As-Rissb 7636-2013

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AS 7636: 2013
Australian Railway Infrastructure Accredited Australian Standards

Development Organisation
AS 7636 Railway Structures

AS 7636: 2013
This Australian Railway Standard AS 7636 Railway Structures was prepared by the RISSB Railway Structures
Development Group. It was signed off by the RISSB Railway Structures Development Group and Infrastructure
Standing Committee in May 2013 and subsequently by the Development Advisory Board (DAB) in May 2013. The
DAB confirmed that the process used to develop the standard was in accordance with the RISSB accredited
development process. On the 04 June 2013 the RISSB Board approved the Standard for release. This Standard was
published on the RISSB website (www.rissb.com.au) on the 15 August 2013.
Kevin Taylor
Chief Executive Officer
Rail Industry Safety and Standards Board
The following organisations were represented on the RISSB Railway Structures Development Group :
Brookfield Rail Corp
PTA WA Rio Tinto
RTBU ARTC
Trans Adelaide Queensland Rail
Transport Victoria Pacific National
This Standard was issued on Two occasions for open review was independently validated before being signed off
and the approvals were granted.
RISSB wish to acknowledge the participation of the expert individuals that contributed to the development of this
Standard through their representation on the committees and through the open review periods.
Keeping Standards up-to-date

Australian Standards developed by RISSB are living documents that reflect progress in science, technology and
systems. To maintain their currency, all Standards are reviewed every five years, and new editions are published.
Between editions, amendments may be issued.
Australian Standards developed by RISSB may also be withdrawn. It is important that readers assure themselves
they are using a current RISSB Standard, which should include any amendments that may have been published
since the Standard was published.
Information about Australian Standards to be developed by RISSB, drafts, amendments, and new projects can be
found by visiting www.rissb.com.au
RISSB welcomes suggestions for improvements, and encourages readers to notify it immediately of any apparent
inaccuracies or ambiguities. Contact us via email at rissb@rissb.com.au or write to Rail Industry Safety and
Standards Board, PO Box 4608, Kingston, ACT 2604
© RISSB ABN 58 105 001 465 Page 1 Accredited Australian Standards Development Organisation
AS 7636: 2013
As 7636: 2013
Australian Standards® developed by RISSB
AS 7636: 2013
Australian Railway Infrastructure – Railway Structures
First published as AS 7636:2013
Copyright
RISSB
All rights are reserved. No part of this work may be replaced or copied in any form or by any means, electronic or
mechanical, including photocopying, without the written permission of RISSB.
Published by Rail Industry Safety and Standards Board (RISSB) ABN: 5810-5001-465
P O Box 4608, Kingston, ACT, Australia 2604
ISBN 978-1-74342-571-8
Australian Railway Infrastructure Standards

Important Notice and Disclaimer
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• Standards;
• Codes of Practice;
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• Guidelines; and
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© Rail Industry Safety and Standards Board
© RISSB Page i Version 1,


Document Control
Identification
Document Title Number Version Date
Railway Structures AS 7636 1 2013
Document History
Publication Version Effective Date Page(s) Reason for and Extent of
Affected Change(s)
Authoring & Approval

Name Date
CMT Solutions & Evans & Peck RISSB Board Approval 5 June 2013
Code Change Procedures

The RISSB maintains the master for this document and publishes the current version on the
RISSB website.
Any changes to the content of this publication require the version number to be updated.
Changes to this publication must be approved according to the procedure for developing
management system documents.
The RISSB will identify and communicate changes to this publication.
© RISSB Page ii Version 1,


Contents
1 PREFACE ........................................................................................................................1
1 INTRODUCTION ..............................................................................................................2
1.1 DISCLAIMER ..........................................................................................................2
1.2 DOCUMENT CONTROL ........................................................................................2
1.3 CONTENT ..............................................................................................................3
1.4 PURPOSE: AS 7636 RAILWAY STRUCTURES....................................................4
1.5 SCOPE ...................................................................................................................5
1.6 COMPLIANCE ........................................................................................................5
1.7 REFERENCED DOCUMENTS ...............................................................................6
1.8 DEFINITIONS .........................................................................................................7
2 GENERAL REQUIREMENTS FOR MANAGEMENT OF RAILWAY STRUCTURES ......7
2.1 GENERAL...............................................................................................................7
2.2 SAFETY ..................................................................................................................8
2.3 COMPETENCY MANAGEMENT............................................................................8
2.4 CHANGE MANAGEMENT......................................................................................8
2.5 INTERFACE COORDINATION ..............................................................................8
2.6 STRUCTURES OWNED BY OTHERS...................................................................9
2.7 CLEARANCES .......................................................................................................9
2.8 DOCUMENTATION AND RECORD MANAGEMENT ..........................................10
2.9 RISK MANAGEMENT...........................................................................................10
3 DESIGN..........................................................................................................................11
3.1 FUNCTION ...........................................................................................................11
3.2 GENERAL.............................................................................................................11
3.3 DESIGN MANAGEMENT .....................................................................................12
3.4 DESIGN ................................................................................................................12
3.5 DESIGN CRITERIA ..............................................................................................18
3.6 SIGNAGE .............................................................................................................21
3.7 WALKWAYS/REFUGES/HANDRAILS .................................................................21
3.8 GUARDRAIL SYSTEM .........................................................................................21
4 MANUFACTURING ........................................................................................................21
4.1 GENERAL.............................................................................................................21
4.2 NON-STANDARD STRUCTURAL COMPONENTS .............................................22
4.3 STANDARD PORTABLE PREFABRICATED STRUCTURES .............................23
5 CONSTRUCTION AND COMMISSIONING ...................................................................23
5.1 CONSTRUCTION .................................................................................................23
5.2 CONSTRUCTION PROCEDURES ......................................................................25
5.3 WORKING RESTRICTIONS ................................................................................29
5.4 STRUCTURAL BOLTS AND ANCHORS .............................................................30
© RISSB Page iii Version 1,


5.5 AS-BUILT DRAWINGS .........................................................................................31

5.6 COMMISSIONING REQUIREMENTS ..................................................................31
6 MONITORING AND MAINTENANCE ............................................................................32
6.1 MONITORING ......................................................................................................32
6.2 RATING AND ASSESSMENT OF EXISTING BRIDGES .....................................35
6.3 MAINTENANCE....................................................................................................38
6.4 REHABILITATION ................................................................................................39
7 DECOMMISSIONING AND DISPOSAL .........................................................................39
7.1 DECOMMISSIONING ...........................................................................................39
7.2 DISPOSAL ............................................................................................................40
Appendix Contents
A DEFINITIONS.................................................................................................................41
B STRUCTURE TYPE CLASSIFICATION ........................................................................44
B.1 BRIDGE SECTIONS (DIAGRAMATIC EXAMPLES AND TERMINOLOGY) ........53
C LOADING DIAGRAMS (EXAMPLES ONLY) .................................................................56
D DESIGN PARAMETERS (FOR CONSIDERATION) ......................................................59
E RECOMMENDED FREQUENCIES OF INSPECTIONS ................................................65
E.1 TABLE 1: RECOMMENDED INSPECTION FREQUENCIES ..............................65
E.2 TABLE 2: INSPECTION LATITUDE AND SUBMISSION TIMEFRAME ...............68
F ASSESSMENT METHODS ............................................................................................69
G EXAMPLE CATEGORY TABLES (EXAMPLE FOR POSSIBLE GUIDANCE ONLY) ....75
H STRUCTURALLY CRITICAL MEMBERS ......................................................................98
I STEEL MATERIAL PROPERTIES ...............................................................................101
J SPECIFICATION FOR STEEL FABRICATION OF SECTIONS ..................................102
© RISSB Page iv Version 1,


1 PREFACE
The aim of this Standard is to outline requirements that encourage rail organisations to utilise a
whole-of-life approach to rail structures, and cover the general management requirements,
material composition, manufacturing, construction, maintenance, decommissioning and disposal
of rail structures used in Australian rail operations.
For the purposes of this Standard, all clauses containing the term ‘shall’ are considered
mandatory requirements; all clauses containing the term ‘should’ are considered
recommendations; and all other clauses are explanatory statements. This Standard also
highlights recommended and mandatory sections with (R) and (M) respectively alongside the
paragraph number.
All RISSB standards provide controls for hazards contained in RISSB’s hazard guideline. In this
particular Standard, the reference number of the hazard being addressed is identified in
brackets at the end of each sentence (where appropriate). RISSB’s hazard guideline can be
found on the RISSB website at www.rissb.com.au.
© RISSB Page 1 Version 1,


1 INTRODUCTION
1.1 DISCLAIMER
1.1.1 This Rail Industry Safety and Standards Board (RISSB) Australian Infrastructure
Standard has been drafted for use by rail operators and the rail industry in Australia.
1.1.2 RISSB and all persons acting for the RISSB in preparing the Standard disclaim any
liability or responsibility to any person for any consequences arising directly or
indirectly from the use by the rail industry or organisations of the Standard in whole or
in part, and whether or not in conjunction with, or as a supplement to, the standards
which the rail industry already use.
1.1.3 Users of the Standard should be aware that, while using the Standard, they must also
comply with any relevant Commonwealth, State or Territory legislation relevant to their
operations.
1.1.4 Adherence to the Standard does not replace or exclude the application of such
legislative requirements.
1.1.5 Users are responsible for making their own enquiries in relation to the application of
legislation, and the framers of the Standard accept no responsibility in this regard.
1.1.6 Adherence to the Standard does not necessarily ensure compliance with any relevant
national standards and codes of practice.
1.1.7 Users are responsible for making their own enquiries in relation to compliance with
national standards and codes of practice.
1.1.8 While all reasonable care has been taken in the preparation of this Standard, it is
provided to rail operators without any legal liability on the part of RISSB, and RISSB
[publisher, authors, consultants and editors each] takes no responsibility for loss
suffered by any person resulting in any way from the use of, or reliance on, this
publication.
1.1.9 Responsibility rests with the rail organisation to ensure that all aspects of the Standard
are safe.
1.1.10 © Rail Industry Safety and Standards Board
1.2 DOCUMENT CONTROL
1.2.1 Identification
1.2.1.1 Document title: Railway Structures
1.2.1.2 Number: 7636
1.2.1.3 Version: 1 for publication
1.2.1.4 Publication date:
1.2.2 Preparation and Approval

1.2.2.1 Prepared by: CMT Solutions & Evans & Peck Pty Ltd
1.2.2.2 RISSB Board approval date: 5 June 2013


1.2.3 Distribution and Change

1.2.3.1 The current version of the Standard is available from the RISSB website at
www.rissb.com.au
1.2.3.2 RISSB standards are subject to review at a period not exceeding five years
from their date of publication.
1.2.4 Document History

1.2.4.1 Previous Published Versions
1. None
1.3 CONTENT
1.3.1 Table of Contents

1. INTRODUCTION
1.1 Disclaimer
1.2 Document Control
1.3 Content
1.4 Purpose
1.5 Scope
1.6 Compliance
1.7 Referenced Documents
1.8 Definitions
2. GENERAL REQUIREMENTS FOR THE MANAGEMENT OF RAILWAY STRUCTURES
2.1 General
2.2 Safety
2.3 Competency Management
2.4 Change Management
2.5 Interface Coordination
2.6 Structures Owned by Others
2.7 Clearances
2.8 Documentation and Record Management
2.9 Risk Management
3. DESIGN
3.1 Function
3.2 General
3.3 Design Management
3.4 Design Parameters
3.5 Design Criteria


3.6 Signage
3.7 Walkways/Refuges/Handrails
3.8 Guardrail System
4. MANUFACTURING
4.1 General
4.2 Non-Standard Structural Components
4.3 Standard Portable Pre-fabricated Structures
5. CONSTRUCTION AND COMMISSIONING
5.1 Construction
5.2 Construction Procedures
5.3 Working Restrictions
5.4 Structural Bolts and Anchors
5.5 As-built Drawings
5.6 Commissioning Requirements
6. MONITORING AND MAINTENANCE
6.1 Monitoring
6.2 Rating and Assessment of Existing Bridges
6.3 Maintenance
6.4 Rehabilitation
7 DECOMMISSIONING AND DISPOSAL
7.1 Decommissioning
7.2 Disposal
1.3.2 Document Layout

1.3.2.1 The section and clause numbers provide a unique identifier for each sentence,
recommendation or mandatory item in the document (e.g. this is sentence
1.3.2.1).
1.3.2.2 Mandatory items are identified with the symbol (M) at the left hand side of the
text and are highlighted with the colour shown here.
1.3.2.3 Recommendations are identified with the symbol (R) at the left hand side of the
text, but in this case no highlighting is used.
1.3.2.4 The numbers in parentheses at the end of a particular clause show the hazard
number, taken from the Track and Civil Hazard Trees, for the hazard(s) being
controlled by each requirement.
1.4 PURPOSE: AS 7636 RAILWAY STRUCTURES

1.4.1 This Standard describes a set of mandatory and recommended requirements for the
nomenclature, design, manufacturing, construction, commissioning, inspection,
monitoring, maintenance and decommissioning of rail structures in Australia.


1.4.2 The main purpose of the requirements are to:

(a) provide a uniform basis for compliance with AS 4292.1
(b) clearly and accurately describe each of the essential requirements (functions,
performance, design constraints, quality and risk attributes) of rail structures
and their external interfaces
(c) promote a consistent treatment of rail structures across the Australian rail
industry.
1.5 SCOPE
1.5.1 This Standard provides a whole-of-life approach to rail structures, and covers the
general management requirements, material composition, manufacturing, construction,
maintenance, decommissioning and disposal of rail structures used in Australian rail
operations.
1.5.2 This Standard applies to all gauges; however, the core knowledge on which this
Standard has been developed is based upon the following principal gauges (as
measured between the running faces of the rails at a point 16mm below the rail head):
(a) narrow gauge of 1067mm
(b) standard gauge of 1435mm
(c) broad gauge of 1600mm.
1.5.3 This Standard applies to all structures intended to support the railway track or house
railway operations, including:
(a) all structures within the corridor
(b) all structures adjacent to, below and above railway track.
1.5.4 Tram tracks, cane railways and monorail networks are not included.
1.5.5 This Standard provides the minimum requirements for the design, supply, construction,
maintenance, decommissioning and disposal of rail structures, but is not intended to
supplant higher performance standards based on local experience and good
engineering practice, which may be contained in structural and material standards,
codes, guidelines and procedures of individual rail organisations.
1.5.6 Railway structures addressed in this Standard include the following asset classes and
structure types, as defined in Appendix A:
(a) bridges
(b) culverts
(c) tunnels
(d) miscellaneous structures.
1.5.7 Typical railway structure material types that are addressed in this Standard include:
(a) timber
(b) steel (including wrought and cast iron)
(c) concrete
(d) brick and masonry
(e) other miscellaneous materials (e.g. Fibre Reinforced Plastics).
1.6 COMPLIANCE
1.6.1 There are two types of controls contained within the RISSB Australian Infrastructure
Standards: 1) mandatory (M) requirements; and 2) recommended (R) requirements.


1.6.2 Both types of controls address hazards that are deemed to require controls on the
basis of existing Australian and international infrastructure practices and standards.
1.6.3 A mandatory requirement is one that the Standard recognises as the only way of
treating the hazard.
1.6.4 A recommended requirement is one where the Standard recognises that there are
limitations to the universal application of the requirement, and that there may be
circumstances where the control cannot be applied or where other controls may be
appropriate or satisfactory, subject to agreement with the Railway Infrastructure
Manager and/or Rail Safety Regulator.
1.7 REFERENCED DOCUMENTS
1.7.1 Referenced Australian standards shall mean the current edition of the Standard,
including any amendments.
1.7.2 The following standards, guidelines and/or codes of practice are referred to in this
Standard:
(a) AS 5100: Bridge Design

(b) AS 4100: Steel Structures
(c) AS 1170: Structural Design Actions
(d) AS 1391: Metallic Materials – Tensile Testing at Ambient Temperature
(e) AS 1597.1 Precast reinforced concrete box culverts
(f) AS 3600: Concrete Structures
(g) Building Code of Australia (BCA)
(h) AS 4678: Earth Retaining Structures
(i) AS 2327.1: Composite Structures – Simply Supported Beams
(j) AS 2159: Piling – Design and Installation
(k) AS 4292: Rail Safety Management
(l) AS 2601: The Demolition of Structures
(m) AS 1428.1: Design for Access and Mobility
(n) AS/NZS 2041.1 Buried corrugated metal structures
(o) AS/NZS 15288: Systems Engineering
(p) AS 2312: Guide to the Protection of Structural Steel Against Atmospheric
Corrosion by the Use of Protective Coatings
(q) AS 7633: Railway Infrastructure – Track Clearances
(r) AS 7637: Railway Infrastructure – Hydrology and Hydraulics
(s) AS 4680: Hot-dip Galvanised (Zinc) Coatings on Fabricated Ferrous Articles
(t) AS 1657: Fixed Platforms, Walkways, Stairways and Ladders – Design,
Construction and Installation
(u) AS 3725: Design for Installation of Buried Concrete Pipes
(v) AS 4058: Precast Concrete Pipes (Pressure and Non-pressure)
(w) AS 7638: Railway Infrastructure – Earthworks
(x) AS ISO 13822: Basis for Design of Structures – Assessment of Existing
Structures
(y) AS 1252: High-strength Steel Bolts with Associated Nuts and Washers for
Structural Engineering
(z) AS 1289: Method of Testing Soils for Engineering Purposes
(aa) AS 3703: Long-span Corrugated Steel Structures
(bb) AS 4676: Structural Design Requirements for Utility Services Poles


1.7.3 The following standards, guidelines and/or codes of practice are listed here for
information only:
(a) AS 4600: Cold-formed Steel Structures

(b) AS/NZS 4671: Steel Reinforcing Materials
(c) EN 10168: Steel Products – Inspection Documents – List of Information and
Description
(d) EN 10204: Metallic Products – Types of Inspection Documents
(e) AS/NZS 1050: Methods for the Analysis of Iron and Steel Series
(f) AS 3735: Concrete Structures Retaining Liquids
(g) AS 2870: Residential Slabs and Footings
(h) AS 1012: Methods of Testing Concrete Series
(i) AS 1379: Specification and Supply of Concrete
(j) AS 3700: Masonry Structures
(k) AS/NZS 4455.3, Masonry Units, Pavers, Flags and Segmental Retaining Wall
Units – Segmental Retaining Wall Units
(l) AS 1720.1: Timber Structures – Design Methods
(m) AS 1684: Residential Timber Series
(n) AS/NZS 4063: Characterisation of Structural Timber Series
(o) AS/NZS 1080: Timber – Methods of Testing Series
(p) AS 1604: Specification for Preservative Treatment Series
(q) AS 5604: Natural Durability Ratings
(r) AS 4997: Guidelines for the Design of Maritime Structures
(s) AS 7640: Rail Management
(t) AS 1726: Geotechnical Site Investigations.
1.8 DEFINITIONS
1.8.1 General railway technical terms extracted from the RISSB National Guideline –
Glossary of Railway Terminology can be found in Appendix A
(a) Specific terms used in this Standard are defined below.
1.8.2 Certification: The process by which an independent competent person

confirms/attests the compliance of a product/products to required safety, quality and
purpose parameters within Commonwealth, State or Territory legislation relevant to
their operations.
1.8.3 Load rating: A calculation of the load carrying capacity of a structure within the stress
limits of design code requirements, assessed against a specific reference load or
against design load.
2 GENERAL REQUIREMENTS FOR MANAGEMENT OF RAILWAY

STRUCTURES
2.1 GENERAL
2.1.1 (M) All rail structures shall be managed by the Railway Infrastructure Manager as part
of an integrated track and civil infrastructure management system that ensures all track
and civil infrastructure is safe.


2.1.2 (M) All rail structures shall be designed to the relevant Australian standards and
requirements specified in this Standard.
2.1.3 (M) The Railway Infrastructure Manager shall establish a safety management system
for railway operations pertaining to track and civil infrastructure, incorporating all
structures on, adjacent, under and/or over track, which complies with rail safety
regulations and Occupational Health & Safety (OH&S) legislation in the applicable
State or Territory.
2.1.4 (R) The development and implementation of the structure life cycle processes should
include tailored conformance with AS/NZS 15288, which provides a common
framework for describing the life cycle of systems created by humans, and a set of
well-defined processes and associated terminology.
2.2 SAFETY
2.2.1 (M) All railway structures shall be designed, constructed, installed and maintained in a
condition appropriate to safely meet both operational and functional requirements in the
applicable State or Territory, giving due consideration to the age and condition of
adjacent infrastructure, the operating regime, traffic tasks and seasonal climatic
conditions.
2.2.2 (M) The management of railway structures, including the design, construction,
maintenance and refurbishment of all new and existing structures, shall take into
account safety considerations for construction and maintenance personnel and any
other parties, including operations personnel who may be required to use the structure.
2.3 COMPETENCY MANAGEMENT
2.3.1 (M) Competency management procedures shall be established by Railway
Infrastructure Managers to ensure all works, inclusive of design, construction,
monitoring and maintenance on railway structures, are carried out by staff deemed
competent and suitably qualified to undertake that work.
2.3.2 (R) Rail organisations should document each training requirement and associated
competency certification relevant to perform each type of work on all railway structures.
2.4 CHANGE MANAGEMENT
2.4.1 (M) The Railway Infrastructure Manager shall ensure that change management
procedures for structures are established by all relevant stakeholders, to ensure proper
identification and control of the safety risks associated with changes to the structures.
2.5 INTERFACE COORDINATION
1. The major stakeholder, which will always be involved in the management of

structures, is the Railway Infrastructure Manager. However, for bridges, tunnels and
other structures which may support road or infrastructure other than rail, major
stakeholders may also include the road manager, the municipal council, and private
and/or corporate property developers (including lessors where applicable) and
owners.
2. (R) The design of each structure should be integrated taking into account all
associated requirements, such as track alignments and clearances, service routes,
overhead wiring and signalling infrastructure, drainage, bonding, and architectural
treatments.


3. (M) For structures owned by others, the Railway Infrastructure Manager shall
ensure there is an Interface Coordination Plan and agreement covering the
responsibilities of each party in relation to the management of the structure.
2.5.1 Operational Parameters
1. (R) The permissible parameters of operation for each train should be compatible with
limitations identified within the track and civil infrastructure, including any limitations
identified for railway structures.
2. (R) An Interface Coordination Plan should be developed and should include
practices for the communication of the permissible parameters of operation to all
relevant persons and organisations.
3. (R) The attention of train operators should be specifically drawn to infrastructure
locations that do not meet the standards established for the nominally defined
Interstate, State or Territory operating regimes.
2.5.2 Provision for Services
1. (R) Provision should be made when designing and constructing structures for
services for which the Railway Infrastructure Manager is accountable and which are
owned by other authorities and utilities.
2. (R) Coordination with the relevant owners should be undertaken to ensure that the
location and fixing of service ducts is, wherever possible, designed so that future
access to the structure and to service ducts for inspection and maintenance is safe
and unimpeded.
2.6 STRUCTURES OWNED BY OTHERS

2.6.1 (M) Where structures are owned by other persons or organisations, and are subject to
agreements whereby the Railway Infrastructure Manager can require that person or
organisation to rate the functional capacity of the structure, it shall be so rated and
certified as per the relevant standards and applicable regulatory requirements.
2.6.2 (M) Where a structure owned by another person or organisation is considered to
present an unacceptable risk to the safe passage of trains, the Railway Infrastructure
Manager shall:
(a) (M) notify the relevant person or organisation in writing, requesting

appropriate action be taken to reduce the risk to acceptable levels
(b) (M) consider the need to impose operational restrictions or other means to
reduce any immediate risk
(c) (M) consider reporting the situation to the appropriate regulatory authorities
for resolution, where the risk has not been satisfactorily addressed.
2.7 CLEARANCES
2.7.1 (M) Horizontal and vertical clearances for bridges, structures and services shall comply
with the requirements and recommendations in AS 7633 and other local operational
requirements and guidelines.


2.8 DOCUMENTATION AND RECORD MANAGEMENT

2.8.1 (M) The Railway Infrastructure Manager shall maintain relevant documentation on all
railway structures, so that the capacity of the infrastructure to perform its required
function is recorded, and any change to that capacity is documented.
2.8.2 (M) The Railway Infrastructure Manager shall establish and maintain local policies and
procedures for the maintenance of records, ensuring compliance with the requirements
of the Safety Act and State and/or Territory legislation.
2.8.3 (M) Documentation shall be maintained during the operational life and until all
components of the structure have been completely removed, for all railway structures.
2.8.4 (M) Documentation shall be available for audit purposes, in accordance with national
standards and the relevant Commonwealth, State and/or Territory legislation.
2.8.5 (R) At a minimum, documentation on railway structures should include:
(a) (R) a register providing a description of all structures to be inspected – this

description should be in terms of primary material of construction and should
define each structural category and member accordingly
(b) (R) a system for defining their location on the network
(c) (R) governing standards, procedures and work instructions applicable to their
management through each life cycle stage
(d) (R) design and rating records, including digital analysis data where appropriate,
required to achieve the specified functional capability
(e) (R) engineering drawings detailing design layout configurations, component
manufacturing details and as-built construction
(f) (R) hazard locations that have the potential to impact on defined functional
capacity
(g) (R) inspection and assessment requirements, including details from visual
inspections, commissioned detailed engineering inspections, investigations and
analysis when required, and records of the inspections and assessments
carried out and when results of recommendations will be actioned
(h) (R) engineering drawings detailing layouts of any modification, repair or renewal
works conducted on the infrastructure.
2.9 RISK MANAGEMENT

2.9.1 (M) The Railway Infrastructure Manager shall ensure that appropriate risk management
processes are implemented and/or undertaken to ensure that health and safety is
qualified by what is reasonably practical.
2.9.2 (M) Reasonably practical requires consideration of, at a minimum, the following
relevant matters:
(a) (M) the likelihood of the hazard or the risk occurring

(b) (M) the degree of harm that might result from the hazard or the risk
(c) (M) knowledge about the hazard or the risk, and ways of eliminating or
minimising the risk
(d) (M) the availability and suitability of ways to eliminate or minimise the risk,
including engineering, administrative and behavioural strategies.
(e) (M) after assessing the extent of the risk and the available ways of eliminating
or minimising it, the cost associated with eliminating or minimising it, including
whether the cost is grossly disproportionate to the risk.


2.9.3 (M) Where additional stakeholders (refer Clause 2.5.3) may have a duty for the same
matter in relation to the structure, the Railway Infrastructure Manager shall retain
responsibility for their duty where:
(a) (M) The Railway Infrastructure Manager shall discharge it to the extent to which
the other stakeholder has the capacity to influence or control the matter.
(b) (M) If there is an agreement or arrangement in place claiming to limit or remove
that capacity, then the Railway Infrastructure Manager is also limited by the
terms and conditions of that agreement or arrangement.
2.9.4 Structures risk management entails an assessment of all risks to maintenance and
repair staff, adjacent roads and rail infrastructure, pedestrian, and livestock traffic, with
reference to the structure, the layout of adjacent infrastructure, site characteristics,
climatic hazards, signage, design and maintenance access requirements.
2.9.5 The purpose of the risk management process is to assess and quantify the identified
risks, and to specify or recommend measures aimed at mitigating those risks.
2.9.6 (R) Risk management should involve conducting risk reviews throughout the life of the
structure, particularly when significant changes to an as-designed structure's
configuration or structurally critical elements occur, either rapidly or progressively
throughout its life cycle.
3 DESIGN
3.1 FUNCTION
3.1.1 The function of this section is to provide guidelines and set standards to ensure that
railway structures:
(a) built adjacent to, on or over, or to support the railway (e.g. underbridges) are
safe and fit for purpose
(b) owned by others on, or adjacent to, the railway corridor comply with the relevant
standards, and are sound, of safe construction, and maintained in safe
condition.
3.1.2 Design, in relation to a structure, includes the design of all or part of the structure, and
the redesign or modification of a design.
3.2 GENERAL
3.2.1 (M) The structure shall be designed to comply with safe design requirements in
accordance with the relevant standards, and: (6.7)
(a) (M) in such a manner that it shall be capable of carrying and transferring the
loads, within the allowable stresses, including its self-weight applied during its
intended life. (6.7)
3.2.2 (M) The structure shall be designed so that there is at least one safe and feasible
method for its execution and for its subsequent decommissioning.


3.2.3 (M) Where this Standard is silent, design shall comply with good practice, Australian
standards and the general requirements of the ‘AREMA’ Manual of Railway
Engineering, and other relevant international codes, standards and guidelines.
3.2.4 (M) The design of all structures shall take into account construction constraints
particularly under live road and rail operation conditions and track possession
constraints.
3.2.5 (M) The structure shall be designed in such a manner that it will not affect the safety of
railway operations, or the safety of persons whose duties take them on or near the line,
including, where relevant: (1.3)
(a) (M) groundwater (particularly in tunnels)

(b) (M) potential arching of electric power equipment
(c) (M) sighting for train drivers
(d) (M) sighting for track staff
(e) (M) provision of positions of safety
(f) (M) provision of emergency access
(g) (M) provision of maintenance access.
3.2.6 (R) Where relevant, consideration should be given so that the design allows the
structure to be executed in such a way that it may not be damaged by accidental
events or vandalism.
3.2.7 Safe design of the structure includes the integration of control measures early in the
design process to eliminate or, if this is not reasonably practical, to minimise risks to
health and safety through the life of the structure being designed.
3.2.8 General definitions and diagrammatic examples of structural components are provided
in Appendix A and Appendix B of this Standard.
3.3 DESIGN MANAGEMENT
3.3.1 (R) Where appropriate, a Design Management Plan should be developed that clearly
details the design requirements and constraints, strategy, planning, resource
requirements, and financial management of the design project.
3.4 DESIGN
1. (M) The design of all new or replacement structures shall consider and, where
relevant, take into account the following:
(a) (M) safety in design

(b) (M) service loads (and dynamic response) for current and known future
operating requirements
(c) (M) intended life and use (12.7, 12.21)
(d) (M) clearances
(e) (M) suitability of materials
(f) (M) services and utilities
(g) (M) constructability and construction methodology
(h) (M) whole-of-life considerations
(i) (M) environment and heritage
(j) (M) accessibility
(k) (M) aesthetics of the structure
(l) (M) drainage and waterway requirements


(m) (M) geometry – alignment and approaches

(n) (M) impact and derailment protection
(o) (M) earthquake.
3.4.1 Design Loads

3.4.1.1 Live Loads
2. (M) Design load shall be as specified in relevant Australian standards, or as

specified by the Railway Infrastructure Manager:
(a) (M) Walkways and footbridges shall be designed in accordance with the
requirements of AS 5100, and should also consider other possible loads
from, for example, light maintenance vehicles.
2. (M) All load factors shall be in accordance with AS 5100, except as varied with the
approval of the Railway Infrastructure Manager.
3. Refer to Appendix C for details on loading diagrams for specific train consists.
These diagrams are provided as an example. Loads shall be calculated as per
requirements in AS 5100 for the unique operating requirements on which the
structure is to be used.
3.4.1.2 Nosing Loads (Lateral Loads)
1. (M) The proportioning of nosing load shall be calculated in accordance with AS 5100.
3.4.1.3 Dead Loads
1. (R) Design should take into consideration the possibility of the design loads on the
structure being exceeded in future, or to minimise the risk of the design loads being
exceeded in future:
(a) (R) Examples include ensuring adequate drainage of the structure to deter
ponding, and allowances for changes in surfacing material where applicable.
(b) (R) Suitable mitigation measures to minimise any risks of increases to actual
dead loads should be implemented.
1. (M) All design live loads shall be shown on the General Arrangement drawings of the
structure.
3.4.1.4 Environmental Loads
1. (M) Earthquake loading for structures shall be undertaken on a risk-based approach

in consideration of regional conditions, and comply with AS 1170, AS 5100 and other
relevant risk and relevant material standards as appropriate. (12.12)
2. (R) The class of bridge for seismic loading, in accordance with AS 5100 Table 14.3.1
Bridge Earthquake Design Category, is recommended as:
(a) (R) bridges on running lines as classified in AS 7630 are Type III (i.e.
essential to post-earthquake recovery)


(b) (R) bridges on sidings as classified in AS 7630 are Type I, except for bridges
over roadways or railways which are Type II.
1. (M) Wind loading for all structures shall be designed in compliance with AS 1170.
3.4.1.5 Dynamic Load Allowance
1. (M) The dynamic load allowance (DLA) used in the load rating assessment of railway
underbridges shall be in accordance with AS 5100.
3.4.2 Safety in Design

3.4.2.1 (M) The Railway Infrastructure Manager shall be responsible for ensuring that
the designer of the structure clearly understands their responsibilities and
obligations to ensure the design of the structure will not affect the health and
safety of persons:
(a) (M) during construction of the structure

(b) (M) when the structure has been constructed and is being used for the
purpose it was originally designed for
(c) (M) where the structure has been decommissioned and/or is not being used
for the purpose it was originally designed for, yet has not been removed
and/or demolished, and either all or partial components remain (i.e.
abutments on bridges).
3.4.3 Intended Use and Life

3.4.3.1 (M) Bridge structures, including retaining walls and major culverts, shall be
designed for a 100-year life in accordance with AS 5100.1, unless a shorter
design life to match the life cycle of the other railway infrastructure is intended,
and shall be subject to the approval of the Railway Infrastructure Manager.
3.4.3.2 (M) Other structures shall be designed for the design life specified in the
relevant Australian standards. Any reduction to design life shall be subject to
the approval of the Railway Infrastructure Manager.
3.4.3.3 (R) The design life of structures should align with the life cycle of the rail
infrastructure it supports, and shall be assessed in accordance with the
relevant standards and manufacturers' recommendations for the materials and
components.
3.4.4 Adequacy of Structure Gauging, Clearances and Dimensions
3.4.4.1 (M) The design shall consider the required horizontal, vertical and below rail
clearances and dimensions in accordance with AS 7633.
3.4.4.2 (M) If the design covers work adjacent to running tracks, then the design shall
provide adequate trackside clearances for construction equipment.
(a) (R) The minimum recommended clearance should be the kinetic envelope as
defined in AS 7633, plus 200mm.


3.4.5 Suitability of Materials

3.4.5.1 (R) Approved construction materials for main structural elements are steel and
concrete. Notwithstanding that, materials used in the design should be the
most appropriate to the function and requirements of the structure.
3.4.5.2 (R) With the exception of bridge transoms, timber materials should generally
not be used as structural elements in the design of new bridges and structures:
(a) (R) In recommending timber materials, the Railway Infrastructure Manager

should consider durability and maintenance, as well as availability in the
region of the species and size of members specified.
3.4.5.3 (R) Where steel structures are preferred because of economic, aesthetic or
practical considerations, and component size precludes galvanising, the
protection system should adhere to AS 2312:
(a) (R) Corrosion protection systems, including preparation, should be shown on

structural drawings.
3.4.5.4 (R) Masonry is approved for existing structures, and should only be used for
the design of new structures subject to the approval of the Railway
Infrastructure Manager.
3.4.5.5 (R) Fibre composite, engineered timber products and other approved materials
may be used, subject to the approval of the Railway Infrastructure Manager.
3.4.6 Services and Utilities
3.4.6.1 (M) Where provision for services owned by other authorities and utilities is
required, the Railway Infrastructure Manager shall:
(a) (M) consult with the relevant authorities and, where appropriate, make
provision for these services in the structure
(b) (M) design the location and the fixing of such services, so as to allow safe
and unimpeded access to the structure for inspection and maintenance.
3.4.7 Constructability
3.4.7.1 (R) The Railway Infrastructure Manager should equally balance design
efficiency with short construction times (specifically to fit in with block
possessions) when producing plans and design specifications, taking careful
consideration where design efficiency is compromised for shorter construction
periods.
3.4.8 Whole-of-life Considerations
3.4.8.1 (M) Structures shall be designed and detailed to ensure durability for the
purpose for which they were required.
3.4.8.2 (R) Structures should be designed and detailed to:
(a) (R) minimise maintenance

(b) (R) safely facilitate inspection and maintenance activities.


3.4.8.3 (R) Where required, specific maintenance procedures should be documented

on the construction drawings.
3.4.9 Environment and Heritage
3.4.9.1 (M) The design shall take into consideration all potential impacts to
environmental and heritage matters, and shall comply with the legal and
associated regulatory requirements.
3.4.9.2 (M) Relevant State and/or Territory registers shall be referenced before
planning any changes to structure assets, to ensure that changes comply with
the requirements of all relevant heritage acts.
3.4.9.3 (M) The design process shall accommodate the procedures, timings and
commitments associated with obtaining heritage, tenure, environmental and
other government approval requirements.
3.4.10 Accessibility
3.4.10.1 (R) Designs for structures should provide safe access for inspection and
maintenance. This may include access steps, ladders, cages, walkways,
refuges and fixing points, and:
(a) (R) where possible, jacking points should be provided to facilitate bearing
maintenance and replacement as necessary
(b) (R) where box girder bridges are provided with access hatches to voids in the
superstructure, access manholes should be provided outside in a safe
accessible area away from rail traffic.
3.4.10.2 (R) Where elements of a structure are to be accessed by pedestrians, cyclists

and/or animals, consideration should be given to the provision of accessibility
by all as per the requirements of AS 1428.1.
3.4.10.3 (R) Structures that are to provide above-ground walkways for pedestrians,
cyclists or animals (including equestrian access) must be fit for purpose and in
compliance with safety regulations, AS 5100 and State and/or Territory
regulatory requirements.
3.4.10.4 (M) Safe access to and safe working on the structures shall be provided in
accordance with the requirements of AS 1657.
3.4.11 Aesthetics of the Structure and Surrounds
3.4.11.1 (R) All structures in urban areas and visually important sites in rural areas
should be given appropriate aesthetic design considerations, where
practicable.
3.4.11.2 (R) In situations where aesthetics are a major consideration in the design,
materials adopted may be varied from those specified in other sections of this
Standard on the basis of aesthetic assessment. Any such deviation should be
subject to the approval of the Railway Infrastructure Manager.
3.4.12 Hydrology, Drainage and Waterway Requirements
3.4.12.1 (M) All hydrology, drainage and waterway requirements shall be designed in
accordance with Australian Rainfall and Runoff Guidelines, Austroads
Waterway Design Manual, AS 5100, AS 7637 and Australian standards as
applicable:


(a) (M) Scour protection shall be provided where there is history of scouring and
washaways, and/or where hydraulic assessments indicate a potential
problem.
3.4.12.2 Flood discharges are generally to be determined for average return intervals
(ARI) of 10 year, 20 year, 50 year, 100 year, 2000 year and probable maximum
flood (PMF) events.
3.4.12.3 (M) Hydraulic design for a bridge or drainage structure shall conform with the
requirements of AS 7637.
3.4.12.4 (M) Where the design of the bridge or drainage structure is for a new track
alignment that runs parallel to an existing track or road, the waterway of the
adjacent drainage structure shall be compared with that of the designed
structure, to ensure that there is no adverse hydraulic impact as a result.
(a) (R) In particular, the design of the bridge or drainage structure should be
checked for any backwater effect caused by raised floodways or access
roads downstream.
(b) (R) Similarly, considerations should be taken to ensure that there are no
adverse backwater effects caused by the design of bridge or drainage
structures to any adjacent structures or tracks.
3.4.13 Geometry – Alignment and Approaches

3.4.13.1 (R) Consideration should be given during preliminary design, to maximise
lateral stability and minimise the force of braking loads and impacts on the
structure due to alignment approach.
3.4.13.2 (M) Careful consideration shall be given to the design of bridge approach
embankments to avoid long-term settlement of approaches. Reinforced soil
transition approach or other suitable transition approach to an abutment shall
be provided for all rail bridges, except where there is a rock foundation at up to
3m depth from rail level.
3.4.14 Impact and Derailment Protection
1. (M) All piers and columns supporting elevated structures over roads or railway tracks
shall comply with the provisions of collision protection and loading in AS 5100,
unless directed otherwise by the Railway Infrastructure Manager. (7.8)
2. (M) Bridge spans over roadways with less than the regulated vertical clearance shall
be risk assessed for collisions by road traffic, and where deemed necessary,
protection barriers shall be installed to protect the bridge spans from collision:
(a) (M) Design of protection beams for bridges with low clearance shall comply with
AS 5100.
3.4.15 Impact from falling objects
1. (R) Measures should be considered to be implemented to minimise the risk of falling

objects (or objects being thrown) from bridge spans onto vehicular, pedestrian or
other traffic. (7.4)


3.5 DESIGN CRITERIA

3.5.1 Bridges
3.5.1.1 (M) All bridges shall be designed to AS 5100 and the requirements specified in
this document.
3.5.1.2 Further requirements and recommendations relevant to the design of bridges
are given in Appendix D of this Standard.
3.5.1.3 (M) The design of metal arch bridges shall comply with the requirements of AS
3703.
3.5.2 Culverts
3.5.2.1 (M) Culverts shall be designed as per the loading effects prescribed in AS
5100, unless otherwise modified and approved by the Railway Infrastructure
Manager to suit the track classification and operating environment.
3.5.2.2 Further requirements and recommendations relevant to the design of culverts
3.5.2.3 (M) Precast concrete box culverts supporting railway tracks shall be designed
as per the loading effects prescribed in AS 5100, unless otherwise modified
and approved by the Railway Infrastructure Manager, and shall comply with the
requirements in AS 1597.
3.5.2.4 (M) Concrete pipes supporting railway tracks shall be designed as per the
loading effects prescribed in AS 5100, unless otherwise modified and approved
by the Railway Infrastructure Manager, and shall comply with the requirements
in AS 3725 and AS 4058.
3.5.2.5 (M) Buried corrugated metal pipe culverts supporting railway tracks shall be
designed as per the loading effects prescribed in AS 5100, unless otherwise
modified and approved by the Railway Infrastructure Manager, and shall
comply with the requirements of AS 2041.
3.5.3 Tunnels
3.5.3.1 (M) All tunnels shall be designed to comply with the requirements of all relevant
Australian standards, specific site geotechnical parameters and the
requirements of this Standard.
3.5.3.2 (M) Tunnels shall be designed to accommodate transit space requirements,
services, plant and equipment:
(a) (R) where necessary tunnels should also incorporate niches to accommodate
refuges, plant and equipment
3.5.3.3 (M) Tunnel linings and fittings shall be designed to mitigate the effects of stray
currents from overhead wiring systems.
3.5.3.4 (M) Drainage systems shall be designed to collect and dispose of any seepage
and surface water that enters the tunnel in order that the track infrastructure is
kept well drained and that no seepage drips onto the track:
(a) (M) In addition drainage shall be so configured that in the event of a

blockage, any overflow will not effect operations or the reliability of the
infrastructure.


(b) (M) Consideration shall also be given to the level of waterproofing required
behind the tunnel lining and an assessment made of the possible effects of
any build up of water pressure behind the lining against those of allowing
some seepage through the lining and onto the track bed.
3.5.3.5 (M) Tunnels and their associated systems shall be designed to allow
acceptable noise and vibration during operation:
(a) (M) Operational noise and vibration (inclusive of air-borne and ground-borne
noise and vibration) shall be within the relevant State and Federal regulatory
requirements.
3.5.3.6 (M) Tunnels shall be designed to comply with acceptable and regulatory levels
of fire safety for train crews, rail passengers and all other staff, contractors,
emergency services personnel, and, where appropriate, the public. (6.14)
3.5.3.7 (M) All overhead wiring, tunnel lighting and all other electrical wiring shall be
designed and installed in compliance with the relevant Australian standards.
3.5.3.8 (M) The design life of tunnels shall be 100 years.
3.5.3.9 (M) Structures to be constructed over and/or adjacent to tunnels shall be
suitably designed to take into account the interface with the tunnel
infrastructure.
3.5.3.10 Further requirements and recommendations relevant to the design of tunnels
3.5.4 Platforms
3.5.4.1 (M) Platforms shall be designed to AS 4678, AS 4100, AS 3600 or AS 2327.1,
as appropriate.
3.5.5 Air Space Developments
3.5.5.1 (M) All designs of air space developments are to comply with the requirements
of AS 1170.4, AS 5100, the Building Code of Australia, other relevant
Australian standards, and the requirements of this Standard and the Railway
3.5.6 Overhead Wiring Structures and Gantry Structures
3.5.6.1 (M) The components of overhead wiring structures and gantry structures shall
be designed in accordance with this Standard and other relevant Australian
standards, including those listed below:
(a) (M) Steel structures shall be designed to AS 4100, and hot-dip galvanised in
accordance with AS 4680.
(b) (M) Concrete footings shall be designed to AS 3600 and AS 2159.
(c) (M) The design of electric components shall be designed to all relevant
Australian standards, and in accordance with the operational requirements of
the railway.
(d) (M) Pole structures supporting road or railway signalling equipment shall be
designed to AS 4676.


3.5.6.2 (M) Overhead wiring structures and gantry structures shall be designed for a
serviceable life of 100 years.
3.5.7 Buffer Stops
3.5.7.1 (M) Buffer stops shall be designed in accordance with relevant Australian
standards and the requirements in this Standard:
(a) (M) and shall be subject to due consideration of the adequate protection of
people and property at or beyond the end of the track.
3.5.7.2 (M) A risk assessment shall be carried out to determine the design criteria, and
to:
(a) (M) determine whether additional overrun protection is required

(b) (M) determine whether energy absorbing or rigid buffer stop is required.
3.5.7.3 (M) A risk assessment shall consider the following factors:
(a) (M) speed of rail vehicles approaching the line/siding termination

(b) (M) proximity and criticality of adjacent structures, buildings, facilities and
residential/commercial property
(c) (M) type and mass of rail vehicles
(d) (M) track usage level
(e) (M) train patronage level
(f) (M) potential proximity of personnel/public
(g) (M) concourse areas (where located at the end of the tracks and/or same
ground level)
(h) (M) any other site specific relevant factors.
3.5.7.4 (M) Buffer stops shall be designed for a life of 40 years.

3.5.7.5 (M) The average grade and length of the dead end track shall be designed
appropriately for the speed and type of vehicle approaching the buffer stop.
3.5.7.6 (M) The design of buffer stops shall be suitably robust for the current/future
known operations of the railway, and shall be designed using proven structural
design methods.
3.5.8 Track Slabs
3.5.8.1 (M) Track slabs in bridge structures shall be designed as one-way slabs in
accordance with AS 5100. The design of track slabs on ground shall comply
with the requirements of AS 5100 and the specific geotechnical parameters of
the site.
3.5.9 Retaining Walls and Rock Shelters
3.5.9.1 (M) Retaining walls and rock shelters shall be designed to AS 4678, AS 7638,
AS 5100.3, other relevant Australian standards and the requirements of this
Standard.


3.5.10 Miscellaneous Structures

3.5.10.1 (M) All miscellaneous structures shall be designed to the relevant Australian
standards for the type of structure, and the requirements specified in this
Standard.
3.5.10.2 Description of miscellaneous structures in this Standard is given in Appendix B.
3.6 SIGNAGE
3.6.1 (R) Designers should ensure that provision is made in the design for the location and
installation of warning plaques and other relevant signage, including structure
identification plaques, limited clearance warnings, refuge locations and details on
loading constraints:
(a) (R) The location of such signage should be clearly visible, and fixing details
should not impair the structural integrity of any structural component.
3.6.2 (M) All bridges and other fixed structures included within the scope of this Standard
shall have unique identification:
(a) (M) such identification shall be conspicuous from both road and rail, where
appropriate.
3.7 WALKWAYS/REFUGES/HANDRAILS
3.7.1 (M) Appropriate risk assessment shall be carried out to determine the need for
walkways/refuges/handrails.
3.7.2 (M) Where walkways/refuges/handrails are required, these shall be designed to comply
with current Federal, State and/or Territory standards and requirements.
3.8 GUARDRAIL SYSTEM
3.8.1 (M) The Railway Infrastructure Manager shall be responsible for ensuring guardrails
and/or guardrail systems are implemented where Federal, State and/or Territory
standards dictate, and/or where appropriate risk assessments have been carried out to
determine their requirement.
4 MANUFACTURING
4.1 GENERAL
4.1.1 (M) Railway Infrastructure Managers shall ensure that all manufacturers,
subcontractors and suppliers involved in the supply, manufacture and acceptance of
structural materials and 'off-the-shelf' components shall be quality assured (5.26)
(a) (M) and have appropriate procedures in place to guarantee the quality of the
materials. (5.26)
4.1.2 (M) The Railway Infrastructure Manager shall ensure that all structural materials and
components shall conform to the requirements and test standards of the relevant
Australian standards (5.26)


(a) (M) and shall be in accordance with the relevant engineering drawings and
specifications. (5.26)
4.1.3 (M) The Railway Infrastructure Manager shall check that component materials meet
manufacturing standards (5.26)
(a) (M) and are within acceptable tolerance limits for the track, its geometry and
the operating regimes. (5.26)
4.1.4 (M) Procedures for supervising the testing and acceptance of component materials
shall be in place, consistent with the requirements of the rail organisation's quality and
safety management systems. (5.26)
4.1.5 (M) The Railway Infrastructure Manager shall obtain all relevant certificates of physical
tests and of chemical analysis conducted on component materials from the
manufacturers. (5.26)
4.2 NON-STANDARD STRUCTURAL COMPONENTS
4.2.1 Identification
1. Non-standard structural components refer to all structural elements that require

some site-specific design requirements. Typical elements include:
(a) built-up steel members
(b) prestressed concrete members
(c) lattice structures
(d) footings or foundations
(e) ground anchors
(f) bridge girders
(g) gantries.
2. (M) The manufacture of all elements within non-standard structural components shall
be in accordance with the design specifications, as detailed in the design and as
established in the design process detailed in Section 3 of this Standard.
3. (M) Where new or infrequently used products are specified in the structure design
documentation, the Railway Infrastructure Manager shall ensure that any special
requirements or practices in relation to the product are understood prior to release of
the design documentation.
4.2.2 Fabrication of Materials

4.2.2.1 (M) The fabrication of all structural steel girders and other components shall
comply with the various Australian standards and other reference documents in
the technical and manufacturer's specifications.
(a) (M) All fabrication work shall be undertaken in accordance with the relevant
approved drawings and specifications.
4.2.2.2 (R) Preferred steel grades should be:
(a) (R) hot rolled sections – grade 300, grade 350

(b) (R) hollow sections – grade C350


(c) (R) flange and web plates – grade 250L 15 (minimum)

(d) (R) other plates and flats – grade 250
(e) (R) welded sections – grade 300, grade 350.
4.2.2.3 Details of relevant standards for reference of manufacturing specifications for

steel fabrication sections are shown in Appendix J.
4.3 STANDARD PORTABLE PREFABRICATED STRUCTURES
4.3.1 Standard structures are those that are non-site specific, which can be fabricated off-site
and then installed or erected on-site. Typical examples include:
(a) reinforced box culverts

(b) pipes
(c) lighting poles
(d) portable buildings
(e) portable bridges.
4.3.2 (M) The Railway Infrastructure Manager shall ensure that all off-the-shelf structural
elements are fit for purpose for the operational environment and requirements under
which they will be used.
4.3.3 (M) The Railway Infrastructure Manager shall ensure that the design and
manufacturing procedures of standard and portable structures complies with relevant
Commonwealth, State and/or Territory certifications.
4.3.4 (M) Buried corrugated metal structures shall not be used unless approved by the
Railway Infrastructure Manager.
5 CONSTRUCTION AND COMMISSIONING

5.1 CONSTRUCTION
5.1.1 General
5.1.1.1 This section specifies the requirements for the construction and rehabilitation of
railway structures.
5.1.1.2 (M) Relevant standard construction specifications shall be used for the
manufacture, fabrication, erection and installation of structural components,
and the construction of associated civil works.
5.1.1.3 (R) Construction planning should take into account:
(a) (R) the likely disruption to traffic and the economic consequences of such
disruption (2.7)
(b) (R) the effect of the execution on existing infrastructure
(c) (R) the equipment (including backup equipment) required for the construction
(d) (R) any particular requirements to protect road, rail or pedestrian traffic, or
infrastructure (inclusive of overhead line equipment (OLE), buried services
and requirements when using overhead cranes near operational railway)


(e) (R) the adequacy of any temporary works (including temporary use of
permanent works in a completed or uncompleted condition) to ensure
adjacent structures are not undermined or de-stabilised (2.4)
(f) (R) the need for any temporary bracing or support to structural elements
during the construction process
(g) (R) the disturbance which may be caused to nearby residents
(h) (R) the effect of the works in creating dust or other light pollution to adjacent
areas. (2.5)
5.1.1.4 (M) All tools, materials and equipment shall be placed and secured in a position
so that they cannot fall or be struck by road or railway traffic: (2.8, 3.7)
(a) (R) When not in use, they should either be secured to, or removed from the
structure.
5.1.1.5 (M) The Railway Infrastructure Manager shall ensure that adequate processes
and methods are put in place to:
(a) (M) predict, identify and record change in design, construction materials,
methods, etc.
(b) (M) react appropriately and, where required, ensure the effective
rescheduling of workflows.
5.1.1.6 (M) Where duplication or other civil track construction is being made over
existing structures (e.g. culverts), the Railway Infrastructure Manager shall
ensure that the necessary inspections and analyses are carried out on the
existing structure to ensure it has sufficient capacity to withstand any enhanced
live or dead loads that will be imposed both during construction and for future
operations.
5.1.2 Notifications and Other Correspondence
5.1.2.1 (R) The Railway Infrastructure Manager should record and approve
correspondence and coordination letters with local government authorities,
agencies and community groups in relation to the construction works.
5.1.2.2 (R) Where relevant, the construction process should accommodate timings and
resources to provide notice and information to adjacent communities, network
users and other stakeholders, where they will be adversely affected by the
works in any way.
5.1.3 Quality Assurance
5.1.3.1 (M) The Railway Infrastructure Manager shall ensure that appropriate quality
control processes are implemented, associated with the appropriate on-site
evaluation and testing carried out on all construction works:
(a) (M) As part of this quality control process, the Railway Infrastructure Manager
shall ensure that any modifications in the design are appropriately approved
and shown in the as-built drawings.
(b) (M) The Railway Infrastructure Manager shall ensure an appropriate process
is in place for the recording of all as-built drawings, plans, technical queries,
test results and other relevant site documentation


5.1.4 Redundant Structures and Fittings

5.1.4.1 (M) Where possible, all redundant structures and fittings shall be removed:
(a) (M) Where not possible, appropriate processes shall be put in place to make
safe the redundant structure and/or fitting, and it shall be inspected and
monitored as per the requirements in this Standard until it is removed.
5.2 CONSTRUCTION PROCEDURES

5.2.1 Earthworks and Preparation
5.2.1.1 (M) The preparation and clearing of sites for the construction of structural
works shall be in accordance with good engineering and environmental
practices, and in compliance with relevant legislation, Australian standards and
good practice as specified in this Standard. (2.12, 2.21)
5.2.1.2 Excavation
5.2.1.3 (M) All aspects of the shoring, excavation and backfilling of excavations for
structures shall comply with the requirements of AS 7638. (2.9)
5.2.1.4 (M) Prior to any excavations, the Railway Infrastructure Manager shall obtain
all underground network information in the construction area. Should the
scope of works change or plan validity dates expire, the Railway Infrastructure
Manager shall confirm this information prior to works commencing:
(a) (M) Prior to any railway corridor excavations being undertaken, the relevant
railway and/or external telecommunication providers (or other cable
providers) shall be contacted to determine the locations and depths of all
cables affected by the works.
(b) (M) If an underground asset is damaged during construction, the Railway
Infrastructure Manager shall advise the asset owner immediately.
5.2.1.5 Embankments
5.2.1.6 (M) Embankment batters and slopes shall be designed in accordance with AS
7638, AS 4678, AS 1289 and other relevant standards.
5.2.2 Bridges
5.2.2.1 Foundations
1. (M) Design, testing and installation of piles shall comply with the relevant Australian
standards and other referenced documents as prescribed in the specification. All
work is to be undertaken in accordance with the project drawings.
2. (R) Where spread footings are placed on rock or other strong layer with an inclined
surface, consideration should be given to providing dowels or other equivalent
anchorage to provide shear resistance to horizontal forces.
5.2.2.2 Reinforced Concrete (RC) Bridges and Other RC Structures (including

Pre-stressed and Post-tensioned Concrete)
1. (M) The methodology and materials required for placing, supporting and stressing of
tendons on post-tensioned concrete shall be as specified in the drawings:


(a) (M) Force required (or gauge pressure), anticipated elongation and
sequencing for jacking shall be determined by the Railway Infrastructure
Manager, and specified on the approved design drawings and/or stressing
methodology statement.
(b) (M) The stressing operation shall be monitored by the Railway Infrastructure
Manager, who shall be responsible for recording tendon elongations and
gauge pressures to ensure that the tendon is stressed to the force required.
2. (M) The design of precast concrete elements shall take into consideration the
handling stresses which the element will be subject to, and:
(a) (M) shall make provision for suitable lifting points

(b) (M) precast concrete elements shall be stored clear of the ground on
adequate supports placed on a plane surface, in a manner that shall avoid
damage, twisting or warping
(c) (M) where the ground is of a standard that is not prone to any differential
settlement.
3. (M) The Railway Infrastructure Manager shall base the acceptability of precast
concrete elements on an assurance of:
(a) (M) visual inspection (including the quality of the concrete surface finish)
(b) (M) geometric measurement
(c) (M) measurement of clear cover to reinforcement
(d) (M) specified required design concrete strength
(e) (M) reinforcement spacing and location
(f) (M) and other requirements as specified in AS 3610
(g) (M) The Railway Infrastructure Manager shall reject any precast concrete
element which fails to meet the standards specified in AS 3600, the
requirements of this Standard and other relevant Australian standards.
(h) (M) For bridges and major concrete structures, AS 5100.5 shall take
precedence over AS 3600.
4. (M) Concrete incorporated into a structure shall be obtained from a certified concrete
plant or, in remote areas, mixed on-site using ingredients from certified suppliers:
(a) (M) Concrete specification, including admixtures, shall be in accordance with

the specifications and/or drawings. Changes shall only be implemented
under the approval and instructions of the Railway Infrastructure Manager.
(b) (M) Specialised concrete or concrete products that are not available from
certified concrete plants shall only be supplied and used in accordance with
the instructions of the Railway Infrastructure Manager.
(c) (R) Components of concrete structures defined by the Railway Infrastructure
Manager as 'non-structural' may be constructed or repaired with cementitious
material that is not from a certified plant, only where the product applied (i.e.
approved structural grouts or specialised concrete repair products) is subject
to the approval of the Railway Infrastructure Manager.
(d) (M) The use of cementation-based repair materials, epoxy resins, cold
galvanising and other similar products in the construction and repair of
concrete structures shall be in accordance with the material specifications


and all relevant safety legislation in relation to the management of hazardous

substances.
5.2.2.3 Steel Bridges and Other Steel Structures
1. (M) Steel (or iron) components shall not be heated, bent or welded, except in
accordance with the instructions of the Railway Infrastructure Manager.
2. (M) Where drilling/grinding/flame cutting of a painted steel member is to be
performed, the paint in the area shall first be removed in such a way that it does not
affect the health of the worker or pollute the environment.
3. (R) Consideration should be made in the design to ensure that sufficient
manoeuvrability is available to position each of the steel components correctly and
safely during construction works.
4. (M) Any alterations to in-service trusses or other steel existing components for
clearance or other purposes shall be conducted in compliance with AS 5100 and
other relevant design standards.
5.2.3 Culverts
5.2.3.1 (M) When extending existing Culverts
(a) (M) When extending concrete pipe culverts, consideration shall be given to
any potential differential settlement between the existing pipe and its
extensions, and appropriate measures shall be put in place.
(b) (R) When extending a metal pipe, and there is a gap between the existing
pipe and the new pipe, a strip of suitable impervious membrane should be
wrapped around the joint of the pipe to prevent loss of embankment material
through the joint.
5.2.3.2 During construction of corrugated metal pipe culverts, it should be noted that
backfilling is critical, as uneven backfilling will cause deformation and loss of
strength in ring compressions.
5.2.3.3 (M) Backfilling material for all culvert pipes shall comply with the requirements
of AS 7638, AS 3725 and other relevant standards, and pipe manufacturers'
specifications for pH and electrical resistivity.
5.2.3.4 (M) In the installation of pipe culverts, the width of trenches shall be as wide as
necessary to ensure proper installation and compaction, with the width of
trench or spacing between structures subject to backfilling procedures and to
be in accordance with relevant Australian standards:
(a) (R) with the minimum recommended trench width being the pipe diameter
plus 150mm on either side.
(b) (M) Backfill in trenches shall be of a suitable material and compacted as
specified by the designer and in accordance with the relevant test methods
specified in AS 1289.
(c) (M) Where pipes are laid in two or more lines in the same trench or
streambed, they shall be separated enough to allow space for thorough
compaction of backfill, while ensuring side support of the culverts to prevent
collapse of the pipes due to unequal loading.


(d) (M) For concrete pipes under railway tracks that are to be constructed during
a limited track possession the pipes shall be designed for type 'U' bedding in
accordance with AS 3725.
5.2.3.5 (R) Where corrugated metal pipe (CMP) culverts are used, a concrete invert or
other protective measures such as complete internal relining should be
considered to protect the paint and galvanising from abrasion by water and
other corrosive factors:
(a) (R) Where a concrete invert is applied, it should cover the lower quadrant of
the culvert and/or 30% of the diameter of the culvert.
5.2.3.6 (R) Where culverts are being constructed as a replacement for existing timber
structures, the whole of the existing structure should be removed, if possible,
prior to construction of the culvert:
(a) (M) If it is necessary to leave and bury portions of the existing timber
structure, any consolidation shall be accounted for, and any components
which can rust or deteriorate shall be removed.
5.2.3.7 (M) Where temporary track supports are required while the culvert is being
constructed, these shall be designed to allow for the safe passage of trains, in
compliance with all relevant loading requirements and in accordance with the
Work Health and Safety Act.
5.2.4 Retaining Walls
5.2.4.1 (R) The Railway Infrastructure Manager should ensure that sufficient working
space for the construction of the base slab of the wall is allowed for in the
design of the retaining wall:
(a) (R) Where there is limited railway corridor available and a safe batter angle to
construct the heel of the wall footing is not available, a temporary occupancy
of the adjacent land should be obtained by the Railway Infrastructure
Manager to permit the excavation of a safe batter while retaining works are
being constructed or alternative design solution such as shoring or sheet-
piling should be considered.
5.2.4.2 (M) Where construction of the wall is being undertaken in poor ground
conditions, the construction methodology shall take into account the stability of
the ground and the groundwater conditions:
(a) (R) A risk assessment should be conducted and, if necessary, the Railway
Infrastructure Manager should ensure the wall is constructed in short panel
sections, to minimise the length of unsupported face exposed at any time.
5.2.5 Tunnels
5.2.5.1 (M) Due to the specialist nature of tunnels and associated works, all tunnel
construction shall be conducted by competent qualified personnel and
experienced contractors.
5.2.5.2 (M) Where existing arched tunnels are to be extended in height to allow for
greater clearance, no portion of the supporting arch shall be removed. In these
cases, it may be necessary to lower the tunnel floor:
(a) (M) Checks and analysis shall be undertaken to ensure that the floor
excavation does not undermine the arch support.


5.2.5.3 (M) The Railway Infrastructure Manager shall ensure that due consideration is
given to the provision of safe and adequate access in the tunnel design and
construction works.
5.2.6 Platforms
5.2.6.1 (R) All new platforms should, where possible, be constructed on straight track,
unless otherwise approved by the Railway Infrastructure Manager.
5.2.6.2 (R) Materials used in passenger platform construction should be non-
flammable. Generally, the floor of the platform should be of concrete
construction with asphalt surfacing. Ceramic tactile ground surface indicators
(TGSIs) are preferred. Materials that reduce the risk levels for graffiti and
vandalism are preferred:
(a) (M) Other materials than those specified above shall be subject to the
approval of the Railway Infrastructure Manager.
5.2.7 Temporary Works
5.2.7.1 (M) All temporary work structures required for construction purposes shall be
designed and verified by a qualified professional engineer. The on-site
construction of temporary work shall also be verified by the Railway
5.3 WORKING RESTRICTIONS
5.3.1 Safe Management of Construction Activities
5.3.1.1 (M) Construction work on, or adjacent to the operational railway, can affect the
safety of trains, personnel, passengers or the general public, if not managed
effectively. It is a requirement that such work shall be managed with a level of
competence that ensures safety at all times and compliance with all relevant
safety legislation, and Australian standards, guidelines and codes of practice.
(3.1, 3.2)
5.3.1.2 (M) The Railway Infrastructure Manager shall ensure that any person/s that has
to plan or manage construction work that will take place on or interface with the
operational railway shall have a level of competence which is commensurate
with the nature, scale and location of the construction work in question.
5.3.2 Railway Traffic Requirements
5.3.3 Clearances
1. (M) During construction, cranes and other equipment shall not intrude into the air
space above the rail corridor, unless approved suitable mitigation measures have
been put in place to minimise risks of collision with traffic and/or overhead equipment
and subject to the approval of the Railway Infrastructure Manager:
(a) (M) No loads shall pass over or within the clearances specified in AS 7633 to
any live overhead wiring or transmission lines located within the rail corridor.
1. (M) During construction, the Railway Infrastructure Manager shall ensure that all
construction work is undertaken in accordance with the clearances specified in AS
7633.


5.3.4 Railway Safety Requirements

5.3.4.1 (M) The Railway Infrastructure Manager shall ensure that all construction works
are undertaken in compliance with the railway operational regulatory
requirements:
(a) (M) and that personnel on-site are aware of all regulatory railway safety
requirements.
5.3.5 Electrification Restrictions
5.3.5.1 (M) All works conducted near live overhead electrification wires (contact,
catenary or feeder) shall not be carried out within the clearances specified in
AS 7633 unless mitigating measures have been put in place (e.g. power-off)
due to risk of electrical arcing.
5.3.6 Construction of Structures Adjacent to Existing Structures
5.3.6.1 (M) Excavations shall not be permitted in the vicinity of existing structures until
it can be demonstrated by proper engineering design and geotechnical
assessment, to the satisfaction of the Railway Infrastructure Manager, that the
stability of the adjacent structures will not be affected by the work.
5.3.6.2 (M) Before commencing construction processes with the potential to cause
structural damage, the Railway Infrastructure Manager shall conduct a survey
of all structures, which may be subject to any adverse effect from the operation,
or which may give rise to any claim or litigation.
5.3.6.3 (M) The design of new structures that involve excavations near existing railway
infrastructure shall take into account the stability and structural integrity of the
railway infrastructure during construction.
5.3.6.4 (R) For large-scale demolition, excavation or filling work, the installation of a
vibration monitoring system should be undertaken to monitor vibration levels on
the adjoining rail corridor.
5.4 STRUCTURAL BOLTS AND ANCHORS
5.4.1.1 (R) Structural connections are generally the weakest elements of a bridge or
structure. To reduce the risk of structural failure due to inadequate connection
capacity, subject to approval by the Railway Infrastructure Manager, the
following policies should be followed by construction and maintenance
personnel:
(a) (R) The preference is to use swedge bolts.
(b) (R) High strength bolts (8.8TF or TB) can be used, provided a certificate of
compliance is available for the batch of bolts, which has been approved by
the Railway Infrastructure Manager.
5.4.1.2 (M) If a certificate of compliance for the bolt and particular batch is not
available, one of the following options shall apply:
(a) (M) Bolts of the same batch shall be tested in accordance with relevant
Australian standards (e.g. AS 1252 and AS 4291).
(b) (M) With Railway Infrastructure Manager design approval, it shall be
permissible to use a compliant bolt of increased size.
5.4.1.3 (M) Upon completion of the works, the Railway Infrastructure Manager shall
appropriately record and file all certificates of compliance.


5.4.2 Tensioning of Bolts

5.4.2.1 (R) Direct-tension indication devices should be used only if they conform to the
requirements of AS 4100 and AS 5100.6, as appropriate, and are used strictly
in accordance with the manufacturer's instructions.
5.5 AS-BUILT DRAWINGS
5.5.1.1 (M) On completion of construction, all construction drawings shall be updated
to 'as-built drawings'.
5.5.1.2 (M) All as-built drawings or certificates of compliance shall be signed by the
5.5.1.3 (M) The Railway Infrastructure Manager shall ensure that works have been
constructed in accordance with the original design intent.
5.6 COMMISSIONING REQUIREMENTS
5.6.1 General
5.6.1.1 (M) All structural construction, including (where appropriate) each stage of
construction, shall undergo a commissioning process, satisfying the
requirements described in this Standard and in compliance with relevant
Australian standards, prior to putting the structure in service on an operational
railway.
5.6.2 Inspection and Testing
5.6.2.1 General
1. (M) Inspection and/or testing plans shall be prepared for endorsement by the
5.6.2.2 Hazards and Defects
1. (M) All hazards and defects identified during commissioning shall be recorded and
rectified, where practical.
2. (M) Where the rectification requires changes to design, such changes shall be
undertaken to meet the requirements of this Standard and other relevant Australian
standards.
5.6.3 Certification
5.6.3.1 (M) On completion of works, the Railway Infrastructure Manager shall:
(a) (M) sign off all work carried out under the appropriate standards and
requirements
(b) (M) record construction and maintenance work in the structure condition
reports
(c) (M) make the structure condition reports available for independent audit.
5.6.4 Rail Safety Accreditation
5.6.4.1 (M) Where Commonwealth, State and Territory regulation dictates, the Railway
Infrastructure Manager shall ensure that the required rail safety accreditation
requirements are carried out as detailed in the Rail Safety Act and rail safety
regulations, prior to commencement of rail operations on any new or
rehabilitated construction.


6 MONITORING AND MAINTENANCE

6.1 MONITORING
6.1.1 General
6.1.1.1 (M) Assessment and maintenance are the processes that shall be used by the
Railway Infrastructure Manager to ensure the condition of structures stays
within intended performance limits and is compatible with the operator
parameters.
6.1.1.2 (M) Assessment and maintenance usually consists of the following activities:
(a) (M) inspecting, testing and monitoring of critical elements of the structures to
determine their condition
(b) (M) recording of irregularities or defects which may affect, or have the
potential to affect, the capability of each structure to safely perform its
required function
(c) (M) assessing the inspection, test and monitoring results to determine the
necessary action required for the structure
(d) (M) taking action before the structure is unable to safely carry out the
required functions (e.g. where conditions are outside prescribed performance
limits).
6.1.2 Inspections and Monitoring
6.1.2.1 General
1. (M) The Railway Infrastructure Manager shall have documents and operational
procedures to ensure that examinations are regularly carried out and, where
appropriate, structural health monitoring conducted to identify any significant
changes in condition, loading or environmental conditions, that may indicate
deterioration of the structural integrity of the structure:
(a) (M) In carrying out such examinations, the Railway Infrastructure Manager
shall have in place evaluation procedures to establish whether further action
is required, to ensure that the structure does not pose an unacceptable risk to
safety or the environment as a result of its condition or use.
2. (M) For unforeseen incidents (e.g. bridge strikes, floods and collisions), the Railway
Infrastructure Manager shall have in place procedures which cover immediate
inspection, evaluation and potential closure and/or decommissioning of the structure:
(a) (M) and shall ensure appropriate action is taken in the event that the incident
has reduced structural integrity or may potentially increase risk to railway
operations, the environment or the public.
6.1.2.2 Track and Other Inspections
1. (R) While inspecting track (either walking or using digital machine/media vision
technology), any irregularities and/or track movements that may indicate structure
anomalies and/or conditions that may affect or indicate problems with the integrity of
the structure, should be noted and reported to the Railway Infrastructure Manager,
including the following:
(a) (R) changes in the alignment of the structure (e.g. as indicated by track
geometry error or movement in vertical or horizontal alignment)


(b) (R) component or structure member damage (e.g. as caused by derailment,

collision, dragging equipment on rolling stock or vandalism)
(c) (R) other obvious defects that may affect the structure’s integrity.
2. (R) Inspections should be carried out at speed consistent with the local conditions
and the full scope of the inspection requirements.
6.1.2.3 General Structural Inspections
1. (M) Scheduled general structural inspections shall be undertaken to inspect and
record structure condition and identify any significant changes in condition since the
previous general inspection:
(a) General structural inspections can be Scheduled or Unscheduled.
1. (R) General structural inspections should check the general serviceability of the
structure, assessing:
(a) (R) the physical condition of visible and safely assessable components of the
structure
(b) (R) whether the structure is safe for operational purposes.
1. (R) Binoculars should be used to assist in deciding the extent of the inspection.
2. (M) A general inspection shall be carried out when suspected defects are identified
from conditions determined during track inspections.
3. Recommendations for frequencies of general structural inspections, latitudes and
reporting timeframes are detailed in Appendix E.
6.1.2.4 Detailed Structural Inspections
1. (M) Detailed inspections shall be undertaken to investigate the condition, behaviour
and integrity of a structure:
(a) Detailed structural inspections can be scheduled or unscheduled.
1. (R) Detailed structural inspections should assess the condition of the structure and
its components, analysing the:
(a) (R) physical condition and performance
(b) (R) structural integrity
(c) (R) corrective and preventative management requirements.
1. Recommendations for frequencies of detailed structural inspections, latitudes and

6.1.2.5 Special Structural Inspections
1. Special structural inspections are usually undertaken outside of the prescribed
schedule of detailed and general structural inspections. However, in certain
circumstances it may be necessary to schedule special structural inspections for
structures which are nearing the end of their residual life and/or have been identified
in other inspections as requiring special evaluation.
2. (R) Special structural inspections should be undertaken where it is necessary to:
(a) (R) monitor specific defects
(b) (R) reassess defects following exceeding of rectification dates
(c) (R) inspect for anticipated hazards following an event, such as heavy rain,
earthquake or fire


(d) (R) inspect after an unforeseen event, such as an impact from road vehicle or
derailed rolling stock.
3. (R) Special structural inspections may involve a number of specialised tests and
analysis, and all tests and analysis undertaken should be carried out by competent
experienced personnel, in accordance with the relevant Australian standards.
4. Recommendations for frequencies of special structural inspections, latitudes and
6.1.2.6 Frequency of Inspections
1. (M) The Railway Infrastructure Manager shall:
(a) (M) carry out inspections regularly and within reasonable maximum intervals
determined through a risk assessment approach and in consideration of the
operational environment under which the structure is operating (6.17)
(b) (R) recommend minimum frequencies as provided in Appendix E (6.17)
(c) (M) program inspections so that they are undertaken at regular intervals over
the inspection period unless there are mitigating circumstances
(d) (M) arrange inspections of structures more frequently if necessary to ensure
safety.
6.1.3 Recording and Reporting
6.1.3.1 General
1. (R) Records should be maintained of all inspection details, and at a minimum these
records should include the following information for use in the structure condition
report and data registers:
(a) (R) type of inspection
(b) (R) date of inspection
(c) (R) name of inspector
(d) (R) location of structure
(e) (R) description of the structural elements
(f) (R) clear, concise and accurate descriptions summarising the condition and
status of each defect
(g) (R) sketches and/or photographs detailing the nature and extent of significant
defects showing the general structure and all significant defects
(h) (R) where appropriate, recommend rehabilitation measures, assign condition
rating and set rectification dates for completion accordingly.
1. (M) The Railway Infrastructure Manager shall document and retain all results of
inspections, analyses and testing undertaken in all assessments as part of the
structure records, in accordance with the current rail safety law.
6.1.3.2 Marking On-site
Concrete structures
1. (R) Where a concrete structure is deteriorating, appropriate marking or devices
should be employed to clearly indicate the progression of the deterioration (i.e.
cracking or spalling).
Timber structures
1. The size and description of any defects discovered and the date of inspection should
be appropriately marked on the component.


Steel structures
1. (R) All paintwork on steel structures should be marked clearly, showing the company
name that conducted the work, the paint system used, the start and finish date, and
the type of works carried out (e.g. full clean and paint, spot clean and spot paint, spot
clean, spot paint and overcoat).
2. (R) Cracks should be appropriately marked on the relevant component, and the
markings should not be removed until repairs have been completed.
3. (R) For all structures:
(a) (R) Markings of the cracks should be clearly dated and visible
(b) (R) Care should be taken when undertaking reparatory or maintenance works
that relevant marks are not covered and remain clearly visible
(c) (R) Deterioration marks should not be erased. New markings from
subsequent inspections should be recorded near the previous information.
6.1.3.3 Data Registers
1. (R) The Railway Infrastructure Manager should prepare and maintain a Register of
Structures with Special Defects for the purpose of planning maintenance works and
inspections.
6.2 RATING AND ASSESSMENT OF EXISTING BRIDGES
6.2.1 Assessment
6.2.1.1 (R) The integrity of structures should be assessed to verify their capacity to
safely perform the required function. Where changes to the configuration or
condition of the structure have been identified, an appropriate capacity
assessment should be made to determine required actions: (6.6)
(a) (R) and also to determine extent and impact of future deterioration and
environmental effects on a structure.
(b) The methods of assessment are varied and include, but are not limited to, the
examples which are provided in Appendix F.
6.2.2 Load Rating
6.2.2.1 (M) Load rating of bridges shall be carried out in accordance with AS 5100.7,
and other relevant Australian standards:
(a) (R) Care shall be taken when using original drawings to undertake a desktop
load rating analysis, that any imperial units are converted to metric units for
the analysis
(b) (R) If material test results of steel manufactured prior to 1970 are not
available, the material properties given in Appendix I may be used.
6.2.2.2 (M) Unless otherwise specified by the Railway Infrastructure Manager, all
components and connections (including splices) shall be analysed.
6.2.2.3 (R) Bridge component naming should be in accordance with the definitions in
this Standard.
6.2.2.4 (M) Where applicable, notations shall be in accordance with AS 5100.
6.2.2.5 (M) 'As is' ratings shall be based on site measurements, including losses of
structural cross-sections due to corrosion, rot and other deterioration causes.


6.2.2.6 (M) Calculations and summaries shall be annotated in sufficient detail to clearly
distinguish between the 'as is' and the 'as new' rating of individual components.
6.2.2.7 (M) The standards and other reference documents used for the particular rating
shall be stated. The values adopted in the calculations, including material
properties and load factors, shall also be clearly stated and justified.
6.2.2.8 (R) The original design load should be determined from a review of the
structure drawings, if available.
6.2.3 Load Capacity
6.2.3.1 Loss of Section in Metal Structures
1. (M) Losses adopted in calculations shall be clearly stated and justified.
2. (R) Where 'as is' ratings are based on qualitative defect descriptions from inspection
reports, the following losses should be used:
(a) (R) loss level minor = 10% loss as percentage of total thickness
(b) (R) loss level moderate = 20% loss as percentage of total thickness
(c) (R) loss level heavy = 40% loss as percentage of total thickness.
(d) (R) An appropriate level of judgement should be used in adopting a loss
level.
6.2.3.2 Material Properties
1. (M) In the absence of test data or designated steel type (on drawings or in
specifications), the values provided in Appendix I shall be used.
2. (M) Where testing to determine material tensile properties is undertaken, the
requirements of AS 1391 shall be met.
6.2.3.3 Inadequate Load Capacity under Existing Conditions
1. Load carrying capacity of existing steel bridges may be derived using AS ISO
13822, provided the original physical and structural integrity of the member under
consideration has not been significantly altered, and similar traffic conditions prevail:
(a) For traffic conditions for operational lines, where possible, performance may
be based on at least the past 20 years.
(b) For all structural members, the original physical characteristics and structural
integrity of the member have not been altered by either strengthening or
replacing it.
(c) For all structural members, if their loss of capacity is less than 10% when
load rated use the procedures in AS 5100.7.
(d) Where the above traffic and member conditions for the application of AS ISO
13822 cannot be attained, the load carrying capacity of that element shall be
carried out using the DLA from AS 5100.
6.2.4 Loads and Loading Factors
6.2.4.1 (M) The loads, load factors and reduction factors shall be in accordance with
AS 5100 and the design requirements and recommendations in this Standard:
(a) (M) Ratings shall be specified in terms of current trains operating on the rail
network.
(b) (R) For heavy haul operations, a design load configuration of 350LA plus
DLA is recommended.


(c) (R) For loadings less than 300LA, future loading requirements need to be
considered.
(d) (M) Final approval of the design loads shall be obtained from the Railway
(e) Appendix C diagrammatically shows several train consist loading examples.
6.2.5 Load Rating Results
6.2.5.1 (M) Rating results shall be expressed as the ratio of member capacity over
applied load.
6.2.5.2 (M) These results shall be tabulated for 'as new' and 'as is', both with and
without the full DLA specified in AS 5100.7.
6.2.5.3 (M) Vehicle types and the effect of any speed restrictions in force or as
proposed shall be recorded.
6.2.5.4 (R) Rated load for the bridge, whether it be a proportion of the required rating,
and all other assumptions relevant to the rating of the structure should be
recorded.
6.2.5.5 (M) Where the rating is less than unity (1.0), the following shall also be
included:
(a) (M) reduced speed necessary to raise the rating to unity (1.0) - i.e. reducing
DLA with respect to lower speed
(b) (M) calculated load factor for live load with full DLA.
6.2.5.6 (R) Subject to the approval of the Railway Infrastructure Manager, the results of
the fatigue analysis shall also be provided.
6.2.6 Defect Categories
6.2.6.1 (R) The Railway Infrastructure Manager is responsible for the appropriate
inspections and/or monitoring, and assignment of a Defect Category.
Recommended categories of defect and category limits are provided in the
following clauses:
(a) (R) Defect Category A – The Railway Infrastructure Manager should
immediately stop trains in the case of an underbridge, or close access if an
overbridge or footbridge. Experienced structural personnel should be
advised and the structure is to be assessed immediately.
(b) (R) Defect Category B – The Railway Infrastructure Manager should impose
a 20km/hr speed restriction in the case of an underbridge. Experienced
structural personnel are to be advised and the structure is to be assessed
within 24 hours.
(c) (R) Defect Category B – For footbridges and overbridges, the Railway
Infrastructure Manager should barricade the area, and a report should be
provided to experienced structural personnel. The structure is to be
assessed within 24 hours.
(d) (R) Defect Category C – Experienced structural personnel are to be advised
and the structure is to be assessed within 24 hours.
(e) (R) Defect Category D – Experienced structural personnel are to be advised
appropriately and the structure is to be assessed within seven days.
(f) (R) Defect Category E – The Railway Infrastructure Manager should ensure
that the defect is reported and assessed as part of the inspection
management process.


6.2.6.2 Example Defect Category limits are provided in Appendix G.

6.2.7 Structurally Critical Members
6.2.7.1 Structurally critical members are members of a structure that are critical to the
strength and safety of the structure, and where failure of the member could
lead to catastrophic collapse.
(a) A list of structurally critical members and details of critical areas for defects in
these members are provided in Appendix H.
6.2.8 Reporting
6.2.8.1 (R) A written report should be prepared on the results of the load rating. The
report should include a statement in regard to all standards/codes and other
referenced documents used in the rating, as well as details on all material
properties and load factors used in the rating.
6.3 MAINTENANCE
6.3.1 General
6.3.1.1 (M) All maintenance work on existing structures shall be carried out in
accordance with approved construction drawings and relevant guidelines and
codes of practice.
6.3.1.2 (M) Any changes to as designed structure configuration or structurally critical
elements shall be approved by the Railway Infrastructure Manager and
accompanied by a relevant risk assessment.
6.3.1.3 (M) All emergency maintenance work shall be adequately maintained and
monitored until the structure is upgraded to safe operating condition.
6.3.1.4 (R) Maintenance work should be performed during the service life of a structure
to:
(a) (R) maintain its designed load capacity, other functional capability and safe
serviceability
(b) (R) ensure that the structure completes its designed service life
(c) (R) preserve the railway organisation's investment in its structural assets.
6.3.1.5 Maintenance includes both reactive and preventative activities that preserve or
restore the condition of a structure or its constituent parts. Restorative works
are generally termed 'rehabilitation activities'.
6.3.2 Repair Priorities
6.3.2.1 (M) In assigning repair priorities, the following considerations shall be given:
(a) (M) location of the defect
(b) (M) importance of the affected member
(c) (M) the degradation rate
(d) (M) the effect of multiple defects
(e) (M) the operating environment (type, speed and volume of rail, road or
pedestrian traffic).
6.3.2.2 (R) The initial response to a repair priority should include a risk assessment
taking into account the considerations given in Clause 6.2.3.1. (6.19)


6.3.2.3 The initial action for a repair priority may include a risk management action,
such as increased monitoring, installation of temporary supports or imposition
of a speed or load restriction, pending final repair.
6.3.3 Preventative Maintenance
6.3.3.1 (R) The Railway Infrastructure Manager should ensure regular maintenance is
carried out to reduce the deterioration of the integrity of the structure, and at a
minimum the following items should be addressed:
(a) (R) all protective coatings (paint, galvanising, etc.) are still performing a
protective action (6.6)
(b) (R) vegetation is controlled and kept clear of structures
(c) (R) debris is cleared from structures in waterways
(d) (R) all signage is in place and complies with visibility requirements
(e) (R) drainage systems are effective
(f) (R) all moveable parts are still effective (e.g. bridge bearings, turntable
gearing, expansion joints)
(g) (R) track clearance and track geometry is maintained
(h) (R) honeycombing, cavities or blowholes found in concrete structures are
repaired as soon as possible to minimise the risk of exposure and corrosion
to reinforcement.
6.4 REHABILITATION
6.4.1 (M) All rehabilitation works on structures shall be undertaken in accordance with the
requirements of this Standard (specifically Sections 3 to 6), AS 5100 and other relevant
Australian standards.
7 DECOMMISSIONING AND DISPOSAL

7.1 DECOMMISSIONING
7.1.1 Actions
7.1.1.1 (M) The Railway Infrastructure Manager shall ensure that the Decommissioning
Plan includes the reduction or elimination of hazards and liabilities adjacent to
and/or at the location of the structure at which the usage will change. These
actions will be taken in compliance with Commonwealth, State, Territory and
industry regulations.
7.1.1.2 (R) The process of decommissioning should involve the following:
(a)
(R) initial site inspection
(b)
(R) determination of assessment criteria
(c)
(R) development of decommissioning technical specifications
(d)
(R) decommissioning implementation
(e)
(R) decommissioning documentation.
(f)
(M) Part of the Decommissioning Plan shall include a risk assessment and
appropriate change management processes.
7.1.2 Make Safe
7.1.2.1 (R) Each site with potential toxic materials to be disposed of should be
identified, characterised and assessed for contamination.


(a) (R) Where applicable, contaminated soils (e.g. acid sulphates) should be
removed and replaced with clean fill, or remediated in place, in accordance
with applicable regulations and standard industry practices in place at the
time of actual decommissioning.
7.1.2.2 (R) Where remediation and/or treatment methods are required, these should be
selected based on proven and effective technologies, that will minimise or
eliminate the potential for further contamination of the environment.
7.1.3 Monitor and Maintain
7.1.3.1 (R) Sites to be decommissioned and reclaimed should be restored so that the
pre-disturbance vegetation can re-establish itself in a short period of time:
(a) (R) To facilitate revegetation, mitigation measures that may apply include
fertilising and seeding, mulching, and surface texturing
(b) (R) Close attention should be paid to areas where erosion potential is high
(c) (R) Large plots of land, such as storage yards, borrow pits and main camp
sites, should be revegetated and maintained until plant growth is established.
7.1.3.2 (M) Where any components from decommissioned structures are to remain,
the Railway Infrastructure Manager shall ensure that these components are
monitored and maintained in compliance with the requirements of Section 6 of
this Standard and other relevant Australian standards.
7.2 DISPOSAL
7.2.1 Action
7.2.1.1 Demolition
1. (M) Where appropriate, demolition work shall be carried out in accordance with AS
2601.
(a) (M) If the work is not covered by or included in AS 2601, it must be done in a
manner acceptable to the requirements of the Work Health and Safety Act,
and comply with good practice.
2. AS 2601 is not intended to apply to the demolition of road and railway bridges, or
other specialised civil engineering structures.
(a) (M) For the removal of railway bridges and/or other specialised railway
structures, demolition work shall be carried out in a manner acceptable to the
relevant Commonwealth, State and/or Territory regulatory safety
requirements
7.2.2 Removal
7.2.2.1 (M) During the disposal of structures, due consideration shall be taken of the
need to ensure and maintain assurance of public safety and environmental
safeguards.
7.2.3 Registration of Contaminated Sites
7.2.3.1 (M) Where applicable, the Railway Infrastructure Manager shall record and, if
appropriate, notify the relevant Commonwealth, State and/or Territory authority
of all decommissioned sites that have been used for notifiable activity and/or
have been contaminated by hazardous material.


A DEFINITIONS
A.1. Abutment is essentially the end support of a bridge span.

Abutments can be:
A.2. spill-through abutments, which carry span loads only
A.3. sill type of abutment, which is a shallow abutment carrying
very little retained earth loads and being placed at the top of
the embankment or cutting.
A.4. Accreditation: The formal means of establishing the rail
safety standards and practices for each railway covered by
the Rail Safety Acts. Railway Infrastructure Managers and
train operators need to be accredited before owning and/or
operating a railway.
A.5. Ballast walls are intended to retain the ballast on ballasted-
decks, or to prevent spillage of ballast from behind
abutments of open-deck structures.
A.6. Ballasted-deck structures have a slab or trough capable of
holding ballast in conventional track construction. Concrete
is commonly used in more recent structures. In older
structures, the deck is often formed by buckle plates or
pressed steel trough units.
A.7. Barrier rail: A rail or series of rails acting as an obstacle or
barrier to a person falling from an elevated position, or to
moving to a position of danger. A barrier rail may also serve
as a single or multiple handrail.
A.8. Batter is the sloping earth surface formed when excavating
a cutting or embankment.
A.9. Bearings are the means of transferring the loads from
bridge superstructure elements into the substructure, and in
some cases act to permit some rotation of the ends of the
span.
A.10. Competent worker (CW): A worker certified as competent
to carry out the relevant task.
A.11. Concrete beam bridges are those with primary spanning
members in the form of concrete beams or girders. The
beams may be in the form of separate members supporting
secondary members, or may be placed side-by-side and
touching so that they fulfil the function of deck members, as
well as primary spanning members. In cross-section, the
beams may be rectangular with depth greater than or less
than width, or may be T-beams or I-beams.
A.12. De-lamination occurs in concrete and is usually caused by
corrosion of reinforcement. It is more prevalent in walls and
slabs where a whole layer of reinforcement can expand due
to corrosion and push off the covering layer of concrete.
A.13. Design certification: Certification that the design complies
with the defined standards and requirements.
A.14. Design verification: A design check made by an
independent and competent professional engineer.
A.15. Fatigue: Fatigue of a material that is the weakening of


material subjected to stress.

A.16. Girders are the main spanning beams of bridges and
culverts. They may be rolled steel beams, riveted or welded
plate girders, reinforced concrete beams, or steel trusses.
A.17. Guardrail system: A system of building components near
open sides of an elevated surface for the purpose of
minimising the possibility of a fall from the elevated surface
by people, equipment or material.
A.18. Handrail: A rail which runs parallel to the access path, and
assists movement by allowing the hand to slide over the top
while providing support to the person, and allowing for a
sudden gripping action if needed.
A.19. Load rating: A calculation of the load carrying capacity of a
structure within the stress limits of design code
requirements, assessed against a specific reference load or
against design load.
A.20. Pier is an intermediate support of a multiple-span bridge or
culvert.
A.21. Plate girders are of similar configuration to rolled steel
girders, but are composed of a number of plates and angle
fastened together either by rivets or welds. Long-riveted
plate girders often have other additional plates, referred to
as ‘splice plates’ when flange plates or cover plates need to
be joined.
A.22. Rolled steel girders are one-piece, manufactured beams
that have a top flange, a bottom flange and a web, which is
the vertical part of the section between the flanges.
A.23. Scoured normally applies to the bed and banks of
waterways, but can also occur on the batters of cuttings or
embankments. Scouring is due to rapidly flowing water
picking up and carrying away soil, sand or gravel material.
The faster the water flows, the larger the particles it can
dislodge and carry. The main concern is the undermining of
foundations or destabilising of earth batters.
A.24. Scuppers are drainage holes provided in bridge or culvert
decks.
A.25. Settlement is the vertical downwards movement of all or
part of a structure due to the compression or failure of soil
under the footing. Uniform settlement rarely causes concern
and is not easily detected. Differential settlement can cause
cracking in walls and foundations.
A.26. Shear cracks tend to occur as diagonal cracks near the
supports of a beam.
A.27. Shrinkage cracks usually run transversely to the longest
dimension of a concrete element. Therefore, they are
usually found in walls where they will be vertical cracks, or in
footings. Shrinkage cracks have a fairly uniform crack width
along their length, and tend to occur as a series of roughly
parallel cracks.
A.28. Slab-deck structures are ones in which the superstructure
is a concrete slab spanning directly on to the substructure.
A.29. Soffit is the underside of a beam or slab on a bridge


structure.
A.30. Spalling occurs in the surface of concrete, stone or brick
elements. It can occur in non-reinforced elements due to
localised concentrations of compressive stress, but is usually
caused by corrosion of reinforcement in concrete (see De-
lamination). The expansion of the corroding steel pushes a
shallow, cone-shaped piece of concrete from the surface.
A.31. Span describes the portion of a bridge structure that spans
between piers and/or abutments. The main members of
spans are generally girders or slabs.
A.32. Structural cracks are caused by the application of loads to
the concrete members. They are found where the
application of loads causes tension in the concrete. In
beams, they may be flexural or shear cracks.
A.33. Structure defects: Defects in civil or electrical infrastructure
items which have the potential to cause accidents unless
urgent corrective action is taken.
A.34. Substructure is the part of the structure below the
superstructure. It includes abutments and piers and their
foundations.
A.35. Superstructure is the part of the structure above the
bearings, and is the spanning (deck) part of the structure.
A.36. Transom is the term normally used for the timbers spanning
between girders or stringers on a bridge structure. The
running rails are placed directly on the transoms.
A.37. Transom-topped bridge structures have the running rails
carried by timber transoms that are supported directly by the
steel girders or stringers. These are referred to as ‘fixed
level bridges’ because the track level is not as adjustable as
it is in the case of ballasted track. These structures have
also been referred to as ‘open-decked bridges’.
A.38. Waterway describes a bridge or culvert opening containing
all or part of a watercourse spanned by the structure.
A.39. Wingwalls are retaining walls adjoining abutments. They
carry horizontal loads from the soil they retain.


B STRUCTURE TYPE CLASSIFICATION
Structure Structure
Asset Structure Asset Definition Asset Definition of Types
Class Types
A structure spanning over a river, road, Overbridge Bridge carrying road vehicles, livestock or other over a track.
railway, chasm or the like, carrying
Bridging structure where one bridge passes over another
trains, road vehicles, pedestrians, Flyover
bridge that is at ground level.
BRIDGE native or domestic fauna, and/or
providing support to other infrastructure A railway bridge supporting a track and passing over
(e.g. communication cables) over the Underbridge waterways, roadways, pathways, flood plains, pedestrian
span. pathways, etc.
Diagrammatic Examples (where appropriate)
General terminology for bridges (timber)


General terminology for bridges
General terminology for bridges (masonry)


General terminology for bridges (masonry)


Class
Structure Structure
Class Types
A structure spanning over a river, road,
railway, chasm or the like, carrying
trains, road vehicles, pedestrians, Bridge carrying pedestrian traffic, mobility aids and/or cycles.
Bridge native or domestic fauna, and/or Footbridge May be freestanding or combined with an overhead booking
providing support to other infrastructure office.
(e.g. communication cables) over the
span.
Typical footbridge


tructure Asset Class

Structure Structure
Class Types
Arch, box, oval or circular shaped Large culverts have an opening span greater than or equal to
Large culvert
structure with integral walls, roof and 1.25m in span.
floor which is used to carry a track or
Small culverts have an opening span less than 1.25m, but
road over a waterway or drain, and
greater than or equal to 350mm span.
refers to minor ballast-top openings Small culvert
Culverts
comprising metal pipes, concrete pipes, Structures less than 350mm in span are considered as pipes
concrete boxes, concrete arches, and and covered as part of track drainage.
brick and masonry arches. Sometimes
minor bridges of less than 2m total Livestock Culvert structure providing access under the railway for cattle
length are also referred to as 'culverts'. underpass or other livestock
Typical culvert shapes include open-bottomed boxed culverts (typically installed on precast concrete slab), open-bottomed arched
culverts (typically installed on concrete footings), boxed culverts (typically precast concrete), and arched elliptical culverts (steel,
concrete or plastic)


Terminology for precast crown culverts
Terminology for modular culverts


Structure Asset Class

Structure Structure
Class Types
Culverts Culvert structure providing a pedestrian, cyclist and/or
Subway vehicular pathway (including cane rail).
(cont.)
Terminology for modular culverts (cont)


Structure
Structure
Structure Asset Definition Asset Definition of Types
Asset Class
Types
Station Line-side structure built to provide public access to
Platforms passenger trains.
Air Space A structure built over the rail track to support overhead
Developments offices, shops and accommodation.
Retaining A wall that holds back or supports soil when the natural
Retaining wall ground level has been altered.
Walls and
Rockfall A structure installed over and beside a rail track to prevent
Rock Shelters
shelter loose material from adjacent cuttings falling onto the rail line.
Structures built primarily to enable the line to pass through a
hill.
Tunnels Overbridges built to accommodate wide or skewed
roadways are not defined as tunnels.
Access stairs
and A structure providing access to pedestrians or others.
walkways
Structure provided at the end of a rail line or siding to
prevent rolling stock from running off the end of the track
Buffer stop and/or colliding with an adjacent structure. May be fixed or
energy absorbing type.
A bridge over a ditch (consisting typically of parallel metal

bars) which prevents passage of livestock and other
Cattle grids
animals.
Miscellaneous
Structures A facility, usually located on a balloon loop, spur or siding,
Loading and which comprises of bins/loading arms/hoses and other
unloading related equipment, to enable product loading and unloading
facilities of railway wagons.
Overhead A structure designed to carry utility services, such as water,

service sewer or telecommunications cable and associated
crossings, equipment, over a defined span.


Structure
Structure
Structure Asset Definition Asset Definition of Types
Asset Class
Types
Structures such as signal or lighting gantries (where a
gantry is defined as a structure spanning one or more tracks
Overhead and having two or more points of support), consisting of a
wiring masts mount adjacent to the railway, designed to provide support
and gantry for signalling, lighting wires, measuring and monitoring
structures equipment or other, as required to be supported overhead of
the track infrastructure.
Structures placed along the corridor to muffle the sound of

Sound traffic – typically constructed out of wood, plastic or
barriers concrete.
A deck, usually over a circular pit, onto which a locomotive

is driven, and which pivots about its centre to turn a
Miscellaneous Turntable locomotive or allows it to run off onto other radiating tracks
Structures for storage.
(cont.)
Vehicle
inspection A hole in the floor of a maintenance shed, and/or a series of
pits and pillars which can suspend a railway track, allowing the
associated examination of railway vehicle from underneath the bogie.
structures
Water Structures built to support and hold water (such as water

structures tanks) and to direct water (such as inverts).
Piles and sheeting or concrete or masonry wall restraining

Wingwall embankment on each side of an abutment.
A mechanism for weighting rolling stock by means of a

Weighbridge
metal plate set into the underlying track.


B.1 BRIDGE SECTIONS (DIAGRAMATIC EXAMPLES AND TERMINOLOGY)
Ballast top underbridge (post-tension deck)


Ballast top underbridge (box girder)
W a lk w a y B a lla s t H a n d r a il
D e c k s la b D e c k s la b
B o x g ir d e r B o x g ir d e r
C o n c r e t e b o x g ir d e r
Transom section
Broad flange beam span


Multiple track – deck cross-section

A
Australian Railway In
nfrastructure Standa
ards
AS 7636
7 Railway Structures
C LOADING DIA
AGRAMS (EXA
AMPLES ONLY)
Nottes:
- 3/90 class locomotives

l 120
0
tonne NHRH H coal wagons
- 82 class loc
comotives plus 100
tonne NHGF F coal wagons

ards
AS 7636
Loading diagram
ms – example
es only (con
nt)

ards
AS 7636
Loading diagram
ms (cont)


D DESIGN PARAMETERS (FOR CONSIDERATION)
Bridges
Underbridge, flyovers, viaducts
Overbridges Footbridges
Structures carrying rail track over road and
waterways
AS 1085.1: Railway Track Material, Part 1 Steel Rails
AS 1111.1: ISO Metric Hexagon Bolts and Screws – Product Grade C, Part 1 Bolts
AS 1597.2: Precast Reinforced Concrete Box Culverts
AS 1657: Fixed Platforms, Walkways, Stairways and Ladders – Design, Construction and Installation
AS 1720.1: Timber Structures – Design Methods
AS 1742.2: Manual of Uniform Traffic Control Devices – Traffic Control Devices for General Use
AS 1743: Road Signs – Specifications
AS/NZS 2041: Buried Corrugated Metal Structures
References AS/NZS 2041.2: Buried Corrugated Metal Structures – Installation
(not limited AS 3600: Concrete Structures
to) AS 3818.1: Timber – Heavy Structural Products – Visually Graded, Part 1 General Requirements
AS 3818.2: Timber – Heavy Structural Products – Visually Graded, Part 2 Railway Track Timbers
AS 4100: Steel Structures
AS 5100: Bridge Design
AS 7637 Railway Infrastructure – Hydrology and Hydraulics
Australian Rainfall and Runoff – Institution of Engineers Australia
Waterway Design – Austroads
Bridge Waterway Manual
All bridges shall be designed to AS 5100 and the requirements specified in this document. Any errors or anomalies in the
Design Australian Bridge Code should be verified by the Railway Infrastructure Manager for clarification. All design criteria should be
Standards
approved by the Railway Infrastructure Manager before design is carried out.


Bridges (cont)
Structures supporting railway track over road, Structures located on highways, main roads and Normal loading wall
waterways or other shall be designed to designated heavy haulage or road train routes may be self-weight plus
accommodate axle configurations in need to be designed for special heavy load vehicles live load, as
accordance with AS 5100, in accordance for or particular road train or long vehicle loadings. This determined under the
the various axle loads in the table below, shall be assessed and confirmed by the relevant requirements of AS
unless otherwise notified by the Railway authority/road manager. In the absence of design 5100; 5kPa live load
Infrastructure Manager. criteria, road structures will be designed to M1600 equates to 300kg
loading in accordance with AS 5100. Structures loading per metre
Reference Load is 300LA. For the other
which support railway access accommodation/ length of 600mm wide
loadings, all axles shall be proportioned by the
occupational/trackside access roads and/or public walkway.
ratio of the nominated LA load divided by 300.
roads may be designed to T44 or R20, as verified by
For loadings less than or greater than 300LA, the Railway Infrastructure Manager.
future loading requirements need to be
The ‘R’ vehicle is a rigid truck with the same
considered. Final approval of the design loads
configuration as the prime mover portion (first 3
shall be obtained from the Railway
Design Loads axles) of the ‘T’, vehicle and the numerical portion is
the vehicle's weight in tonnes.
When designing through girders or truss
(See appendix C for T44 loading example)
bridges, secondary structural elements shall
be incorporated in the structure to
accommodate potential collision loading from a
derailed vehicle, in accordance with AS 5100.
These are required in order to protect the main
structural elements of the bridge from damage.
Where underbridges are designed for
installation beneath track infrastructure and will
extend beyond the existing tracks, they should
be designed for the above loadings for the full
extent of the rail corridor. (Rail loading
configurations shown in Appendix C.)
Bridges Culverts
Bridge structures should have positive drainage systems to prevent water discharging from the bridge to the watercourse or
Drainage and
road or rail below. Drainage should be designed to capture the water and drain it away from the track structure at the bridge
Waterproofing
end.


Bridges Culverts
New ballast top bridges should be provided with a waterproofing membrane to protect the deck concrete. The membrane
should be protected by a ballast mat.
AS 5100 shall be used to determine the vertical live load
Design Loads
with applicable DLAs.
Scour protection will not normally be required when any
one of the following criteria apply:
Scour protection shall be incorporated in the design of new
- calculated velocity of flow through the culvert opening at
bridges where there has been a previous record of scouring or
design flow is <1.5m/s
where a hydrological and hydraulical assessment indicates that
Scour there is a potential for scouring around the bridge. - bed and banks consist of sound rock or are protected by
sound rock bars, and the toe of the embankment is
Scour protection shall be generally designed in accordance with
protected
Austroads’ Waterway Design.
- the gradient of the channel downstream is flatter than
1%.


Tunnels
Australian Building Codes Board International Fire Engineering Guidelines
AS 1085.1: Railway Track Material, Part 1 Steel Rails
AS 1170: Structural Design Actions
AS 1449: Wrought Alloy-steels – Stainless and Heat-resisting Steel Plate, Sheet and Strip
AS 1530.4: Methods of Fire Tests on Building Materials, Components and Structures
AS 1680: Interior Lighting
AS 1851: Maintenance of Fire Protection Systems and Equipment
AS 1939: Degrees of Protection Provided by Enclosures for Electrical Equipment
AS 2159: Piling – Design and Installation
AS 2293: Emergency Escape Lighting and Exit Signs
References AS 2419: Fire Hydrant Installations

(not limited AS 2460: Acoustics – Measurement of the Reverberation Time in Rooms
to)
AS 3000: Electrical Installations (known as the Australian/New Zealand Wiring Rules)
AS 3013: Electrical Installations – Classification of the Fire and Mechanical Performance of Wiring System Elements
AS 3600: Concrete Structures
AS 4100: Steel Structures
AS 4678: Earth Retaining Structures
AS 5100: Bridge Design
AS/ACIF S008: Requirements for Customer Cabling Products
AS ISO 354: Acoustics – Measurement of Sound Absorption in a Reverberation Room
ISO 14837-1: Mechanical Vibration – Ground-borne Noise And Vibration Arising from Rail Systems, Part 1 General Guidance
Design Designs are to comply with the requirements of the relevant Australian standards, specific site geotechnical parameters and
Standards the requirements of this Standard.

A
ards
AS 7636
Tunne
els
(not lim
mited
Relevant standards and
d documents mayy include:
to)
− A 1170: Structurral Design Actionss
AS
− A 2159: Piling – Design and Installation
AS
− A 3600: Concrete Structures
AS
− A 4100: Steel Structures
AS
− A 4678: Earth Re
AS etaining Structure
es
− A 5100: Bridge D
AS Design
− A 1726: Geotech
AS hnical Site Investig
gations
− W
WorkCover Code of Practice – Tunnels under Construction
Tunneels located within the rail corridor sh

hall be designed to
t accommodate the
t train loadings as specified below
w within the track
k
classiffications as given in AS 7630:
The lo
oading is based onn the railway traffiic load in AS 5100
0. The ‘reference load’ is 300LA. For
F the other load
dings, all axles are
e
to be proportioned by th
he ratio of the nom
minated LA load divided
d by 300.
Opera as defined in trackk classification and as operated on the network.
ating classes are a
For loadings less than 3
300LA, future load
ding requirements
s need to be cons
sidered. Final app
proval of the desig
gn loads shall be
obtain
ned from the Railw
way Infrastructure Manager.
mpact factor shall be in accordance
The im e with the DLA in AS
A 5100, with the
e characteristic len
ngth based on eith
her deck slabs or
direct rail fixation.
Tunne els shall also be d designed for the co
ollision load requirements of AS 5100. Where tunne el walls are not continuous, for
examp ple where there iss a crossover to thhe track in the adjacent tunnel, guardrails or concrete
e upstands should d be provided in
d requirements at the discontinuity.
lieu off the collision load


Tunnels
Tunnels shall be designed for earthquake forces in accordance with AS 5100, and as per design category appropriate to the
local region and environment.
The rate of inflow of groundwater into the tunnel is to be limited, in order to not adversely affect surrounding property and
infrastructure caused by changes to the groundwater level and flow regime.
The rate of inflow into the tunnel shall be controlled to avoid impact to any existing surface water courses.
The seepage rate of water into the tunnel shall be limited to a maximum of 0.1 litres/second per any continuous 100m length of
single track tunnel.
Drainage systems shall be designed to collect and dispose of any seepage and surface water that enters the tunnel, in order
Drainage and that the track infrastructure is kept well-drained to minimise maintenance.
Waterproofing The drainage system shall be configured so that in the event of a blockage, any overflow will not affect train operations or the
reliability of the infrastructure.
All drainage discharge from the tunnel shall be treated to be of such quality as to meet the requirements of the relevant
authority for discharge to the stormwater system.
The drainage system design and configuration shall consider the need for maintenance staff to access adjacent equipment
without having to stand in the drain.
No water seeping through the tunnel structure is to drip onto the track


E RECOMMENDED FREQUENCIES OF INSPECTIONS
E.1 TABLE 1: RECOMMENDED INSPECTION FREQUENCIES

This table is referred to in Section 6.2 of this Standard
General Recommended Frequency (Years)

Retaining Micl.
Bridge Culvert Wall Structure
Brief Description Tunnels
E.1 TABLE 1 Underbridge Overbridge Large Culvert
Small
> 2m High
All Other
Culvert Type
BFB All All All All

Timber Steel Concrete All Materials All Materials
Span* Materials Materials Materials Materials
OPERATIONAL LINES
GENERAL INSPECTION
A general inspection is carried out to check the
general serviceability of the structure for rail
(or other) traffic. A general inspection
assesses:
2 2 2 2 3 2 2 3 2
•the physical condition of structures
• whether the structure is safe for operational
purposes.
DETAILED INSPECTION
A detailed inspection is an inspection carried
out to assess the condition of each structure
and its components. A detailed inspection
assesses: 4 6 6 6 6 6 N/A 6 6
• the physical condition and performance
• the structural integrity
• corrective and preventative management
requirements.
SPECIAL STRUCTURAL
INSPECTION Monthly



Retaining Micl.
Small
> 2m High
All Other
Culvert Type
BFB All All All All

A special structural inspection is conducted on a needs basis, to assess the structural condition behaviour and capacity of the structure and appropriate management options. A special
structural inspection can be undertaken outside of the prescribed inspection schedule of engineering and visual inspections. The reasons for special inspections are varied and include, but
are not limited to:
• monitoring specific defects
• reassessment of defects when the rectification date has been exceeded
• inspecting for anticipated hazards following an event, such as heavy rain, an earthquake or fire
• following an unforeseen event, such as impact from a road vehicle or derailed rolling stock.
Common tests which could form part of any special structural investigation include:
• magnetic particle testing/dye penetrant – undertaken in conjunction with visual/engineering inspections as required
• ultrasonic
• X‐ray
• Schmidt hammer test
• acoustic emission
• electrolysis test
• strain gauge
• chloride test
• carbonation test
• chemical test
• AAR test
• material properties – tensile/compressive strength/elongation/Charpy's notch test
• destructive
• dynamic test
• static test
• liquefaction test
• bearing capacity test – standard penetration testing
• standard compaction test – pocket penetrometers
• piling driving tests – numerous.



Retaining Micl.
Small
> 2m High
All Other
Culvert Type
BFB All All All All

NON‐OPERATIONAL LINES
DETAILED INSPECTION
As above 6 6
GENERAL INSPECTION
As above 2 2 2 4 4 4 4
*BFB span: broad flange beam (BFB) spans over roadways


E.2 TABLE 2: INSPECTION LATITUDE AND SUBMISSION TIMEFRAME

This table is referred to in Section 6.2 of this Standard
Submission
Structure Inspection Timeframe
Inspection Type Criteria for Latitude Latitude (Weeks)
Submission After Completion of
On‐site Inspection
Submission of
Frequency ≤ 18 months 4 1 week
individual defect
18 months > frequency ≤ 36
General Inspection 8 (Defect Category A-D)
months
2 weeks
Submission of final
>36 months 16 report
Frequency ≤ 18 months 4 1 week

18 months > frequency ≤ 36 Submission of
Detailed Inspection 8 2 weeks
months individual defect
>36 months 16 (Defect Category A-D) 10 weeks

As soon as
Special Structural Unscheduled practicable following Submission of defect 1 week
Inspection trigger event report
Scheduled 2 weeks
Notes:
Underwater components to have a detailed inspection undertaken at intervals of < 6 years.
Underground untreated timber to have a detailed inspection undertaken at intervals < 4 years.
Underground treated timber to have a detailed inspection undertaken at intervals < 8 years.
A visual inspection of the structure, noting any observed defects and oddities in structural components and/or excessive movement in track alignment over/under and
adjacent to structures, should be undertaken during regular track patrols and should not exceed seven days


F ASSESSMENT METHODS
Appendix F Application
Table 1 Description of Assessment Method Material Examples of
Assessment (Examples) Elements/Defects
Visual Inspection Many problems in timber bridge structures may be detected firstly by Timber Elements joints behind
sight. Visual inspection and appraisal shall be performed diligently, abutments
with particular attention to the following: cleaning of dirt, tar and Timber decking
other coverings from timber exposed in underground inspections; Joinery bolts and holes
excessive checking of timber; splitting of timber; cracking of timber; Headstocks
shrinkage of timber; termite infestation (external termite galleries); Transoms
discolouration of timber; damp areas of timber; decay and fungal
presence, including fruiting bodies; and alignment of track on the
bridge.
Most cracks in steel bridges are first detected by visual inspection. Steel Broad flange beams
Once a crack is found, other non‐destructive inspection methods, such Loose structural
as dye penetrant and magnetic particle, are used to further clarify the fasteners
extent of the crack. The usual and most reliable sign of fatigue cracks Interface of the
is the oxide or rust stains that develop after the paint film has cracked. connecting elements
Experience has shown that cracks have generally propagated to a
depth between one‐fourth and one‐half the plate thickness before the
paint film is broken, permitting the oxide to form. This occurs
because the paint is more flexible than the underlying steel.
Visual inspection will detect most defects in concrete structural Concrete Vertically (e.g.
elements. The inspector is to look for signs of weathering or spalling abutments)
of surfaces or mortar joints, cracking within elements or at joints; Horizontally (e.g. deck
stains on surfaces indicating reinforcement corrosion; crushing, camber or
especially at bearings or at pre‐stressing anchorage points; and Laterally (e.g. footings
changed alignment of elements. and culverts)
Shrinkage or hairline
cracks
Cracking or crushing


around pre‐stressing
anchorages seepage
into unwanted areas
Check if any distortions have occurred in the load bearing elements, Masonry Walls
such as walls, abutments and piers, as well as retaining structures. Abutments
Check verticality with a plumb line and measure any out‐of‐plumb Piers
distortion. Check bulging in both horizontal and vertical directions Barrel
using a 3m long hardwood straight edge. If there are signs of
efflorescence, leaching and percolation of water through masonry,
assess the deterioration of masonry units and jointing mortar by
fretting. Investigate if the earthfill behind abutments and retaining
walls, and fills between spandrel walls of the arches are properly
drained. Check if the weepholes (if provided) are functioning. Dry
weepholes indicate they may be blocked.
Observation of Observe members under load and note any excessive movement in Steel Girders
members under members or fastenings. Bracing
load Web stiffeners
Measuring deflection of structural members under known applied Concrete Girders
loads. Decks
Strain gauge Ascertain if the cracks are 'live' (i.e. their width changes under thermal Concrete Girders
or structural loading). This can be detected with a mechanical strain Masonry Decks
gauge held on gauge discs glued to the concrete surface. Cracks that Abutments
are due to applied load will move immediately the load is changed Piers
(e.g. under traffic passing over a bridge). Cracks due to thermal
movement shift when the temperature of the element alters.
Measurements made three or four times a day should establish


whether a crack is live or not.
Ascertain if the cracks are moving by fixing special strain gauges Masonry Walls
across them at suitable locations, which will be used to tell if a crack Abutments
has grown. Cracks that are due to applied load will move immediately Piers
when the load is changed (e.g. under traffic passing over a bridge). Barrel
Cracks may also move under temperature variations. Measurements
should be made with and without traffic loads, and for four or five
times in a day, to establish whether a crack is live or not.
Hammer testing Hammering, or sounding, a timber element gives an indication of Timber Girders
internal deterioration. The presence of rot or termite attack may All transoms on both
cause a hollow sound when struck by the hammer, indicating boring is sides
required. Fasteners including
spikes, screws and bolts
When steel elements are tapped lightly with an inspector's hammer, it Steel Loose pates and
will help to identify loose plates and fastenings, the extent of fastenings
corrosion, and effectiveness of corrosion protection. Care must be The extent of corrosion
taken that hammering does not cause unnecessary destruction of Effectiveness of
protection systems. corrosion protection
Hammer testing, where surfaces are tapped lightly with an Concrete Girders
examination hammer, can indicate drumminess and potential spalling Corbels
areas. Headstocks
Piles
Sills
Bore and probe Test boring is carried out with a 10mm auger, in order to locate Timber Girders
internal defects, such as pipes, rot or termites. Corbels
Headstocks
Piles
Sills


Deflection test A deflection test gives an indication of girder condition and riding Timber Girders
quality. Steel
Measurements Check for section loss using an ultrasonic thickness metre to measure Steel
Girders
section thickness.
Bracing
Check thickness of paint using a dry fill thickness gauge. Steel
Web stiffeners
Estimate the concrete cover to reinforcement using electromagnetic Concrete Girders
cover meters or by actual measurement where concrete is broken and Decks
reinforcement is exposed. Check if the cover provided is adequate for Abutments
the exposure conditions, or is as per drawings (if the drawings are Piers
available).
Test methods Magnetic particle testing (MPI) or flaw detection penetrant dye will Steel
detect suspected cracking not clearly visible. The local area is to be Girders
cleaned back to bare metal to perform the testing. The bare metal Bracing
shall be reprimed with an appropriate paint system if no crack is Web stiffeners
found.
Test for carbonation: Break off small pieces of concrete from different Concrete
areas of the structure using a hammer and cold chisel, and test freshly
exposed concrete surfaces by spraying with 2% solution of
phenolphthalein in alcohol. This pH indicator solution will change Girders
Decks
colour according to the alkalinity of the concrete. The solution
Abutments
remains pink and is easily visible on concrete that has retained its
Piers
alkalinity, but becomes colourless on concrete that has lost its
alkalinity by carbonation. The test will thus indicate the depth to
which the concrete has been carbonated from the surface.


Test for chloride contamination: To determine the chloride content of Concrete
concrete, samples are obtained by drilling holes in the concrete and
collecting the dust produced (NB: If there is any surface salt build‐up,
it must be removed before drilling.) The dust samples are collected at
a range of different depths (e.g. 0‐10mm, 10‐25mm, 25‐50mm, etc.),
to determine how the chloride content changes with depth from the
surface. It also helps to establish whether the chloride was present in
the concrete when it was cast, or whether it penetrated the concrete
from the surroundings . The concrete samples are treated with acid
to dissolve the cement, and the chloride content is determined by
titration against silver nitrate.
Advanced Where the cause of cracking or bulging of an element cannot be Steel Girders
inspection explained by visual inspection, specialist testing (e.g. X‐ray, ultrasonic Bracing
techniques or acoustic emission) can be used to examine the internal condition of Web stiffeners
structures and the underlying cause of the observed defects. Cracking
Listed below are additional tests that require special equipment and Concrete
significant skills and experience to obtain usable results. Such testing
methods would have to be undertaken by specialist personnel skilled
in the field of diagnostic testing:
• half‐cell potential measurements to assess corrosive activity in
Girders
concrete and the probability of corrosion in steel
Decks
reinforcement
Abutments
• ultrasonic pulse velocity measurements to locate areas of
Piers
delamination and honeycombed concrete
• electrical resistivity measurements to assess the rate of
corrosion qualitatively
• permeability tests to measure the water absorption of
concrete


• in situ compressive strength measurements using Schmidt
hammer test
• core sample testing for strength, permeability, contamination,
composition and density.
Listed below are additional tests that require special equipment and Timber Girders
significant skills and experience to obtain usable results. Such testing Corbels
methods would have to be undertaken by specialist personnel skilled Headstocks
in the field of diagnostic testing: Piles
• Shigometer Sills
• 7ltrasonic
• X‐rays.


G EXAMPLE CATEGORY TABLES (EXAMPLE FOR POSSIBLE GUIDANCE ONLY)
This table is referred to in Section 6.2.6 of this Standard

Proposed mandatory repair priority (example only – the Railway Infrastructure Manager shall carry out
appropriate risk assessments and analysis in proposing a mandatory repair priority system appropriate
to system operational requirements)
Appendix G Table 1 – CATEGORY TABLES

Member Defect Type Defect Size Defect Category Mandatory Repair Priority*
A. Underbridges – steel and wrought iron
For steel, wrought iron and broad flange beam (BFB) underbridges, items in the table are defined as follows:
Main structural members are main girders, cross girders, stringers, truss chords, diagonals and verticals, columns, trestle legs, and headstocks.
Secondary structural members are bracing, bearing/bed plates, gusset plates, bearing and web stiffeners, tie bars, etc. An element of a member
is typically a flange or web, and may consist of multiple plates and/or angles.
For piers, abutments, wingwalls and reinforcement see 'Underbridges – concrete'.
Main member New crack or > 80mm long A
(excluding BFBs) extension of previously (total if old and new)
assessed crack
Main member New crack or 50mm - 80mm long B - 20km/h speed
(excluding BFBs) extension of previously (total if old and new) Observe under
assessed crack load
Main member New crack or 10mm – 49mm long B
(excluding BFBs) extension of previously (total if old and new)
assessed crack
Main member New crack 0mm - 9mm long C
(excluding BFBs)
Main member Missing Any A
(excluding BFBs)
Main member Crack at bearing zone > 300mm C
Main member Corrosion loss Perforation to any C



element
Main member Corrosion loss > 60% section loss C
Main member Corrosion loss 30-60% section loss D
Main member Corrosion loss < 30% section loss E
Secondary member Crack Any D
Secondary member Missing Any B
Secondary member Corrosion loss Perforations to any D
element
Main member Bolts/rivets missing > 60% A
fastenings (at
connections)
Main member Loose > 60% B
fastenings (at
connections)
Main Member Loose/missing 40-60% B
Fastenings (at
connections)
Main member Loose/missing 20-39% C
fastenings (at
connections)
Main member Loose/missing 10-19% D Ry2
fastenings (at
connections)
Main rivets Corroded away in any > 50% of rivet C
600mm length of heads
girder




Main rivets Corroded away in any ≤ 50% of rivet D Ry2
600mm length of heads
girder
Secondary Missing > 75% B
fastenings
Secondary Loose > 75% C
fastenings
Secondary Loose/missing 50-75% D
fastenings
Secondary Loose/missing 25-49% E Ry2
fastenings
Segmental Locked over D. Reset, but only
bearings after structural/
geotechnical
investigation into
abutment stability
Bed or bearing Missing/broken > 50% D
plate HD bolts
Bed or bearing Missing/broken ≤ 50% E Ry2
plate HD bolts
Bed plate Broken D
Bearing pads Broken/missing mortar > 25% D
Bearing pads Broken/missing mortar ≤ 25% E
Painting – any Flaking paint Any D



member

Impact damage
Track Out of alignment > 50mm A
(bridge has moved)
Track Out of alignment 30mm – B
(bridge has moved) 50mm
Track Out of alignment ≤ 30mm D
(bridge has moved)
Main member Major structural Structure A
damage likely to
be unable
to carry
load
Girder flange Flange outstand > 60% of B
deformed vertically outstand
width
Girder flange Flange outstand 30-60% C
deformed vertically of
outstand
width
Girder flange Flange outstand 20-29% D
deformed vertically of
outstand
width
Girder flange Flange outstand < 20% of E
deformed vertically flange



outstand
width

Girder flange Flange deformed > 60mm B
horizontally within
bracing bay
Girder flange Flange deformed 30mm – C
horizontally within 60mm
bracing bay
Girder flange Flange deformed 20mm – D
horizontally within 29mm
bracing bay
Girder flange Flange deformed < 20mm E
horizontally within
bracing bay
Girder flange Notched > 30mm B
Girder flange Notched ≤ 30mm C
Trestle Column deformed in > 100mm A
any direction
Trestle Column deformed in 50mm – B
any direction 100mm
Trestle Column deformed in 25mm – D
any direction 49mm
Trestle Column deformed in < 25mm E
any direction
Main rivets Sheared off in any > 50% of D



600mm length of rivets
girder
Main rivets Sheared off in any ≤ 50% of E
600mm length of rivets
girder
Any joint Rendered ineffective > 50% B
fastenings
Any joint Rendered ineffective ≤ 50% D
fastenings
B. Underbridges – broad flange beams
All the above limits for steel and wrought iron underbridges apply to BFB underbridges, except for the 'main girder/truss' and 'new crack' items,
which are to be replaced with the following.
Unplated BFB spans
BFB flange Crack > 25mm A
BFB flange Crack 10mm – B - Observe
25mm under load. Stop
road traffic during
passage of each
train
BFB flange Crack 5mm – B
9mm
BFB flange Crack < 5mm C
Plated BFB spans
Both Crack > 25mm A
BFB flange and
flange plate



Both Crack 10mm – B - Observe
BFB flange and 25mm under load. Stop
flange plate road traffic during
passage of each
train
B. Underbridges – broad flange beams
Both Crack 5mm – B
BFB flange and 9mm
flange plate
Both Crack < 5mm C
BFB flange and
flange plate
Either Crack > 50mm A
BFB flange or
flange plate
Either Crack 20mm – B - Observe
BFB flange or 50mm under load. Stop
flange plate road traffic during
passage of each
train
EitherBFB flange Crack 10mm – B
orflange plate 19mm
Either Crack < 10mm C
BFB flange or
flange plate
C. Underbridges – timber
The following maintenance limits are based on nominal 300mm x 300mm timber section.
Girder/corbel Pipe/trough in any > 250mm A



girder or corbel
Girder/corbel Pipe/trough in any 226mm - B
girder or corbel 250mm
Girder/corbel Pipe/trough in any 200mm - C
Girder/corbel Pipe/trough in any 151mm - D
Girder/corbel Pipe/trough in any 50mm - E
Girder/corbel Crushing B
Solid headstock Pipe/trough > 250mm A
Solid headstock Pipe/trough 226mm - B
250mm
Solid headstock Pipe/trough 200mm - C
225mm
Solid headstock Pipe/trough 151mm - D
199mm
Solid headstock Pipe/trough 50mm - E
150mm
Solid headstock Crushing Any B
Girder Mid-span deflection B
Girder Mid-span deflection 4.27 B
4.57
7.32
7.92



Girder Mid-span deflection 8 9 B
20
22
Girder/corbel small Rotted out B
section
250mm x 150mm
Waling headstock Rotted out B
Waling Sill Rotted out C
Body bolts Loose > 25% D
Body bolts Loose ≤ 25% E
Corbel bolts Loose > 25% D
Corbel bolts Loose ≤ 25% E
Trestle bolts Loose > 25% D
Trestle bolts Loose ≤ 25% E
Piles Section loss in more > 75% A
than 50% of piles in
any trestle or abutment
Piles Section loss in more > 75% B
than 25% of piles in
any trestle or abutment
Piles Section loss in any pile > 75% C
Piles Section loss in any pile 50-75% D



Piles Section loss in any pile 40-49% E
Piles Pumping Any D
Decking Split or rotted out > 20% D
Abutment and Broken, decayed, Any D
wingwall sheeting missing or displaced
Any timber Termite infestation Any C
section evidence
of
damage
D. Underbridges – timber transoms
Track class 1, 2, 3 5
Transoms Ineffective 3 4 adjacent B
adjacent
Transoms Ineffective 2 3 adjacent C
adjacent
Transoms Ineffective 2 in 3 2 adjacent D
Transoms Ineffective One E
isolated
Transom bolts Missing 3 4 adjacent B
adjacent transoms
transoms
Transom bolts Missing 2 3 adjacent C
adjacent transoms
transoms



Transom bolts Missing One 2 adjacent D
transom transoms
(2 bolts)
isolated
Transom bolts Loose Any E Ry2
E. Underbridges – concrete
Main-PSC or Differential deflection Visible C
RC between units under
live load
Main-PSC Crack Other B
than
shrinkage
(surface)
crack >
0.3mm
Main-RC Crack > 3mm C
wide
Main-RC Crack 1mm - E Ry2
3mm
wide
Main reinforcing bar Section loss in one bar > 30% D - Undertake
diagnostic testing
Stirrup Section loss in one bar > 60% D - Undertake
reinforcing diagnostic testing
Pre-stressing Exposed Any C
ducts/tendons
Piers/abutments Crack > 5mm C
wide and



1m long,
especially
under
bearings
E. Underbridges – concrete
Piers/abutments Crack 3mm - E
10mm
wide
Wingwall Crack > 5mm wide and 2m long C
3mm - 10mm wide E
Lateral dislocation > 20mm D
Deck Spalling > 1 square metre with exposed D - Undertake
reinforcing diagnostic testing
300mm x 300mm and no E - Undertake Ry2
reinforcing exposed diagnostic testing
Deck – joint between Fouling with Any D
slabs ballast/debris
Bearings Any degradation D
Impact damage
Main Deformation Any A
Main-PSC or Crack Other than shrinkage (surface) A
RC crack more than 0.3mm



F. Underbridges – masonry and concrete arch

For piers, abutments, wingwalls and reinforcement see 'Underbridges – concrete'.
Arch ring Brickwork dislocation > 50% in any square metre B
missing or unbonded
20-50% in any square metre D
missing or unbonded
Longitudinal cracking > 3mm wide, through and B
(along arch barrel) across full arch width
Visible differential movement
under live load
2mm - 3mm and not through D
and across
< 2mm and not through and E
across
Circumferential > 6mm wide and > 2m long C
cracking along arch
(along arch profile)
3mm - 6mm wide, or > 6mm D
wide and < 2m long along arch
Distortion of profile > 50mm – detectable by D
undulations in top line of
spandrel walls/parapets or track
20mm - 50mm E



Other than arch Brickwork dislocation > 50% in any square metre D
missing or unbonded
20-50% in any square metre E
missing or unbonded
F. Underbridges – masonry and concrete arch

Spandrel wall Displacement Longitudinal > 30mm, or > D
20mm longitudinal + 20mm tilt
15mm - 30mm E
Culvert floor Heaving > 50mm D
25mm - 50mm E
Any other Brickwork dislocation Nil D
Brickwork mortar Missing or loose More than 30% in any D
square metre missing or
loose
missing or loose
G. Culverts and pipes
For reinforcement, see 'Underbridges – concrete'.
Culvert, corrugated Collapse Subsidence of formation/ballast A
metal pipe or timber
No subsidence of C
box drain
formation/ballast
Blocked 75-100% C
50-74% D



20-49% E Ry2
Culvert Cracked barrel > 50mm B
10mm - 50mm D
< 10mm E
G. Culverts and pipes

Corrugated metal Joint broken - D
pipe
Out of round/distortion > 50mm D
Headwall/wingwall Cracked > 50mm wide B
10mm - 50mm wide D
< 10mm E
Apron Scouring under > 2m C
Any D
Floor Heaving > 50mm D
25mm - 49mm E
Adjacent Blocked - > 25% C
waterways Geotechnical risk site
Blocked > 25% D
H. Overbridges – timber
The following maintenance limits are based on nominal 300mm x 300mm timber section. The restrictions are to be applied to the road across the
overbridge.
Girder/corbel Pipe/trough in any > 250mm A – Close bridge



girder or corbel
226mm - 250mm B
200mm - 225mm C
151mm - 199mm D
50mm - 150mm E
Crushing B
Solid headstock Pipe/trough > 250mm A – Close bridge
226mm - 250mm B
200mm - 225mm C
151mm - 199mm D
50mm - 150mm E
Crushing Any B
Girder Mid-span deflection - B
Table 14
4.27 4.57 7.32 7.92
8 9 20 22
Girder/corbel small Rotted out B
section
250mm x 150mm
Waling headstock Rotted out B
Waling sill Rotted out C
Body bolts Loose > 25% D



≤ 25% E
Corbel bolts Loose > 25% D
≤ 25% E
Trestle bolts Loose > 25% D
≤ 25% E
Piles Section loss in > 50% > 75% A - Stop trains
of piles in any trestle
or abutment
Section loss in > 25% > 75% B
of piles in any trestle
or abutment
Section loss in any pile > 75% C
50-75% D
40-49% E
Decking planks Broken or missing, 2 or more adjacent planks have B
(transverse) bolts protruding collapsed
Isolated planks have collapsed C
Decking planks Rotted out or loose, 2 or more adjacent planks have B
(longitudinal) bolts protruding collapsed
Isolated planks have collapsed C
Wearing surface Holes or lifting Any C



I. Footbridges and overbridges
In addition to the following, underbridge defect limits also apply where applicable.
Brick parapets Horizontal crack > 3mm wide and > ½ of parapet D
width and > 2m long
Brick parapets Vertical crack Any crack full height and full D
width of parapet
Pedestrian safety aspects
The bridge and stepway maintenance triggers described are of a structural nature, and intentionally do not cover defects in walking surface finishes
(e.g. tiles) and associated anti-slip requirements.
Pedestrian Missing/broken Any B - Seal off area
barriers
Missing/displaced Any B - Seal off area
chain wire infill
Missing vertical Any B - Seal off area
balusters
Missing displaced Any B - Seal off area
metal sheet
Loose Any D
Missing bolts Any D
Traffic barriers Missing/broken/ loose Any C
Deck Walkway planks Broken, decayed, missing or B - Seal off area
displaced
Cracks in AC/FC Any B - Seal off area
sheets



Deck-nails, screws Protrusion above deck > 10mm C
≤ 10mm D
Safety screens Missing/broken Any C
Safety screen Defective > 50% C
fixings
25-50% D
Timber railing, posts Section loss > 25% D
Protection Missing/broken/ loose Any D
screens
Missing bolts Any D

Stepways (also includes balustrade and handrail references above)
RC stepway Broken front edges > 150mm long and 35mm deep C
tread
> 50mm long and 15mm deep D
Cracked > 2mm wide D
RC stepway Cracked > 2mm wide D
landing
≤ 2mm wide E
Stepway Protruding at toe Any C
reinforcing
Stepway tread Rocking between heel > 5mm C

and toe
2mm - 5mm D



Slope heel to toe > 15mm D
5mm - 15mm E
J. Underbridge walkways and refuges
Walkway and refuge Missing/broken Any B - Seal off area
handrails
Walkway and refuge Broken, decayed, Any B - Seal off area
handrails displaced or missing
Walkway fastenings Loose or missing Any D
K. Underbridge guardrails
Guardrail Missing - D
Undersize - D
K. Underbridge guardrails
Vee section Missing/end not closed - D
Fastenings Missing/loose - D
L. Underbridge road/pedestrian safety aspects
Clearance signs Missing - D
Not legible - D
Ballast Falling - D
M. Underbridge ballast logs/walls
Ballast log Missing/rotted out - D
Ballast wall Decayed, displaced or - D
missing
N. Tunnels



Roof/wall Brickwork dislocation > 30% in any square metre C
missing or unbonded
missing or unbonded
Longitudinal cracking > 5mm wide and more than 5m B
(along tunnel) long
2mm - 5mm and more than 5m C
long
≤ 2mm and more than 5m long D
Circumferential > 5mm wide and > 2m long D
cracking along tunnel profile
(along tunnel profile)
> 5mm wide and ≤ 2m long E
along tunnel profile
N. Tunnels
Seepage Causing corrosion of track D Ry1
fastenings
Any E
Spalling Through the lining or of whole D
bricks
Portal Crack > 50mm wide B
10mm - 50mm wide D
≤ 10mm E
O. Retaining walls and platform walls
Retaining wall Crack > 10mm wide and > 2m long C



> 10mm wide and ≤ 2m long D
5mm - 10mm wide E
Lateral dislocation > 20mm C
10mm - 20mm E
Platform wall Crack > 50mm wide C
10mm - 50mm wide D
< 10mm E
O. Retaining walls and platform walls
Platform coping Separation from Visible D - Check
platform surface clearances for
and/or wall possible
infringement
Broken edging Any D
P. Gabion walls
Gabion baskets - Damaged Loss of tension/rocks spilling out D
bridges
Lateral dislocation > 100mm D


Proposed Mandatory Repair Priority (example only - the Railway Infrastructure

Manager shall carry out appropriate risk assessments and analysis in
proposing a mandatory repair priority system appropriate to system operational
requirements)
Code Meaning Application
Rm1 Repair within 1 month Applies to Defect Categories A to D
Rm6 Repair within 6 months Applies to Defect Categories A to D
Ry1 Repair within 1 year Could apply to any Defect Category
Ry2 Repair within 2 years Could apply to any Defect Category
Ry5 Repair within 5 years Applies to Defect Category E only
Ryxx No repair for 5 years Applies to Defect Category E only
Mm1 Monitor monthly Applies to Defect Categories A to D
Mm6 Monitor half yearly Applies to Defect Categories A to D
My1 Monitor yearly Applies to Defect Categories A to D
Axx Assess/inspect next inspection Applies to Defect Category E only


H STRUCTURALLY CRITICAL MEMBERS
This table is referred to in Section 6.2.6 of this Standard
Structurally
Span Type Details of Critical Areas
Critical Member
A. Steel and wrought iron underbridges
Main girders Bottom flange: middle third of span and at any changes in flange plates
Plate web Main girders Top flange: middle third of span and over intermediate piers
deck, RSJ
and BFB Main girders Flange and web splices
Main girders Web: at support
Main girders Bottom flange: middle third of span and at any changes in flange plates
Main girders Top flange: middle third of span and over intermediate piers
Main girders Flange and web splices
Main girders Web: at support
Bottom flange and end connections

Plate web
through
Flange and web splices
Cross girders Web: at support
Bottom flange: middle half of span, at any changes in flange plates and end
Stringers
connections
Stringers Web: at support


Appendix H Table 1 Structural critical members (cont)

Span Type Member Details of Critical Areas
A. Steel and wrought iron underbridges
Top chord Over intermediate piers and buckling at mid-spans (arches)
Bottom chord Middle third
Arches/portal Mid-span arches at end connections

frames
Lattice girders Stringers (2nd

Bottom flanges and splices: middle third
generation)
Cross girders Connections to bottom chord: Middle third of bottom flange
Diagonal lattice bars Whole member, including chord connections, especially in vicinity of supports
Top chord Whole member including connections
Bottom chord Whole member including connections
Web verticals Whole member, including connections
Web diagonals Whole member including connections
Trusses Portal frames All frames including end connections

(Pratt)
Bottom flange and end connections
Cross girders
Stringers Middle half of span, at any changes in flange plates and end connections


Appendix H Table 1 Structural critical members (cont)

Span Type Member Details of Critical Areas
B. Timber bridges
Girders Middle third (bending) and over corbels (shear)
Corbels Over headstocks (shear)
All spans Headstocks Nil
Piles At ground level, and 500mm above and below ground level
Transverse decking Middle third (bending)
C. Concrete bridges
Pre-stressed
Middle third of span
concrete girders
Pre-stressed
All spans Over supports (shear)
concrete girders
Reinforced concrete Middle third of span

girders Over supports (shear)
Span Type


I STEEL MATERIAL PROPERTIES
This table is referred to in Section 6.3.2.2 of this Standard
Ultimate Elongation Capacity

Material Yield (MPa)
(MPa) (%) factor, f
Plates and sections
190 longitudinal
Wrought iron (1)(2) 150 transverse 300 10 0.85
Steel<1910 (2) 210 20
1910-1940 (2) 230 20
1941-1969 (2) 240 20
After 1970 250 400 20 0.9
Rivets (3)
Wrought iron Use same properties as for plate 0.8
Steel Use same properties as for plate of relevant period 0.8
Notes:
1. Plastic properties not to be used if elongation <5%.
2. Reduce yield by 5% where sections >20mm thickness are used.
3. Field/hand-driven rivets are assumed to be equivalent to shop rivets. All rivets, irrespective of installation method,
have demonstrated satisfactory performance over the years.
© RISSB Page 101


J SPECIFICATION FOR STEEL FABRICATION OF SECTIONS
Materials Specifications
Rolled sections AS/NZS 3679.1
Flange and web plates AS 3678
Other plate and flats AS/NZS 3678, AS/NZS 1594
Hollow sections AS 1163
High-strength structural bolts, nuts and AS/NZS 1252 for manufacture

washers
AS 1214 for galvanising
AS 4100 for assembly
Product Grade C bolts, nuts and AS 1112.3, AS 1111.1 & AS 1237 for manufacture
washers
AS 1214 for galvanising
AS 4100 for assembly
© RISSB Page 102

AS 7636: 2013
About Rail Industry Safety and Standards Board

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Australian Railway Infrastructure Accredited Australian Standards

AS 7636 Railway Structures

Keeping Standards up-to-date

Australian Standards® developed by RISSB

First published as AS 7636:2013

Australian Railway Infrastructure Standards

Important Notice and Disclaimer

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Railway Structures AS 7636 1 2013

Authoring & Approval

Code Change Procedures

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Australian Railway Infrastructure Standards

5.5 AS-BUILT DRAWINGS .........................................................................................31

© RISSB Page iv Version 1,

Australian Railway Infrastructure Standards

© RISSB Page 1 Version 1,

Australian Railway Infrastructure Standards

1.2 DOCUMENT CONTROL

1.2.2 Preparation and Approval

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Australian Railway Infrastructure Standards

1.2.3 Distribution and Change

1.2.4 Document History

1.3.1 Table of Contents

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1.3.2 Document Layout

1.4 PURPOSE: AS 7636 RAILWAY STRUCTURES

© RISSB Page 4 Version 1,

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1.4.2 The main purpose of the requirements are to:

© RISSB Page 5 Version 1,

Australian Railway Infrastructure Standards

(a) AS 5100: Bridge Design

© RISSB Page 6 Version 1,

Australian Railway Infrastructure Standards

(a) AS 4600: Cold-formed Steel Structures

(a) Specific terms used in this Standard are defined below.

1.8.2 Certification: The process by which an independent competent person

2 GENERAL REQUIREMENTS FOR MANAGEMENT OF RAILWAY

© RISSB Page 7 Version 1,

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1. The major stakeholder, which will always be involved in the management of

© RISSB Page 8 Version 1,

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2.5.1 Operational Parameters

2.5.2 Provision for Services

2.6 STRUCTURES OWNED BY OTHERS

(a) (M) notify the relevant person or organisation in writing, requesting

© RISSB Page 9 Version 1,

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2.8 DOCUMENTATION AND RECORD MANAGEMENT

(a) (R) a register providing a description of all structures to be inspected – this

2.9 RISK MANAGEMENT