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    Austroads 1992

    Copyright:

    © All Rights Reserved
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    117 views42 pages

    Bridge Design Code Railway Supplement s1-5 - Commentary

    Uploaded by

    fatherofgeorge
    Austroads 1992

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    AUSTRALIAN BRIDGE DESIGN CODE RAILWAY SUPPLEMENT (SECTIONS 1-5) COMMENTARY Austroads Australasian Railway Association Standards Australia endorsed by h. AUSTRALASIAN RAILWAY ASSOCIATION INC AUSTROADS Sydney CONTENTS Commentary to the ROA Bridge Design Code SECTION 1 GENERAL SECTION 2 DESIGN LOADS SECTION 3. FOUNDATIONS SECTION 4 BEARINGS AND DECK JOINTS SECTION 5 CONCRETE 7 AUSTRALIAN BRIDGE DESIGN CODE COMMENTARY TO SECTION 1 - GENERAL NOTE: "AS AUSTROADS" means that the referenced article shall be taken to be the article of the same number in the commentary to the AUSTROADS BRIDGE DESIGN CODE 1992 C11 GENERAL PRINCIPLES C144 Applicability C112 — Aimof Design C1.1.3 Bases of Design . C14.4 Design Life . C14.5 Limit States 1.1.6 Other Considerations . 1.1.7 Ultimate Limit States 01.4.8 — Serviceability Limit States. 01.1.9 Analysis Methods .... ©1.1.10 Design Actions or Loads 7 C1.1.11 Design Resistance of Strength... C1.1.12 Verification of Limit States . 1.2 WATERWAYS AND FLOOD DESIGN PRINCIPLES C121 General 1.22 — Environmental Considerations - C1.2.3 Estimation of Design Floods C124 Debris... 1.2.5 — Stream Improvement Works C1.2.6 Piers and Abutments C1.2.7 Secondary Structures 1.3 GEOMETRIC REQUIREMENTS - CARRIAGEWAY WIDTHS AND VERTICAL CLEARANCES ©1.3.1 Bridge Carriageway Widths (Road Bridges) C132 Edge Clearances for Bridges without Footways (Road Bridges) é ©1.3.3 Horizontal Clearance to Substructure Components of Bridges over Roadways (Road Bridges) 1.34 Vertical Clearance at Structures . 1.3.5 Bridges over Railways . 1.36 —Superelevation and Crossfall (Road Bridges) C14 GEOMETRIC REQUIREMENTS - FOOTWAYS AND BIKEWAYS 1.4.1. Footway Width on Road Bridges 1.4.2 — Pedestrian Bridges . C1.4.3 Pedestrian Subways C144 Bikeways ‘AS AUSTROADS + AS AUSTROADS AS AUSTROADS +++ AS AUSTROADS AS AUSTROADS + AS AUSTROADS + AS AUSTROADS + AS AUSTROADS AS AUSTROADS AS AUSTAOADS = AS AUSTROADS [AS AUSTROADS [AS AUSTROADS «AS AUSTROADS + AS AUSTROADS AS AUSTROADS + AS AUSTROADS = AS AUSTROADS AS AUSTROADS « AS AUSTROADS - AS AUSTROADS + AS AUSTROADS AS AUSTROADS AS AUSTROADS ‘AS AUSTROADS + AS AUSTROADS: AS AUSTROADS cs. . 08.4.4 cs C18 c17 c18 c19 1.10 cunt C112 ‘TRAFFIC BARRIERS C151 Scope...... AS AUSTROADS C152 Barrier Properties +++ ASAUSTROADS 1.5.3 Level of Service (Road Bridges) = AS AUSTROADS. C1.5.4 Level 1 Barriers (Road Bridges) + AS AUSTROADS. C155 Level 2 Barriers (Road Bridges) + AS AUSTROADS 1.5.6 Level 3 Barriers (Road Bridges) AS AUSTROADS C15.7 Level 4 Barriers (Road Bridges) | «AS AUSTROADS. C1.5.8 — Geometric Requirements for Harizontal Rails Level 1 and 2 Barriers (Road Bridges) oO + AS AUSTROADS 1.5.9 Other Barrier Types (Road Bridges) 20 = AS AUSTROADS 1.5.10 Crash Resistant Walls for Bridges over Railways C1.5.11 Barriers on Railway Bridges ........ PEDESTRIAN BARRIERS €1.8.1 Geometric Requirements .. AS AUSTROADS 1.6.2 Pedestrian Protection Barriers for Bridges over Electrified Railways : AS AUSTROADS DRAINAGE C17.1 Drainage of Carriageway ....... — vise ASAUSTROADS C1.7.2 Detailing tor Drainage .... : AS AUSTROADS ©1.7.3 Drainage of Ballast Topped Bridges. ACCESS FOR INSPECTION AND MAINTENANCE . . «AS AUSTROADS UTILITIES |... . cesses ASAUSTROADS AUSTRALIAN STANDARDS ........2....... = ASAUSTROADS SKEWBRIDGES . CAMBER AND DEFLECTIONS cst cst cs.1.2 = C8.1.2 08.1.2 Railway Supplement Section 1 - General Commentary csat SECTION1 GENERAL ct GENERAL PRINCIPLES. cia Applicability (Additional to the AUSTROADS Article). This edition of the Code is for the design of railway bridges in Australia of conventional form and having spans of up to approximately 100 m. This covers both railway underbridges (those which carry railway loadings) and also overbridges which carry road, pedestrian or other trattic over railways. Designers of longer spans or unusual structures should also consult other appropriate material design codes and specialist literature. Areas which may require special attention are loadings, wind response, and special materials. For trains having speeds greater than 160 km/h the stiness of the bridge structure is of particular importance in order to achieve satistactory riding characteristics. Additional specifications are required for bridges for very fast trains. The code also defines loadings, particularly ralway impact loadings which apply to major structures over or adjacent to railways. These include major buildings, but not signal structures, electrification structures and the lke. c13 GEOMETRIC REQUIREMENTS - CARRIAGEWAY WIDTHS AND VERTICAL CLEARANCES C134 Vertical Clearance at Structures (Additional to the AUSTROADS Article). Article 1.3.5 of the AUSTROADS Code gives minimum vertical clearances for bridges over roads, and the requirements of the Road Authority must be followed. For railway underbridges consideration should however be given to stipulating clearances greater than the minimum and providing bridge protection devices since vehicle impact on a railway underbridge can have extremely severe consequences. cs TRAFFIC BARRIERS 1.5.10 Crash Resistant Walls for Bridges over Rallways C1.5.10.1 General Continuous walls are required in order to detlect a derailed train and prevent the demolition of bridge piers. C1.5.10.2 Wall geometry The wall geometry should be selected so that a derailed locomotive is maintained in an upright position if possible. 1.5.11 Barriers on Railway Bridges Barriers should be considered where the consequences of derailment are catastrophic, The general philosophy of design is as for crash restraint walls to defiéct trains, keep them upright and not permit them to deviate significantly from the tracks, C842 Australian Bridge Design Code C17 DRAINAGE 173 Drainage of Ballast Topped Bridg Where waterproofing is required, and is subject to possible injury from abrasion, puncture or otherwise, @ protection course or mat is essential. cunt ‘SKEW BRIDGES ‘The articulation at the ends of bridges must take consideration of the track support system. e112 CAMBER AND DEFLECTIONS In order to maintain the required rail vertical alignment, camber may be required for bridges without ballasted track. Excessive deflections of bridges may present an operational problem, but this is not normally a factor for the speeds considered by this Code. AUSTRALIAN BRIDGE DESIGN CODE COMMENTARY TO SECTION 2 - DESIGN LOADS. NOTE: "AS AUSTROADS" means that the referenced article shall be taken to be the article of the same number in the commentary to the AUSTROADS BRIDGE DESIGN CODE 1992 24 GENERAL... ‘AS AUSTROADS. 2.2 DEAD LOADS c24 cas C26 ©2241 General. : 7 . C824 €2.2.2 Dead Load of Structures «AS AUSTROADS ©22.3 Superimposed Dead Load + AS AUSTROADS 2.2.4 — Railway Ballast and Track Loads .. - CS.24 TRAFFIC LOADING 2.3.1 General . ee ece2t ©2.3.2 T44 Truck Loading (Road Bridges) + AS AUSTROADS €23.3 L44 Lane Loading (Road Bridges) . AS AUSTROADS 2.3.4 Heavy Load Platform Loading (Road Bridges). [AS AUSTROADS 2.35 Number of Lanes for Design and Lateral Position of Loads (Road Bridges) : AS AUSTROADS C236 — Modification Factors for Multiple Lane Road Bridges . AS AUSTROADS ©2.3.7 Design for Localised Load Effects -W7 Wheel Loading (Road Bridges) [AS AUSTROADS ©2.3.8 Fatigue Loading for Road Bridges + AS AUSTROADS €23.9 Pedestrian Loading : AS AUSTROADS €23.10 Tramway and Railway Loading on Road Bridges [AS AUSTROADS 2.3.11 Load Factors for Design Tratfic Loading . cs21 2.3.12 Railway Traffic Loading cs22 2.3.13 Modification Factors for Multiple Track Rail Underbridges | cs22 €2.3.14 Fatigue Loading for Rail Underbridges ...... +. C822 €2.3.15 Distribution of Railway Traffic e Loading. + C825 2.3.16 Deraiiment Loads cs25 DYNAMIC LOAD ALLOWANCE 2.4.1 General 826 ©2.4.2 Dynamic Load Allowance - T44 Truck and Lag Lane Loadings (Road Bridges) - ASAUSTROADS €24,3 Dynamic Load Allowance - Heavy Load Platform Loadings (Road Bridges) . + AS AUSTROADS Dynamic Load Allowance for Decks (Road Bridges) . [AS AUSTROADS Application of the Dynamic Load Allowance ... 7 +. 0826 Dynamic Load Allowance - Railway Live Loading . o ss. C826 HORIZONTAL FORCES DUE TO TRAFFIC ©25.1 Centrifugal Forces (Road Bridges) |AS AUSTROADS 25.2 Braking Forces (Road Bridges) ..... : seeces AS AUSTROADS 25.3 Load Factors for Design Horizontal Forces Dus to Traffic (Road Bridges) seers ASAUSTROADS 2.6.4 Minimum Lateral Restraint Capacity - Ultimate Limit State... cs.29 62.5.5 — Contrifugal Forces (Railway) . + 8.29 2.5.6 Longitudinal Braking and Traction Forces (Railway) due to Railway Loadings ..... - C829 25.7 Nosing Loads on Railway Underbridges ..-.... 8.2.10 €2.5.8 Load Factors for Design Horizontal Forces due to Railway Loadings cst 2.5.9 Loads on Protection Beams |... cs2i1 COLLISION LOADS ON BRIDGE SUPPORTS 62.6.1 General [AS AUSTROADS 62.6.2 Collision Loads from load Traffic... [AS AUSTROADS €2.6.3 Bridge Piers Adjacent to Railways seseeseccoes OB2RM ©2.6.4 Ship Impact on Bridge Piers ‘AS AUSTROADS 2.7 KERB AND BARRIER DESIGN LOADINGS > (ROAD BRIDGES) ©2.7.1__Kerb Design Loads Soacunanen 2.7.2 Level 1 Barrier Design Loads 2.7.3 Level 2 Barrier Design Loads - 02.7.4 Level 3 Barrier Design Loads . 2.7.5 Pedestrian Railing Design Loads 2.8 WIND LOADS 2.8.1 General... 2.2... €2.8.2 Design Wind Speed on C283 Transverse Wind Load... €2.8.4 Longitudinal Wind Load €2.8.5 Vertical Wind Load : €2.8.6 Wind on Railway Live Load . 2.9 THERMAL EFFECTS 62.9.1 General . €2.9.2 Variation in Average Bridge Temperature ©2.9.3 Differential Temperatures : €2.9.4 Limit States €2.10 FORCES DUE TO WATER FLOW ©2.10.1 General C2102 Limit States €2.10.3 Forces on Piers Due to Water Flow 2.11 EARTH PRESSURE 2.11.1 General : ©2.11.2 Load Factors for Design Earth Pressure Loadings : €2.11.3 Surcharge Loads 2.11.4 Surcharge Loads For Rail Loadings €2.12 FRICTION FORCES €2.13 EARTHQUAKE FORCES €2.13.1 General 2.19.2 Earthquake Resistant Design 2.19.3 Limit States 2.13.4 Equivalent Quasi-Static Earthquake Forces €2.13.5 Other Seismic Design Considerations . 2.14 SHRINKAGE, CREEP AND PRESTRESS EFFECTS ©2.14.1 Shrinkage and Creep Effects 2.142 Prestress Effects 2.15 DIFFERENTIAL MOVEMENT OF SUPPORTS €2.15.1 Differential Settlement Effects ©2.15.2 Mining Subsidence Effects €2.16 CONSTRUCTION FORCES AND EFFECTS €2.17 LOAD COMBINATIONS 2.17.1 Classification of Loads and Load Effects 2.17.2 Serviceability Limit State Load Combinations ...... 2.17.3 Ultimate Limit State Load Combinations. . : AS AUSTROADS. «AS AUSTROAOS + AS AUSTROADS [AS AUSTROADS. ‘AS AUSTROADS ‘AS AUSTROADS. ‘AS AUSTROADS AS AUSTROADS ‘AS AUSTROADS. + AS AUSTROADS: + 8.2.12 = AS AUSTROADS, AS AUSTROADS cesses CS.212 ‘AS AUSTROADS. - AS AUSTROADS = AS AUSTROADS. AS AUSTROADS [AS AUSTROADS. ‘AS AUSTROADS. +. AS AUSTROADS, 8.2.12 «AS AUSTROADS: - AS AUSTROAOS = AS AUSTROADS, [AS AUSTROADS, + AS AUSTROADS + AS AUSTROADS [AS AUSTROADS. «AS AUSTROADS [AS AUSTROADS. [AS AUSTROADS. «AS AUSTROADS 8.2.13 [AS AUSTROADS + 08.213 2.18 DYNAMIC BEHAVIOUR 2.18.1 General . 5 .C2.18.2 Road and Railway Underbridges ©2.18.3 Footbridges ... es €2.19 ROAD SIGNS AND LIGHTING STRUCTURES 2.19.2 Limit States ........ €2.19.3 Design Wind Speeds - €2.19.4 Design Wind Pressure 2.19.5 Design Loading .... «AS AUSTROADS sees 8.219 - AS AUSTROADS f.00'ag RustROADS: - AS’AUSTROADS - AS AUSTROADS [AS AUSTROADS. Railway Supplement Section 2 - Design Loads Commentary cs.24 SECTION2 DESIGN LOADS c22 DEAD LOADS c224 General (Additional to the AUSTROADS Article). ‘Track rails, inside guard rails, and fastenings may be assumed to have a weight of 3.0 kN/m per track. This is based on rails with a nominal weight of 67 kg/m (136 Ib/yd), and makes no allowance for the weight of the sleepers. ‘The weight per cubic metre of ballast may be assumed to be 19.1 kN/m?, 2.2.4 Railway Ballast and Track Loads ‘The maximum amount of ballast to be considered in this Article should be the amount that might be placed on a flat deck where excess ballast would fal to the ground below the bridge. It does not apply to through girders, where the maximum amount of ballast shall be taken as the maximum amount that could reasonably be foreseen. 23 ‘TRAFFIC LOADING 2.3.4 General (Additional to the AUSTROADS Article). The rail trafic loadings specified in this Code, including the various factors as specified, have been determined to cover the effects of: (a) The maximum expected loading to be applied. (b) large number of load repetitions of the operating loads which defines the fatigue loading spectra. Live loadings other than the specified 900-A-12 may be used at the discretion of the Railway Authority, but this should be a factored version of the 300-A-12 loading. This should not be done without good reason, and only after noting that lines which are currently only lightly loaded may have their loading profiles changed at a future time. 2.3.11 Load Factors for Design Traffic Loading (Additional to the AUSTROADS Article. ‘An ultimate load factor for railway live loading of 1.6 has been selected which is less than the value of 2.0 which applies to most highway live loading cases, for two main reasons. The first of these is that railway live loading is generally better controlled than highway live loading, and the second is that for short spans, a high dynamic load allowance has been selected, which includes an allowance for the effect of occasional high axle loads. The factor that has been selected is higher than the value of 1.4 used in the British Code BS 5400 and some other European Codes because of the lack of measured data for Australian rail trafic loadings, particularly for ‘general freight traffic, cs22 Australian Bridge Design Code 2.3.12 Railway Traffic Loading For bridges carrying special purpose rail loading (e.g. light rail, very fast trains, heavy haul etc) the loading will depend on the actual vehicle configurations. {a special loading is specified for the railway, the 300-A-12 loading should be factored to match the specified operating loading. The effect of differing loading configurations may be treated using the concept of equivalent base length as outlined in Commentary Article C8.2. Loadings dependent on the railway live load are to be factored to suit. ‘The 300-A-12 railway traffic loading has been developed in order to have a loading which more closely models the trends for locomotive and wagon design. ‘The axle configuration and group spacing have been selected so that the effects of the 300-A-12 loading match the maximum effects arising from current actual railway loadings, This in turn leads to more consistent safety indices for a range of spans. Rating of bridges and the design of future wagons will be able to be carried out in a more logical manner so that greater efficiency can be achieved in the use of existing bridges. 23.13, Modification Factors for Multiple Track Rail Underbridges ‘The load modification factors given in Table 2.9.13 are to take into account the reduced probability that extreme loads will occur simultaneously on all tracks of multiple track railway underbridges. In assessing the worst effects that are to be considered in each member, all possible combinations of simultaneous track loading should be considered, and if the number of tracks being loaded exceeds 2, the loading may be reduced using the relevant load modification factor. 5 The AUSTROADS Code incorporates a further reduction to account for the effective reduction in the dynamic load effects because all traffic will not produce vibration effects exactly in phase. This additional reduction has not been incorporated into the Railway Code at this stage. 23.14 Fatigue Loading for Rail Underbridges 29.14.41 Fatigue design traffic loading Fatigue loadings for railway underbridges fall nto two distinct categorie, viz @) Fatigue design loadings (ie total loadings) which shall not be exceeded (see for example Articles 5.2.10.2 to 4), and ) The fatigue design stress range and the associated number of stress cycles, which cause steel fatigue at the tip of micro cracks (see for example Article 5.2.10.5 and Section 6.13). This stress range and the number of cycles are assessed on the basis of the fatigue design traffic loadings (ie without Permanent Effects). ©2.3.14.2 Fatigue design loading For concrete structures there is a need to limit the maximum concrete stresses under repeated loads, and this code requirement is not related to the number of loading cycles. The specified load against which these limits are to be checked is the fatigue design traffic loading as defined in Article 2.9.14.1 plus permanent effects. Railway Supplement Section 2 - Design Loads Commentary cs.23 623.143 Fatigue design stress range f For steel structures and for the steel in concrete structures, there is a need to check the effects of repeated loadings, and for these checks Article 2.3.14.3 specifies the fatigue design stress range, and Article 2.3.14.4 specifies the associated effective number of stress cycles. The Article is drafted on the basis of a given constant fatigue loading, but if a variable fatigue loading can be reasonably defined, the effect of the variable loading may be assessed using the principles set out in Article 6.13.7.3. The length of the loading to be taken in determining the design stress range is that which creates the largest structural actions in the member under consideration. This is based on the assumption that the largest stress is the one that dominates in the fatigue situation, and is reasonable because the fatigue effect of one stress cycle is proportional to the cube of its stress range. The design stress range allows for the maximum permissible design train, and the fact that trains typically are considerably lighter than the design loading would suggest is allowed for by reducing the effective number of stress cycles (see the comment on Article 2.3.14.4 below). The design stress range is the appropriate stress range for assessing whether the constant amplitude fatigue limit has been exceeded since it is the maximum stress range that should occur. 023.144 Effective number of stress cycles n For simplicity of computation, the actual number of cycles of variable amplitude loading noted in Article 2.3.14.3, is replaced by an equivalent number of constant amplitude stress cycles of the fatigue design range. This range is the maximum design amplitude of stress. ‘The number of cycles to be considered also depends on the characteristic length of the loading, because this causes short members (such as those subjected to one load cycle per axle or bogie) to have a larger number of effective stress cycles than main beams which may only receive one loading cycle per tain. 23.145 Track category for fatigue loading The base number of loading cycles C has been based on American work, modified to suit Australian conditions. The American work found that the actual stress range experienced by bridge elements is considerably lower than would occur under the design loading. To compensate for this, the effective number of stress cycles which is, considered in design has been made less than the actual number of load cycles to which a bridge is subjected. Stresses measured in real bridges in the USA have been found to follow a Rayleigh probability distribution function (ret: John W Fisher, Bridge Fatigue Guide - Design and Details, American Insitute of Steel Construction, 1977), and to correspond to Cooper loadings in the range of E40 to E55, 50% to 69% of the normal design loading of Cooper E80. This American data has been used to modify the effective number of stress cycles by conservatively assuming that actval loadings are at the highest end of the range of the American range, and that, the root mean square value of the actual loading is 0.72 times the design loading. The railway loading for checking repeated loadings is based on a track which is used for a variety of trains at near-saturation traffic levels. The basic design case is the AREA assumption of 60 trains per day per track and. 60 coupled units per train. This is equivalent to the UIC assumption of 27 million tonnes of traffic per year per track. If the design life is assumed to be 100 years, the value of n can be derived as given below. Effective root mean square loading is assumed to be given by M(RMS) = 0.65 a M(Design), as outlined above, land a is a factor relating observed maximum stress range to computed maximum stress range based upon design load and dynamic load allowance. The value of a is conservatively assumed to be 0.9 for all spans, and hence: fous = 0.72 x0.9 f = 0.648. cs24 Australian Bridge Design Code i The equivalent number of cycles, n, off over 100 years at 60 trains per day is given by: 11 = 865 x 100 x 60 x (0.848) n, = 595,894 ny, a i 1 is the equivalent number of stress cycles of maximum amplitude per train, and ranges from 2.0 to 60, as set ut in Table 2.3.14.4. nis dependent on the span, or more accurately, the base length of the influence line, since tis only loads located within that length which are effective in creating the stress which is being considered. The shorter the loaded length considered, the greater will be the variation in the loading, and to use a full pan length would therefore be non-conservative, i ‘The constant has been rounded up to 600,000 and the formula has been found to give a good fit to the AREA tabulations. In reviewing these values for Australian practice, the constant has been varied depending on the different class of line, and three types of line have been defined, with different constants C; as follows: Heavy haul lines are lines such as those carying minerals to ports, where the trains are block trains all fully loaded, and the line may be carrying 50 milion tonnes of freight or even more each year. In an extreme case the constant could be as high as 1,200,000 calculated as follows: a 0.9 (due to the consistency of loading) rms, loading 09x09 81 number of trains 2,190,000 (60 trains a day for 100 years) The constant C; becomes (0.81)° x 2,190,000 = 1,163,856 (say 1,200,000) This is an extreme case, and for such a case, itis unlikely that the life of the mine would realistically be 100 years, ‘and so 600,000 has been adopted for C, (as derived for the American case above), but nevertheless in extreme cases designers may need to increase the number above 600,000. ‘Main Line Freight: Main line freight ines are considered to be those carrying regular freight between state capitals and the like, and i for these lines the constant C; has been derived as follows: a 0.60 (taken from the American experience) ams. loading 0.60x0.9 54 ‘number of trains = 730,000 (20 trains a day for 100 years) ‘The constant Cy becomes (0.54)° x 730,000 = 114,949 (say 100,000) General Freight: General freight lines are those carrying freight but not on high density routes, and the category also covers less heavily trafficked grain lines and the like. For these lines the constant C, has been derived as follows: a 0.65 (for general freight) rum.s. loading 0.65x0.9 585 ‘number of trains = 52,000 (10 trains a week for 100 years) The constant Cy becomes (0.585)° x 52,000 = 10,410 (say 10,000) Or, for grain tines:: a rams. loading = 0.9 (assuming heavier wagons, all filled to capacity) ‘number of trains 10,000 (100 trains a year for 100 years) The constant Cy becomes (0.81)° x 10,000 5,314 (less than the adopted value of 10,000). Railway Supplement Section 2 - Design Loads Commentary cs.25 623.146 Multiple track bridges ‘The large variation in the loading effects applying to the fatigue of elements in multiple track bridges, makes it impossible to be definitive as to the rules to be applied. Its noted that the likelihood of repeated loading effects in an element from coincident loadings on more than one track is low, and that few elements in a bridge will receive major loadings from more than one track. For assessing the fatigue design loading, the load from the second and subsequent tracks may be reduced to 80 percent of the design loading, without the dynamic loading allowance. For the fatigue stress range, and the associated number of stress cycles, a “rainflow” analysis of cumulative damage may be carried out, and this would normally result in the effects of the loading from the "other" tracks being very low. ‘The designer will need to use his own judgement based on current knowledge, in regard to the estimation of the ‘number of load events, since the traffic on a heavily used railway carrying a bulk commodity is quite different to the traffic on a line carrying general freight. The cumulative damage calculation should be undertaken to allow for the fact that the fatigue damage caused by a stress cycle is proportional to the cube ofits stress range. 23.15 istribution of Railway Traffic Loadings The contents of this Article are rules retained from the 1974 ANZRC Bridge Design Manual, which were in turn derived from AREA rules. 2.3.16 Derailment Loads 623.161 General The objective of checking for derailment loadings is to ensure that when a derailment occurs the structure will not suffer a disproportionate amount of damage (in the superstructure and the substructure, or as a result of stability problems). In a derailment where the train leaves the track but does not move laterally more than about 1.3 metres, the major structural components should not suffer more than superficial damage (minor components ‘need not be considered). In a serious derailment, the train should not cause the essential structure of the bridge to be damaged beyond economic repair, due to either structural fallure or to instability. The structure should also be able to support a train which is loading the edge of the deck. The Code does not require that derailed trains be retained on a bridge structure which is a matter for the Infrastructure Owner. If the retention of derailed trains on a building superstructure is a design requirement, Articles 1.5.11 and 2.6.3 should be used. 623.162 Deraitment load case A This case envisages the derailment of locomotives or heavy freight wagons, with the derailed vehicles remaining in the track area on the bridge deck. 623.163 Derailment load case B This case envisages the derailment of locomotives or heavy freight wagons, with the derailed vehicles leaving the track area without falling off the bridge, but remaining balanced on its edge. cs.26 Australian Bridge Design Code C24 DYNAMIC LOAD ALLOWANCE. C244 General (Additional to the AUSTROADS Article). ‘The dynamic load allowances for railway live loads are based upon the UIC Code Leaflet 776-1 A. They are determined forthe crtical train configuration (freight, passenger or special purpose) travelling atthe appropriate speed. The critical configuration is a function of the span and natural frequency ofthe unloaded bridge. Train configurations considered in deriving the given dynamic load allowances include: Dy 4x25 t axle wagons travelling at 120 km/h, 2) Two 6 x 21 t axle locomotives traveling at 120 km/h, 3) 6x21 t axle wagons travelling at 120 kri/h, 4) ‘One 6 x 21 t axle locomotive with 4 x 15 1 passenger cars travelling at 250 krv/h, 5) 4x17 taxle turbotrain cars travelling at 300 krmvh, and 8) ‘One 4 x 20 t axle locomotive followed by either 2 x 6 t axle wagons and/or two sets of 10 x 20 t axles at 1.5 m centres, separated by 6.8 m, travelling at 80 krh. Hammer blow from steam locomotives travelling at slow speeds (50 knv/h) represents a severe dynamic effect Which is not allowed for in the given dynamic load allowances. Special consideration needs to be given to the effects of hammer blow if they are considered to be possible. C245 Application of the Dynamic Load Allowance ‘The paragraphs of this AUSTROADS Article which deal with the dynamic load allowance to be used on substructure elements and buried structures, should logically be applicable to railway underbridges and have been adopted, although they are more conservative than the relevant articles of UIC-776-1 R. C246 Dynamic Load Allowance - Railway Live Loading 246.4 General ‘The dynamic load allowances for railway live loadings have been based on the values given in UIC-776-1 R, which calibrate well with values which have been measured on Australian railway bridges. In cases where a member acts in two different modes (eg as a deck support and also as part of the main girder), the dynamic load allowance shall be calculated separately for the structural actions in each mode, and the actions summed. 2.4.6.2 Characteristic length Ly Characteristic length is a key parameter in determining the natural period of vibration of a bridge as well as its response to suddenly applied loads. It is equal to the base length of the influence line only for simply supported ‘hain gitders on relatively rigid supports. In all other cases, factors such as flexible supports and grilage action will modify the characteristic length. Components of main girders will generally have a characteristic length equal to the main girders, except for ‘components which are only loaded by single cross girders or deck members. Railway Supplement Section 2 - Design Loads Commentary cs27 2.4.6.3 Estimation of a « consists of two components, viz:- aoa (2) the dynamic increment of a geometrically perfect structure, and (b) the dynamic increment due to track irregularities. Both (a) and (b) are dependent on the characteristic length, the train speed, the level of damping, and the natural frequency of the bridge ng , which is taken to lie between the limits given below. These limits cover 95% of the bridges studied, and are adequate for design purposes. Low natural frequency for Lg =41020m for Ly=2010 100m —n,'8* = 208/ Ly High natural frequency Forall values ofl, 15'S" = 439/Lg ‘Assessments have been carried out using logarithmic decrements of damping which vary between 0.0 and 1.0. For the bending moment of bridges carrying standard track, a is given by: asatta where "is the dynamic increment for a geometrically perfect track, and "is the dynamic increment due to a track irregularity of either a dip in the track of 2 mm over a length of 1.0 m, or a dip of 6 mm over a length of 3.0 m, with an unsprung mass of 2.0 t per axle. For shear, otis given by a= %a's%a" For track which is maintained to “exacting” standards, where the track irregularity is taken to be halt the values given above, ot for bending moment is given by:- a=a'+05 and for shear, a=%a'+%x05a" ‘Australian Bridge Design Code The values of a and a are given in UIC 776-1 R as follows: oe 1-K+KS where Vis the speed of the train in msec, Lis the characteristic length given in Table 2.4.6.2, ‘igs the natural frequency of the bridge in cycles per second, ¢ ‘is the base of natural logarithms, and a is equal to: 'V/22 for speeds up to 22 misec (approximately 80 knvh), and 1.00 for speeds above 22 m/sec. ‘The formula in the code for «tis a simplified approximation to the values which can be determined from these formulae for standard track. For track maintained to “exacting standards", the value of at for bending moment may be taken from the following approximation: Table C2.4.6.3: Values of a for track maintained to "exacting standards" metre a 338 067 36 ) the possibility of pile toe damage when driving abruptly onto hard rock surfaces. 3.74 Ultimate Limit States - Design ‘The determination of the ultimate resistances of ples trom ajhatic or static load testing should be determined according to established practices. =. 2s 3.8 ANCHORAGES. 3 a : 03.8.2 Ground Anchors 2 . 63.6.22 Design of rock anchors : 2 (Additional to the AUSTROADS Article). When calculating the bond between a tendon and the surrounding grout the designer should check whether the effect of maximum development lengths will affect the characteristic Ultimate Limit State design value. c3.9 STRUCTURE REQUIREMENTS: ‘The designer's attention is drawn to the need to be constantly aware in the design of structures loaded by soil {forces that the soil-structural interaction is very dependent on the movements that are able to ocour in the system. This is particularly Important in the design of abutments, retaining walls and the like. NOTE: cat C42 C43 C44 C45 C48 car cas 4.10 4.12 4.13 cata AUSTRALIAN BRIDGE DESIGN CODE COMMENTARY TO SECTION 4 - BEARINGS AND DECK JOINTS “AS AUSTROADS" means that the referenced article shall be taken to be the article of the same number in the Commentary to the AUSTROADS BRIDGE DESIGN CODE 1992 GENERAL veeeees AS AUSTROADS [AS AUSTROADS ‘AS AUSTROADS GENERAL DESIGN REQUIREMENTS. 04.4.1 Design Life . en C4.4.2 Limit State Requirements - 64.4.3 Provision for Replacerent 4.4.5 Provision for eine 04.4.6 Access 4.4.7 Durability 7 C448 Electrical Isolation . ‘AS AUSTROADS + AS AUSTROADS ‘AS AUSTROADS ‘AS AUSTROADS ‘AS AUSTROADS ‘AS AUSTROADS MOVEMENT RESTRAINTS ............. penoeicn ‘AS AUSTROADS ALIGNMENT OF BEARINGS .... = AS AUSTROADS ANCHORAGE OF BEARINGS .. LOADING RESULTING FROM RESISTANCE TO MOVEMENT 4.9.1 General ..... = : ‘AS AUSTROADS. 4.9.2 Frictional Restrain of Folier Bearings ........ : ‘AS AUSTROADS: C4.9.3 Frictional Restraint of Sliding Surfaces... + AS AUSTROADS, ROCKER AND ROLLER BEARINGS + ASAUSTROADS, ELASTOMERIC BEARINGS. ... (C4,12,9 to C4.12.10 Bearing Stiffness. ; C4.12.11. Design Data, C4.12.12 Creep... dese ee €4.12.13 Load Testing of Elastomeric Bearings ..- ++ ASAUSTROABS + AS AUSTAOADS ‘AS AUSTROADS' ‘AS AUSTROADS PROPRIETARY BEARINGS. C4132 PotBearings. u.,...- C4:12.4 Sliding Contact Surface: As KUSTROADS AS AUSTROADS DECK JOINTS €4.14.2 Design Requirements .. €4.14.5 Joint Sealing Material and Fillers. 4.14.7 Proprietary Deck Joints ..... ‘AS AUSTROADS ‘AS AUSTROADS t++ AS AUSTROADS - 08.4.1 cs.4.1 Railway Supplement Section 4 - Bearings and Deck Jjoints Commentary cs.44 SECTION4 BEARINGS AND JOINTS C44 GENERAL DESIGN REQUIREMENTS: C448 Electrical Isolation Bearings for railway underbridges carrying track electrified with direct current may need to be electrically isolated from the substructure to prevent earthing of stray currents. This may be achieved by sleeving the bearing anchorage bolts with an electrical insulating material which has sufficient mechanical strength to transfer the horizontal loads from the anchorage bolts to the substructure. This will generally result in special fixing detalls for bearings carrying moderate to high horizontal forces. The fabric reinforced phenolic or epoxide resin laminates often used for electrical insulation have bearing strengths approximately 25% that of steel and this may lead to a requirement for larger diameter fixings andlor thicker bearing plates to prevent overstressing of the insulation material. Caz ANCHORAGE OF BEARINGS (Additional to the AUSTROADS Article). For railway underbridges where the bearings are electrically isolated from the substructure by means of industrial laminates such as NOVASTEEN or TUFNOL, the co-efficient of friction for stee! on laminate should be restricted 0.0.10 unless the surface of the laminate is artificially roughened or a higher value can be justified on the basis of test results. For railway underbridges, to prevent distortion, bearing anchee plates should generally have a minimum thickness of 25 mm. AUSTRALIAN BRIDGE DESIGN CODE COMMENTARY TO SECTION 5 - CONCRETE NOTE: "AS AUSTROADS* means that the referenced article shall be taken to be the article of the same number in the commentary to the AUSTROADS BRIDGE DESIGN CODE 1992 5.1 SCOPE AND GENERAL ‘Scope and Application . Reference Documents - Use of Alternative Materials or Methods AS AUSTROADS. [AS AUSTROADS, [AS AUSTROADS, Design .. +14 AS AUSTROADS Construction -- f102 AS AUSTROADS Definitions. AS AUSTROADS Notation .. AS AUSTROADS 5.2 DESIGN REQUIREMENTS AND PROCEDURES Design Requirements. ++ AS AUSTROADS Design for Strength ..- 12 AS AUSTROADS Design for Serviceabiity . -.. C854 Design for Durability . ‘AS AUSTROADS Design for Fire-Re + AS AUSTROADS Design for Fatigu [AS AUSTROADS ‘Other Design Requirements 5 €5.2.10 Design of Railway Underbridges for Fatigue . ++ AS AUSTROADS. . 08.5.4 5.3 LOADS AND LOAD COMBINATIONS FOR STABILITY, STRENGTH AND SERVICEABILITY ‘AS AUSTROADS 5.4 DESIGN FOR DURABILITY Introduction. “6 - 08.5.3 Application ri. C853 Design for Du peeeeria aoe eee + 8.5.4 Exposure Classification’... Tego ERE + CS.5.4 Requirements for Concrete for. Members Not Containing Material Requiring Protection... [AS AUSTROADS: Requirements for Concrete’ tori A, B1, B2 and : Requirements tor Concrete:torExpostir! ciasesanon = ‘Additional Requirements for Abrasion ....... ‘Additional Requirements for Freezing and Trawing ... Restrictions of Chemical Coritent in Concrete’... 0... esses ees AS AUSTROADS Requirements for Cover te-Reisforoing:Steel and Tenidons ‘A$ auSTROADS Provisions for Stray Current Gortosion’™: 4 Lelekeees CSBG* (5.5. DESIGN FOR FIRE RESISTANCE . . + AS AUSTROADS 5.6 DESIGN PROPERTIES OF MATERIALS €5.6.1 Properties of Concrete... — [AS AUSTROADS €5.6.2 Properties of Reinforcement | AS AUSTROADS 5.6.3 Properties of Tendons .. + AS AUSTROADS C5.8.4 Loss of Prestress in Tendons . ‘AS AUSTROADS. ‘ASAUSTROADS. AS AUSTROADS 5.8 cso 5.10 5.11 5.12 @5.40.2. : Reinforcement Requirements for Columns METHOD OF STRUCTURAL ANALYSIS 5.7.1 Methods of Analysis . [AS AUSTROADS 5.7.2 Linear Elastic Analysis . [AS AUSTROADS, C5.7.3 Elastic Analysis of Frames incorporating Secondary Bending Moments ....-....seeeee AS AUSTROADS ©5.7.4 Rigorous Structural Analysis. + AS AUSTROADS ©5.7.5 Plastic Methods of Analysis for Slabs... + AS AUSTROADS C5.7.6 Plastic Methods of Analysis of Frames + AS AUSTROADS DESIGN OF BEAMS FOR STRENGTH AND SERVICEABILITY 5.8.1 Strength of Beams in Bending 5.8.2 Strength of Beams in Shear [AS AUSTROADS ‘AS AUSTROADS, 5.8.3 Strength of Beams in Torsion [AS AUSTROADS, 5.8.4 Longitudinal Shear in Beams . [AS AUSTROADS €5.8.5 Deflection of Beams . [AS AUSTROADS 5.8.6 Crack Control in Beams : C857 5.8.7 Vibration of Beams . 5.8.8 Properties of Beams. C589 Slenderness Limits for Beams . se. C8. [AS AUSTROADS. ‘AS AUSTROADS 5.8.10 Fatigue of Beams . paooceeccdo - C858 DESIGN OF SLABS FOR STRENGTH AND SERVICEABILITY 5.8.1 Strength of Slabs in Bending . tenes sessees 08.5.8 C592 Strength of Slabs in Shear . ‘AS AUSTROADS. C583 Deflection of Slabs AS AUSTROADS, 5.9.4 Crack Control of Slabs « AS AUSTROADS, 5.9.5 Vibration of Slabs . . ‘AS AUSTROADS. 5.9.7 Longitudinal shear in Slabs [AS AUSTROADS C598 Fatigue of Slabs ‘AS AUSTROADS DESIGN OF COLUMNS AND TENSION MEMGERSGOR STRENGTH AND BERVICEABILITY €5.10.1 General ..... [AS AUSTROADS €5.10.2 Design Procedures: {AS AUSTROADS 5.10.3 Design of Short Columns «220.2222 AS AUSTROADS 5.10.4 Design of Slender Columns .20.22..2022002 AS AUSTROADS 5.10.5 Slendemess ..... AS AUSTROADS C5.10.8:.. Strength of;Colarnnsin’Gombined Bending and Compression . "\ _F.°AS AUSTHORDS"* Sas AUSTROABS "9-18" C8.10:8:-, Design of Tension:Members “aBiAUSTROADS =! T DESIGN OF WALLS 5.11.1" Application .. C5:44.2. Design Procedures -, 5.14.8... Bracing of Walle:ssees everett 5.11.4 Simplified Design Method for Braced Walis Subject ‘aS AdstROADS *“KSAUSTROADS. “AS ABSTROADS ‘© 5 to Vertical In-Plane Loads Only: cevieeeceeeetescsees AS AUSTROADS 5.11.8 Design of Walls for In-plane Horizontal Forces . {AS AUSTROADS 5.11.6 Reinforcement Requirements for Walls . ... [AS AUSTROADS DESIGN OF NON-FLEXURAL MEMBERS, END ZONES AND BEARING SURFACES. €5.12.1 Design of Non-flexural Members [AS AUSTROADS, 5.12.2 Prestressing Anchorage Zones ..... [AS AUSTROADS. 5.12.9 Bearing Surfaces ......... [AS AUSTROADS, 5.13 5.14 5.15 5.16 5.17 STRESS DEVELOPMENT AND SPLICING OF REINFORCEMENT AND TENDONS 5.13.1 Stress Development in Reinforcement . +++ AS AUSTROADS 5.13.2 Splicing of Reinforcement ........... AS AUSTROADS €5.13.3 Stress Development in Tendons AS AUSTROADS €5.13.4 Coupling of Tendons . AS AUSTROADS JOINTS, EMBEDDED ITEMS, FIXING AND CONNECTIONS 5.14.1 Design of Joints .......... 5.14.2 Embedded Items and Holes in Concrete €5.14.3 Requirements for Fixings . ‘AS AUSTROADS ‘AS AUSTROADS ‘AS AUSTROADS PLAIN CONCRETE MEMBERS 5.15.1 Application . 5.15.2 Design . 5.18.3 Strength in Bending . 5.15.4 Strength in Shear . 5.15.5 Strength in Axial Comression. 5.15.7 Embedded lems ...... [AS AUSTROADS. [AS AUSTROADS, [AS AUSTROADS. ‘AS AUSTROADS, [AS AUSTROADS, [AS AUSTROADS. MATERIAL REQUIREMENTS. €5.16.1 Material Requirements for Concrete and Grout ............. [AS AUSTROADS 5.16.2 Material Requirements for Reinforcing Stee! : ‘AS AUSTROADS ©5169 Material Requremente for Prestressing Ducts, ‘Anchorages ‘and Tendons seeeecseeees AS AUSTROADS ‘TESTING OF MEMBERS AND STRUCTURES 5.17.1 Proof Testing . {AS AUSTROADS 5.17.2 Prototype Testing [AS AUSTROADS €5.17.3 Quality Control Testing - [AS AUSTROADS €5.17.4 Testing for Strength of Hardened Concrete in Place - ‘AS AUSTROADS €5.17.5 Testing for Other Properties... vesseees C858 Railway Supplement Section § - Concrete Commentary s.6.1 SECTIONS CONCRETE C52 DESIGN REQUIREMENTS AND PROCEDURES, 5.2.4 Design for Serviceability 5.2.43 Cracking This additional provision is to prevent severe cracking in concrete members which are restrained and thus susceptible to shrinkage cracking. The area of reinforcement to be used in a restrained member in lieu of a more rigorous analysis is based on the provisions of BS 5400. 5.2.10 Design of Railway Underbridges for Fatigue €5.2.10.1 General In order to satisty the serviceability limit state, fatigue failures in the prestressing and reinforcing steel as well as the concrete (in compression) must be avoided. There has been a considerable increase in knowledge of this topic in recent years, particularly in Switzerland, and the provisions ofthis Section have generally been taken from the Swiss Code for Concrete Structures, SIA 162 - 1989. The Swiss requirements particularly affect the design of concrete bridges which are subjected to repeated loadings close to their nominal design capacity, and this is ~*~ : Cathodic Protection (GR) involves the protection of the reinforcing steel electrochemically:» Most systerne’ for conorete are of the impressed current type and have been traditionally used as repairtechniques. "2 In Europe however, CP systems are now being installed in new structures so that they ‘carvbe turnedor later in the life of the structure should corrosion problems arise. ‘n References ‘Shayan A. Diggins R G Ivanusec and Westgate P L (1988) Accelerated Testing of Some Australian and Overseas Aggregates ‘Cement and Concrete Research, Volume 18 ‘Shayan A (1981) ‘Alkali Aggregate Reaction and its Prevention ‘Seminar at CSIRO, Melbourne, October cs.56 Australian Bridge Design Code Concrete Institute of Australia Current Practise Note 26 Granulated iron Blastfurace Slag and its Use in Concrete December 1991 Conerete Institute of Australia Current Practise Note 27 Condensed Silica Fume and its Use in Concrete ‘September 1992 FHA (Federal Highways Administration) (1978) Coated Reinforcing Stee! for Bridge Decks NEEP No, 16, Final Report Andrade M C, Macias A Galvanised Reinforcements in Concrete In Wilson A D Nicholson J W, Prosser H J (Editors) Surface Coatings - 2 Elsevier Applied Science, Chapter 5 5.4.11 Provisions for Stray Current Corrosion C5.441.4 General Stray current corrosion may occur in structures which are not themselves part of a nominated electrical circuit, bbut which happen to provide a path for return current. Itis of particular concem in cases where a structure carries an electrified railway or tramway which is powered by direct electrical current, and where the current is intended to return to the power supply via the rails. In these cases portion of the current will return by any route which provides a lower electrical resistance, and these “stray currents" will cause corrosion of the stesl. “if the resistance of the altemative routes is sufficiently high, the amount of this stray current will be small, and the consequent corrosion damage may not be of concern Stray electric currents cause steel to corrode at the anode (the point where the current ldaves the steel), whether the steel is embedded in concrete or not. The implementation of the durabilty,reduiretierite of this, code. will.” feduce'the overall su8ceptibity of stee! embedded in a concrete structure’ to the" ifeslvot cotrosln Induesa by stray currents, but there are three additional approaches which may be required to prevent or at least minimise stray current corrosion effects. These are: (a) minimise the amount of stray current which escapes from the nominal electric circuit, (©) isolate the structure as a whole, or isolate items where corrosion would be of particular concern, and (©) minimise the corrosive effects of the stray current on the structure. Full descriptions of how the above methods may be implemented are beyond the scope of this commentary, and specialist advice may need to be obtained, but some general guidance is given below, and references are listed and in AS 2832.2. C5.4.11.2 Minimising the stray current Stray currents may be reduced by means which are described in AS 2882. Railway Supplement Section 5 - Concrete Commentary css.7 C5.4.11.3 Isolating the structure or specific ems ‘Some structures may be able to be effectively isolated from stray currents by such methods as: = Insulating the structure from moisture with membranes of bitumen or other materials and using rubber bearings etc. Concrete can not be relied on to provide an effective moisture barrier. : Cathodically protecting the structure in accordance with AS 2832.2, (in cases where the stray current potentials are small). ‘One group of specific items that may need protection from stray currents are post tensioned prestressing tendons. These can be protected by using an insulating duct and anchorage system which electrically isolates the prestressing tendon and its anchorages from the concrete and the reinforcing steel cagt c5.4.11.4 Electrical connection of steel components for stray current mitigation Mitigation of stray current corrosion can be provided by connecting the steel components of the bridge or similar structure into an electrically continuous grid of longitudinal and cross members, and providing an electrical current drainage bond between the structure and the rail or current power supply. ‘Tobe fully etfective, the longitudinal electrical members should have an area of at least 400 mm?, (and be located close to the position of the rail). The grid should be connected between successive structural components (such ‘as successive superstructure spans of a bridge, and between the superstructure and each pier), using removable ‘electrical connections. The anchorage at each end of each prestressing tendon should be connected separately to the grid with a removable connection. Reference: _ Report on Prestressing Steel: 6. The influence

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