs of disabled
passengers” July 1994 published by the Office of the Rail Regulator. (This
document is currently being updated.)
Parapets shall not be less than 1500mm high (1800mm where the bridge is
frequently used by equestrian traffic), shall have an inner face which is smooth
and imperforate over its full height without hand or footholds and shall be
provided with steeple copings or equivalent. In addition, parapets shall extend at
least 3000mm beyond any uninsulated overhead equipment.
Where parts of Bridges (e.g. road approach ramps or footbridge stair flights) run
essentially parallel to and adjacent to railways electrified on the overhead system,
screening or other protection should be provided as necessary to prevent people
(and anything they might reasonably be carrying) from coming closer than 2.75m
to uninsulated electrical equipment.
10 Execution /
Decommissioning
Railtrack shall ensure that the Structure is designed so that there is at least one
safe and feasible method for its Execution and for its subsequent
decommissioning.
The method of execution envisaged by the designer should be stated in the AIP
submission. In appropriate cases a detailed description, drawings etc. should be
included.
10.2 Decommissioning
Any hazards associated with demolition or decommissioning which would not be
apparent from inspection of the Bridge or from inspection of its likely design /
construction records should be stated in the AIP submission.
11 Future Maintenance
Railtrack shall ensure that future foreseeable maintenance requirements can be
carried out safely including, where appropriate:
It is likely that the Bridge will need to be jacked up to permit the removal and
insertion of replacement bearings; provision may therefore have to be made for
additional stiffening to take the high local forces from the jacks. If such provision
is made, the location and safe capacity of jacking points should be recorded and
should preferably also be shown physically on the structure.
Where there is no provision for jacks on the abutments or piers, the likely effects
of the temporary support structures on restricting traffic and on services adjacent
to or beneath the temporary supports should be taken into account.
12 Compatibility with
Other Infrastructure
Railtrack shall ensure that:
• the structure and any equipment it supports does not affect the safe
functioning of any adjacent, proposed or existing structure or equipment;
• adjacent proposed or existing structures or equipment will not affect the safe
functioning of the structure or the equipment it supports.
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Track / Bridge interaction is likely to be most significant for Bridges with long
expansion length carrying CWR track. Currently, GC/RT5010 requires
adjustment switches to be provided in CWR track “as close as possible but not
less than 4.5m clear of each end of the deck of a new steel or concrete underline
Bridge where the superstructure is designed to move relative to the abutments
and the moveable length exceeds 30m”.
In the following cases track / Bridge interaction effects may be deemed covered
by the design loading given in this Approved Code of Practice:
In other cases track / Bridge interaction effects should be considered and justified
for each Bridge. Eurocode ENV 1991-3 (and its UK National Application
Document when published) and UIC Leaflet 774-3R may be used for guidance.
Where run on / run off slabs are provided at the ends of Bridges, particular care
should be taken to provide for maintaining the depth and integrity of the ballast
supported by such slabs.
13 Operational Safety
Railtrack shall ensure that other influences or requirements which may affect the
safety of railway operations or the safety or persons whose duties take them on
or near the line have been considered and taken into account, including:
• metal underline and overline Bridges should be bonded to the traction return
rail or earth wire;
• the components of metal Bridges should be connected by welding or by
substantial, clean metal-to-metal bolted or riveted joints;
• exposed metal parts of underline and overline Bridges (e.g. handrails and
bearings of concrete Bridges) should be connected together and bonded as
above;
• concrete reinforcement (including prestressing anchorages) should be bonded
as above if it is accessible or if it is electrically connected to accessible
metalwork;
• concrete, timber and masonry overline Bridges should have a bonded metal
plate attached to the underside in certain cases;
• embedded service ducts in Bridges should be non-metallic.
14 Design Control
Procedures
Railtrack shall ensure that the design control procedures for the Structure are
carried out in accordance with GC/RT5101, Technical Approval Requirements for
Changes to the Infrastructure.
• remit;
• approval in principle (AIP);
• design and checking;
Other than in very straightforward cases, the AIP submission should include
evidence that alternatives to the type of structure proposed have been considered
and approximately costed.
15 Limitations on Use
Railtrack shall ensure that any limits on the use of the Structure are stated,
recorded and observed.
Methods for ensuring that any limits on the use of the Bridge are observed could
involve restricting the type and speed of traffic or, in the case of Bridges carrying
pedestrian or road traffic, preventing the use of a the Bridge by heavier traffic by
means of suitable barriers or raised kerbs or weight restriction plates.
16 Identification of
Structures
Railtrack shall ensure that all bridges and other fixed Structures included within
the scope of this Railway Group Standard are uniquely identified. The
identification must be conspicuous from both road and rail where appropriate.
17 Structures Adjacent
to Railtrack Land
Where the intended Structure is on land not owned or controlled by Railtrack,
but crosses or takes support from Railtrack land, Railtrack shall use its best
endeavours to ensure that the requirements of this Railway Group Standard are
complied with.
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18 Records
Railtrack shall ensure that records of the drawings, calculations, risk
assessments, limits on use and other relevant information which relate to the
fitness for purpose of the Structure are prepared and retained for the life of the
Structure and made available to the person or organisation responsible for
maintaining the Structure when it is in use.
Such records could be included in the Health and Safety File as defined in the
CDM Regulations.
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Except as otherwise given in this Approved Code of Practice, all relevant clauses
of
BD 37/88 should be applied, including Table 1 with the modifications given in
Appendix I.5 of this Approved Code of Practice.
The RU load model should be deemed to include the following associated loads
and load effects, all as specified in BD 37/88 except as otherwise given in this
Approved Code of Practice:
(b) dispersal of concentrated loads (with the modifications given in Appendix I.3
of this Approved Code of Practice);
(f) nosing (but see Appendix I of this Approved Code of Practice for
longitudinal distribution);
(g) centrifugal load (but see Appendix D of this Approved Code of Practice for
applicable speed);
(k) loading for fatigue investigations (based on the intended life of the Bridge
as given in the AIP submission, not necessarily 120 years as is specified
in BD 37/88).
• the maximum design speed of rail traffic (for centrifugal force effects and for
clearances);
• the total annual design tonnage per track (for fatigue effects);
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• the design traffic mix: heavy, medium or light, as given in BS 5400, Part 10
(for fatigue effects);
taking into account foreseeable future traffic developments (e.g. changes in the
density, speed or type of traffic).
Guidance on provision for future traffic developments and selection of traffic mix
is given in Appendix D of this Approved Code of Practice.
The factor to be applied to the full RU type loading shall not be less than 0.75.
Written approval to the use of a loading other than full RU type loading shall be
obtained from Railtrack at the Approval in Principle stage of the project under the
procedures identified in Railway Group Standard GC/RT5101 “Technical Approval
Requirements for Changes to the Infrastructure”.
Reduced loading should be considered only where both the following apply:
Where factored RU loading is used, items (c), (g), (h) and (j) listed in Section 19.1
of this Approved Code of Practice should all be calculated using the same factor.
(a) the dynamic effects specified in BD 37/88 (as modified by Appendix I of this
Approved Code of Practice) should be applied to the factored RU loading;
(b) the static load effects of the actual train types should be multiplied by the
appropriate dynamic factor (1 + ϕ) obtained from UIC Leaflet 776-1R ((1979
Edition with 1987 amendments) - Commentary on Dynamic factors;
(c) if the dynamic loading derived from factored RU loading (DLRUfac) is less
than the dynamic loading derived from actual train types (DLactual), the RU
factor should be increased sufficiently so that DLRUfac ≥ DLactual.
In all such cases an appropriate traffic mix for fatigue shall be established taking
account of the design life of the structure and the proposed rail traffic and any
reasonably foreseeable changes to the rail traffic using the structure.
The standard load spectra specified in BS 5400 Part 10 for use with RU loading
are not applicable to reduced loading; hence Table 4 of BS 5400 Part 10 is not
applicable. The fatigue effects in such cases should be based on the actual
foreseeable traffic. The traffic mix may be based on the appropriate train types
given in Figure 19 of BS 5400 Part 10.
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On multi-track Bridges, only one track shall be loaded with the SW/0 Load Model.
The SW/0 Load Model does not have to be considered in any fatigue check.
Whereas RU type loading shall be curtailed as necessary in order to produce the
most unfavourable load effect, Load Model SW/0 shall not be curtailed and need
not be repeated.
Load Model SW/0 covers certain abnormally heavy vehicles. It consists of two
lengths of 133kN/m UDL each 15.0m long, separated by an unloaded length of
5.3m (as shown in Figure 1 of GC/RT5112).
Clauses 6.1.1 and 6.1.2 referred to above are quoted verbatim in Sections 19.1
and 19.2 of this Approved Code of Practice.
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unless the slenderness ratio L/r of the element exceeds 30 (where L is the
element’s effective length and r its radius of gyration).
19.8 Deformations
Deformations for Bridges carrying rail traffic shall be in accordance with UIC
Leaflet 776-3R “Deformation of Bridges”. In section 8 of Leaflet 776-3R, the
values in Table 5 shall apply.
19.8.1 General
All Bridges should be designed so that the deflections under load do not
encroach on any required clearances.
It is important that the twist (cant gradient) of the track is considered on skew
Bridges. Twist effects are likely to be particularly severe at the intermediate
support positions of multi-span simply-supported skew Bridges.
Where the Bridge carries more than one track, identification of the most severe
load case should be considered carefully.
Where the track on the Bridge is curved, the calculated twist should include the
twist due to the loading on the Bridge and the twist due to any designed track
geometry (e.g. in transition curves).
In all cases the twist (cant gradient) of the track due to the loading on the Bridge
and to any designed track geometry should not exceed 1 in 400 under the actual
existing and foreseeable rail vehicles using the Bridge.
For vertical deflections, in place of the values given in section 8 Table 5 of UIC
Leaflet 776-3R, Railtrack should consider specifying more onerous criteria as
follows:
In addition, the natural frequency of the Bridge should be limited to the values
given in UIC Leaflet 776-3R. These limits are intended to ensure that the
dynamic effects are covered by the dynamic factors given in BD 37/88.
In assessing the natural frequency of the Bridge, the method identified in UIC
Leaflet 776-3R may be used. For half through Bridges, the effect of the deck may
be included if appropriate (with due allowance for shear lag effects) so that the
Bridge is considered as a large channel section.
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19.8.4 Camber
Bridges with span greater than 12m should preferably be cambered to improve
their appearance. Camber should generally be equal to the dead load deflection
plus half the serviceability live load deflection.
For multi-span Bridges and skew Bridges with constant-depth main girders, the
levels of the bearings should generally be such that all parts of the main girder
soffits lie in a continuous circular curve when viewed in elevation square to the
girders.
20 Walkway Loads
Walkways to underline Bridges should be designed for nominal loading as
follows:
2
• a uniformly distributed load of 4kN/m ;
• for local elements, a patch load of 2kN applied to a circle 100mm diameter or
a point load of 1kN, whichever has the more severe effect;
• where the walkway supports a cable route, an allowance of 1kN/m or the
actual weight of the cables, whichever is greater;
• horizontal handrail loading of 0.74kN/m or a horizontal force of 0.5kN applied
at any point to the top rail, whichever has the more severe effect.
For occupation and accommodation Bridges, a lesser load than that specified in
BD 37/88 for accommodation Bridges may be permitted as long as the safety and
the safety of interworking are not adversely affected and all other legal obligations
are met. Any lesser loading shall be suitably justified.
Reconstructed Bridges should be designed to carry the heaviest traffic that may
reasonably be expected to use them, or else positive means should be provided
to prohibit traffic of excess weight.
For Bridges designed to carry other types of road or vehicular traffic the loading
shall be specified by Railtrack.
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22 Pedestrian and / or
Cycle Traffic Loads
For Bridges supporting footways and / or cycle tracks open to the public, the
loading shall generally be designed in accordance with the requirements of
BD 37/88.
For other Bridges, the loading to be considered for pedestrian traffic shall
generally be in accordance with the requirements for service walkways given in
UIC Leaflet 776-1R.
Further to UIC Leaflet 776-1R (1979 Edition with 1987 amendments), the loading
for Bridges intended to be used only by pedestrian railway staff should be as
given for walkways in Section 20 of this Approved Code of Practice.
Where Bridges are designed to carry pedestrian or cycle traffic only, suitable
provision shall be made to prevent use of the Bridge by vehicular traffic which
could affect safety of train operations.
24 Aerodynamic Effects
of Rail Traffic
For most underline Bridges and overline Bridges carrying roads, the aerodynamic
effects due to passing rail traffic may be deemed negligible. However, such
effects should be considered in the following cases:
• footbridges;
• Bridges supporting station canopies or similar structures;
• cladding panels attached to Bridges.
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Where substructures / foundations are in such water, all likely resulting loads
should be allowed for, taking into account the following:
Whether or not substructures / foundations are in such water, all likely resulting
loads on the superstructure should be allowed for, taking into account the
following:
• hydraulic loads (including uplift effects), where water levels could be higher
than the underside of the superstructure;
• impact from waterborne vessels;
• impact form waterborne debris.
In all cases the design water levels and flows should be taken as the greatest
reasonably foreseeable during the intended life of the Bridge, unless reliable
procedures are put in place to ensure that the Bridge is closed to traffic when
hydraulic conditions reach a predetermined level.
Where this is not the case, the details shall be recorded and the relevant authority
notified.
27 Records
Railtrack shall ensure that:
• the loading, together with any risk/reliability analyses used to specify the
loading of Bridges, is fully documented and retained in accordance with
GC/RT5142 “Management of Infrastructure Records”;
• such information shall be made available to the person or organisation
responsible for maintaining the Bridge.
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APPENDIX A
• traffic loads and their effects (e.g. road traffic, rail traffic,
pedestrian traffic) including:
- dynamic effects; (Sections 19.1, 19.2)
- effects of repeated loading (fatigue); (Section 19.1)
- traction and braking forces; (Section 19.1)
- nosing forces (rail traffic only); (Section 19.1)
- centrifugal forces; (Sections 19.1, 21)
- skidding forces (road traffic only); (Section 21)
- deformations (including track twist); (Section 19.8)
- aerodynamic effects; (Section 24)
- effects of track / Bridge interaction; (Section 12.1)
- deck acceleration and resonance effects. (Section 19.9)
• permanent loads relating to the Bridge:
- self weight of the Bridge; (Section 25, Appendix I.5)
- non-structural loads carried by the Bridge ⎡Section 6.3.6, Section 25⎤
(including an adequate allowance for the variability ⎣ Appendix E, Appendix I.5⎦
of ballast depth where appropriate);
- internal forces (e.g. prestressing, creep). (Section 7.5.1)
• other site specific loads and load effects, including those
due to the following:
- soil pressure; (Section 7.5.4, Appendix C)
- settlement (including effects of mining (Section 7.5.4) *
subsidence);
- water pressures (including those from exceptional (Section 25.2)
flows, storms and flooding);
- scour; (Section 25.2)
- erection, construction or maintenance activity; (Section 10.1)
- environmental influences (e.g. wind, temperature). (Section 25.1)
• accidental loads due to the following:
impact from train derailments, both on and (Sections 7.3.1, 7.3.3)
beneath a Bridge;
impact from errant road vehicles, both on and (Sections 9.3.1, 7.3.2)
beneath a Bridge;
impact from vessels beneath a Bridge over a (Section 25.2)
navigable waterway;
other accidental loads and load effects, such as
those due to soil subsidence, may need to be
considered at particular sites.
* specialist advice should be sought regarding
effects of mining subsidence
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APPENDIX B
MODIFICATIONS TO AND CLARIFICATIONS OF BS 5400 PARTS 3, 4 AND 5
PART 3
The draft modifications to BS 5400 Part 3 dated May 1997 (or later) may be used.
However, either a single dated set of such modifications should be used complete
or they should not be used at all.
Until such time as the new revision of BS 5400 Part 3 is published officially, the
intention to use draft modifications should be indicated in the AIP submission.
PART 4
Clause 4.2.2
Clause 4.7
“For unwelded reinforcing bars the limiting stress ranges for fatigue should be as
follows:
(i) for Bridges carrying railways, in accordance with Part 10, where in Table 8:
(the simplified procedure given in Part 10 Clause 9.2 may be used where the
loading is the standard railway Bridge loading);
(ii) for Bridges carrying highways, in accordance with current practice of the
Highways Agency.”
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PART 5
For Bridges subject to railway loading, the value of γm should be taken as 2.05,
not 1.85 as stated.
Change the ending of the first paragraph to “. . . whichever is the least, except
that” and add immediately afterwards the text of sub-clause (b) of BS 5400 Part 5
Clause 5.3.3.1 (“connectors may be placed in groups . . .”).
Delete this Clause and replace it with Clause 5.3.3.6 of BS 5400 Part 5.
For Bridges subject to railway loading, the value of γm should be taken as 1.5, not
1.4 as stated.
Add after the 3rd paragraph the text of the 3rd paragraph of BS 5400 Part 5
Clause 7.5.1 (“Alternatively, connectors may be placed in groups . . .”).
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APPENDIX C
EXISTING SUBSTRUCTURES AFFECTED BY NEW CONSTRUCTION
(2) IF conditions (i) and (v) above are satisfied, but effects of dead and / or live
loading on the existing substructures or their tendency to sliding /
overturning will be significantly greater than existing,
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(3) IF conditions (ii), (iii), (iv) and (v) above are satisfied but the existing
substructures are showing significant signs of distress,
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APPENDIX D
PROVISION FOR FUTURE TRAFFIC DEVELOPMENTS AND SELECTION OF
TRAFFIC MIX
Speed
Where there are known proposals to increase the speed, the design speed for
loading purposes (e.g. centrifugal force effects) should be taken as the proposed
maximum speed x 1.1.
In other cases, the design speed for loading purposes may be taken as the
existing maximum speed at the location in question x 1.2.
The design speeds thus derived may be deemed to be equal to (vt + 10) km/h as
given in BD 37/88 Clause 8.2.9.
Tonnage
In the absence of known proposals regarding traffic developments, annual
tonnage for design purposes should be taken as the existing annual tonnage
x 1.3.
Traffic mix
The traffic mixes (traffic types) for fatigue design purposes are described in BS
5400 Part 10. They may alternatively be approximated as follows:
Light: Essentially multiple-unit traffic, but allows for about 5% by number loco-
hauled passenger or parcels trains. No significant freight (other than
engineering trains).
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APPENDIX E
MODIFICATIONS TO AND CLARIFICATIONS OF UIC LEAFLET 776-3R (1989)
Section 1
Delete the first paragraph and replace with: “All deformations due to permanent
loading should be calculated under all permanent loads; those due to live loads
should be calculated under the specified design loading, including dynamic
effects, with a partial factor for loads of 1.0.”
Section 3
The fixed load should include an allowance for future increase in ballast depth.
This allowance should normally not be less than 100mm; in particular local
circumstances a greater allowance may be appropriate.
Section 4 (Comments)
For camber, see Clause 19.8.4 of this Approved Code of Practice.
Section 7
The applicable speed range (1, 2 or 3) should be appropriate to the design speed
for loading as given in the AIP submission.
Fig. 1
The notes should be amended as given in Appendix I.2 of this Approved Code of
Practice.
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APPENDIX F
RECOMMENDATIONS FOR INFILL TO OPEN HANDRAILING FOR
UNDERLINE BRIDGES
Open handrailing should have, in addition to a continuous top rail and a raised
kerb or kicker plate, one of the following:
(a) at least one intermediate rail or wire parallel to the top rail such that the
clear distance between any two rails/wires or between a rail / wire and the
kerb / kicker plate does not exceed 550mm;
(b) vertical or near-vertical infill bars or wires such that the clear distance
between bars / wires does not exceed 150mm;
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APPENDIX G
PROFILES FOR THE TOPS OF PARAPETS TO OVERLINE HIGHWAY
BRIDGES
(a) where the width of the parapet top is greater than 100mm but does not
exceed about 250mm (e.g. reinforced concrete construction):
(b) where the width of the parapet top significantly exceeds 250mm (e.g. brick
sandwich construction):
Profile (c) should preferably be used for brick sandwich type parapets up to about
350mm thick but for greater thickness this profile results in very large copings.
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APPENDIX H
Collision Loads from Railway Traffic
H.1 General
With reference to paragraph 8.6 of BD 37/88 this section gives recommendations
for accidental loading on Bridge supports near railway lines.
The hazard zone should be assumed to extend for a width of 4.5m from the
nearest rail. All supports located between railway tracks should be considered to
be inside the hazard zone. Where individual columns are used within the hazard
zone, the design of the Bridge above them should incorporate a degree of
continuity such that the removal of any one column will not lead to the collapse of
the remainder of the structure under the permanent loads and primary and
secondary live loads in accordance with combination 1 of Table 1 of BD 37/88;
the ultimate limit state partial factors should be as specified in Table 1 but limited
to 1.0 on live loads.
To provide robustness against the effect of light impacts, all piers or columns
within the hazard zone should be designed to withstand without collapse a single
horizontal design force of 2000kN acting at a height of 1.2m above the adjacent
ground level and a single horizontal design force of 500kN acting at a height of
3m. The two forces may act in any direction but need not be considered to act
simultaneously. These forces should be combined with the permanent loads and
the appropriate primary and secondary live loads as given above.
The connections between columns and their bases should be such that they can
resist a horizontal design force of 2000kN at the ultimate limit state without being
dislocated. Pin jointed connections should be avoided.
Buffer stops should have as large a braking capacity (energy absorbing capacity)
as is reasonably practicable to provide.
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When designing such an end impact wall, suitable allowance may be made for
the restraint provided by the track where this is securely connected to the wall
(e.g. by means of a concrete slab to which the rails are fastened directly).
For tracks serving passenger traffic, the end impact walls should be designed for
a horizontal design force of 5000kN at a height of 1.0m above the top of the rail
where a buffer stop with a minimum braking capacity of 2500kNm is provided.
In shunting and marshalling areas where a buffer stop with a minimum braking
capacity of 2500kNm is provided, the end impact walls should be dimensioned for
a horizontal design force of 10000kN at a height of 1.00m above the top of the
rail.
The column base should be structurally separated form the protecting plinth or
platform by means of an air gap or compressible material surround the column
base.
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APPENDIX I
FURTHER RECOMMENDATIONS ON LOADING FOR UNDERLINE BRIDGES
I.1. Simply supported main girder and rail bearers (BD 37/88 Figure 21)
In Figure 21 of BD 37/88 the reference to shear force at point X should be
corrected as follows:
• The shear force at point X is the end shear for span ‘a’ multiplied by a
L
I.2. Dynamic effects (BD 37/88 Tables 16 and 17)
The dynamic effect created in the structure by the movement of vehicles at speed
is covered by multiplying the static RU load model by dynamic factors.
= 2.16 + 0.73;
0.5
(L) - 0.2
= 1.44 + 0.82.
0.5
(L) - 0.2
These dynamic factors are applicable to full RU type loading where the deflection
of the Bridge is within the limits given in UIC leaflet 776-3R (in Fig1 of which the
expression for δu for spans between 20 - 100 metres should be corrected to read
δu = 0.56L 1.184). Where these conditions are not met, allowance for dynamic
effects should be based on the recommendations given in Appendix H of ENV
1991-3.
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5 : 4
9 9
For the purpose of determining the patch loading under a sleeper, for ballasted
track the wheel load may be distributed over three adjacent sleepers in the
proportions
1 : 1 : 1
4 2 4
provided that the ballast depth is at least 200mm below the underside of the
sleepers at the low rail.
The patch loading at the underside of the sleeper should be taken as follows:
Below the underside of the sleeper, each patch load should be taken as
distributed through the ballast at an angle of 1 horizontal to 4 vertical.
V1 = Nominal RU static load x Dynamic factor (BD 37/88 8.2.1 & 8.2.3.1)
V2 = Nominal walkway live load
(including allowance for services)
V3a = Design derailment load : SLS (BD 37/88 8.5(a))
V3b = Design derailment load : ULS (BD 37/88 8.5(b))
V3c = Design derailment load: Overturning (BD 37/88 8.5(c))
H1 = Nominal nosing load (BD 37/88 8.2.8)
H2 = Nominal centrifugal load (BD 37/88 8.2.9)
H3 = Nominal load on walkway handrailing
H4 = Nominal horizontal derailment load of 100 kN
F = Nominal road vehicle collision load
Notes:
1. The derailment loads V3a, V3b and V3c, are design loads and no further partial
load factors need be applied.
2. The derailment load V3c should be applied only when considering the overall
stability of the structure.
4. The nominal nosing load H1, may be distributed over three adjacent
sleepers in the proportions 1 : 1 : 1 .
4 2 4
Walkways and similar secondary structural elements which are outside the robust
kerb (see Section 9.1.2 of this Approved Code of Practice) need not be designed
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Where Bridges carry curved track, centrifugal effects should be taken into
account in determining the proportion of vertical load carried by each rail.
Several factors are involved:
For additional ballast depth or fill γfL should be taken as 1.20 at ULS and 1.00 at
SLS.
For track, γfL should be taken as 1.20 at ULS and 1.00 at SLS based on the
heaviest likely future track type. This should generally be assumed to be UIC 60
rail with full-depth concrete sleepers at 600mm spacing unless the construction of
the Bridge is such that track of this weight could not reasonably be laid.
• where live load is present, the superimposed dead load (ballast) can be
reduced by up to half over the full length of the Bridge;
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• where live load is not present, the superimposed dead load (ballast and track)
can be removed partially or completely over the full length or part length of the
Bridge;
• whether or not live load is present, for a multi-track Bridge the superimposed
dead load (ballast and track) can be removed partially or completely over the
full length or part length of the Bridge for one or more tracks.
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APPENDIX J
COLLISION OF ROAD VEHICLES WITH BRIDGE SUPERSTRUCTURES
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APPENDIX K
LIST OF VEHICLE TYPES FOR WHICH THE RECOMMENDATIONS GIVEN IN
SECTION 9.1.1 OF THIS APPROVED CODE OF PRACTICE ARE VALID
142, 150/0, 150/1, 150/2, 153, 155, 156, 158, 159, 165, 166, 205, 207, 210, 302,
303, 304, 305, 306, 307, 308, 309, 310, 311, 312, 313, 314, 315, 316, 317, 318,
319, 320, 321, 322, 323, 325, 332, 365/5, 373, 411, 412, 415, 416, 421, 422, 438,
442, 455, 456, 465, 466, 504, 507, 508, MKI MKII, MKIII.
Locomotive Class
43, 58, 73, 86/0, 86/2, 86/3, 87, 89, 90, 91, 92.
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APPENDIX L
DESIGN INFORMATION THAT SHOULD BE SUPPLIED BY RAILTRACK
• number of HB units;
• special types of road or vehicular traffic (only where not otherwise
covered in BD 37/88).
1.3 Deflections:
1.5 Intended life of new Bridge or new Bridge superstructure if other than 120
years.
1.6 Standards for Design additional to those referred to in this Approved Code
of Practice.
• ballast depth.
• track components;
• signalling equipment;
• overhead electrification equipment (including requirements for
bonding);
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• lineside access;
• telecommunication equipment;
• plant.
1.10 Any site specific hazards (e.g. mineral workings, disused mine shafts,
services).
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APPLICATION OF LOADING
H2
pxV1 (1-p)xV1
V2
H1
Fig A
Normal Loads
Height of walkway should be at least 300mm above rail level (preferably 350mm
higher to allow for future track maintenance) to act as a robust kerb. Walkway
upstand should be at least 150mm high.Top of ballast should be sufficiently
below beam upstand to allow for future track maintenance.
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APPLICATION OF LOADING
V3(a) or V3(b)
Anywhere in this area
H4
Fig B
Derailment and Collision Loads
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APPLICATION OF LOADING
Note: where wheel load is critical, p
may take any value between 4/9
and 5/9. Otherwise p=1/2.
H2
H3
pxV1 (1-p)xV1
H1
Fig C
Normal Loads
Height of upstand should be at least 300mm above rail level (preferably at
least 350mm higher for future track maintenance) and at least 150mm
above top of ballast adjacent to upstand.
Integral Concrete Deck and Parapet Types
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APPLICATION OF LOADING
V3(a) or V3(b)
Anywhere in this area
H4
Fig D
Derailment and Collision Loads
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APPLICATION OF LOADING
Height of upstand should be at least 300mm above rail level (preferably at least 350mm
higher, to allow for future track maintenance) and at least 150mm above top of ballast adjacent
to upstand).
Note: where wheel load is critical, may take any value between 4/9 and 5/9. Otherwise
p = 1/2.
H2 (height above rail level
should be higher than H3)
H3
pxV1 (1-p)xV1
H1
Fig E
Normal Loads
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APPLICATION OF LOADING
V3(c)
V3(a) or V3(b)
Anywhere in this area
H4
Fig F
Derailment
and Collision Loads
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APPLICATION OF LOADING
H2
pxV1 (1-p)xV1
H1
Fig G
Normal Loads
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APPLICATION OF LOADING
V3(a) or V3(b)
Anywhere in this area
Fig H
Derailment and Collision Loads
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APPLICATION OF LOADING
H2
H3
pxV1 (1-p)xV1
H1
Fig I
Normal Loads
Main girders within platform gauge.
Walkway cantilevered off main girder.
Top of girder should be at least 300mm above rail level (preferably at
least 350mm higher to allow for future track maintenance).
Kicker plate to walkway should be at least 150mm high.
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APPLICATION OF LOADING
V3(a) or V3(b)
Anywhere in this area
Fig J
Derailment and Collision Loads
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outline
critical lateral clearance of girder
dimension
Fig K
Measurement of lateral clearance to underline bridge
girders for canted track
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References
Railway Group Standards
GC/RT5201 Requirements for Structural, Electrical and Passing Clearances
GC/RT5010 Track Standards Manual: Section 7 - Track Systems
GC/RT5020 Track Standards Manual: Section 3 - Rail Joints
GC/RT5142 Management of Infrastructure and Property Records
GC/RT5023 Track Standards Manual: Section 1 - Basic Track Category
Matrix
GM/TT0101 Clearance Requirements for Electrified Lines and T and RS
GC/RT5110 Design Requirements for Structures
GC/RT5112 Loading Requirements for the Design of Bridges
GC/RT5102 Requirements for Structural, Electrical and Passing Clearances
GC/RT5203 Infrastructure Requirements for Personal Safety in Respect of
Clearances and Access
GC/RT5204 Structure Gauging and Clearances
GC/RT5101 Technical Approval Requirements for Changes to the
Infrastructure
British Standards
BS 6779 Highway Parapets for Bridges and Other Structures
BS 5400 Steel Concrete and Composite Bridges (inc. BD 37/88)
BS 5268 Structural use of Timber
BS 8118 Structural use of Aluminium
BS 5628 Approved Code of Practice for use of Masonry
BS 8006 Approved Code of Practice for Strengthened / Reinforced Soils
and their Fills
BS 8002 Approved Code of Practice for Earth Retaining Structures
BS 8004 Approved Code of Practice for Foundations
BS 5395 Stairs, Ladders and Walkways
UIC Leaflets
776-1R Loads to be Considered in Railway Bridge Design (1979 Edition
with 1987 amendments)
774-3R General Principles for Calculating Longitudinal Forces in a
Bridge, its Bearings and its Sub-structure.
Recommendations for a simple case
776-3R Deformation of Bridges (1989 Edition)
777-2R Structures Built over Railway Lines (Construction Requirements
in the Track Zone)
Department of Transport
Documents
Design of Composite Bridges. Use of BS 5400: Part 5: 1979 for Department of
Transport Structures (December 1987)
CIRIA
Bridges - Design for Improved Buildability (Report 155)
Rationalisation of Safety and Serviceability Factors in Structural Codes
(Report 63)
HSE
(HM Railway Inspectorate)
Railway Safety Principles and Guidance
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EUROCODE
ENV 1991-3 Traffic Loads on Bridges (including UK National application
document when published)
Her Majesty’s
Stationery Office
The Railway Bridges (Load Bearing Standards) (England and Wales) Order 1972
Institution of Civil
Engineers
Burland and Kalra “Queen Elizabeth etc.........” (copy from reference on p36)
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