Design Basis Report for Bridge Structures Document Number: EXW-P008-0000-SE-PBR-RP-00001 Revision: K01 Date: 28 July 2013
Document information Client: Qatar Public Works Authority Project: Qatar Expressways Group 3 Title: Design Basis Report for Bridge Structures Document No: EXW-P008-0000-SE-PBR-RP-00001 Date: 28 July 2013
Rev Date Details Prep Rev App K01 28/07/2013 Issued for Review RL AG NB
Author, Reviewer and Approver details Prepared by: Richard Lipianin Date: 28/07/2013 Signature: Reviewed by: Andrew Gallagher Date: 28/07/2013 Signature: Approved by: Neil Brownlee Date: 28/07/2013 Signature:
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Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 i Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures Contents Page number 1. Introduction 1 1.1 Purpose of Document 1 1.2 Scope of Works 1 1.3 Abbreviations and Definitions 1 2. Project Requirements 3 2.1 Design Standards for bridges and highway structures 3 2.2 The Design Manual for Roads and Bridges (DMRB) 4 2.3 Other Standards and Specifications 5 3. Technical Details of Bridges and Other Structures 7 3.1 Road Bridges 7 3.2 Pedestrian Bridges 8 3.3 Retaining walls 9 4. Durability 11 4.1 Design Life 11 4.2 Durability Design 11 4.2.1 Durability Reporting 11 4.2.2 Concrete Durability and cover to reinforcement 11 4.2.3 Durability of Steel Structures (Road Bridges, Pedestrian bridges, lift structures and miscellaneous Steelwork) 12 4.2.4 Miscellaneous Components Durability 13 4.3 Service life Deterioration Mechanism 13 4.3.1 Concrete Structures 13 4.3.2 Steel Structures 13 5. Project specific design criteria 15 5.1 Bridges and other structures design standard 15 5.2 Performance specific requirements 15 5.2.1 General 15 5.2.2 Design speed 15 5.2.3 Minimum Vertical Clearances for Bridges and Other Structures 15 5.2.4 Bridge Bearings 16 5.2.5 Expansion Joints 16 5.2.6 Bridge Parapets 17 5.2.7 Vehicle Collusion with Structures 18
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 ii Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 5.2.8 Waterproofing of Bridge Decks 18 5.2.9 Waterproofing of Structural Elements below Ground 18 5.2.10 Drainage 18 5.2.11 Concrete Surface Finishes 19 5.2.12 Protective Coatings 19 5.2.13 Bridge Inspections and Maintenance 19 6. Material Parameters and Specifications 21 6.1 General 21 6.2 Concrete 21 6.3 Reinforcement 21 6.4 Prestressing strands 21 7. Design Loads 23 7.1 Permanent Loads 23 7.1.1 Dead Loads 23 7.1.2 Superimposed Dead Loads 23 7.2 Live Loads 24 7.2.1 New Structure Highway Live Loads 24 7.2.2 Carriageway Width 25 7.2.3 Pedestrian Bridge Live Load 26 7.2.4 Live load surcharge loads 26 7.2.5 Temperature Effects 26 7.2.6 Early Thermal Cracking of Concrete 26 7.2.7 Earth and water Pressure Loads 27 7.2.8 Differential Settlements 27 7.2.9 Wind Loads 27 7.3 Centrifugal Load 27 7.4 Braking Force 27 7.5 Accidental Load due to Skidding 27 7.6 Creep and Shrinkage 27 7.7 Seismic Forces (Earthquake) 28 7.8 Load Combination 28 8. Specific Requirements - Segmental Bridge 29 8.1 General 29 8.2 Design Methodology 29 8.2.1 Shear at Segment Joints: 29 8.2.2 Longitudinal stresses through joints: 29 8.3 Design Standards 30 8.3.1 ASSHTO LFRD Section 4.6.29 30 8.4 Shear and Torsion Design of Box Girders 32 8.5 Design Loads 32
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 iii Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 8.6 Construction Loads 32 8.6.1 Design Assumptions during Construction 33 8.6.2 Construction Load Combinations at the Ultimate Limit State 34 8.6.3 Construction Load Combinations at the Serviceability Limit State 35 8.7 Typical Construction Sequence 35 8.8 Durability 35 8.9 Maintenance 36 9. Specific requirements steel composite bridges 37 9.1 Steel composite bridges general 37 9.2 Steel composite bridge design standards 37 9.3 Steel composite bridge design guidelines 37 9.4 Design Load 38 9.4.1 General Loads 38 9.4.2 Fatigue Loads 38 9.4.3 Construction Loads 38 9.5 Material Properties 39 9.6 Typical Construction Sequence 39 9.7 Durability 39 9.8 Maintenance 40 9.8.1 Internal and External 40 9.8.2 Ventilation and Drainage 40 9.9 Design Analysis 40 10. Specific requirements precast concrete girder bridges 43 10.1 Precast concrete girder bridges general 43 10.2 Precast concrete girder bridge design standards 43 10.3 Design load 43 10.3.1 General loads 43 10.4 Durability 43 10.5 Material properties 43 10.6 Design analysis 43 11. Interface with Railway Corridor 45 11.1 Interface with Railway Corridor 45 12. Geotechnical Conditions 47
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 iv Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures List of tables Page number Table 1-1 Abbreviations and Definitions 1 Table 3-1 Bridge Details and Locations 7 Table 3-2 Pedestrian Bridge Details and Locations 8 Table 4-1 Design Life Summary 11 Table 4-2 Minimum Concrete Durability Requirements 12 Table 4-3 Nominal Concrete Cover to Steel Reinforcement 12 Table 5-1 Bridges and Other Structures Minimum Clearances 15 Table 5-2 Minimum Height Requirements for Parapets 17 Table 6-1 Design Parameters for Prestressing Strands 22 Table 7-1 New Structure Live Loads 24 Table 7-2 HA and HB Live Loads 24 Table 7-3 Carriageway Width and Notional Lanes 25 Table 8-1 Design Standards for Segmental Bridge Design 30 Table 8-2 Erection Loads for Segmental Bridge Construction 32 Table 9-1 Design Standards for Steel Composite Bridges 37 Table 9-2 Design Guidelines for Steel Composite Bridges 37 Table 9-3 Analysis Methods 41 Table 10-1 Design Standards for Precast Concrete Girder Bridges 43
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 1 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 1. Introduction 1.1 Purpose of Document The purpose of the Design Basis report for Bridges is to define the design criteria for the project that is consistent with the requirements of the project deed. In addition, the report provides design input parameters and design methodologies to ensure consistent design outcomes for bridges and other structures across the project. 1.2 Scope of Works The scope of works for the Group 3 project is specified in SECTION C- PART I and the Preliminary and Detail Design requirements are specified in SECTION C- PART II. The purpose of this report is to expand on the structures technical criteria to assist in the design of bridges. 1.3 Abbreviations and Definitions Definitions and abbreviations are summarised in the following table:
Table 1-1 Abbreviations and Definitions
AIP Approved in Principle by KEO ASGHAL Public Work Authority, Qatar AASHTO- LFRD American Association of State Highway and Transportation Officials- Design Specification for Bridges BS British Standard BA DMRB Bridges and Structures Advise Notes (BA Series) BD DMRB Bridges and Structures Advise Notes (BD Series) CIRIA Construction Industry Research and Information Association DMRB Highway Agency (UK) Design Manual for Roads and Bridges IAN ASGHAL Interim Advise Note NCHRP National Cooperative Highway Research Program QCS 2010 Qatar Construction Specification 2010
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 3 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 2. Project Requirements The design requirements for the projects are defined in the following annexures: Annexure 1 IAN 009 Design Criteria for Highway Structures (Revision 2) Annexure 2 ASHGHAL Approval in Principle Document - Proposed Structures Report (Bridges) (Sep 2012) Annexure 3 ASHGHAL Approval in Principle Document - Proposed Structures Report (Pedestrian Bridges) (Sep 2012) Annexure 4 Qatar Rail Safeguarding the Doha Metro Railway Corridor The design criteria documented in this report is intended to be consistent with the design criteria listed in the above annexures to the project deed. Extracts from the project deed Annexures 1 to 4 are generally in italics where repeated in this report The design of permanent structures will be comply with the technical requirements of Volumes 1 and 2 of the Highway Agency (UK) Design Manual for Roads and bridges (DMRB) and British Standards BS 5400 (or Eurocodes if so directed by ASHGHAL). 2.1 Design Standards for bridges and highway structures BS 5400 Steel concrete and composite bridges Part 1:1988 General Statement (see BD 15) Part 2: Specification for loads (as implemented by BD 37) Part 3: 2000 CP for design of steel bridges (see BD 13) Part 4: 1990 CP for design of concrete bridges (see BD 24) Part 5: 2005 CP for design of composite bridges (see BD 16) Part 9: 1983 Bridge bearings (see BD 20) BS5930: 1999 Site investigation BS 6031: 1981 Earthworks BS 8002: 1994 Earth retaining structures BS 8004: 1986 Foundations BS 8110 Structural use of concrete Part 1: 1997 Code of practice for design and construction Part 2: 1985 Code of practice for special circumstances BS 5950 Structural use of steelwork in building Part 1: 2000 Code of practice for design- Rolled and welded sections BS EN 14388: 2005 Road traffic noise reducing devises- Specification DD ENV 1317-4: 2002 Performance classes, impact test acceptance criteria and test
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 4 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 2.2 The Design Manual for Roads and Bridges (DMRB) Bridges and Structures, Advise Notes (BA Series) BA 24/87 Early thermal cracking of concrete [Incorporating Amendment No.1 dated Aug 1989] BA 26/94 Expansion Joints for use in highway bridge decks: Nov 1994 BA 41/98 The design appearance of bridges: Feb 1998 BA 42/96 The design of integral bridges: Nov 1996 [Incorporating Amendment No.1 date May 2003] BA 47/99 Waterproofing and surfacing concrete bridge decks: Aug 1999 BA 57/01 Design durability: Aug 2001 BA 58/94 Design of bridges and concrete structures with external and unbonded prestressing: Nov 1994 BA 67/96 Enclosure of bridges: Aug 1996 BA 84/02 Use of stainless steel reinforced in highway structures: Feb 2002 BA 85/04 Coatings for concrete highway structures & ancillary structures: May 2004 BA 68/96 Crib retaining walls: Feb 1997
Bridges and Structures, Standards (BD Series) BD 2/05 Technical approval of highway structures: Aug 2005 BD 13/06 Design of steel bridges. Use of BS 5400: Part 3: 2000 BD 15/92 General Principles for the design and construction of bridges. Use of BS 5400: Part 1: 1998 BD 16/82 Design of composite bridges. Use of BS 5400: Part5: 1979 BD 20/92 Bridge Bearings. Use of BS 5400: Part 9: 1983 BD 24/92 The design of concrete bridges. Use of BS 5400: Part 4: 1990 BD 28/87 Early thermal cracking of concrete [Incorporating Amendment No.1 dated August 1989] BD 29/04 Design criteria for footbridges: Aug 2004 BD 30/87 Backfilled retaining walls and bridge abutments: Aug 1987 BD 31/01 The design of buried concrete box and portal frame structures: Nov 2001 BD 33/94 Expansion joints for use in highway bridge decks: Nov 1994 BD 37/01 Loads for highway bridges: Aug 2001 BD 42/00 Design of embedded retaining walls and bridge abutment: May 2000 BD 43/03 The impregnation of reinforced and prestressed concrete highway structures using hydrophobic pore-lining impregnation: Feb 2003 BD 47/99 Waterproofing and surfacing of concrete decks: Aug 1999 BD 51/98 Portal and cantilever signs/ signal structures: May 1998 BD 57/01 Design for durability: Aug 2001
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 5 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures BD 58/94 Design of bridges and concrete structures with external and unbonded prestressing: Nov 1994 BD 60/04 Design of highway bridges for vehicle collision loads: May 2004 BD 65/97 Design criteria for collision protector beams: Feb 1997 BD 67/96 Enclosure of bridges: Aug 1996 BD 68/96 Crib retaining walls: Feb 1997 BD 74/00 Foundations: May 2000 BD 78/99 Design of road tunnels 2.3 Other Standards and Specifications Design of bridge structures to comply with the following specifications in addition to above standards: Where design requirements are not covered by the above listed standards, the design will be based on guidance provided in other international codes of practice and design guidelines. Relevant international standards and design guidelines for bridges are summarised below: American Standards (AASHTO LRFD) European Standards (Eurocodes); SA 2-1/2 Swedish Standard 055900 for steel work grit blasting BS EN 1317: 2010 Part 1 - Road restraint systems. Terminology and general criteria for test methods Part 2 - Road restraint systems. Performance classes, impact test acceptance criteria and test methods for safety barriers including vehicle parapets Part 3 - Road restraint systems. Performance classes, impact test acceptance criteria and test methods for crash cushions Part 4 - Road restraint systems. Pedestrian restraint system - pedestrian parapets Steel sign gantries and cantilever sign supports will be designed for fatigue and wind loading in accordance with AASHTO Standard Specification for Structural Supports for Highway Signs, Luminaires and Traffic Signals, 4 th Edition with Interims to 2006.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 7 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 3. Technical Details of Bridges and Other Structures The primary objective of structural design will is to achieve safe, economic, sustainable, aesthetically pleasing and buildable structures. 3.1 Road Bridges Proposed bridges consist of multi-span post-tensioned concrete box girder superstructures supported on intermediate piers and abutments. These bridges will be designed as cast-in-situ box girders supported on false work unless a detailed assessment during preliminary design determines that the use of false work at a particular location is not possible. At such locations precast segmental box girders, prestressed beams and steel trough girders will be considered.. Superstructures will be supported on pot bearings at piers and abutments. Expansion joints will be located at abutments and piers where the length of structure warrants intermediate expansion joints. The expansion joints will be of a strip seal type or modular type as appropriate for the movement range. Substructures will be founded on will spread footings or piles depending on the soil conditions and available construction space. Reinforced concrete barriers will be provided on both edges of bridge decks, and will be continued over the wing walls and approach ramps. The proposed barrier system will be Test Level 5 (TL-5) to AASHTO Clause 13.7.2. TL-6 barriers will be considered in following circumstances and unfavourable site conditions: High volume of tanker-type trucks or similar high centre of gravity vehicles anticipated. Reduced radius of curvature. Steep downgrade on curvature. Variable cross slopes. Following table provides the details and location of the bridge.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 8 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures Bridge Designation Location No. of spans Maximum span/ (m) Total Length /(m) No. of cells J5-BR1A Junction J5 4 40 160 6 J5-BR1B Junction J5 4 40 160 6 J5-BR2A Junction J5 4 40 160 2 J5-BR2B Junction J5 4 40 160 2 J5-BR3 Junction J5 4 45 155 1 J5-BR4 Junction J5 4 40 150 1 J6-BR1 Junction J6 4 40 160 2 M1-BR1 Junction M1 5 40 168 3 M1-BR2 Junction M2 5 40 168 3 M3-BR1 Junction M3 20 65 982 3 M3-BR2 Junction M3 20 66 981 3 3.2 Pedestrian Bridges There are eight pedestrian bridges proposed in this project. Span arrangements are differed for each bridge and shown in the table below. The proposed bridges consist of two steel plate girders with composite cast-in- situ deck slabs supported on piers at mid span and at their ends. Elastomeric bearings are proposed at all supports. Strip seal expansion joints will be provided at both ends of each bridge. The deck will be provided with a pedestrian railing system and will be enclosed by curved glass panels supported on curved steel members. Bridge deck drainage is not required due to the roof cover. Pier columns will be founded on either willow pad footings or pile foundations. The type foundation will depend on soil conditions and available space for construction.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 9 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 3.3 Retaining walls Retaining walls are proposed at elevated entry and exit ramps for the bridges. These structures will be designed to IAN 009 Design Criteria for Highway Structures (Revision 2) and relevant British design standards. Elevated ramps will be designed either with conventional L-shaped cast-in-situ retaining walls or reinforced soil type retaining walls.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 11 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 4. Durability 4.1 Design Life All bridgeworks and retaining walls will be designed and detailed to ensure an operational design life as given in below Table 4 with anticipated maintenance but without major repair being necessary. Painting of steel structures is considered normal maintenance. Repainting must not cause significant traffic disruption. Table 4-1 Design Life Summary Asset Design Life Bridges, Underpasses, Tunnels and Retaining walls 120 years Non replaceable elements of expansion joints (Metal runners and anchors) 50 years Asphalt wearing course 20 years Deck waterproofing systems, replaceable elements of expansion joints (elastomeric seals), asphalt plug joints, cover plates, bearings, drainage components 25 years Protective coats 15 years Road surface marks 5 years Where part of an Asset including Asset Items and Asset Sub Items is not readily accessible for maintenance or replacement, it must satisfy the Design Life requirements of the Asset of which it forms a part. The following is the interpretation of the above design life requirements for bridges: Bridges are structures supporting roadways or pedestrian structures of significant span; Short span pedestrian structures forming part of landscaped pedestrian areas (e.g. boardwalks) may be considered as roadside furniture for design life assessment; The durability topic is not adequately detailed in BS 5400 and ASHGHAL AIP reports, and are further referred to BA 57/01 4.2 Durability Design 4.2.1 Durability Reporting The following sections provide a brief overview of the general requirements of the durability with respect to bridges and other structures. 4.2.2 Concrete Durability and cover to reinforcement Minimum concrete strengths and associated nominated concrete cover willwill comply with BS5400 Part 4: 1990 and IAN 009 Design Criteria for Highway Structures (Revision 2) are summarised as follows.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 12 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures Table 4-2 Minimum Concrete Durability Requirements Structural Element Concrete Strength MPa/mm Cast-in-place post-tensioned and reinforced concrete decks C50/20 Pre-stressed precast concrete girders C55/20 Reinforced concrete in tunnels, underpasses & retaining walls C40/20 Approach slab, abutments, piers, foundations, pile caps and piles C40/20 Traffic barrier, precast MSE walls C50/20 Blinding and mass (unreinforced) concrete C30/20 Pre and Post-tensioned concrete girders- at transfer C40/20
Table 4-3 Nominal Concrete Cover to Steel Reinforcement Element Nominal Cover Super structure: Internal and external face 50 mm Sub structure: Earth face Exposed face 75 mm 50mm Foundation: Sides and top Bottom Piles/ Pile cap 75 mm 100 mm 100 mm Tunnels, Underpasses & U-shaped or trough sections Bottom Earth face Exposed face
100 mm 75mm 50mm Notes: 1. The grade of concrete is denoted as cube strength/ maximum aggregate size (MPa/mm). 2. Cover to reinforcement is denoted clear concrete cover to steel reinforcement. 3. Proper curing for an extended period of at least 14 days from time of casting should be maintained. 4.2.3 Durability of Steel Structures (Road Bridges, Pedestrian bridges, lift structures and miscellaneous Steelwork) Exposed metalwork must be protected in accordance with BA 85/04 Coatings for Concrete Highway Structures & Ancillary Structures. i. Protected by a high grade protective coating having a minimum maintenance free life of 15 years subjective to the client approval. At the end of that maintenance free life, the coating must remain soundly adhered to the metal substrate and must be suitable for overcoating without removal. Lead based coatings, chlorinated rubber based coatings and alkaloid based coatings must not be used. The re-coating must have a minimum maintenance life of 15 years. ii. Prior to painting the steel work will be grit blasted to SA 2-1/2 Swedish Standard 055900 or by other approved method to equivalent standard.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 13 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures iii. Steel work will be painted with minimum 4 layers coating of minimum thickness of 315 microns. Individual coating thickness and type willwill be approved by the client. iv. Finish coat colour willwill be decided by the Architect. v. Manufacturer and applicator will provide individual warranties for the paint and application. 4.2.4 Miscellaneous Components Durability The following additional requirements are applicable to maintenance and protection of paint systems: Structures must be designed to enable items such as bearings, expansion joint seals, railing and drains to be readily accessible for maintenance or replacement. Structures must be designed to enable all steel coatings to be maintained. 4.3 Service life Deterioration Mechanism 4.3.1 Concrete Structures The service life of structural concrete can be affected by construction deficiencies and physical impacts such as accidental loading or abrasion. In chemically aggressive environments, the service life can be greatly affected by degradation of concrete and corrosion of steel reinforcement. The most common deterioration mechanisms for concrete are: Carbonation of the concrete, Acid attack, sulphate attack, chloride attack and alkali-silica reaction degrading the concrete Concrete cracking and weathering which deteriorates the concrete and allows ingression of moisture, chemicals or micro-organisms, which can accelerate corrosion of the reinforcement 4.3.2 Steel Structures The service life of structural steelwork is largely determined by the initial application and ongoing reapplication of the coating system. The deterioration mechanism for steel is corrosion leading to loss of section. Other factors influencing the life of the steel are: Coating type Surface preparation and coating application procedures Extremes in pH High UV radiation Intense rainfall and/or damp conditions Prevailing winds Exposure to chemicals and solvents Regularity of maintenance
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 15 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 5. Project specific design criteria 5.1 Bridges and other structures design standard The design of Bridges and other structures will be accordance with the standards given in Sections 3.1, 3.2 and 3.3. 5.2 Performance specific requirements 5.2.1 General The project bridge design specific requirements listed in the IAN 009 Design Criteria for Highway Structures (Revision 2) are summarised in the sections below. 5.2.2 Design speed Design speeds are relevant to structures design for determining the forces associated with vehicle centrifugal effects. The design speed will be determined in consultation with the highway designers, however, the following generally applies: 140 km/hr for main roads 80 km/hr for slip roads 60 km/hr for loops unless other values are approved by ASHGAL due to geometric conditions. 5.2.3 Minimum Vertical Clearances for Bridges and Other Structures The headroom stated below for bridges is between road surface and the structure soffit above. Lighting may project 300 mm below the bridge soffit. Table 5-1 Bridges and Other Structures Minimum Clearances Category of Road/ Structure Type Required clearance Bridges crossing over High Load routes, Gantries & Light weight structures, Pedestrian overpasses 6.5 m
All other road over road bridges, underpass, camel under passes 6 m Tunnels Vertical clearance to equipment (lighting, ventilation plant etc.) will be the vehicle clearance plus 250 mm in accordance with BD 78/99; 6.75 m on high load routes 6.25 m for other roads
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 16 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures Category of Road/ Structure Type Required clearance Pedestrian underpasses 3.5 m Road over rail bridges (unless agreed otherwise with the railway authority) 7 m OHPS are required only for structures with vertical clearance less than 5.7 m 100 mm lower than the vertical clearance of the protected structure OHPS are required only for structures with vertical clearance less than 5.7 m and will be designed to resist highway collision load in accordance with the UK Highways Authority DMRB BD 65/97 (Design criteria for collision protector beams). 5.2.4 Bridge Bearings Bridge bearings will comply with the requirements of BS5400: Part 9:1983 and BD 20/92 where applicable. 1. The design will provide for a minimum of 20 mm uplift between adjacent supports (piers and abutments) during bearing replacement. 2. Typically bearing types which are acceptable for installation at bridge supports are elastomeric bearings and proprietary mechanical bearings such as pot and spherical bearings. 3. The steel laminates used for reinforcement of elastomeric bearings are embedded in the elastomer and should have a minimum elastomer cover of 6 mm. Holes for dowels through the bearings are not permitted. 4. Elastomeric bearings will be positively located on bearing plinths to prevent them walking during bridge expansion and contraction. 5. Proprietary bearings will be designed by the Contractor's specialist supplier. 6. All bearings will be replaceable. The bearing will be recessed into adaptor plates or be of such construction as to facilitate removal of the bearing from the installed position without damage to any part of the bearing or the surrounding material after the relevant structural member has been raised by a maximum of 15mm or the distance specified. Mechanical bearings will be provided with top and bottom adapter plates to allow for simple removal. 7. Tension/up-lift bearings will not be used. 8. Performance guarantees should be provided by the contractor to ensure that the bearings perform as designed and are corrosion free for a period of 25 years after construction. Friction Bearing Restraint Loads due to frictional bearing restraint will be derived in accordance to BD 37/01 & BS 5400 Part 9. Typically coefficient of friction of pot bearings which incorporates greased PTFE sliding surface will be 4% 5.2.5 Expansion Joints Expansion joint performance and installation will be referred to IAN 009 Design Criteria for Highway Structures (Revision 2).
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 17 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 1. All expansion joints will comply with the requirements of BD 33/94 ((Expansion Joints for use in Highway Bridge Decks) and a Departmental Standard and Advice note on Design for durability, BD 57/1 and BD 57/01. 2. Expansion joints are required to be approved by ASHGHAL before they may be installed on bridge decks. The requirements for approval are set out in Annex A of BD 33/94 3. The number of expansion joints on a bridge will be kept to an absolute minimum and if possible will be provided at the bridge abutments only. 4. Performance guarantees will be provided by the contractor to ensure that the expansion joint systems perform as designed, remain watertight and are corrosion free for a period of 15 years after construction 5.2.6 Bridge Parapets 1. Parapets will comply with either BS EN 1317 or NCHRP Report 350. The standard to be adopted will be agreed with ASHGHAL in advance of design commencing. To avoid confusion, only one design standard will be used on any construction contract. 2. The minimum level of containment, unless noted otherwise in this document, will be: 3. H2 as per BS EN 1317-2 or 4. TL4 as per NCHRP Report 350 5. For bridges crossing railways, bridges carrying High Load Routes and bridges crossing critical or hazardous infrastructure, minimum level of containment will be: 6. H4a as per BS EN 1317-2 or 7. TL5 as per NCHRP Report 350 8. The minimum requirements for parapet heights are shown in the table below. Table 5-2 Minimum Height Requirements for Parapets Use Containment Height (mm) Not over railway Over railway Bridges without pedestrian and cyclist access H2 / TL4 1000 - H4a / TL5 1500 1500 Bridges with pedestrian access H2 / TL4 1150 - H4a / TL5 1500 1500 Bridges with cyclist access H2 / TL4 1400 - H4a / TL5 1500 1500 9. The dynamic deflection of the parapet as defined in BS EN 1317-2 will be such that, when the parapet is displaced laterally by full dynamic deflection, no lateral gap exists between the parapet and the edge of the supporting bridge deck.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 18 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 10. Where parapets complying with BS EN 1317 are proposed, the Working Width will be indicated on the drawings. 11. The exact height, pattern and material will be determined following consultation with ASHGHAL as to reflect client aspiration for the integrated aesthetical and urban design for highways and structures. 12. Reinforced concrete parapets will be F Shape. 13. Other metallic post and rail parapet types, including aluminium, galvanised steel or stainless steel or combined metal and F shape may be proposed for approval by ASHGHAL. 14. Visibility and sighting analysis will be carried out for all parapets. 15. Studies will be undertaken to determine if additional noise or privacy barriers are required. The total height will be 2.4m. 16. All dowel bars used in parapets will be stainless steel. 5.2.7 Vehicle Collusion with Structures 1. Elements of structures located within 9000 mm to the edge of roadway, will be designed for vehicle collision loads in accordance with the recommendations of BD 60/04 and BD 37/01. 2. Elements of structures in the median or adjacent to the carriageway will be protected by F Shape concrete barriers. Barrier Units should be at least 6 m long, built on foundation and connected/articulated horizontally (through hinge/rod or similar). 5.2.8 Waterproofing of Bridge Decks 1. All bridges will receive a liquid (spray applied) membrane of at least 2 mm in thickness on the peaks of ridged surfaces and 3 mm on flat surfaces. The thickness will also not exceed 4 mm 2. All waterproofing membranes will comply with the requirements of BD 47/88 and BA 47/99. 3. Sheet membranes are not recommended. 4. The waterproofing should be continuous and cover the entire deck between parapet upstands including footways, central reserves, verges, service bays and under kerbs. Particular attention should be paid to sealing the waterproofing membrane at its edges and around interruptions. 5.2.9 Waterproofing of Structural Elements below Ground All concrete surfaces below the ground level will be protected with waterproofing membrane conforming to the project specification and as applicable to QCS 2010. The waterproofing will be terminated 150 mm above the ground level, protective board or other means will be provided to protect the waterproofing membrane. The protective coating will be applied over the below ground coating/waterproofing and will continue for a minimum of 150 mm below the ground level. 5.2.10 Drainage 1. Bridges Roadways will be designed to avoid the need to drains on bridges where ever possible. On long structures where drains cannot be avoided they will be designed in accordance with the recommendations of IAN 009 Design Criteria for Highway Structures (Revision 2).
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 19 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 2. Retaining walls and Abutments Perforated drainage pipes will be provided adjacent to the bottom of retaining wall / abutment stem to be connected to the drainage system/network. 5.2.11 Concrete Surface Finishes Concrete surface finishes will be as specified in IAN 009 Design Criteria for Highway Structures (Revision 2). The finish to all surfaces will be as per Qatar construction specifications and supplemented by Manual of Contract Documents for Highway Works, Volume 1, Specification for Highway Works, Series 1708. Concrete surface finishes will be as follows: 5.2.12 Protective Coatings 1. All exposed concrete surfaces and internal surfaces of box structures and abutments, etc., will have a penetrating film forming silane-siloxane acrylic hydrophobic primer applied as a flood coat. A protective and decorative topcoat will be applied on top of this which will be a single component of aliphatic acrylic coating applied in two coats to a minimum total thickness of 200 microns dry film thickness. 2. The coating system will be a high performance; elastomeric, breathable and crack bridging coating system (withstands substrate cracking up to 2 mm and cyclic movement up to 1 mm) with a proven track record under local ambient conditions and will be specifically formulated to provide excellent resistance against aggressive elements (CO2, water vapour and chlorides) whilst retaining its chemical and physical properties. 3. The coating will be applied over the below ground coating and will continue for a minimum of 150 mm below the ground level. 4. Detailed guidance on the use of coatings is given in Concrete Society Technical Report 50, Guide to surface treatments for protection and enhancement of concrete. 5. The protective coating will be guaranteed by the Contractor for a period of at least 15 years from the date of application on the structure. 5.2.13 Bridge Inspections and Maintenance 1. For flyovers, two (one at each end) access holes of 800x1000 mm will be provided in the bottom slab of each accessible cell (void) in single and multiple cell box girders, to ensure proper ventilation during inspection and/or maintenance work. Access openings, 800 mm in diameter minimum, will be provided through the deck diaphragms to facilitate the movement inside the deck between different spans wherever this is possible. 2. Bridge joints and bearings at abutments will be accessible through an inspection gallery at each abutment. The preferred location for the gallery doors will be on the front of the abutment; however in special cases it will be acceptable to locate them on the sides of the abutment. Only one door will be sufficient to access the gallery. 3. The exposed height of abutment below the soffit of the deck will never be less than 2m.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 21 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 6. Material Parameters and Specifications 6.1 General Material parameters for bridges and other structures design are generally described in IAN 009 Design Criteria for Highway Structures (Revision 2). 6.2 Concrete The class of concrete, strength and application is given in Section 5.2.2. 6.3 Reinforcement 1. Reinforcement will be deformed round steel bars Type 2 Grade 460 complying with the requirements of BS 4449 and cut and bent in accordance with BS8666. 2. The characteristic strength of reinforcement will be 460 N/mmwith a minimum modulus of elasticity of 190 kN/mm. 3. Lap lengths are calculated in accordance with clauses 5.8.6.3 to 5.8.6.7 of BS 5400:Part4:1990. 4. Lap lengths will be increased by a factor of 1.4 if either of the following conditions apply: 5. Cover to lapped bars from top of the section <2 x bar diameter. 6. Gap between bars being lapped < 150 mm. 7. If both a. and b. apply, lap lengths will be increased by a factor of 2.0. 8. Laps will be avoided within high stressed regions. Laps will also be staggered by at least 40 x diameter of the bars being lapped. 9. Stainless steel reinforcement will be Type 1.4436 Grade 500 to BS EN 10088 6.4 Prestressing strands 1. Prestressing steel will be in accordance with BS 5896-3 or alternatively, ASTM A416 subject to ASHGHAL approval. 2. Properties of tendons assumed in the design (diameter, area, tensile strength etc.) will be clearly indicated on the drawings such that the required prestressing forces can be easily calculated, to avoid any uncertainty if the Contractor wishes to propose alternative strand properties. 3. The following tendon properties will be used in design (or equivalent to ASTM A416 subject to ASHGAL approval):
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 22 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures Table 6-1 Design Parameters for Prestressing Strands Type of strand 7 wire strand 7 wire super Strand relaxation (%) 2.5 (Relax Class 2) 2.5 (Relax Class 2) Nominal diameter (mm) 15.2 15.7 Steel area (mm 2 ) 139 150 Nominal tensile strength (N/mm 2 ) 1860 1770 or 1860 1. For design purposes, the following parameters will be used: a. Friction coefficient, II = 0.14 /radian b. Wobble factor, k = 0.0017 radians/m c. Anchor slip, g = 6 mm d. The exact value of these parameters are to be verified on site prior to stressing operations by conducting friction tests and modified elongations are to be submitted for approval 2. Recommended tendon post-tensioning details: a. Maximum Jacking force (% of GUTS)= 80% b. Maximum force after anchor set at anchor (% of GUTS)= 70 % c. Maximum force after anchor set away from anchor (% of GUTS) = 74 %
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 23 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 7. Design Loads 7.1 Permanent Loads Design loads for bridges and other structures design are generally described in IAN 009 Design Criteria for Highway Structures (Revision 2). 7.1.1 Dead Loads The nominal dead load will be calculated from the dimensions shown on the drawings using the following material unit weights: Plain (mass) concrete = 24 kN/m3 Reinforced or prestressed concrete = 25 kN/m3 Steel = 78.5 kN/m3 Wearing surface = 23 kN/m3 Initial wearing surface (70 mm thick inclusive of the = 1.61 kN/m2 20 mm sand asphalt additional protective layer to bridge deck water proofing Future additional wearing surface (75 mm thick) = 1.73 kN/m2 Soil back fill = 20 kN/m3 Construction Loading = 2.5 kN/m2 Utilities (where no specific requirements given) = 1.0 kN/m2 Bridge barrier -based on the cross sectional area of the barrier but not less than = 10.5 kN/m Dead load will be considered as the weight of the parts of the structure that are structural elements and any non-structural elements that are considered unlikely to vary during construction and use of the structure, such as parapets and kerbs of steel or concrete. 7.1.2 Superimposed Dead Loads Superimposed dead load will be considered as the weight of all materials forming the loads on the structure, which are not structural elements and which vary during construction and use of the structure. This includes asphalt surfacing, footway filling, utilities, light poles, etc. Appropriate allowances will be made for superimposed dead loads (where applicable) as follows: Asphalt surfacing = 22 kN/m Footway Filling = 20 kN/m
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 24 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 7.2 Live Loads 7.2.1 New Structure Highway Live Loads All new structures will be designed for the live loads in accordance with BD 37/01 Loads for Highway Bridges: Aug 2001 and IAN 009 Design Criteria for Highway Structures (Revision 2).
Table 7-1 New Structure Live Loads Road Bridges HA loading HB loading Nominal Knife edge loading Nominal single wheel load Centrifugal load Braking force Live surcharge loads Pedestrian Bridges 5 kN/m for loaded lengths < 36 m k x 5 km/m where k=10 x nominal HA UDL for the appropriate loaded length divided by (L+270). L is the loaded length (in m) Vehicle Underpasses and Ramps HA loading HB loading
The design of highway structures will be designed for the more severe effects either HA loading or HA loading combined with HB loading. The following table provides HA and HB loadings in accordance with BD 37/01: 2000 - Section 6.
Table 7-2 HA and HB Live Loads Type of HA loading: 1. Nominal uniformly distributed load (UDL), W
2. Nominal knife edge load (KEL)
3. Single nominal wheel load alternative to UDL and KEL
336(1/L 0.67 kN/m of notional lanes for loaded lengths 50 m 36(1/L) 0.1 kN/m of notional lanes for loaded lengths >50 m & 1600 m The loaded length for the member under consideration, L, is the base length of the adverse area of the influence line diagram.
KEL = 120 kN per notional lane
The UDL and KEL will be taken to occupy one notional lane, uniformly distributed over the full width of the lane.
One 100 kN wheel, placed on the carriageway and uniformly distributed over a circular contact area assuming effective pressure of 1.1 N/mm (ie 340 mm diameter).
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 25 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures Type of HB loading: 45 units of HB loading will be used in all designs. 1 unit of nominal HB loading: 10kN per axle 2.5kN per wheel
The longitudinal axis of the HB vehicle will be taken as parallel with the lane markings. Note: When checking transverse cantilever slabs, transverse and two spanning slabs and central reserves for SLS Class 1 check to Clause 4.2.2 of BS 5400 Part4, only 30 units of HB loading need be considered in accordance with BD 24/92.
7.2.2 Carriageway Width The carriageway width is defined as the full deck width between traffic faces of barriers. For application of traffic loads width of carriageway width will be considered from edge of outer barriers ignoring any sidewalks (footpaths) or service reserves. Notional lane widths will be 2.5 m and 3.65 m. Number of notional lanes will be taken as following table:
Table 7-3 Carriageway Width and Notional Lanes Carriageway Width Number of Notional Lanes 5 m up to and including 7.5 m 2 Above 7.5 m up to and including 10.95 m 3 Above 10.95 m up to and including 14.6 m 4 Above 14.6 m up to and including 18.25 m 5 Above 18.25 m up to and including 21.9 m 6
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 26 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 7.2.3 Pedestrian Bridge Live Load The pedestrian bridges will be designed with following live loads as described in IAN 009 Design Criteria for Highway Structures (Revision 2). For loaded lengths 36m 5 kN/m For loaded lengths > 36m k x 5 kN/m Where, k = Nominal UDL for appropriate loaded length (in kN/m) x 10 (L + 270) and, L = the loaded length (in m) in accordance to BD 37/01 Clause 6.5.1 7.2.4 Live load surcharge loads Following live load surcharge will be used for designing highway bridges abutment structures, ramp structures, underpasses and tunnels. Live Load surcharge will be considered in the design in accordance with BD 37/01 clause 5.8.2. Live load surcharge are as follows; HA Load - 10 kN/m 30 HB Load - 12 kN/m 45 HB Load - 20 kN/m RU loading - 50 kN/m2 (2.63 m of fill) RL loading - 30 kN/m2 (1.6 m of fill) 7.2.5 Temperature Effects Bridges will be designed for a shade air temperature range of 75C representing a change from the mean temperature of +43C and -32C. The corresponding design average bridge temperature range will be from a low of 5C to a high of 55C. The mean temperature for the determination of the required bearing movement range will be 25C. Bridges will be designed for temperature difference in accordance with BD 37/01 except that the positive temperature differences will be factored by 1.5. 7.2.6 Early Thermal Cracking of Concrete Early thermal cracking is the cracking that occurs due to restraint of a member as the heat of hydration dissipates and while the concrete is immature. The amount of reinforcement required to prevent cracking varies according to the conditions of the concrete pour. Cement content, ambient temperature and restraint conditions of the element are all considered. The method used in determining the minimum reinforcement quantities for the structural works is as set out in BA 24/87 and BD28/87 from the UK Highways Agency Design Manual for Roads and Bridges and CIRIA report C660. The following parameters are adopted for the design: - Maximum cement content of 400 kg/m3 - 18 mm plywood formwork - Construction in summer
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 27 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures The design temperature fall, T 1 , based on these parameter is= 43C for sections up to 500 mm thick and 53C for sections thicker than 500mm, - Concreting temperature, T 2 = 0 to 20C according to BD 28/87 clause 5.9 7.2.7 Earth and water Pressure Loads For submerged and partially submerged structures including ramps, underpasses and tunnels, a minimum factor of safety of 1.1 will be used in the design for uplift when taking dead load only. Dead load will not include the top one metre of any fill placed over the structure. The overall factor of safety of earth retaining structures at the Serviceability Limit State will not be less than: for overturning 1.5 for sliding for bearing capacity 1.5 for overall global stability and will at all times be equal to or greater than the overall factor used in the geotechnical design. 7.2.8 Differential Settlements Bridges will be designed to cater for differential settlements in accordance with the recommendations of the Geotechnical Report but not less than 20 mm at supports founded on spread footings and not less than 5 mm for supports founded on piles. 7.2.9 Wind Loads Wind loads will be calculated in accordance with BD 37/01 using a mean hourly wind speed, Vs, of 26 m/s, a gust speed, Vd, of 45 m/s for bridges without live load and 35 m/s with live load. A live load height, dL, of 2.5 m will be used for calculation of wind loads with live load. 7.3 Centrifugal Load Bridges with carriageway radii of less than 1000 m will be designed for centrifugal loads applied in accordance to BD 37/01. 7.4 Braking Force Bridges will be designed for a nominal longitudinal braking and traction load of 750 kN applied in one notional lane. 7.5 Accidental Load due to Skidding Bridges will be designed for a single point load of 300 kN applied on and parallel to the deck acting at any point on the deck. 7.6 Creep and Shrinkage Creep and Shrinkage Effects will be checked in accordance to BS 5400 Part 4. Relative humidity of air corresponding to a value of 70% will be used for the creep and shrinkage computations.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 28 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures As per BS 5400 Part 4, shrinkage strain at normal exposure for stressing of tendons at between 7 days and 14 days after concreting will be taken as 200 x10-6. 7.7 Seismic Forces (Earthquake) The seismic design will follow the general principles set out in AASHTO-LRFD clause 3.10 for Zone 1. In accordance with AASHTO-LRFD clause 4.7.4.1 Bridges in Seismic Zone-1 need not be analysed for seismic loads, regardless of their operational classification and geometry. However, the minimum requirements, as specified in AASHTO clauses 4.7.4.4 and 3.10.9 will apply. Structures will be designed to resist earthquake motions with following; Seismic Zone - 1 Acceleration coefficient of A = 0.09g = 0.88m/sec2 Importance Category - Essential Bridges The horizontal design connection force in the restrained direction will not be less than 0.25 times the vertical reaction due to the tributary permanent load and the tributary live loads assumed to exist during an earthquake. Site effects, site coefficient and soil profile will be in accordance with AASHTO clause 3.10.5. For the earthquake event, the coincidental traffic load will be as defined in this document except that a load factor yfi_ = 0.5 will be applied to the traffic loading. The seismic loads are only checked for connections between deck and substructure. When the deck is connected via the bearing to the substructure then only the connection (bearing) need to be checked for the effect of the seismic loading When the substructure is connected monolithically to the deck then the connection of the substructure to both the deck and its foundation needs to be checked 7.8 Load Combination To obtain the design dead loads and design live loads for ultimate and serviceability limit states, the nominal dead loads and nominal live loads will be multiplied by the appropriate load factors as specified in BD 37/01 Table 1.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 29 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 8. Specific Requirements - Segmental Bridge The viaducts and bridges will be constructed either as precast segmental balanced cantilevers or cast in situ supported on temporary works. The following criteria are the basis for match-cast precast concrete box girders. 8.1 General External prestressing will not be utilised. The joints between the precast sections are to be glued with epoxy. For balance cantilever method, a key box segment will connect the cantilever spans taking into account dimensional adjustments. The connection of the key segment will be with an unreinforced cast-in-situ concrete stitch on both sides of the key segment. The stitch will have a maximum width of 200 mm. Key segment length is to be the same as the typical segment length. The pier segment will comprise of two segments, each 2.0 m long. The abutment segment will be the same length as the typical segments. A residual compression of 0.3 MPa for all serviceability load cases will be maintained. Minimum age of segments at the time of erection will be 28 days. The design will incorporate continuity post-tensioning across all segment joints at both the top and bottom flanges of the box section. 8.2 Design Methodology 8.2.1 Shear at Segment Joints: Interfaces between elements such as webs and flanges, between concrete elements cast at different times or at an existing or potential major crack will be designed for shear transfer in accordance with Clause 6.3.4.6 of BS 5400-4. or Clause 5.8.4 of the AASHTO LRFD Bridge Design Specification. Shear keys in the webs of the precast segments will extend for as much of the web height as is compatible with other detailing requirements. Alignment shear keys will also be provided in top and bottom flanges. Shear keys will be tapered on each match cast joint. 8.2.2 Longitudinal stresses through joints: For segmental construction utilising epoxy joints, tension across joints will not be permitted under all serviceability limit state load cases.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 30 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures The maximum concrete compressive stress will be limited to 0.40fcu under all serviceability limit state load cases. Serviceability Limit State Construction Loads For bridges requiring controlled lowering the construction load serviceability condition will be considered as the condition on completion of the lowering operations. For segmental construction utilising epoxy joints, a prestressing system will provide a minimum compressive stress of 0.30 MPa across the joint on initial erection of the segments. The load case considered will be dead load plus temporary prestressing load. The temporary prestressing will not be removed until permanent prestressing is installed and stressed across the joint, or until further restrictions noted on the drawings are complied with. The maximum concrete compressive stress will be limited to 0.4fcu under the construction load serviceability limit state load cases. 8.3 Design Standards BS 5400 will be the main reference for the design of match-cast segmental concrete box girders, however, where this standard does not specifically address match cast box girders AASHTO LRFD will be used, as noted in this section. The design will utilise the following standards: Table 8-1 Design Standards for Segmental Bridge Design Design Standard Section Description
AASHTO LRFD (4 th Ed 2007) 5.8.5, 5.8.6 Combined Shear and Torsion AASHTO LRFD (4 th Ed 2007) 4.6.2.9 Analysis of Segmental Bridges AASHTO LRFD (4 th Ed 2007) 5.14.2
Segmental Construction
8.3.1 ASSHTO LFRD Section 4.6.29 Section 4.6.2.9 in the AASHTO LRFD code addresses the analysis of segmental bridges, in particular: Specific requirements for the analysis of time dependent effects; Specific requirements for transverse analysis of box sections; Specific requirements for erection analysis; The method of analysis for precast segmental bridges is specifically covered in AASHTO LRFD Section 4.6.2.9. The following issues are also to be considered: Shear lag (effective flange widths); Construction stage analysis; Prestress stage analysis;
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 31 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures Analysis for time dependent effects, in particular the concrete segment creep and shrinkage properties which vary with time; Residual creep effects; Torsional and distortional warping for box sections; etc. AASHTO LRFD Section 5.14.2 Section 5.14.2 in the AASHTO LRFD code addresses the segmental construction, in particular: Specific requirements for construction analysis; Definition of minimum construction loads (out of balance segments, erection equipment, etc.); Specific requirements for limiting stresses during construction; Construction load combinations; Considerations for provisional post tensioning ducts and future deflection adjustment; Specific requirements for minimum section dimensions Specific requirements for seismic design; Specific requirements for segmental joints (precast and cast-in-situ joints); Specific requirements for balanced cantilever construction; Specific requirements for force effects due to construction tolerances; Segmental bridge design detailing requirements; Specific requirements for segmental bridge substructures. The following clauses from Section 5.14.2 in the AASHTO LRFD code are not applicable to the Project: Section 5.14.2.3.6 Creep and Shrinkage Creep and shrinkage calculations will be based on the Appendix C of BS 5400-4. Section 5.14.2.3.7 Prestress Losses Loss of prestress in tendon will be calculated in accordance with Sections 6.7.2 and 6.7.3 of BS 5400-4. Section 5.14.2.3.8 Provisions for extra ducts and anchorages The provision of extra ducts and anchorages for the adjustment of the prestressing force is not considered necessary. Section 5.14.2.3.9 Post-tensioning Plan Presentation The presentation of the drawings will be in accordance with the project requirements Section 5.14.2.3.10a Minimum Flange Thickness The last paragraph regarding the requirement for transverse prestress is not applicable Section 5.14.2.3.10c Length of Top Flange Cantilever This section quotes "should preferably" and is not necessarily applicable. Section 5.14.2.3.10e Overlays This section is not applicable.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 32 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures Section 5.14.2.4.2 Details for Precast Construction This section is not applicable and is to be covered by the project specifications. Section 5.14.2.5 Use of Alternative Construction Methods This section is not applicable. Section 5.14.2.6 Segmental Bridge Substructures This section is not applicable. Refer to section 12 of this Design Basis Report. 8.4 Shear and Torsion Design of Box Girders The concrete precast segmental box girders will be designed for for shear and torsion in accordance with the BS 5400-4 Clause 6.3.5. 8.5 Design Loads Refer Section 8 for design loads. 8.6 Construction Loads For the design of match cast concrete box girders, the following loads will apply during the erection stage: Table 8-2 Erection Loads for Segmental Bridge Construction Loading Criteria Dead Load As per BD 37/01 Erection Live Load 0.5 kN/m on all deck surfaces (minimum), as defined below Differential Temperature 70% of BD 37/01 values Wind Load ULS based on 20 years ARI SLS wind based on AASHTO LFRD Load Factors, Limit states AS per BD 37/01 Gantry Truss Loads As per gantry truss information Differential settlement and construction tolerance allowances between bearing levels are to be specified by design and must be monitored and controlled during construction. Construction loads and conditions assumed in the design and that determine section dimensions, camber, and reinforcing and/or prestressing requirements will be shown on the Drawings. In addition to erection loads, any required temporary supports or restraints will be defined. The following construction loads, in accordance with AASHTO LRFD code will be considered: DC Weight of the supported structure DIFF Differential load, applicable only to balanced cantilever construction, taken as 2 percent of the dead load applied to one cantilever; CLL Distributed construction live load: an allowance for miscellaneous items of plant, machinery, and other equipment, apart from the major specialised erection equipment; taken as
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 33 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 0.5 kN/m of deck area; in cantilever construction, this load is taken as 0.5 kN/m on one cantilever and 0.25 kN/m on the other cantilever CE1 Specialised construction equipment: load from erection truss during launching operation including longitudinal effects from the construction equipment and dynamic effects CE2 Specialised construction equipment: load from erection truss during erection of segments considering segment weight being handled, winch, gantry and other equipments attached to it, longitudinal effects from the construction equipment and dynamic effects CE3 Specialised construction equipment: Load from working platform attached to the end cantilever segment including equipment on the platform for balanced cantilever construction. IE Dynamic load from equipment: determined according to the type of machinery anticipated. However these effects are included in CE1 & CE2 above. CLE Longitudinal construction equipment load: the longitudinal load from the construction equipment. However these effects are included in CE1 & CE2 above. WS Horizontal wind load on structures. WE Horizontal wind load on equipment; taken as 0.5 kN/m on exposed surface WUP Wind uplift on cantilever; taken as 0.25 kN/m on deck area for balanced cantilever construction applied to one side only, unless an analysis of site conditions or structure configuration indicates otherwise A Static weight of precast segment being handled Al Dynamic response due to accidental release or application of a precast segment load or other sudden application of an otherwise static load to be added to the dead load; taken as 100 percent of load A CR Creep effects SH Shrinkage effects T Thermal: the sum of the effects due to uniform temperature variation (TU) and temperature gradients (TG). Wind loading during construction will be determined in accordance with BD 37/2001 using the following wind speeds. For the Ultimate Limit State during construction a base wind speed of 35 m/s will be adopted. No segments will be erected nor will the gantry truss or other erection equipment be launched during winds greater than 20 m/s. Accidental loads (Al) account for the dynamic response due to the accidental release or sudden application of a precast segment load during the assembly process, and is allowed for at the ultimate limit state by applying the load AI equal to the static weight (A) of the segment being handled. The loads from the specialised construction equipment, such as the overhead gantry erection truss has been provided by VSL for the worst case loads during erection and launching of the gantry truss.. 8.6.1 Design Assumptions during Construction The following assumptions are made for load combinations during erection of segments
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 34 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 1. Creep, shrinkage and temperature effects on substructure and foundation during construction are considered negligible. 2. It is assumed that during high wind situation (speed more than 20 m/s), the gantry truss launching operation and segment erection will be stopped. 3. SLS Earthquake effects are not considered during construction. However, ULS Earthquake effects are considered for a minimum probability exceedence of 1/50 year return interval (i.e., ULS EQconstruction = 0.2 ULS EQservice 4. Earthquake force during construction is considered with importance factor of 1.05, as the viaduct structures are essential to post-earthquake recover. 5. A load factor of 1.0 is considered for construction equipment load while it is combined with wind or earthquake under ULS condition. 6. Although the working platform will be suspended from the launching gantry truss, a concentrated load of 50 kN (CE3 above) is considered to apply at the end of the cantilever segment. 7. A SLS load case of a single out-of-balance segment (with no dynamic factor) is considered. 8. Segments from the erection truss will be released before the permanent PT is installed. Hence accidental release of segment (with 100% impact effect) on one side is considered as an ULS load case. 9. The SLS out-of-balance case from 8 and the ULS accidental release case described in 10 are assumed to occur with the maximum number of segments installed on the cantilever. This generates the maximum load effects in the substructure and foundations. 10. Transverse wind and earthquake effects will be considered. 11. The accidental load (AI) will be applied to the tip of the erected cantilever span. 8.6.2 Construction Load Combinations at the Ultimate Limit State The following construction load combinations will be considered at the ultimate limit state: 1. 1.1 (DC + DIFF) + 1.3CLL + 1.3CE1 2. 1.1 (DC + DIFF) + 1.3CLL + 1.3CE2 + 1.3CE3 +A + Al 3. 1.1 (DC + DIFF) + 1.3CLL + CE2 + CE3 + WS +WE + WUP 4. 1.1 (DC + DIFF) + 1.3CLL + CE2 + CE3 + 0.2EQ 5. DC + CE2 6. 0.85 DC + CE2 + 0.2EQ
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 35 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 8.6.3 Construction Load Combinations at the Serviceability Limit State The following load combinations will be considered at the serviceability limit state: 1. DC + DIFF + CLL + CE2 + CE3 + A 2. DC + DIFF + CLL + CE1 3. DC + DIFF + CE2 + CE3 + 0.7WS + 0.7WUP + A 4. DC + DIFF + CLL (on maximum load side) + CE2 + CE3 + 0.7WS + WUP + A 5. DC + CLL + CE2 + CE3 + 0.3WS + A 8.7 Typical Construction Sequence All construction will be in accordance with the Work Method Statement. A general description is provided in this section. The viaducts are to be constructed utilising the balanced cantilever method using an overhead truss or other equipment to erect the precast segments. Pier segments may be precast or cast in situ. Where segments are cast in situ, a 200 mm nominal width joint will be included between the pier segment and the first precast segment. The pier head segment will be supported on temporary bearings. Temporary vertical prestress will be used to tie down the pier segment to the top of the pier column (known as "pier head nailing") to provide fixity during construction of the cantilevers. Precast segments will then be erected such that the two cantilevers are never more than one segment out of balance. Segments are initially tied to the previous segment with temporary prestress. Once the matching segments in the two cantilevers have been erected permanent tendons are stressed and the cycle is repeated for the remaining segments in the two cantilevers. Once the cantilevers are complete and the trailing cantilever is connected to the previously completed superstructure pier nailing is released. The superstructure is then jacked up and placed on the permanent bearings. End span construction: The end spans of each continuous section of viaduct are constructed as cantilevers from the adjacent pier with the remaining end span segments supported on falsework. The falsework is removed once the mid span joint is cast and the continuity tendons have been stressed. 8.8 Durability A multi-redundant system will be used to prevent water ingress associated with the use of match cast segmental systems: All concrete will be cured for a minimum of 14 days. No reduction in curing standard will be permitted. All faces between match cast units will be coated with wet-to-dry epoxy. No steel ducts will be used. A proprietary seal will be used on all ducts at each match cast joint.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 36 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures The entire top surface will be sealed with a high quality waterproof membrane in accordance with BD 47/99. 8.9 Maintenance Provision will be made for access to both the exterior and interior faces of all viaducts. The following elements will be included in the Detailed Design of the viaducts for maintenance provisions: The superstructure will be large enough to allow easy internal inspection and maintenance access. Access into the box girder will be at the ends of the box girder from within the abutments. Access holes will be provided at all internal pier diaphragms. Access holes will be large enough to permit maintenance personnel access. An inspection gallery will be provided at each abutment to allow inspection and maintenance of bearings. Provisions for the attachment of maintenance platforms by casting in stainless steel ferrules at the top of the pier column. To facilitate erection of maintenance platforms permanent lifting points will be provided in the soffit of the box girder adjacent to the Piers. Ventilation holes in the box webs and floor waste holes in the box soffit will be provided at regular spacing. Access provisions will comply with workplace health and safety provisions which include, but are not limited to, the provisions for the design of confined spaces.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 37 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 9. Specific requirements steel composite bridges 9.1 Steel composite bridges general Steel composite construction will be used for pedestrian bridges and may be used for road bridges where construction of cast-in-situ concrete superstructures is impracticable. It is proposed that composite bridges will be constructed utilising steel plate girders or steel trough girders acting compositely with a cast-in-situ reinforced concrete deck slab. The form of construction will be selected based on satisfying several key criteria including: Maximizing fabrication Reducing construction duration Reducing foundation loads Accommodating large simply supported or continuous spans in excess of 40 m Accommodating a curved horizontal alignment 9.2 Steel composite bridge design standards The design standard for steel composite girder bridges is listed in Table 15 below for reference. Table 9-1 Design Standards for Steel Composite Bridges Design Standard Description BS 5400 Part 5: 2005 Code of practice for design of composite bridges. Refer BD 16 for the advice notes for BS 5400 Part 5 BS 5400 Part 3: 2000 Code of practice for design of steel bridges. Refer BD 13 for the advice notes for BS 5400 Part 3 BS 5400 Part 10: 1980 Code of practice for fatigue. BD 37/01 Loading for highway bridges 9.3 Steel composite bridge design guidelines For steel composite bridge design, the following design guides are used as guidance for design and detailing: Table 9-2 Design Guidelines for Steel Composite Bridges Design Guideline Prepared by: Design Guide for Composite Box Girder Bridges- SCI 1994 Steel Construction Institute (UK) Steel Bridges Design Aid- January 1994 Canadian Institute of Steel Construction
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 38 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 9.4 Design Load 9.4.1 General Loads Refer Section 8 of this report for design loads. 9.4.2 Fatigue Loads Fatigue loads to be considered for highway bridge bridges. Fatigue investigation for the bridge will be referred to BD 37/01 and BS 5400 Part 10. 9.4.3 Construction Loads For the design of Steel Composite box girders, the following loads will be considered during the erection stage: Dead Load As per Section 8 Erection live load 0.5 kN/m on all deck surface, and 1.5 kN/m on all deck surface for concreting Differential temperature 70% of BD 37/01 Wind Load 70% of BD 37/01 The following effects will also be considered in the design and construction of the Permanent Works: a) Differential deflections and rotations between adjacent Box Girders will be considered in the design of the permanent formwork. b) Lateral concrete pressures resulting from super elevation of cross section or longitudinal grade. c) Localised mounding of the concrete will be considered in the design of the permanent formwork. d) The support of a temporary access walkway will be considered in the design of the permanent formwork. e) Differential settlement and construction tolerance allowances between bearing levels are to be specified by design and must be monitored and controlled during construction. f) Erection will not be carried out in strong winds. g) Construction loads and conditions assumed in the design, derivation of camber, and reinforcing requirements will be shown on the Drawings. h) In addition to erection loads, any required temporary supports, bracing or restraints will be defined on the drawings. i) All construction will be in accordance with the Work Method Statement. j) Erection of the Superstructure will not commence prior to completion of the mine void treatment. k) Pre-camber will allow for dead, super imposed dead and live loads design effects and also take into consideration the construction sequence.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 39 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 9.5 Material Properties Refer Section 7 for concrete properties. All structural steel will be to British standards EN 10025, EN 10113, EN 10155 & EN 10210. 9.6 Typical Construction Sequence a) Construct foundation and substructure b) Place temporary and or permanent bearings, c) Erect steel girders as per sequence detailed in design drawings, d) Install permanent formwork panels as per sequence detailed in design drawings, e) Install temporary walkways and access points, f) Place deck slab reinforcement and concrete as per sequence detailed in design drawings, g) Install precast concrete safety barriers, h) Install movement Joints, i) Install surfaces and finishes 9.7 Durability Refer Section 5 and section 6.2.12 for durability and coating requirements. All steel surfaces are to be protected from corrosion in accordance with the approved Structural Steel Paint and Other Protective Coating specification. All steelwork including internal faces will be protected by high build epoxy paint Internal areas too small to paint (including maintenance repainting) will be sealed and filled with an inert gas, grout or a water absorbing product. Bolts will be provided with inspection tabs to monitor internal conditions for all sealed sections. Mating surfaces for friction grip connections will be prepared to a clean bare metal finish At the time of Handover, the contractor will ensure that: a) There is no loss of structural section in any steel girder bridges; and b) All surfaces have a complete coating system that complies with this specification, of which no coating film is older than 18 months. This requirement applies to the coating system in its entirety and to each coat that makes up the coating system.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 40 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 9.8 Maintenance 9.8.1 Internal and External Provision will be made for access to both the exterior and interior faces of all box sections. The boxes will be large enough to allow easy internal inspection, maintenance and painting. A minimum size of 1.6 m internal depth x 1.2 m wide. Sufficient clearance beneath the bridge will be provided to allow inspection and painting without interruption to the traffic underneath. A 6.5 m clearance has been provided to the soffit. This clearance considers only the structural depth of the superstructure and does not allow for a maintenance gantry or similar. Traffic management will be required in conjunction with a maintenance gantry. All steel box girders will have access holes suitable for inspection and maintenance access. Access holes will be located in the bottom flange in areas of low stress. Access holes will be fitted with hinged doors and provided with locks. Access holes will be provided at all internal support diaphragms. Access holes will be large enough to permit maintenance personnel access. Access provisions will comply with workplace health and safety provisions which include, but are not limited to, the provision for the design of confined spaces. 9.8.2 Ventilation and Drainage Provision will be made for ventilation and drainage of the interior of all box sections. All outside openings in steel box sections will be screened to exclude unauthorised persons, birds and vermin. Coating systems will be capable of being repainted by brush. A trial test panel will be undertaken before repainting steel box girder bridges. Coating systems will be applied in accordance with the manufacturer's specifications. 9.9 Design Analysis The design philosophy for steel composite bridges is covered in BS 5400 Part 5. The following key issues are considered in the analysis of the steel composite girder decks: Shear lag (effective flange widths); Ratio of elastic modulus between concrete and steel; Concrete cracking (in particular over pier supports for continuous bridges); Torsional and distortional warping for box sections; Plate slenderness limits (compact vs. non-compact sections); Element buckling
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 41 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures Member buckling (e.g. lateral torsional buckling) Pre & post composite behaviour and loading; Construction stage analysis and erection loads. Table 9-3 Analysis Methods Limit State Method of analysis Serviceability Limit State Linear Elastic Ultimate Limit State Two Dimensional "Grillage" Analysis for Global Effects Three Dimensional Finite Element Analysis
10. Specific requirements precast concrete girder bridges 10.1 Precast concrete girder bridges general Precast concrete girders in this section cover for Super-T girders to AS 5100-5 Appendix-H or other available standard girders in Qatar. 10.2 Precast concrete girder bridge design standards The design standard for precast concrete girder bridges is listed in Table 17 below for reference. Table 10-1 Design Standards for Precast Concrete Girder Bridges Design Standard Description BS 5400 Part 4: 1990 Code of practice for design of concrete bridges. Refer BD 24 for the advice notes for BS 5400 Part 4 BD 37/01 Loading for highway bridges 10.3 Design load 10.3.1 General loads Refer Section 8 of this report for design loads. 10.4 Durability Refer Section 5 for durability of concrete structures. 10.5 Material properties Refer Section 7 for concrete properties. 10.6 Design analysis The design philosophy for precast concrete bridges is covered in BS 5400 Part 4. The following key issues are considered in the analysis of the precast girder bridges: Stress check at transfer Allowable tensile stress at transfer is 1.0 N/mm. Allowable compressive stress limit is as per BS 5400 Part 4.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 44 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures Stress check at service limit state (SLS) for prestress elements 1) The tensile stress in SLS combination 1 is checked using the design forces produced by full HA loading only in accordance with BD24/92. No tensile stresses will be permitted under this combination. Refer also to item 4 below for loading for transverse spanning elements. 2) The compressive stress in SLS combination 1 is checked using the maximum design forces produced by full HA loads or HB 45 combined with HA loads, which ever produces the worst effects. Allowable compressive stress limits is as per BS 5400 Part 4. 3) The tensile and compressive stresses in SLS combination 2 to 5 are checked using the maximum design forces produced by full HA loads or HB 45 combined with HA loads which ever produces the worst effects. Allowable tensile stress limits will correspond to Class 2 members as per BS 5400 Part 4. 4) Transverse spanning elements: The tensile stress in SLS Combination 1 will be checked using the design forces produced by full HA loading or HA loading combined with two number 30 unit HB vehicles in accordance with BD 37/01 and BD24/92. Transverse spanning elements will not be prestressed. The crack width limits specified in Table 1 of BS 5400 will apply. Capacity check at ultimate limit state (ULS) - The moment and shear capacities of the concrete sections in ULS combination are checked using the maximum design forces produced by full HA loads or HB 45 combined with HA loads. Permissible crack widths as defined in clause 8.8.8.2 of BS 5400 Part 4 for early thermal effects and serviceability limit state as follow: - Above ground protected with waterproofing 0.25 mm. - Above ground unprotected (protective coatings, asphalt without waterproofing, etc., considered unprotected) 0.20 mm.
Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 45 Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures 11. Interface with Railway Corridor 11.1 Interface with Railway Corridor The Qatar Rail has established railway protection zones around the railway infrastructures, where construction activities which may affect the railway will be complied to the guidelines given in the report Qatar Rail- Safeguarding the Doha Metro Railway Corridor-Version 00, revision date January 2013 (Doc.No:QIRP-RAIL-CTO-REP_000001 Rev 0.0 09/01/13).