AS 5100.2:2017

AS 5100.2 directly governs every existing-bridge capacity assessment that TRSC performs on pedestrian, internal-precinct and adaptive-reuse bridge structures. Three application points matter for existing-asset practice. First, the SM1600 vehicle is a 1600 kN moving load that produces design moments and shears materially higher than earlier-edition design vehicles (T44 and L44 from AS 5100.2:2004 and predecessors). For existing road-bridge assessment of structures designed before 2017, SM1600 application requires re-checking moment and shear capacity against the higher action, which can flip a previously compliant deck to non-compliant. The decision-controlling case is short-span (5 to 25 m) road-bridge slabs and beams where SM1600 wheel concentration produces local moment higher than the equivalent T44 case. TRSC's bridge-element assessments include explicit SM1600 application with deck-distribution analysis per the standard, and the Form 15 documents whether the structure was assessed for SM1600 or for an explicitly defined alternative (typically a routes-mass-management restriction agreed with the road authority). Second, AS 5100.2 pedestrian loading is decision-controlling on pedestrian and shared-use bridges. The 5 kPa crowd load is applied for serviceability and ULS, but the dynamic component — pedestrian-induced excitation in the 1.5-to-2.5 Hz vertical range and 0.5-to-1.2 Hz lateral range — is the more commonly under-applied check. AS 5100.2 references AS 5100.1 vibration-acceptance criteria; existing pedestrian-bridge assessment must demonstrate compliance with the acceleration limit (typically 0.7 m/s² peak vertical, 0.2 m/s² peak lateral) under the design crowd density. TRSC's pedestrian-bridge dynamic checks combine measured modal frequencies (from in-situ vibration testing) with calculated pedestrian-excitation forcing per AS 5100.2 to derive the as-installed acceleration response, which is compared against the standard's acceptance criteria. Third, the standard's thermal action provisions (Section 6) govern long-span bridge assessment for SLS and ULS combinations including the thermal differential through the deck depth. Existing bridges with restricted-movement bearings — typically heritage and pre-1970 structures — frequently have thermal-action behaviour that does not match the design-intent free-movement assumption, with thermal stresses inducing measurable creep and cracking. TRSC's bridge condition assessments document bearing condition and free-movement restriction, then re-derive AS 5100.2 thermal action with the actual restraint condition rather than design-intent. Where thermal-induced cracking or movement is observed, the assessment quantifies whether the cracking is consistent with the as-installed thermal regime or evidence of additional structural distress. Stream-flow and debris loading per AS 5100.2 is applied to river-crossing bridges where the proximate flood pathway is decision-controlling — relatively rare in TRSC's commercial practice but applicable to internal-precinct bridges over flood-prone landscape elements.