SDM Volume3
SDM Volume3
Table of Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3 Chapter 13
Concrete and Reinforcement
Detailing
Provision for Bridge Jacking,
Inspection and Maintenance
1
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
Notes Prestressed Concrete Deck Units
Chapter 6 Chapter 16
Welding Piles and Footings
Chapter 7 Chapter 17
Deck Wearing Surface Cast Insitu Kerbs and Decks
Chapter 18
Chapter 8
Expansion Joints and
Bridge Widening
Miscellaneous Details
Chapter 9 Chapter 19
Bridge Deck Types Bridge Barriers
Chapter 10 Chapter 20
Bridge Geometry Electronic Project Model (EPM)
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Department of Transport and Main Roads Structural Drafting Standards – Volume 3 - Chapter 1
Drafting and Design Presentation Standards Manual Introduction
Copyright
http://creativecommons.org/licenses/by/3.0/au/
© State of Queensland (Department of Transport and Main Roads) 2013
Feedback
Please send your feedback regarding this document to: [email protected]
May 2013
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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
Drafting and Design Presentation Standards Manual Introduction
Chapter 1
Introduction
November 2011
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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
Drafting and Design Presentation Standards Manual Introduction
Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
1
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
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Table of Contents
1.1 Figures and Examples shown in this Volume 1
1.2 Glossary of Terms 1
1.3 References 2
1.4 Departures from AS/NZS 1100 – Technical Drawing 3
1.5 Departures from Austroads Guide to Bridge Technology, Part 5:
1 Structural Drafting 4
1.6 Information to be Supplied to the Designer 5
1.7 Information to be Supplied by the Designer 6
1.8 Bridge Scheme Deliverables 6
1.9 15%, 50% and 85% TMR Review Requirements 8
Table of Appendix
Appendix A - Example Bridge Design Information Request Letter 9
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Chapter 1
Introduction
1.1 Figures and Examples shown in this Volume
The figures and examples shown in this volume are for presentation purposes only, and may
contain some details that are now superseded. These details have been included for ease of
reference, to illustrate typical solutions, and to show the required standard of drafting 1
presentation. The details are not to be used without an engineering check and certification by a
Structural RPEQ to confirm that the details are appropriate for the specific project.
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Live Load - Dynamic Load created by the mass of the moving components on a structure,
like vehicular traffic
TMR - Transport and Main Roads
Pavement - That portion of a road designed for the support of, and to form the running
surface for, vehicular traffic
PSC - Prestressed Concrete
RC - Reinforced Concrete
1 RHS
RPEQ
- Right hand side
- Registered Professional Engineer of Queensland
Road Control - The line of reference used throughout road drawings
Sag Curve - A concave vertical curve in the longitudinal profile of a road
SM1600 - Combination of S1600, stationary traffic load, and M1600, moving traffic load
AS 5100.2 - Bridge Design
Superelevation - The slope of the running surface, measured at right angles to the alignment,
usually on a horizontally curved pavement
VC - A vertical curve (generally parabolic) in the longitudinal profile of a
carriageway to provide for a change of grade
Vertical - The longitudinal profile along the centreline of a road
Alignment
WH&S - Workplace Health and Safety
WMS - Works Management System
1.3 References
This manual has been written to conform to (unless noted otherwise), and should be read in
conjunction with, the following publications:-
TMR Bridge Design Criteria for Bridges and other Structures
TMR Standard Drawings Roads
TMR Standard Specifications Roads
TMR Standard Contract Provisions
TMR Road Planning and Design Manual
TMR Drafting and Design Presentation Standards Manual
Standard for Transport and Main Roads Engineering Surveys
Australian Standard AS 5100 - Bridge Design
Australian Standard AS/NZS 1100 - Technical Drawing Parts 101, 401 and 501.
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Text Height
4mm high text shall be used for sub-titles, Ht’s, section arrows, and when labelling the Bridge
Control. Refer Chapter 2 - Standard of Presentation, Table 2.6-1 Text Styles.
Use of Characters
Upper/lower case lettering shall be used for labelling, dimensioning and notes. Refer to
examples in this manual.
Scales
TMR accept a larger range of drawing scales. Refer Table 2.18-2 Scale Format.
Abbreviations
Additional abbreviations may be used. Not all abbreviation are in upper case. Refer Chapter 2 -
Standard of Presentation, 2.16 Abbreviations.
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Use of Characters
Upper/lower case lettering shall be used for labelling, dimensioning and notes. Refer to
examples in this manual.
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Embankment slopes of the road immediately adjacent to the bridge
Type of media for final printing of drawings. A3 permanent paper is preferred for ease of
copying and handling
Is WMS to be used? Extent of documentation (full scheme documents or ‘basic’
documentation)
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1 complete set of all original certified drawings on either A1 film or A3 permanent paper,
signed in blue. A1 drawings shall be clearly legible when copied to A3 size.
1 A3 paper copy of all drawings
Scanned electronic copy of all signed drawings in portable document format (pdf)
Supporting documentation, for example,
Environmental Design Report
Supplementary Specifications
Reinforcing Steel Schedule consisting of a tabulated listing, using the TMR steel scheduling
program, of all reinforcing steel in the project. Refer Chapter 3 - Concrete and
1
Reinforcement Detailing.
Design Report as detailed in the Design Brief. The Design Report must include a section on
future bridge inspection and maintenance
3D EPM. Refer Chapter 20 - Electronic Project Model (EPM)
A complete set of Contract Documentation, as defined in the Project Brief and defined in
Standard Contract Provisions Roads. When only ‘basic’ contract documents are required,
they shall be prepared in the following order:-
Estimate(s)
Form C6825 - Standard Document List
Annexures
Form C6826 - Drawing List
Form C6827 - Principal Supplies Material List
Supplementary Specifications
Drawings
Environmental Reports (Not Environmental Design Reports)
Steel Schedules(s)
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Chapter 2
Standard of
Presentation
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation
Chapter 3
Abutments and Piers
Chapter 13
2
Concrete and Reinforcement Provision for Bridge Jacking,
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
2.1 Glossary of Terms 1
2.2 Figures and Examples shown in this Volume 1
2.3 Drawing Set Up 1
2.4 Projection 2
2 2.5
2.6
Linework
Lettering
2
3
2.7 Sections, Views and Details 4
2.8 Orientation of Sections and Views 6
2.9 Dimensions 6
2.10 Arrows 8
2.11 Sloping Features 9
2.12 Contours 10
2.13 Symbols 10
2.14 Chamfers 11
2.15 Titles 12
2.16 Abbreviations 12
2.17 Order of Drawings as Compiled in Bridge Schemes 16
2.18 Title Blocks 16
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Chapter 2
Standard of Presentation
2.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
The model is to be drawn at full scale in model space and view ports are to be created at the
appropriate scales in paper space. All view specific text and dimensions are to be drawn in
model space to match the scale of the view port for that view.
Drawing notes are to be in paper space in the bottom right-hand corner of the drawing.
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2.4 Projection
Third angle projection is to be used on all drawings for plan, elevation and any external views
such as end views.
All sections should be orientated in the third angle where possible but may be
placed at the most convenient location on the sheet. The plan and direction of these sections
will be depicted by section arrows. Refer 2.6 Lettering for further requirements.
2.5 Linework
2 All linework on drawings shall be in accordance with AS 1100 - Technical Drawing, Part 101:
General Principles, and the table of line types shown in Table 2.5-1 Line Styles. The thickness
of lines are to be used on the drawings without change. The layer names and colours are
provided as a guide only and may be changed. Further details of linework relating to steel
reinforcement can be found in Chapter 3 - Concrete and Reinforcement Detailing.
Table 2.5-1 Line Styles
LINE STYLE TYPICAL APPLICATION
MR_CONTOUR_MAJOR (0.25mm thick colour 250 in Major contour lines (even metres)
AutoCAD)
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2.6 Lettering
The lettering on all drawings shall be in accordance with the font style details as outlined in
Volume 1 Drafting and Design Presentation Standards, Chapter 2: General Standards.
Text styles and heights shall be as outlined in Table 2.6.1 - Text Styles. The layer names and
colours are provided as a guide only and may be changed.
Table 2.6-1 Text Styles
TEXT HEIGHT
STYLE LAYER (Final height on APPLICATION
A1 size drawing)
Upper & Lower Case MR_TXT_035 (yellow 3.5 mm Drawing text / Notes /
in AutoCAD) Dimensions
Upper & Lower Case MR_TXT_050 (green in 4.0 mm Heights
AutoCAD)
UPPER CASE MR_TXT_050 (green in 4.0 mm Sub-Titles / Bridge
AutoCAD) Control
UPPER CASE MR_TXT_070 (blue in 5.0 mm Titles
AutoCAD)
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Sections
Sections are a view taken from a defined cutting plane. Other linework such as hidden detail
lines or detail beyond the cutting plane may be included provided that it does not confuse the
intent of the section. For example, a section taken through a headstock showing the wing wall
that is beyond the cutting plane.
Sections should be hatched with the appropriate symbol. Refer Table 2.13-1 Material Symbols.
An exception to this is a section showing reinforcement detail. The hatching in this case shall be
omitted as the intent of the section, showing the reinforcement, may be compromised.
Views
Views are auxiliary elevations looking from a position external to previously drawn elevations
and plans.
Details
Details are drawn to show a magnified view of a specific area shown on an element. The target
area is defined by a circle on the parent view, and a leader line runs out to the detail symbol, or
to the detail itself. Refer Figure 2.7-1 Sections, Views and Details and Figure 2.7-2 Examples of
Sections and Details.
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2 bridge component at the right hand side of the section or view. Refer Figure 2.8-1 Section
Orientation.
2.9 Dimensions
Each dimension necessary for the complete definition of a particular element shall be clearly
shown on the drawing and shall be shown once only. Dimension and leader line arrows are to be
3.5mm (A1 drawing) filled in type.
The dimensioning of any element shall be such that:-
1. No dimension relating to that element need be deduced from other dimensions
2. All dimensions necessary to construct the element shall be shown so that there is no need to
scale off a drawing to determine a dimension
3. Dimensions shown on drawings shall be in millimetres and shall be placed parallel and
above its dimension line and be able to be read either from the bottom or the right hand side
of the drawing.
4. A chain of dimensions shall be covered by an overall dimension except where dimensional
tolerances are of critical importance.
5. Where practical, dimensions shall be placed centrally between the arrows denoting the limit
for the dimension.
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Text
13. Dimension text height shall be 3.5mm and offset 1.5mm (A1 drawing) from the dimension
line.
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2.10 Arrows
The dimensions shown in the following diagrams are for A1 drawings. The dimensions shall be
halved for A3 drawings.
Flow Arrows
A flow arrow is to be shown on the Plan view of the General Arrangement drawing view to
clearly show the direction of stream flow, where applicable, whether there is water present in
the waterway or not.
Flow arrows should be shown on specific views throughout the bridge drawings to confirm
correct orientation. Flow arrows are to be detailed as follows:-
Tidal Flow
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2.11 Sloping Features
Grades
Grades of roads and bridges shall be represented as a percentage. A slope of 5% indicates a
displacement of 5 units vertically to 100 units horizontally. Grades rising in the direction of
increasing chainage are shown as positive figures and grades falling in the direction of
increasing chainage are shown as negative figures.
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Piles
When a pile is not set vertically, but at a slight angle to the vertical, it is said to be raked. The
rake of a pile is expressed as the horizontal distance (given as unity) relative to the vertical
height, for example the slope of a pile is expressed as 1 in 8 (1 unit horizontal to 8 units
vertical).
2
2.12 Contours
Contours are lines on a drawing joining points on the ground which are all at the same height
above a known datum.
Contour lines are generally shown in intervals of 0.25 metres. Major contours at even metres,
123, 124 and so on, are labelled and shown as a full line. 0.25m interval minor contours are not
labelled and are shown as short dashed lines. Refer Table 2.5-1 Line Styles.
The height of a contour is to be shown at a convenient point on an even metre contour line such
that each contour can be easily and clearly defined.
The frequency of numbering should be such that the height of any contour line can be
determined readily.
2.13 Symbols
General
Some symbols are reserved; refer TMR Drafting and Design Presentation Standards Manual -
Volume 1, Chapter 2 - General Standards, Appendix 2A.
Reference Symbols
The following points are to be considered when using reference symbols:-
Notes referenced by a symbol are to be used only when necessary, for example to reduce
the number of similar notes of reference on the same drawing or to add extra notation for
an item in a confined space on the drawing
The reference note should be placed as close as possible to the point of interest on the
drawing
Use different symbols for each subsequent reference on any drawing.
The size of the symbol is to be such that it is easily identified in all instances on an A3 size
print of the drawing
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Welding Symbols
The necessary information concerning the locations, type, size and length of welds in welded
joints and whether the welds are to be made in the shop or at the site shall be given on the
drawings with the use of standard symbols.
All symbols shall be in accordance with AS 1101.3 - Graphical Symbols for General
Engineering, Part 3: Welding and Non-destructive Examination.
Material Symbols
Hatching of sections is to be represented on drawings in accordance with Table 2.13-1 Material
Symbols .Hatching may be drawn in a grey pen, such as colour 250 in AutoCAD.
2
Table 2.13-1 Material Symbols
2.14 Chamfers
Chamfers are to be formed on the edges of reinforced concrete components as noted on the
drawings.
Chamfers shall be shown in a view if the scale of the view is such that the chamfers will be
clearly seen.
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2.15 Titles
Each drawing generally comprises several Sections, Views and Details and each view shall be
given the appropriate title using 5mm (A1 drawing) text for the title (0.7mm thick blue pen) and
3.5mm (A1 drawing) text for the scale (0.35mm thick yellow pen) as shown in Figure 2.7-2
Examples of Sections and Details.
2.16 Abbreviations
Metric Units
A list of standard abbreviations for metric units is shown in Table 2.16-1 Standard
Abbreviations - Metric Units. The arrangement of upper and lower case letters for each
abbreviation shall be strictly adhered to.
Degree (Celsius) C
Kilogram kg
Kilometre km
Kilopascal kPa
Kilonewton kN
Megapascal MPa
Metre m
Millimetre mm
Pascal Pa
Radian Rad
Tonne t
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Accepted Abbreviations
A list of accepted abbreviations is shown in Table 2.16-2 Accepted Abbreviations. Some
abbreviations are widely accepted and can be used freely.
Table 2.16-2 Accepted Abbreviations
DESCRIPTION ABBREVIATION
Approximate approx
Australian Certification
Authority for Reinforcing
Steel
ACRS 2
Australian Height Datum AHD
Average Recurrence Interval ARI
Bore Hole BH
Bench Mark BM
Bridge Inventory System BIS
Bottom Face BF
Centreline CL
Centres crs
Circular Hollow Section CHS
Construction Joint CJ
Control Line CTRL
Countersink CSK
Curve-Curve CC
Curve-Tangent CT
Deck Wearing Surface DWS
Diameter dia
Downstream D/S
Environmental Design Report EDR
Environmental Management
EMP
Plan
Far Face FF
Geocentric Datum of Australia GDA
Horizontal Curve HC
Height Ht
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Average avg
Drawing Number Drg No
Holding Down HD
Road Rd
Spaces sps
Supplementary
Supp Specs
Specifications
Typical typ
Ultimate Ult
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CAD Files
All drawings that are to be registered with a drawing number shall also be recorded in an
electronic filing system with an AutoCAD Reference Number that is unique and clearly
identifies the relevant drawing. The following format, used in Bridge Design, is given as an
example:-
123_PR2_B .dwg
Where:-
123 denotes the bridge specific AutoCAD Reference Number
PR denotes the Drawing Subtype Code. Refer TMR Drafting and Design Presentation
Standards Manual, Volume 1, Chapter 2 - Appendix 2E - AutoCAD Drawing Environments.
2 denotes the series number for this element, for example PIER – SHEET 2
B denotes a drawing revision letter (A for ‘Issued for Construction’ issue, B for the first revision
and so on)
.dwg denotes the AutoCAD drawing file extension
The example above refers to an AutoCAD drawing of the PIER – SHEET 2 (Revision B) for a
bridge project with reference number 123.
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Do not use spaces in the AutoCAD reference. Use an underscore to separate the divisions.
Once the drawing is signed and issued, external AutoCAD references should be bound into the
drawings. If they are not, the references shall be listed after the AutoCAD Reference Number.
The previously mentioned CAD file requirements settings are internal TMR standards only, and
not imposed on external consultants.
Revisions
Revision A is always ‘Issue for Construction’ issue [A1/A3], the latter being the paper size of
2 final print.
All amendments and reissue of drawings after certification shall be carried out in the following
manner:-
Make amendments to drawing where required and highlight significant amendments with a
revision cloud. Remove revision clouds from previous revisions if applicable. Ensure that
the cloud is clear of other details like dimension lines, leader lines and so on. Refer Figure
2.18-1 Revision Cloud.
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Survey Information
These boxes list pertinent survey information for the project including GDA logo (Geocentric
Datum of Australia). The GDA logo is only to be shown if the survey was completed using this
system.
Shire
2
Local Authority where the project is being constructed, for example SOMERSET REGIONAL
COUNCIL.
Highway / Road
Highway or main road and road section where the project is being constructed, for example
BRUCE HIGHWAY (INNISFAIL – CAIRNS) or GULF DEVELOPMENTAL ROAD
(NORMANTON – CROYDON)
If the project is not on a highway state the road only, for example INNISFAIL – JAPOON
ROAD.
Information may be found on TMR Regional Maps.
Control Chainage
Control Chainage represents the centreline chainages of Abutment A and Abutment B on the
designated Control Line, for example CTRL CH 11988.175 to 12135.825 (MC01) on Control
Line MC01.
Reference Points
This information is supplied by the Road Designer or TMR Region. Reference points are
required before and after the structure, Preceding RP and Following RP, along with the distance
to the start of the structure (Abutment A) in kilometres, distance from the start to the end of the
structure, and the distance from the end of the structure (Abutment B) to the following RP.
Through chainage from start of road section, for example:-
Through Chainage from start of road 23.4km.
Bridge Name
Examples of typical bridge names are as follows:-
SANDY CREEK OVERFLOW BRIDGE
MEWITT STREET OVERPASS
SANDY CREEK BRIDGE WIDENING
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Drawing Title
The drawing title refers to the elements being drawn, for example PIER or PIER – SHEET 2.
For ease of cross referencing, simplifying drawing series numbering, and to ensure that the
2 whole set of element drawings are read in a set, the drawings shall not be split up into sub-
elements, for example ABUTMENTS – PROFILE and ABUTMENTS – REINFORCEMENT.
Signing Drawings
The first initial and surname of the relevant design / check drafters, design / verifying engineers
are printed in the title block. These people do not need to hand sign the drawings.
The Design Reviewer and Engineering Certifier hand sign, date and enter their RPEQ number in
the relevant area on the final print media when they are satisfied that the design is fit-for-
purpose.
Drawing Number
Drawing numbers are obtained from a block of numbers reserved for the project after the
drawings required for the project have been identified. These numbers are issued by TMR Plan
Room in the Spring Hill Office Complex, or by the TMR Region.
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BIS Number
The Bridge Inventory System (BIS) number is a unique number assigned to each structure and
is assigned by the relevant TMR Region. The number may not be assigned until after the bridge
is constructed. In this instance, leave the BIS number blank in the title block. The number shall
then be stencilled onto the drawings once the number is assigned.
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Preliminary Drawings
It is good practice for all drawings produced in a design office to have a date stamp which
includes the file path of the drawing, and the name of who plotted it. Drawings given to external
parties that are either preliminary, concept, or for tender only purposes, shall always be stamped
as such, and dated. The stamp should be approximately 80mm wide. Refer Figure 2.18-2
Preliminary Stamp.
2
Figure 2.18-2 Preliminary Stamp
Scales
Scales shall be shown in the title block of a drawing, referenced by a letter and conforming to
the format shown in Table 2.18-3 Scale Format.
Quoting the scale used as a ratio, such as 1:200 at A1, is not permitted because it can lead to
inaccuracy when the size of the drawing is slightly distorted during printing and/or copying.
All views are to be drawn to a recognised scale, for example 1:7 or 1:9.9 are not recognised
scales, except where views are distorted for a specific purpose.
The scale is to be such that the drawing may be easily read when reduced to A3 size.
Similar scales should not be used on the one drawing, for example 1:20 and 1:25.
Drawing views larger or smaller than needed and/or positioned sparsely on sheets necessitating
extra drawings is to be avoided.
Sectional and detail views are to be shown at approximately twice the size of the view it is taken
from where practical. Scales for typical bridge drawings are shown in Table 2.18-4 Preferred
Scales. When room on the drawing permits, the smaller of the preferred scales shall be used to
fill the sheet.
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GENERAL ARRANGEMENTS
Plan / Elevation for bridges up to 80 metres long 1:150 or 1:200
Plan / Elevation for bridges over 80 metres long 1:250, 1:300
or 1:400
BRIDGE BARRIERS
Plan / Elevation 1:75 or 1:100
Sections, Post Assemblies, Joint Assemblies and Details 1:5, 1:7.5 or 1:10
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Figure 2.18-6 Title Block (View A)
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Chapter 3
Concrete and
Reinforcement
Detailing
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Drafting and Design Presentation Standards Manual Concrete and Reinforcement Detailing
Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
3
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
3.1 Glossary of Terms 1
3.2 Figures and Examples shown in this Volume 1
3.3 Concrete Detailing 1
3.4 Symbols and Line Work for Concrete 1
3.5 Dimensioning 2
3 3.6 Plan Views 2
3.7 Elevations 2
3.8 Sections 2
3.9 Holes in Concrete Structures 2
3.10 Symbols and Line Work for Reinforcement 3
3.11 Reinforcement Detailing 4
3.12 Reinforcing Bar Identification 4
3.13 Presentation 5
3.14 Maximum Cutting Length of Reinforcing Bars 11
3.15 Maximum Leg Length 11
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Chapter 3
Concrete and
Reinforcement Detailing
3.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
3
3.2 Figures and Examples shown in this Volume
The figures and examples shown in this volume are for presentation purposes only, and may
contain some details that are now superseded. These details have been included for ease of
reference, to illustrate typical solutions, and to show the required standard of drafting
presentation. The details are not to be used without an engineering check and certification by a
Structural RPEQ to confirm that the details are appropriate for the specific project.
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Drafting and Design Presentation Standards Manual Concrete and Reinforcement Detailing
3.5 Dimensioning
Dimensioning of concrete items shall be in accordance with Chapter 2 - Standard of
Presentation, 2.9 Dimensions.
3 drawn as a view seen from a horizontal plane taken immediately above the element under
consideration.
Hidden details such as piles, columns and footings shall be shown as dashed lines where
appropriate in accordance with Chapter 2 - Standard of Presentation, 2.5 Linework.
3.7 Elevations
Elevations shall be drawn as a view seen from a vertical plane immediately in front of the
element under consideration and shall be projected from that elements plan view.
Hidden details, such as abutment wing walls and associated fillets and the like, are not required
to be shown unless that part of the structure is referenced by a height or a dimension. Hidden
detail lines are to be in accordance with Chapter 2 - Standard of Presentation, 2.5 Linework.
3.8 Sections
Sections shall be drawn in accordance with Chapter 2 - Standard of Presentation, 2.7 Sections
Views and Details.
1 - Formed Holes
There are two methods of creating formed holes in concrete.
By fixing a sacrificial block (of the required cross section) into the formwork of a structure
to be cast, such that after casting, the block is removed (or sacrificed) leaving the area as a
void in the element. The most common example is deck unit holding down bolt holes in
headstocks.
By fixing a hollow pipe in the formwork so that it forms a permanent liner to the hole after
casting, for example, the scupper holes in deck units.
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2 - Cored Holes
Cored holes are created in existing structures by the use of a coring drill. The centre piece is
removed as a circular core leaving a smooth sided hole in the structure. Cored holes are usually
used when large hole diameters are required. Examples of cored holes in bridge work are holes
through concrete elements for the attachment of footwalk frames, services brackets and
replacement bridge traffic rails.
3 - Drilled Holes
Drilled holes are formed by drilling with a spiral bit or rotary hammer into existing structures,
for example, to bond new reinforcement into an existing headstock to facilitate an extension. 3
Drilled holes with their rough surface provide a better bond for epoxy than cored holes do.
DESCRIPTION EXAMPLE
Hooked bar in
elevation
Bars lapped
(same plane)
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Sequence Numbers
Sequence numbers are to be allocated in accordance with the following:-
Numbers are to be assigned in ascending order starting at bar number one for each element
of the bridge, for example, abutments, piers, cast insitu decks etc
Numbers are to advance in order of placement in the structure i.e. from bottom to top
Sequence numbers are not to be duplicated in any element unless the bars are identical
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Grade of Bar
D - Grade D500N (deformed bars)
R – Grade R250N (round bars)
The grade of bar is not shown if the bar is Grade D500N, for example 11–16A15 at 150.
The grade of bar shall align to AS/NZS 4671 - Steel Reinforcing Materials.
3.13 Presentation
Calling up and Labelling 3
Bars are to be called up along a line between limit bars or by arrows to individual bars.
Where a dimension is required to show the distance between the first bar and the last bar of the
sequence, the bars shall be called up as follows: -
11–16A15 at 150 maximim = 1400
The number of bars required for any set is to be called up once only on the drawing, preferably
on the main view, for example if the number of bars in the set is called up on the elevation, that
number is then omitted from the other views.
Each bar shall be shown in at least two views on any drawing.
Refer Figure 3.13-1 Typical Reinforcement Detailing.
Fitment
Drafters are to ensure that the drawings accurately show a clear picture of the fitment of
reinforcing bars relative to any recesses, cast-in items, or any other obstruction that may be
present in any concrete element which is being detailed.
All views shall be drawn to scale, where possible, especially where clearances are critical.
Hooks, laps and bends are to be drawn to scale as there can be clashes between ligatures and
voids, recesses, cast-in items and the like. These clashes are readily identified if drawn to scale.
When interference is of a minor nature and not critical, for example the placing of shear
reinforcement, a suitable note is to be added to the drawing. For example, Spacing of ligatures
in headstock may be altered slightly, if necessary, to clear formed holes.
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Dimensioning
Dimensions on drawings shall be taken as follows unless clearly shown otherwise: -
Spacing is bar centre to bar centre
Cover is to the extremity of the designated bar
The extent of the reinforcement is to be shown by limit lines. These are represented by a
5mm long, 0.7mm thick line (A1 drawing). The dimension line is to be 3mm from this
limit line
3 A reference line and mark is to be drawn from the bar to the dimension line in all instances.
The mark is to be at 45 degrees to the reference line starting at bottom left and finishing at
top right (looking normal to the text). The mark shall be a 5mm long, 0.7mm thick line (A1
drawing)
122-12D12 Mark
at 300
Reference
line
Bar
Limit line
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Sections
Stirrups and ligatures shown in section shall be drawn to clearly show the shape of the bar. For
typical details for lap and anchorage lengths, spacing of reinforcement, multilayered
reinforcement and sections, refer to the four diagrams in Figure 3.13-1 Typical Reinforcement
Detailing.
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PLAN – DECK
Multilayered Reinforcement
Sections
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The same information will be shown automatically on the output of the reinforcing steel
schedule. Refer Chapter 4 - Computer Preparation of Steel Schedules.
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Multiple Laps
If a bar requires one or more laps, it is to be called up on the drawings in the usual fashion. The
details of the laps are to be entered in the steel schedule. Refer Chapter 4 - Computer
Preparation of Steel Schedules.
Coupled Reinforcement
Structures which are cast in stages or provide for future extensions often require reinforcing bars
to be coupled together when the subsequent stage is constructed.
In such cases special notation is required to be shown on the drawings and the steel schedule.
The note on the drawing shall be placed adjacent to the elevation where the bars are shown and
shall state:- Screwed couplers to be used to couple reinforcement between Stage 1 and Stage 2.
Notes on the steel schedule shall be placed on comment lines adjacent to the respective bars and
shall state for Stage 1:- Bar numbers …to be supplied at one end only with an approved screwed
coupler. Dimension ‘A’ includes coupler and plastic end cap.
For Stage 2:- Bar numbers ….. are to connect to Stage 1 screwed couplers. Dimension “A” is
measured from construction joint to end of bar. The actual dimension needs to be adjusted to
suit the coupler system used in Stage 1. Lengthening or shortening of the bar to conform to
manufacturer’s specifications. Thread type and length may change depending on screwed
coupler system used. Thread to conform to manufacturer’s specifications.
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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 4
Drafting and Design Presentation Standards Manual Computer Preparation of Steel Schedules
Chapter 4
Computer
Preparation of
Steel Schedules
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Drafting and Design Presentation Standards Manual Computer Preparation of Steel Schedules
Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3 Chapter 13
Concrete and Reinforcement Provision for Bridge Jacking, 4
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
4.1 Glossary of Terms 1
4.2 Figures and Examples shown in this Volume 1
4.3 Scope 1
4.4 General 2
4.5 Dimensions 2
4 4.6 Titles 2
4.7 Control of Input and Output 3
4.8 Subtotals and Summaries 4
4.9 Details of Individual Bars 4
4.10 Pin Diameters 6
4.11 Variable Bars 6
4.12 Non-standard Bars 9
4.13 Reinforcing Mesh 10
4.14 Tolerances for Scheduling Reinforcement 11
4.15 Printing Steel Schedule Output 12
4.16 Further Assistance with the Steel Schedule Program 12
4.17 Mass of Reinforcement 13
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Table of Appendix
Appendix A - Example of Input Data 15
Appendix B - Example of Steel Schedule Appendix 19
Appendix C - Example of Steel Schedule Input 20
Appendix D - Example of Steel Schedule Output 21
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Chapter 4
Computer Preparation of
Steel Schedules
4.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction. 4
4.2 Figures and Examples shown in this Volume
The figures and examples shown in this volume are for presentation purposes only, and may
contain some details that are now superseded. These details have been included for ease of
reference, to illustrate typical solutions, and to show the required standard of drafting
presentation. The details are not to be used without an engineering check and certification by a
Structural RPEQ to confirm that the details are appropriate for the specific project.
4.3 Scope
This instruction covers the use of the TMR steel schedule computer program used for the
production of steel reinforcement schedules and is read in conjunction with TMR Standard
Drawings 1043 Standard Bar Shapes and 1044 Standard Hook, Lap and Bend Details and
General Steel Reinforcing Information.
Other steel schedule programs may be used if they produce the following output as a minimum:-
Individual bar shape dimensions
Quantity, cutting length and mass for each individual bar
Individual bar shape location in the structure
Mass of reinforcement in each element of the bridge i.e. abutments, piers and deck
Diagram of non-standard bar shapes
When using the TMR steel schedule computer program, input data is entered into a Microsoft
Word file in the format shown in Appendix A - Example of Input Data. An example of the
format of the word file is shown in Appendix C - Example of Steel Schedule Input.
The computer compiles the data and produces an output containing information that is required
for the cutting and bending process, total mass for each bar mark and sub total masses for minor
elements of the project. At the end of the schedule a steel summary for each grade and diameter
of bar is produced, plus a summary of masses for individual sections of the job as defined by
sub total controls on the input sheet.
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4.4 General
The steel program uses standard bar shapes shown on TMR Standard Drawing 1043 and details
bars as per TMR Standard Drawing 1044. Bar shapes must be identical to that shown on TMR
Standard Drawing 1043 including the position of hooks on applicable bars otherwise they will
become non-standard. Refer 4.12 Non-standard Bars.
Except for some dimensions for variable bars (refer 4.11 Variable Bars), the computer will not
calculate data for bar shapes other than those on TMR Standard Drawing 1043.
4 Note: Using tabs when entering text or entering data in the wrong columns will prevent the
program from running correctly.
4.5 Dimensions
Dimensions are taken from the extremities of bars. Refer below:-
When the angle for a bar shape can be either acute or obtuse, for example bar shape U, the
computer calculates the angle and dimension C.
For a given bar shape, all dimensions shown on TMR Standard Drawing 1043, excluding those
calculated automatically by the computer, must be given in the data sheet. A zero dimension is
not allowable. Pin diameters must be given on the input data forms for all bars where P (pin
diameter) is indicated on bar shape.
4.6 Titles
The first three lines of the input data sheet will be reproduced as a title on the top of every
output page.
This title is divided into two sections; the General Title and the Job Number.
The General Title may occupy columns 1 to 64 and the Job Number columns 65 to 80.
The computer will output the General Title centrally, and the Job Number in the top right hand
corner of the page.
If the title does not require three lines the symbol “-” should be inserted in Column 1 of the
remaining lines so that the first three lines on the input data sheet contain text. Alternatively the
lines may be left blank.
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Control “-” and on the same line, bar mark only. This process deletes bars that are not
required for this section
V - Linear Variable Bar. Refer Section 4.11 Variable Bars - Linear Variable.
VF - Fanned Variable Bar. Refer 4.11 Variable Bars.
M - Reinforcing mesh. Refer 4.13 Reinforcing Mesh.
E - End of this job, but there is another job to follow. A steel summary will be printed and the
data on the next 3 lines will be taken as title. Control “E” is on a line by itself.
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Columns 29-69
These contain the dimensions of bars corresponding to those shown on TMR Standard Drawing
1043. Dimensions must be given to the nearest millimetre. Dimensions are to be as far right in
each section as possible. Columns 59 to 63 refer Section 4.10 Pin Diameters.
Column 72
Lap type as follows:-
S denotes straight lap
H denotes hooked lap
Columns 73-76
Length of lap(s).
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4 The steel schedule programme will calculate two types of variable bar.
Linear variable which is most commonly used
Fanned variable which is used mostly in super T-girders
Linear Variable
A set of variable bars is represented by the first bar and the last bar of the set which are written
on two consecutive lines of the data sheets.
The letter V is placed in Column 1 of the first bar.
Every bar in the set is assumed to have the same shape, diameter, steel grade and type, location
description, lap details, and number required as this bar.
The sequence number and dimensions corresponding to the last bar are written on the next line.
The computer will then print out a set of bars starting from the first bar with sequence numbers
increasing in steps of one until the sequence number corresponding to the last bar is reached.
When any particular dimensions given for the two extreme bars are the same they are the same
for all the intermediate bars.
When any particular dimensions differ there is a linear change from the dimension given for the
first bar to that for the last bar.
Dimensions of intermediate bars shown in the output are rounded to the nearest millimetre.
The variable bar control will work for both standard and non-standard bars.
Fanned Variable
The steel schedule program can calculate the varying dimension of bars placed on varying skew
angles in a reinforced concrete section. This applies particularly to the skewed ends of super T-
girders or headstocks where the general run of transverse reinforcement is placed square to the
section while the end few transverse bars are splayed in a fan formation to ensure that the end
bar is parallel to the skewed end of the section.
A linear variation of bar lengths is not appropriate as the difference from bar to bar is quite
small where the bar is nearly square to the concrete section but can become quite large where
the bar is at a considerable angle to the section. The actual variation has to be a function of the
cosine of the skew angle of each individual bar.
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A VE bar shape is used to demonstrate how the program is set up, however, the program works
equally well for any shape you choose. Refer Figure 4.11-1 Fanned Variable VE Shaped Bar.
Consider that the VE shaped bar, which has dimensions A, B, C, E and F, is to be placed at a
skew angle Ø to the axis of the concrete member and that the projection on the concrete cross
section of the bar dimensions are a, b, c, e and f. The program is set up to read in the projected
dimensions a, b, c, e and f and the angle Ø and calculates the bar dimensions A, B, D, E and F
using the following formulas:-
A = a/cos Ø
*B = b/cos Ø
C=c
*E = e/cos Ø
F=f
* The skewed dimensions B and E are automatically adjusted in the program to accommodate
the constant pin diameter of the hook so that uniform cover is maintained between the bar and
the sloping side formwork.
For a series of skewed bars, where the skew changes from bar to bar in a fanned arrangement,
the skew angles of the first and last bars in the set Ø1 and Ø2 are read in and the program
calculates the skew angles of all the intervening bars.
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Note that c and f are "vertical" dimensions not affected by the value of Ø, a, b and e are
"horizontal" dimensions.
The program is general and works for any shape that is defined by a combination of "horizontal"
and "vertical" dimensions. Therefore it must be told each time which dimensions are to be
considered variable and which are constant. This is done by encoding the word VARIABLE,
followed by the names of the "horizontal" dimensions in the location field of the input data
sheets, for example for VE bars, VARIABLE ABE shows that a, b and e are to be divided by
cos Ø while c and f are not.
4 The required data is a three line set similar to the V type linear variable bar sets:-
Line1 Columns 1, 2 VF
If the bar number in line 3 is coded the same as the bar number in line 2, then only one bar is
generated and Ø 1 and Ø 2 should be entered with the same value. This is useful if all transverse
bars in a section are parallel but skewed.
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The following input data example shows a 16VE bar varying in skew by 45°. There are sixteen
different bars with bar marks from 16VE62 to 16VEF77. There is two of each bar mark:-
VF
16VE 62 RADIAL BARS 265 200 1400 200 1400 60 2
16VE 77 VARIABLE ABE 0 45
The only bar shape for which the fanned variable command does not work is one in which the
required bar dimension is a slope length rather than horizontal and vertical, such as the C shaped
bar. Refer Figure 4.11-2 Fanned Variable C Shaped Bar.
Projection
on square
C bar without dimensions parallel to x and y axis cannot be solved by the steel program
Figure 4.11-2 Fanned Variable C Shaped Bar
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50mm of tolerance shall be added to the lap of cranked bars. Refer Figure 4.14-1 Cranked Bars.
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To print output on other printers hit the 'RUN STEEL' button then the 'EDIT OUTPUT' button.
In Microsoft Word, set the page to landscape then highlight all the text and make sure it is 8
points high, plain text and courier new font. Delete the first page as it is not relevant, then print
the steel schedule. Refer Appendix D - Example of Steel Schedule Output.
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Deformed Reinforcement
10mm diameter bar - 0.632 kg/m
12mm diameter bar - 0.910 kg/m
16mm diameter bar - 1.619 kg/m
20mm diameter bar - 2.528 kg/m 4
24mm diameter bar - 3.640 kg/m
25mm diameter reidbar - 3.854 kg/m
28mm diameter bar - 4.955 kg/m
32mm diameter bar - 6.471 kg/m
36mm diameter bar - 8.190 kg/m
40mm diameter bar - 10.112 kg/m
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4 P
F
ABUTMENT HEADSTOCK SUB-TOTAL
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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes
Chapter 5
Notes
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Drafting and Design Presentation Standards Manual Notes
Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
5
Chapter 3 Chapter 13
Concrete and Reinforcement Provision for Bridge Jacking,
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Drafting and Design Presentation Standards Manual Notes
Table of Contents
5.1 Glossary of Terms 1
5.2 Figures and Examples shown in this Volume 1
5.3 General 1
5.4 Notes for Bridge Elements 3
5 5.5
5.6
Sample Notes
General Arrangement Notes
4
5
5.7 Abutments and Pier Notes 7
5.8 PSC Deck Unit Notes 9
5.9 PSC Girder Notes 11
5.10 Steel Girder Notes 13
5.11 PSC Pile Notes 14
5.12 Deck Notes 15
5.13 Cast Insitu Kerb Notes 17
5.14 Miscellaneous Details Notes 18
5.15 Relieving Slab Notes 19
5.16 Bridge Traffic Barrier Notes - Steel 20
5.17 Balustrade Notes - Steel 21
5.18 Drainage System Notes 22
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Chapter 5
Notes
5.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
5.3 General
This chapter sets out the requirements for the positioning, content and form that notation will
take on bridge drawings.
Notes on drawings shall be clear and concise with regard to information and instructions.
Notes are more likely to be followed if they are on the drawing in question, rather than being on
a separate drawing dedicated only to notes. Sub-contractors may not be given the drawing of
notes, and consequently, may make construction mistakes. For this reason, all precast concrete,
steelwork, and other drawings that may be given to a sub-contractor, must have their specific
notes on the drawing in question.
For other elements of the structure, TMR prefers that the notes are shown on their relevant
drawing, however TMR appreciates the complexities this may cause, particularly on large
projects. Therefore, these notes may be complied together on a single drawing.
In the sample notes [ … ] represents user input for specific project information and is to be
replaced with that information. Some square brackets in the sample notes contain information
that may be applicable. Delete the options that are not appropriate to the project.
The general notes are to reference relevant Australian Standards.
Grades/class of materials shall be referenced on the relevant views on the drawing. Where there
are different grades or classes of material these are also referenced in the general notes, for
example, Bolts Class 4.6 to AS 1111.1 and Bolts Class 8.8 to AS/NZS 1252.
Notes shall also be listed in each category in order of importance. If a note is critical to the
element it shall be listed at the top of the category. Each category should follow a logical order.
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Drafting and Design Presentation Standards Manual Notes
5 On any drawing, where a note or reference applies to a particular view, section or detail only, it
is to be placed as close as possible to the point to which it applies. The leader dimension should
be placed at the beginning of the note text or at the end of the note text, for example:-
200 dia holes for scuppers
(Girder Type G1)
200 dia holes for scuppers
(Girder Type G1)
Where a note is of greater significance it is to be presented in box so that it increases its
visibility on the drawing, for example:-
DO NOT ISOLATE TEXT. For example Class 4.6 shall not be shown with Class on one line
and 4.6 on the next line. Similarly keep text such as AS/NZS 1252 together on one line. It is not
good practice to have one word isolated on the last line, for example:-
Blinding concrete 50 nominal
thickness
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• Reinforcement
• Strands
• Steelwork
• Transverse stressing bars
• Welding
• Voids
• Details of existing structures
• Notes for widenings
Other project specific notes that may be applicable to an element should be added in the
appropriate section within the notes or at the end. The first word or words of the notes
indicating the category of that group are to be capitalised, for example HEIGHTS are calculated
…, TRADE NAMES have been used ….
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5 relevant detail on the drawing and the relevant Australian Standard should be referred to in the
notes. In cases where there is only one grade of material mentioned on the drawing the grade
should be called up in the general notes.
Concrete Class and Strength and cover to reinforcing steel values in the sample notes are based
on exposure classification B2. These values are to be adjusted accordingly if another exposure
classification is used. Refer to AS 5100 - Bridge Design for the full range of exposure
classifications.
In some cases a construction procedure is needed for an element, for example girder
anchorages. In these cases the construction procedure is to be positioned as near as possible to
the relevant view. Refer Figure 5.5-1 Example Construction Procedure Notes.
NOTE: The DWS notes above are based on a DG10 corrector course and a DG14
surfacing layer for a high speed environment (motorways or roads with a speed limit
of 100km/h or greater). For calculation purposes, bituminous waterproof membrane is
10mm thick, and is not included when calculating DWS quantities.
Smaller thicknesses of DWS can be achieved in lower speed environments.
Refer Table12.2.6.5 Thickness Limits in MRTS30 Dense Graded and Open Graded
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6 A CLEAR GAP shall be maintained between abutment sidewall and outside face of the
kerb and shall not be filled with cement mortar.
7 FORMWORK for the deck shall be supported by the [PSC girders/deck units]. On no
account is the formwork to be tommed from the ground.
8 {REINFORCING STEEL to be read in conjunction with Standard Drawings 1043 and
1044.
Reinforcing steel to be in accordance with AS/NZS 4671 and MRTS71 Reinforcing
Steel.
5
Deformed bars Grade D500N.
Round bars Grade R250N.
All carbon reinforcing steel to be Australian Certification Authority for Reinforcing
Steel (ACRS) certified.} (Only add these notes on General Arrangement and precast
product drawings)
Reinforcement to be hot dip galvanised to AS/NZS 4680 where shown.
Stainless steel reinforcing to be in accordance with BS 6744 and MRTS71A Stainless
Steel Reinforcing. (S/S reinforcement)
Stainless steel reinforcing to be Duplex Grade 2205 or 316L. (S/S reinforcement)
9 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
Deck unit dowel bars Grade D500N to AS/NZS 4671, hot dip galvanised
to AS/NZS 4680. (Bridges with deck units seated on cement mortar only, where the
soffit of the bridge super-structure is above a 2000 ARI flood)
Holding down bolts for deck units Class 4.6 to AS 1111, nuts Class 5 to AS 1112.1
and washers to AS/NZS 3678. (Bridges with deck units seated on cement mortar only)
Holding down bolts for deck units Class 8.8 to AS 1252, nuts Class 5 to AS 1112
and washers to AS/NZS 3678. (Bridges with provision for future jacking)
Holding down bolts for steel girders Class 8.8, nuts Class 8 and washers for
Class 8.8 bolts to AS/NZS 1252.
All anchors, bolts and nuts to be hot dip galvanised to AS 1214. All other steelwork
to be hot dip galvanised to AS/NZS 4680 unless shown otherwise. Prior to galvanising
all weld splatter and welding slag is to be removed.
10 FOR DETAILS OF EXISTING STRUCTURE (BIS No [ ]) refer Drawing No’s [ ] to
[ ] in the scheme documents. (Bridge widenings or when removing an existing bridge)
11 HEIGHTS AND DIMENSIONS to be verified on site before commencement of work.
(Bridge Widenings)
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Stainless Steel
Welding to AS/NZS 1554.6.
Weld quality – Category 2B.
Welding consumables to be 316L unless shown otherwise.
Welding consumables to AS/NZS 1167.2 and/or AS/NZS 4854.
Reinforcing Steel
(For reinforcing steel that shows welded laps - enter this group of notes)
Welding of bar splices to AS/NZS 1554.3.
All welds, except location tack welds, to be SP category.
Tack welding for location purposes to AS/NZS 1554.3 Clauses 3.3.1 and 3.3.2.
Welding shall not be carried out within 75 from any bent portion of the bar.
5 Welding consumables to be W50X. (Direct butt splice and anchorage splice welds
require the following consumables:- W62X)
Welding consumables to AS/NZS 2717.1 or AS/NZS ISO 17632.
(For reinforcing steel that shows NO welded laps - enter these notes only)
Tack welding for location purposes to AS/NZS 1554.3 Clauses 3.3.1 and 3.3.2.
Welding consumables to be W50X to AS/NZS 2717.1 or AS/NZS ISO 17632.
7 A DATE PLATE is to be cast into the outside face of the left hand wingwall at
Abutment A. (Abutments only)
8 A PERMANENT SURVEY MARK is to be cast into the top of the left hand wingwall
at Abutment A. (Abutments only)
9 A 20 DEEP SAW CUT is to be made at the junction with new work prior to breaking
back existing concrete. (Bridge widenings)
10 EXISTING CONCRETE SURFACES to be well scabbled and cleaned with water
blasting to remove all dust and loose particles before new work is placed. (Bridge
widenings)
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5
Welding consumables to be W50X. (Direct butt splice and anchorage splice welds
require the following consumables:- W62X)
Welding consumables to AS/NZS 2717.1 or AS/NZS ISO 17632.
Welding symbols to AS 1101.3.
Stainless Steel
Welding to AS/NZS 1554.6.
Weld quality – Category 2B.
Welding consumables to be E316L unless shown otherwise.
Welding consumables to AS/NZS 1167.2 and/or AS/NZS 4854.
8 Voids shall be cellular polystyrene Grade SL to AS 1366.3. (13-25m long PSC deck
units)
9 PVC DRAINAGE PIPES to AS/NZS 1260. (Units with scuppers)
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5
All welds, except location tack welds, to be SP category.
Tack welding for location purposes to AS/NZS 1554.3 Clauses 3.3.1 and 3.3.2.
Welding shall not be carried out within 75 from any bent portion of the bar.
Welding consumables to be W50X. (Direct butt splice and anchorage splice welds
require the following consumables:- W62X)
Welding consumables to AS/NZS 2717.1 or AS/NZS ISO 17632.
(For reinforcing steel that shows NO welded laps - enter these notes only)
Tack welding for location purposes to AS/NZS 1554.3 Clauses 3.3.1 and 3.3.2.
Welding consumables to be W50X to AS/NZS 2717.1 or AS/NZS ISO 17632.
7 VOIDS are based on a length of 5m maximum. Alternative void arrangements may be
submitted for approval.
8 PVC DRAINAGE PIPES to AS/NZS 1260. (Girders with scuppers)
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Stainless Steel
Welding to AS/NZS 1554.6.
Weld quality – Category 2B.
Welding consumables to be 316L unless shown otherwise.
Welding consumables to AS/NZS 1167.2 and/or AS/NZS 4854.
Aluminium
Welding to AS/NZS 1665.
Welding quality to AS/NZS 1665, Category A.
Welding consumables to be E5356 unless shown otherwise to AS/NZS ISO 18273.
5
(E5356 is used for welding aluminium expansion joints. Different consumables may be
needed for different grades of aluminium)
Reinforcing Steel
(For reinforcing steel that shows NO welded laps - enter this note only)
Tack welding for location purposes to AS/NZS 1554.3 Clauses 3.3.1 and 3.3.2.
Welding shall not be carried out within 75 from any bent portion of the bar.
Welding consumables to be W50X . (Direct butt splice and anchorage splice welds require the
following consumables:- W62X)
Welding consumables to AS/NZS 2717.1 or AS/NZS ISO 17632.
(For reinforcing steel that shows welded laps - enter this group of notes)
Welding of bar splices to AS/NZS 1554.3.
All welds, except location tack welds, to be SP category.
Tack welding for location purposes to AS/NZS 1554.3 Clauses 3.3.1 and 3.3.2.
Welding consumables to be W50X to AS/NZS 2717.1 or AS/NZS ISO 17632.
8 COAT FINISHED DECK SURFACE with bituminous waterproofing membrane for the
full length of the bridge including relieving slabs.
9 A 20 DEEP SAW CUT is to be made at the junction with new work prior to breaking
back existing concrete. (Bridge widenings)
10 EXISTING CONCRETE SURFACES to be well scabbled and cleaned with water
blasting to remove all dust and loose particles before new work is placed. (Bridge
widenings)
Refer to Chapter 17 - Cast Insitu Kerbs and Decks, Appendix A - Deck Design Sketches for
additional notes which shall be shown on the drawings. These may include, but are not limited
to, the following topics:-
• Using a different expansion joint system and adjusting the dimensions
• Pre-camber details
• Deck casting notes
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3
All exposed edges to have 19 x 19 chamfers unless shown otherwise.
REINFORCING STEEL to be read in conjunction with Standard Drawings 1043 and
5
1044.
Reinforcing steel to be in accordance with AS/NZS 4671 and MRTS71 Reinforcing
Steel.
Minimum cover to reinforcing steel to be 55 unless shown otherwise.
Reinforcement in kerbs may be cut if necessary to provide cover to scupper recesses.
Reinforcement to be hot dip galvanised to AS/NZS 4680 where shown. (Where
reinforcement is to be galvanised)
4 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
Steel plate to AS/NZS 3678.
Flat bar to be Grade 300 to AS/NZS 3679.1.
Bolts Class 4.6 to AS 1111.1, nuts Class 5 to AS 1112.1, washers for Class 4.6 bolts to
AS 1237.1.
Bolts Class 8.8, nuts Class 8 and washers for Class 8.8 bolts to AS/NZS 1252.
All bolts and nuts to be hot dip galvanised to AS 1214. All other steelwork to be hot dip
galvanised to AS/NZS 4680 unless shown otherwise. Prior to galvanising all weld
splatter and welding slag is to be removed.
5 TACK WELDING for location purposes to AS/NZS 1554.3 Clauses 3.3.1 and 3.3.2.
Welding consumables to be W50X to AS/NZS 2717.1 or AS/NZS ISO 17632.
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5 3
Stainless steel reinforcing to be Duplex Grade 2205 or 316L.
STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
Steel plate to be Grade 350 unless noted otherwise to AS/NZS 3678.
Flat bar, angles and channels to be Grade 300 to AS/NZS 3679.1.
Stainless steel sheet and plate to ASTM A240.
Stainless steel flat bar and round bar to ASTM A276.
[Bolts and set screws] Class 4.6 to AS 1111.1, nuts Class 5 to AS 1112.1 and washers
for Class 4.6 bolts to AS 1237.1.
Bolts Class 8.8, nuts Class 8 and washers for Class 8.8 bolts to AS/NZS 1252.
Dowel bars Grade D500N to AS/NZS 4671, hot dip galvanised to AS/NZS 4680.
All bolts and nuts to be hot dip galvanised to AS 1214. All other steelwork to be hot dip
galvanised to AS/NZS 4680 unless shown otherwise. Prior to galvanising all weld
splatter and welding slag is to be removed.
"Unbrako" socket heads screws to AS/NZS 1421 or approved equivalent.
"Unbrako" socket heads screws shall be mechanically plated to the requirements of
Fe/Zn 25c2A – AS 1789.
Stainless steel set screws to AS/NZS 1SO 3506.3.
Members to be branded with suitable type number after fabrication.
4 WELDING symbols to AS 1101.3.
Structural Steel
All welding to AS/NZS 1554.1.
All welds, except location tack welds, to be SP category.
Welding consumables to be controlled hydrogen type: W50X unless shown otherwise.
Welding consumables to AS/NZS 2717.1 or AS/NZS ISO 17632.
Stainless Steel
Welding to AS/NZS 1554.6.
Weld quality – Category 2B.
Welding consumables to be E316L unless shown otherwise.
Welding consumables to AS/NZS 1167.2 and/or AS/NZS 4854.
Aluminium
Welding to AS/NZS 1665.
Welding quality to AS/NZS 1665, Category A.
Welding consumables to be E5356 unless shown otherwise to AS/NZS ISO 18273.
(E5356 is used for welding aluminium expansion joints. Different consumables may
be needed for different grades of aluminium)
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Chapter 6
Welding
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
6
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
6.1 Glossary of Terms 1
6.2 Figures and Examples shown in this Volume 1
6.3 Notes Format 1
6.4 Welding of Stainless Steel 1
6 6.5
6.6
Welding Splice of Reinforcing Bar
Direct Butt Splice & Anchorage Splice Welds for Reinforcing Bar 3
1
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Chapter 6
Welding
6.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
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Figure 6.8-2 Determining Size of a Fillet Weld shows how the size of a fillet weld is
determined. Accurate measurement of fillet welds requires the use of a weld fillet gauge.
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Figure 6.8-3 Weld on Arrow Side of Joint
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The weld shown in Figure 6.8-7 Bridge Traffic Barrier Post to Base Plate is a critical structural
weld and its conformance to specification is vital to the performance of bridge traffic barrier
posts under load. This is a complete penetration butt weld (compound butt weld placed first
followed by a fillet weld). Refer Figure 6.8-8 Combination Butt and Fillet Welds for
description.
The weld shown in Figure 6.8-9 Bridge Traffic Barrier Post to Anchor Plate describes the
welds to connect the bridge traffic barrier posts and anchor plates.
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6.9 References
Drafters should be familiar with the following Australian Standards:-
AS 1101.3-2008 - Graphical Symbols for General Engineering Part 3: Welding and
Non-destructive Examination
AS/NZS 1554.1-2004 - Structural Steel Welding Part 1: Welding of Steel Structures
AS/NZS 1554.3-2008 - Structural Steel Welding Part 3: Welding of Reinforcing Steel
AS/NZS 1554.6-1994 - Structural Steel Welding Part 6: Welding Stainless Steels for
Structural Purposes
AS/NZS 1665-2004 - Welding of Aluminum Structures
AS/NZS 4855-2007 - Welding consumables – Covered Electrodes for Manual Metal Arc
Welding of Non-alloy and Fine Grain Steels - Classification
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Drafting and Design Presentation Standards Manual Deck Wearing Surface
Chapter 7
Deck Wearing Surface
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
7
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Drafting and Design Presentation Standards Manual Deck Wearing Surface
Table of Contents
7.1 Glossary of Terms 1
7.2 Figures and Examples shown in this Volume 1
7.3 General 1
7.4 Thickness of DWS on PSC Deck Units 3
7 7.5
7.6
DWS on RC Decks
DWS on Footways/ Bikeways
9
9
7.7 Mass of DWS 9
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Chapter 7
Deck Wearing Surface
7.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
7.3 General
This chapter is to be read in conjunction with MRTS84 Deck Wearing Surface and MRTS84A
Cold Milling Bridge Deck Wearing Surface.
On bridges the most common use for Deck Wearing Surface (DWS) is on PSC deck unit
bridges. The deck units hog during curing and the amount of hog varies over time, culminating
in the design hog at 100 days after casting. This design hog at 100 days is used in calculating
the depth of DWS. These design hogs, in reality, vary significantly and an uneven deck surface
is formed. DWS is used to eliminate these variances and to provide an even running surface.
DWS on bridges is comprised of a tack coat, bituminous waterproof membrane, and a surfacing
layer. Sometimes a corrector course is laid between the bituminous waterproof membrane and
the surfacing layer. The corrector course is used to take out most of the variances due to the
hogs of the units and construction of the bridge. This provides a more even surface for the final
surfacing layer.
DWS can also be used on a RC deck, however, most of the variances are taken out by the final
concrete deck surface. In this case there is usually only a final surfacing layer applied to the
deck surface to produce an even running surface. This chapter will mainly concentrate on the
first type of bridge deck, DWS on deck units.
The thickness of DWS on a structure should be kept to a minimum to reduce the dead load on
the bridge, but it shall be thick enough to account for the effect of the hog, crossfall of the
pavement each way from the bridge centreline (if appropriate) and any minor alignment
variations over the length of the bridge.
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7 Dense graded asphalt DG14 is the preferred road surfacing layer. The layer is 45mm thick for
transversely stressed deck unit bridges and 50mm thick for bridges with a RC deck. Refer
MRTS30 Dense Graded and Open Graded Asphalt, Table 12.2.6.5 for thickness limits and
Chapter 5 - Notes, 5.6 General Arrangement Notes for additional details.
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Decks with Constant Crossfall or Superelevation. Refer Figure 7.4-2 Decks with
Constant Crossfall/Superelevation
The DWS is a nominally constant thickness across the width of the deck. The minimum
thickness of DWS at any point is 80mm consisting of 10mm bituminous waterproof membrane
and 70mm asphalt.
The thickness of DWS varies along the length of the span due to the hog of the deck units, with
the minimum thickness occurring at midspan.
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The corrector course is calculated as the volume of DWS above the bituminous waterproof
membrane and below the surfacing layer. Refer Figure 7.7-1 Corrector Course and Surfacing
Layer.
The surfacing layer is calculated using the area of deck, including the relieving slabs, x 45mm
(deck unit bridges) or 50mm (RC deck bridges).
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Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys
Chapter 8
Bridge Widening
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
8
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
8.1 Glossary of Terms 1
8.2 Figures and Examples shown in this Volume 1
8.3 Standard Design Details 1
8.4 Bridge Surveys 1
8 8.5
8.6
Set Out
PSC Deck Unit Issues
1
4
8.7 Survey Information for Bridge Widening 6
8.8 Survey Format 12
8.9 Survey Accuracy 12
List of Figures
Figure 8.5-1 Bridges Widened on Both Sides 2
Figure 8.5-2 Bridges Widened on One Side 3
Figure 8.6-1 Coupling Detail 4
Figure 8.6-2 Joint Conversion at Piers 5
Figure 8.7-1 Survey Information required for Bridge Widenings 9
Figure 8.7-2 Survey Information required for Widening of Deck Unit
Bridges without a Concrete Deck 10
Figure 8.7-3 Survey Information required for Widening of Girder Bridges
with a Reinforced Concrete Deck 11
Table of Appendix
Appendix A - Example Drawings 13
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Chapter 8
Bridge Widening
8.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
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Line
In conjunction with the road alignment survey, if possible, give co-ordinates of the
8
Bridge Control Line on the Setting Out Diagram
Show all setting out dimensions from the Bridge Control Line on all drawings
Refer Figure 8.5-2 Bridges Widened on One Side.
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Articulation Change
During the design of bridge widening the articulation may be changed. A typical detail of a
conversion procedure from a deck expansion plate joint to a fixed joint is shown in Figure 8.6-2
Joint Conversion at Piers. A similar detail would also apply to abutments.
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5. Pour 1:3 cement mortar into the 50mm gap between the deck units (along the pier
centreline) and around the holding down bolts. Pack mortar down to ensure that gap under
the deck units is filled and the holding down bolt holes are completely filled.
6. Replace the washers and nuts on the holding down bolts.
7. Re-pave with DWS.
8. Rubberised bituminous filler and canite between the ends of the kerb units at the piers is to
be removed and replaced with 1:3 cement mortar.
Requirements
1. The line of the bridge:-
a. The direction of Gazettal.
b. The distance of each kerb from the control line, defined in the survey data and
linked to the proposed new alignments, see Figure 8.7-1 Survey Information
required for Bridge Widenings.
2. The following features are to be located along the outside face of the kerbs:-
a. Faces of the pier and abutment headstocks.
b. Centreline of the pier headstocks.
c. Centres of the bridge railing posts.
3. Dimensions shall be taken from a datum or reference points which should be clearly related
to the concrete structure and running dimensions and bearings shall be given to features
required. Preferably datum or reference points should be given in co-ordinates and related to
a chainage where possible. In multispan bridges, details shall be supplied for each span.
4. Heights are required on the DWS or concrete deck at each kerb and along the centre of the
roadway (if crowned). Heights should be provided at the abutments and piers with
additional intermediate Heights being required along the bridge at approximately three
metre centres.
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5. Heights are also required where possible on the top of the pier and abutment headstocks.
Location of Heights should be clearly defined, see Figure 8.7-2 Survey Information
required for Widening of Deck Unit Bridges and Figure 8.7-3 Survey Information required
for Widening of Girder Bridges with a Reinforced Concrete Deck.
6. The flow direction is to be indicated in Figure 8.7-1 Survey Information required for Bridge
Widenings.
7. Information on kerbs is required as follows:-
a. Depth of the outside kerb units or cast insitu kerbs.
b. Hog of the outer kerb units. 8
c. Height of the transverse stressing bar above the soffit of the outside kerb units.
d. Protrusion of the transverse stressing bar from its nut.
e. Type of transverse stressing bar i.e. “Macalloy” bar (imperial 11/8” diameter
thread), “DSI” bar (32mm diameter thread), or “VSL” bar (29mm diameter
coarse thread).
f. Note if the thread is badly corroded or damaged.
g. Height of kerb above the DWS or concrete deck.
h. Depth of DWS at the kerbs at every midpspan and abutment and pier.
i. Location of cross girders on girder bridges.
8. Other dimensions as indicated on Figure 8.7-2 Survey Information required for Widening of
Deck Unit Bridges and Figure 8.7-3 Survey Information required for Widening of Girder
Bridges with a Reinforced Concrete Deck, to be supplied where possible.
9. Details of existing services and infrastructure. For example:-
a. Overhead power and telephone lines.
b. Fences.
c. Road furniture.
d. Services attached to the bridge.
10. Areas of the structure and abutment protection showing signs of deterioration or erosion
should be defined and photographs supplied.
11. Condition of the DWS and expansion joints should be reported on and photographs
supplied.
12. Other photographs of noteworthy features.
13. Note the existence of relieving slabs on the bridge (this is often unclear on the original
bridge drawings).
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8 Supply sufficient Heights so that the profile of the ground surface at the top and the toe of the
existing abutment protection can be established. Provide Heights in the vicinity of the proposed
abutment and pier extensions.
Provide water Heights of creeks and rivers and the date of the surveyed levels. If in tidal zone,
high and low water should be registered together with the time and date of the surveyed
Heights.
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Chapter 9
Bridge Deck Types
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
9
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
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Table of Contents
9.1 Glossary of Terms 1
9.2 Figures and Examples shown in this Volume 1
9.3 General 1
9.4 Deck Types 2
9 9.5
9.6
PSC Deck Units with Cast Insitu Kerbs
PSC Deck Units (with a Reinforced Concrete Deck)
3
4
9.7 Span Lengths - PSC Deck Units 4
9.8 PSC Girders (with a Reinforced Concrete Deck) 4
9.9 Span Lengths - PSC Girders 4
9.10 Bridge Footways and Bikeways 5
List of Figures
Figure 9.4-1 Typical Deck Cross Sections 2
Figure 9.5-1 Cast Insitu Kerbs 3
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Chapter 9
Bridge Deck Types
9.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
9.3 General
This chapter clarifies the bridge deck profiles most commonly designed by TMR.
Bridges are designed to a given set of design criteria which varies for any given project. Many
constraints are taken into consideration and contribute to the type of bridge superstructure
designed. These may include, but are not limited to:-
Bridge alignment
Vertical and horizontal geometry
Height above ground
Span lengths
Bridge over stream, road or railway
Footbridge
Future bridge inspections and maintenance requirements
Geotechnical conditions
Ground conditions at the bridge site
Topographical features at the bridge site
Provisions for future widening
Services
Speed environment
Environmental requirements
Cultural heritage requirements
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9 Refer to Figure 9.4-1 Typical Deck Cross Sections, for further details.
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9 Generally, mortar is only required between the top 75mm of the deck units. Overpass
structures require mortar between the outer deck units only to strengthen them in case
they are impacted by vehicular traffic
The ability to provide for varying roadway cross sectional profiles over the length of the
bridge structure
A smooth running surface due to the constant thickness of DWS
Greater durability than transversely stressed bridges
The deck provides an impervious barrier to water seeping through the bridge structure. Refer
Chapter 17 - Cast Insitu Kerbs and Decks.
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Chapter 10
Bridge Geometry
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
10
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
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Table of Contents
10.1 Glossary of Terms 1
10.2 Figures and Examples shown in this Volume 1
10.3 General 1
10.4 Orientation of Bridge Control to Horizontal Alignment 1
10 10.5
10.6
PSC Deck Units on Small Radius Curves
Layout of Reinforced Concrete Deck Bridges
4
5
10.7 Encroachment of Wing Tip into Traffic Lane 6
10.8 Vertical Alignment 7
10.9 Bridge Crossfall 8
10.10 Road Design Considerations with Respect to Low-Level
Frequently Flooded Bridges 10
10.11 Road Design Considerations with Respect to Rarely Flooded
Bridges 11
10.12 Bridge Width 12
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Chapter 10
Bridge Geometry
10.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
10.3 General
Bridge geometry can be divided into two broad areas, horizontal alignment and vertical
alignment.
Horizontal Alignment
Layout of the bridge as viewed in plan. It provides a corridor or laneway that covers the
full pavement width of the road.
Vertical Alignment
Profile of the bridge as viewed in elevation. It conforms to the grading and the cross
sectional profile of the road.
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Bridge offset from the chord to the Road Control is greater than 75mm but
less than 150mm
STEP 2 - If the combination of small radius curve and length of bridge makes it
impossible to maintain a straight bridge alignment, then it is necessary to locate the
bridge around the curve with each span set out as a parallelogram. Refer Figure 10.4-3
Span Offset 75mm Maximum and Figure 10.4-4 Span Offset 150mm Maximum.
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Bridge offset is greater than 150mm and span offset is less than 75mm
10
If the span offset from the span chord to Road Control is greater than
75mm and less than 150mm
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10 Special geometry required for bridges around small radius curves is dependant on
several criteria, but basically a bridge can be set out in a series of parallelograms from
the chords until the gaps between the units exceed 30mm in width.
Every endeavour should be made to use parallelograms, but in the event of that system
not working then the following system should be used.
When looking at a curved bridge, it will be noticed that, if parallelograms where used,
the bridge would increase in width in a particular direction depending on the orientation
of the curve and direction of the skew. Therefore the geometric calculations must
commence from the narrowest end.
After setting the span lengths along the Road Control, the commencing span is set up as
a parallelogram. For the next span, two parallel lines are set either side of the chord for
that span, representing the inside face of the cast insitu kerb or the outer edge of the
outer deck unit. These lines are then intersected by an arc (with a radius equal to the
span length) centred at the intersection of the pier centreline and the edge line for the
preceding spans. The connection of these points creates the centreline of the next pier.
Figure 10.5-1 PSC Deck Unit Bridges on Small Radius Curves and the procedure
explained below assists with the previous explanation.
It will be noted that this pier centreline is no longer parallel to the previous pier or
abutment centreline as the skew is slightly increased. Due to this effect the commencing
skew angle must allow the designed bridge skew to be correct (±1º) at the heaviest flow
section of the waterway. The same procedure is then repeated for each successive span.
Procedure
Refer Figure 10.5-1 PSC Deck Unit Bridges on Small Radius Curves.
Set up both the horizontal alignment and vertical alignment.
Locate the abutment and pier positions along the alignment (points 10 to 12)
At the commencement end, set up parallel lines, either side of the chord,
representing the bridge edge (inside face of the cast insitu kerb or the outer edge of
the outer deck unit) (points 15 to 18)
Find the intersection of these lines with the centrelines of the abutments and piers
(points 19 to 22)
Set up parallel lines in the second span to the same width as before (points 23 to 26)
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Intersect these lines with arcs (with a radius equal to the span length) centred at
points on the pier (points 21 and 22)
Join these points (27 and 28). Thus determining the bearing of the next pier
Repeat steps 5, 6 and 7 for the remainder of the bridge
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Care should be exercised in locating the intersection of girder centre lines and abutment
and pier centre lines in order that:-
A maximum cantilever of 1.25m from centre line of girder to outside face of the
girder flange is maintained. Refer Chapter 14 - Prestressed Concrete Girders,
14.5 Girder Profiles
If deck drainage is required, enough width must be provided in the outer most
girder flange to fit scuppers and a drainage pipe
When factors of skew, span length and tightness of horizontal curve make the
10 above parameters unattainable, then girders should be splayed, i.e. spacing of
girders would vary from one end of span to the other end
Maintain constant length of girders where possible
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Vertical Alignment
With regard to positioning a bridge in a longitudinal vertical plane, it can be accepted
that the bridge will follow the vertical alignment of the Road Control. This may result in
the bridge being on a straight or curved grade, or in some cases a combination of both.
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10
There are many controls in urban areas which force departures from the above values.
For further explanation refer to the TMR Road Planning and Design Manual, 7.7.3
Road Crossfall.
There may be good reasons why there is a deviation from the values, such as the
following example:-
The bridge surface of a widened bridge may also need to be flatter than the TMR
Road Planning and Design Manual specifies to reduce the amount of dead load
caused by the additional DWS. Older bridges were not designed to carry the
same loads that modern bridges are.
The maximum crossfall for a footpath is 2.5%, though 2% is preferred.
3% is the preferred bridge crossfall so that water runs off the road surface as quickly as
possible. Refer to sections 1 to 4 in Figure 10.9-2 Bridge Crossfall / Superelevation.
3% crossfall suits bridges where the DWS is a constant thickness, for example, bridges
with a deck or bridges that are superelevated.
2.5% is the preferred crossfall for bridges with a crown and without a deck. Refer to
section 5 in Figure 10.9-2 Bridge Crossfall / Superelevation. 2.5% crossfall is used to
reduce the depth of DWS at the crown. This will reduce dead load and rutting in the
road surface. The depth of DWS must not exceed 250mm anywhere along the span. For
very wide bridges a deck may be needed to prevent the DWS being too deep. Refer to
Section 4 in Figure 10.9-2 Bridge Crossfall / Superelevation.
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Crossfall/Superelevation
The bridge deck should be designed with a two way crossfall. There are advantages and
disadvantages when the deck is superelevated (see below), and therefore a two way
crossfall is the best compromise.
A superelevated deck falling to the upstream side will tend to be covered in debris and
silt after the flood water subsides. It will however, be safer to drive on, as there is less
chance of the vehicle being pushed downstream by the force of the water.
A superelevated deck falling to the downstream side may trap debris underneath the
deck. It will also be subjected to greater uplift forces. The deck however, should be
relatively clean after the flood water subsides.
Constant crossfall/superelevation is preferred.
Varying crossfall/superelevation can be accommodated but should be avoided.
Vertical Alignment
The deck should be level so that the deck acts as a weir when flood water over-tops it. If
the bridge is on a grade or a VC, the flood water will be directed to the low end of the
bridge. This may drastically alter the pattern and turbulence of flow and lead to scour
and erosion problems at the low end of the bridge.
Additionally, the deck should be level so that motorists crossing a flooded bridge do not
encounter an unexpected increase in water depth.
If extenuating circumstances prevent a level bridge, one on a small constant grade is
preferred.
Generally a VC is not preferred on bridge, however sometimes they can assist with
draining the deck when stormwater is not allowed to drain directly from the bridge deck
into the stream. This is achieved by putting the crest of the VC near the middle of the
bridge, and draining the water towards each abutment. Doing this may mean that a
drainage system is not required.
A combination of any of the above can be accommodated but should be avoided.
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Crossfall/Superelevation
Constant crossfall/superelevation is preferred.
Varying crossfall/superelevation can be accommodated but should be avoided.
Vertical Alignment
A bridge with a level deck is the easiest to draw, however a bridge on a slight grade
improves the drainage of the bridge deck. Therefore, all bridges should be on a
minimum grade of 0.3% if this can be easily accommodated by the approach road works
at both ends of the bridge.
Generally a VC is not preferred on bridge, however sometimes a VC can assist with
draining the deck when stormwater is not allowed to drain directly from the bridge deck
into the stream. This is achieved by putting the crest of the VC near the middle of the
bridge, and draining the water towards each abutment. Doing this may mean that a
drainage system is not required.
A combination of any of the above can be accommodated but should be avoided.
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10 If the bridge needs to be skewed, try and limit it to 40° to suit standard precast beams.
Varying skew can be accommodated but should be avoided.
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Chapter 11
General Arrangement
Drawings
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
11
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
11.1 Glossary of Terms 1
11.2 Figures and Examples shown in this Volume 1
11.3 Consistency in Presentation 1
11.4 Types of General Arrangement Drawings 2
11 11.5
11.6
Concept General Arrangement Drawings
Preliminary Design General Arrangement Drawings
2
9
11.7 Detailed Design General Arrangement Drawings 10
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Table of Appendix
Appendix A - Example Concept General Arrangement Drawings 21
Appendix B - Example Prelim Design General Arrangement Drawings 22
Appendix C - Example Detailed Design General Arrangement Drawings 23
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Chapter 11
General Arrangement
Drawings
11.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction. 11
General Arrangement drawings are informally referred to as GA’s as they will be in this
chapter. On all drawings they are to be referred to with the full description and shall not
be abbreviated.
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11 The level of detail provided at each phase will increase as the project progresses from
concept through to detailed design.
Plan
Outline of the structure
Crossfall or superelevation
Width between kerbs
Major towns (in each direction)
Contours of the existing surface
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Elevation
Outline of the structure
Individual span lengths and overall length of the structure between abutments
Excavation to clear waterway
Vertical clearances for overpass bridges
Existing surface cross section taken along the Control Line
11
Existing structures
Datum Height
Table of Grade Heights and vertical alignment details. Hts shall be shown at
abutments and piers
Table of Surface Heights. Show Heights at major changes in grade and at
abutments and piers centrelines
Table of Chainages. Show chainages for each surface Height and at abutment and
pier centrelines
Hydraulic information including flood velocities and flood immunity Heights
To obtain the relevant permits, the following additional hydraulic information shall be
shown when the bridge spans a navigable waterway:-
Mean High Water Spring - The long term average of the Heights of two
successive high waters during those periods of 24 hours (approximately once a
fortnight) when the range of tide is greatest, at full and new moon
Mean Low Water Spring - The long term average of the Heights of two
successive low waters during those periods of 24 hours (approximately once a
fortnight) when the range of tide is lowest, at full and new moon
Highest Astronomical Tide - The highest level that can be predicted to occur
under average meteorological conditions and any combination of astronomical
conditions. This level will not be reached every year. Storm surges may cause
considerably higher levels to occur
The clear span between abutments and piers
The clearance between the Highest Astronomical Tide and the underside of the
deck units/girders
The Elevation view can become very messy on skewed bridges. The view may be
replaced with a Sectional Elevation if a true Elevation is not needed to show things such
as varying pile depths.
Refer Figure 11.5-2 Concept General Arrangement Drawing - Elevation.
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Section Deck
The section deck is a typical cross section taken through the bridge superstructure.
Components that may be shown, but are not limited to include:
Bridge Control
Deck units/girders, nominal gaps between the deck units/girders
Transverse stressing units
RC Deck
Grade Height
DWS and bituminous waterproof membrane
Crossfall or superelevation
Width between kerbs (overall width and dimensions to the Bridge Control)
Width of footways
Flow arrow
Bridge Barriers
Scuppers
Barriers
Jacking points for girder bridges
Refer Figure 11.5-3 Concept GA Drawing - Typical Section Deck and Figure 11.5-4
Concept GA Drawing - Typical Section Girders.
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The horizontal and vertical curve details illustrate possible implications on the structure,
for example a horizontal curve within 200 metres of the bridge may have implications
on the superelevation of the structure or possible implications on the width of the
structure.
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11 limited to:-
All relevant details previously mentioned in regards to Concept and Preliminary
Design GA drawings
Note “Embankments to be in place prior to pile driving. Prebore with …. dia
auger to natural surface height” to be placed in a box on the left hand side of
Abutment A
Deck Unit Anchorage Details
Deck Unit Construction Sequence
Pile Identification and Setting Out Diagram
Deck Unit or Girder Layout Diagram
Type Abutments and Piers
Limits of HLP Vehicle Diagram
Table of Standard Drawings
Pier Design Flood Force data, including flood velocities and immunity Heights
Notes
Procedures
The following sections will explain each view in detail and look at some of the aspects
to be addressed:-
Plan
All text is to be clear and concise when read at A3 drawing size. If text is placed over
features of the drawing, for example contour lines, embankment lines, hatched areas etc,
these features are to be blocked out. In AutoCAD this is referred to as a wipeout.
It is not necessary to show abutment and pier chainages in this view, but the Plan view
must be aligned vertically above the Elevation view below.
Features may include, but are not limited to:-
Two Bench Marks or Permanent Survey Marks shall be shown in the top left-
hand corner along with the type of survey mark, its co-ordinates, Height and
Height datum, for example PSM 166915, Star Picket, E274125.225,
N2329910.650, Ht 3.970 AHD
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Existing fences and property boundaries. Note any conflict that bridge
components, such as embankment spillthroughs, may have on property
boundaries
Catchment area in the bottom right-hand side of the Plan view
All services such as electricity cables above or below ground, water mains,
telecommunication cables etc. Particular reference shall be made for any service
that may have an impact on the construction of the bridge. Clearly nominate the
services and how they are treated, for example de-energised, relocated etc
Actual (not proposed) bore hole locations as detailed in the Geotechnical Report 11
Define excavation to clear waterway by hatching. For maintenance and
inspection requirements a minimum clearance of 1200mm is required between
underside of deck units/girders and the ground surface at the abutments. The
resulting embankment slopes from the excavated area up to the natural surface
shall be a maximum gradient of 1 on 2. Refer Chapter 13 - Provision for Bridge
Jacking, Inspection and Maintenance, 13.7 Abutment Protection.
Elevation
The elevation gives details of Grade Heights, Surface Heights and Chainages along the
Road Control. If this view is shown along any other alignment the line of section is to
be clearly noted.
Features may include, but are not limited to:-
Services above or below the natural surface
Heights to PSC pile tips, toe of steel liners, toe of cast in place piles, soffit of
pilecaps and footings
Preboring requirements. Show a boxed note describing the location, size of auger
and give a Height at the toe of prebore. Generally the diameter of the auger is
50mm less than the nominated size of the PSC pile
Maximum reported flood Height and date
Recent water Height and date
Articulation of the bridge. Fixed bearing, continuous joint or expansion bearing
shall be shown at the centreline of the abutments and piers along with an
explanation of the symbols used as shown below (placed on the left of the view):-
F denotes Fixed Bearing
E denotes Expansion Bearing
C denotes Continuous Joint
Section Deck
In addition to the detail previously mentioned in regards to Concept and Preliminary
Design GA drawings, show the mass of DWS and the conduit details (if required).
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All piles shall be identified by a Pile Identification Number shown adjacent to the pile it
represents. The format of the number is @/# where:-
@ = an alphanumeric character or number that represents the element of the
bridge, for example A for Abutment A, B for Abutment B and 1 for Pier 1
# = a sequential number given to each pile counting from the left hand side of
the bridge
The spacing of the first pile from the Bridge Control along the centreline of the group of
piles shall be dimensioned from the Bridge Control line – Dimension A. The spacing of
11 each subsequent pile along the centreline of the group of piles shall be dimensioned
from the previous pile – Dimension B.
A
BRIDGE
CONTROL
Where raked piles are used, a note shall be added to the drawing stating that the location
shown is at the underside of the headstock/pilecap into which the pile is cast. Raked
piles are also to have the slope of the rake noted together with an arrow showing the
direction of the rake.
Refer Figure 11.7-3 Pile Identification and Setting Out Diagram.
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For girder bridges these details are shown on the Miscellaneous Details drawing when
the diagram is used to layout steelwork as well as the girders. Refer Figure 11.7-5
Girder Layout Diagram.
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11 1540 or 1541. If the protection conforms to a standard drawing only the toe wall
dimensions need to be detailed. If the protection is non-standard, all off the non-
standard details shall be detailed and all other details shall be referenced back to
the standard drawing
Abutment Protection - Type 2 - Reinforced Concrete Over Spillthrough refer
TMR Standard Drawing 1542 or 1543. If the protection conforms to a standard
drawing only the toe wall dimensions need to be detailed. If the protection is non-
standard, all off the non-standard details shall be detailed and all other details
shall be referenced back to the standard drawing
Abutment Protection - Type 4 - Rockwork Over Spillthrough refer TMR
Standard Drawing 1544 or 1545. If the protection conforms to a standard
drawing only the toe wall dimensions need to be detailed. If the protection is non-
standard, all off the non-standard details shall be detailed and all other details
shall be referenced back to the standard drawing
Abutment Protection - Rock Masonry refer TMR Standard Drawing 1548. All
rock masonry details shall be shown on the Type Abutments view. The standard
drawing shows the details required. Refer Figure 11.7-8 Type Abutments with
Rock Masonry
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Figure 11.7-6 Type Piers
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Figure 11.7-11 Pier Design Flood Force
Notes
Notes shall be placed in the bottom right-hand corner of the first GA drawing. If they don’t fit
there, they shall be moved to another GA drawing. Refer Chapter 5 - Notes.
Procedures
If appropriate, the following details are required:-
Stage construction detailed views and procedure
Erection procedure
Construction procedure
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Chapter 12
Abutments and Piers
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
12
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
12.1 Glossary of Terms 1
12.2 Figures and Examples shown in this Volume 1
12.3 General 1
12.4 Deck Unit Bridge - Headstock Layout 4
12 12.5
12.6
Deck Unit Bridge - Mortar Seating
Deck Unit Bridge - Sloped Headstock Bearing Shelves
10
12
12.7 Deck Unit Bridge - Abutment Wingwalls 14
12.8 Girder Bridge - Headstock Layout 16
12.9 Girder Bridge - Abutment Wingwalls 22
12.10 Abutment Headstock Profiles 23
12.11 Thrie Beam, Pit, and Electrical / Telecommunication Conduit
Treatment at Abutment Wingwalls 26
12.12 Abutment Headstock Additional Details 28
12.13 Pier Headstock Profiles 31
12.14 Tapering of Pier Headstocks 33
12.15 Alignment of Elastomeric Bearings 34
12.16 Provision for Bridge Jacking 36
12.17 Reinforcement 37
12.18 Inserts for Safety Harness Attachment 46
12.19 Abutment Protection 47
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List of Figures
Figure 12.3-1 Typical Abutment 2
Figure 12.3-2 Typical Pier 3
Figure 12.4-1 Formed Hole Spacings (for deck units with fixed ends) 5
Figure 12.4-2 Formed Hole Offset 6
12
Figure 12.4-3 Clear Gap at Abutment Sidewalls 7
Figure 12.4-4 Abutment Side Wall and Transverse Stressing Jack
Clearance 7
Figure 12.4-5 Typical Fixed and Square Abutment Headstock
Dimensions 8
Figure 12.4-6 Typical Fixed and Square Pier Headstock Dimensions 9
Figure 12.5-1 Mortar Seating Limits 11
Figure 12.6-1 Sloped Bearing Shelf for Mortar Seating (Pier Shown -
Abutment Similar) 12
Figure 12.6-2 Sloped Bearing Shelf for Elastomeric Bearings (Pier
Shown - Abutment Similar) 13
Figure 12.7-1 Wingwall Lengths 14
Figure 12.7-2 Deck Unit Bridge Wingwall Dimensions 15
Figure 12.8-1 Pedestal Details 17
Figure 12.8-2 Girder Bridge Abutment Sidewalls 18
Figure 12.8-3 Abutment Pedestal Profile (Square) 19
Figure 12.8-4 Abutment Pedestal Profile (Skewed) 19
Figure 12.8-7 Pier Pedestal Profile (Square) 20
Figure 12.8-8 Pier Pedestal Profile (Skewed) 21
Figure 12.9-1 Calculating non-standard Wingwall Lengths 22
Figure 12.10-1 Abutment Headstock Elevation Options 23
Figure 12.10-2 Abutment Wingwall Recess 24
Figure 12.10-3 Abutment Height Notation 25
Figure 12.11-1 Thrie Beam Connecting to Bridge Concrete Traffic
Barrier 26
Figure 12.11-2 Thrie Beam Connecting to Bridge Steel Traffic Barrier 27
Figure 12.12-1 Abutment Headstock Drainage 28
Figure 12.12-2 Wingwall Connection to Extruded Barrier 29
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≤10° 35
Figure 12.15-2 Alignment of Bearings on Deck Unit Bridges Skewed
>10° 35
Figure 12.15-3 Alignment of Bearings on Girder Bridges 36
Figure 12.16-1 Headstock Jacking Shelf Details 37
Figure 12.17-1 Cover at Ends of Abutment Headstocks 38
Figure 12.17-2 Relieving Slab Starter Bars 38
Figure 12.17-3 Variable Relieving Slab Starter Bars 39
Figure 12.17-4 Relieving Slab Starter Bar Polystyrene Foam Core 39
Figure 12.17-5 Wingwall Reinforcement Details (Bridge Steel Traffic
Barrier Type) 41
Figure 12.17-6 Wingwall Reinforcement Laps (Bridge Steel Traffic
Barrier Type) 41
Figure 12.17-7 Wingwall Reinforcement Details (Concrete Traffic Barrier
Type) 42
Figure 12.17-8 Reinforcement over Piles 43
Figure 12.17-9 PSC Pile Bond Detail 43
Figure 12.17-10 Cast-in Place Pile Bond Detail 44
Figure 12.17-11 Cast-in Place Pile Reinforcement Displacement Detail 45
Figure 12.17-12 Lap Positions 45
Figure 12.18-1 Insert Details at Abutments 46
Figure 12.18-2 Eyebolt Details 46
Table of Appendix
Appendix A - Example Abutment Drawings 49
Appendix B - Example Pier Drawings 66
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1 - First Issue. Manager April
(Structural 2011
Drafting)
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Chapter 12
Abutments and Piers
12.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
12.3 General
The substructures at each end of a bridge are called abutments, with the first abutment along the
gazettal referred to as ABUTMENT A and the other abutment referred to as ABUTMENT B.
If the bridge has multiple spans, the intermediate substructures are called piers. For a two span
bridge the pier is shown as PIER. For bridges with spans of three or more each pier is
represented by a number, for example PIER 1, PIER 2 and so on.
The standard dimensions of abutments and piers specified in this volume are preferred. The
engineering design shall only deviate from these dimensions if they cannot be made to work for
the relevant project.
When designing abutments and piers for a particular bridge, consideration shall be given to
rationalising sizes to ensure good economics due to the repeated use of formwork and design
details.
For bridges crossing a waterway, the Plan views of the abutment and piers shall show a flow
arrow. For bridges where there is no water flow, the Plan views of the abutment and piers shall
show a north point arrow. Refer Chapter 2 - Standard of Presentation, 2.10 Arrows.
Abutments
An abutment headstock supports the superstructure, for example, deck units or girders. The
ballast wall retains the embankment and supports the relieving slab. The abutment wingwalls
retain the embankment and provide anchorage for the bridge barrier. The abutment sidewalls
increase the durability of the structure by separating the joints and the embankments, therefore
keeping moisture away from the joints. They also improve the aesthetics of the structure. Refer
Figure 12.3-1 Typical Abutment.
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Piers
In comparison a pier is relatively simple. Like the abutment headstock, the pier headstock also
supports the superstructure. Refer Figure 12.3-2 Typical Pier. On deck unit bridges in a highly
visible area, for example an overpass on a highway or major river with significant traffic, pier
sidewalls can be used to hide the bearings and improve aesthetics.
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12 Both ends of a deck unit are connected to a headstock with either holding down bolts, threaded
rod, or dowel bars. For deck unit anchorage details refer Chapter 11 - General Arrangements,
11.7 Detailed Design General Arrangement Drawings. Dowel bars may only be used on
overpass bridges that will not be submerged in a 2000 ARI flood.
The holes are 90mm in diameter, 450mm deep, perpendicular to the bearing shelf, and shall be
shown in the headstock Elevation and Section views. Refer Appendix A - Example Abutment
Drawings - Sheet 1.
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Figure 12.4-1 Formed Hole Spacings (for deck units with fixed ends)
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Abutment Sidewalls
On a deck unit bridge with cast insitu kerbs there is a 20mm gap between the cast insitu kerb
and the 150mm wide sidewall. Refer Figure 12.4-3 Clear Gap at Abutment Sidewalls.
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Figure 12.4-3 Clear Gap at Abutment Sidewalls
On skewed bridges the Drafter must check that the abutment side walls will not interfere with
the transverse stressing of the deck units. The side wall may need to be terminated to provide
sufficient working room between it and the jack. Refer Figure 12.4-4 Abutment Side Wall and
Transverse Stressing Jack Clearance.
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12 in the top of the deck unit. Therefore, the bolt can only be off centre a maximum of 12mm at the
top of the bolt. If the bolt is closer than this the formed hole in the headstock shall be made
perpendicular to the deck unit. Consequently the bearing shelf will be sloped parallel with the
grade of the bridge at that particular point.
The possibility of this becoming an issue will increase as the deck units get deeper on bridges
with a vertical grade / curve. Refer Figure 12.6-1 Sloped Bearing Shelf for Mortar Seating.
Figure 12.6-1 Sloped Bearing Shelf for Mortar Seating (Pier Shown -
Abutment Similar)
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Figure 12.6-2 Sloped Bearing Shelf for Elastomeric Bearings (Pier Shown -
Abutment Similar)
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Standard wingwall lengths may need to be increased to give adequate scour protection to
relieving slabs. Refer Figure 12.7-2 Deck Unit Bridge Wingwall Dimensions. Also refer to
Design Criteria on TMR Standard Drawing No 2510 for bridge traffic barrier post spacing’s.
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12 level.
Elastomeric and pot bearings sit on a reinforced concrete pedestal. The top of the pedestal, and
consequently the bearings, shall be level in all directions. Refer Figure 12.8-1 Pedestal Details
for further details.
Note:-
Girders are placed vertically in all situations
Girders are typically placed with a 30mm gap between top flanges longitudinally
Tapered steel plate between the bearing and the girder allows for vertical grade and hog
A Height shall be shown at the top of every pedestal
Pedestals are typically made from S50/10 reinforced concrete
Cover to reinforcing in pedestals shall typically be 45mm in B2 exposure classification and
70mm in C exposure classification
Heights of pedestals vary and therefore shall be designed individually.
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Abutment Sidewalls
On girder bridges, sidewalls shall be designed to withstand impact loads during installation of
the girders. Typically the sidewalls are 300mm wide and should finish flush with the outside of
the concrete kerb. The Refer Figure 12.8-2 Girder Bridge Abutment Sidewalls.
12
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12 shall be rounded up to the nearest 25mm each side when dimensioned from the Set Out Point.
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12 easily pulled through the conduit. By placing conduits as close as possible to the bottom of the
traffic barrier unnecessarily long wingwalls can be avoided.
Conduits must exit the back of the wingwall 600mm minimum below ground. This distance
may be reduced to 300mm if the conduits are covered with a concrete protective strip
These two criteria result in a wingwall that is longer than it would be without a conduit.
The wingwalls must be long enough to contain the road embankment. Bridge with deep girders
and large skews will need extra long wingwalls. Figure 12.9-1 Calculating non-standard
Wingwall Lengths demonstrates the effect a deep superstructure and a large skew have on the
wingwall length:-
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Abutment Wingwall Recess for Regular Performance Level Bridge Steel Traffic
Barrier Connecting to Thrie Beam Guardrail
To suit the end post of a bridge steel traffic barrier a 100mm deep recess shall be cast into the
top of the wingwall. The recess length varies on skewed bridges. Refer Figure 12.7-2 Deck Unit
Bridge Wingwall Dimensions. Refer Figure 12.10-2 Abutment Wingwall Recess.
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Vertical curves
Abutments within the limits of a vertical curve will require special consideration in determining
Heights, while at the same time ensuring that the DWS thickness is not reduced below the
minimum allowed either at the ends or at the centre of the span.
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12 To solve these problems, the first guardrail post may be omitted if an additional piece of
guardrail is nested with the guardrail attached to the bridge traffic barrier. This ensures that the
connection remains very stiff. In addition, the cable joining pit shall be positioned between the
posts, and the conduits shall be at least 50mm behind the guardrail posts.
TMR intends to produce a new Standard Drawing showing how these problems shall be
resolved, however in the interim, these details shall be placed on either the Abutment or General
Arrangement drawings. For examples or the required details, refer Figure 12.11-1 Thrie Beam
Connecting to Bridge Concrete Traffic Barrier and Figure 12.11-2 Thrie Beam Connecting to
Bridge Steel Traffic Barrier.
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12 For an example of the details required on the abutment drawings refer Figure 12.12-1 Abutment
Headstock Drainage. For examples of the details required on the General Arrangement
drawings refer Chapter 11 - General Arrangements, Figure 11.7.1 - Deck Unit Anchorage
Detail - No Provision for Jacking.
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12 Thrie Beam Guardrail Connection. For an example of the details required on the abutment
drawings refer Figure 12.12-3 Wingwall Connection to Thrie Beam Guardrail. Note that the
transition in barrier shall be 1 on 10. This results in a relatively long wingwall which may need
to be supported by a pile.
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headstock. Refer Figure 12.13-1 End Slope of Pier Headstocks.
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Vertical curves
Piers within the limits of a vertical curve will require special consideration in determining
Heights, while at the same time ensuring that the DWS thickness is not reduced below the
minimum allowed either at the ends or at the centre of the span.
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Refer Figure 12.14-1 Tapered Pier Headstocks - Profile for details.
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On bridges skewed more than 10° or bridges that have a nominal gap between the deck units
greater than 40mm, the bearings shall be positioned in front of the deck unit holding down bolt
holes, and square to the longitudinal axis of the deck unit. They are positioned in this manner to
avoid unequal loading of each half of the bearing which would happen if it was positioned
between the deck units. Refer Figure 12.15-2 Alignment of Bearings on Deck Unit Bridges
Skewed >10°.
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Girder Bridges
Girders always sit on bearings rather than cement mortar seating, therefore provision must be
made for jacking to replace the bearings. Girder bridges shall be constructed with cross girders
and the jacks shall be placed underneath them. Therefore, headstock jacking shelves are not
needed.
12.17 Reinforcement
Cover to Ends of Abutment Headstocks
The main reinforcement in abutment headstocks shall have 90mm of cover at the ends of the
headstock to allow room for the wingwall reinforcement to bond into the headstock. If the
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concrete cover is more than 55mm, the 90mm of cover at the ends will need to be increased
accordingly. The cover is unusually large to allow for fitment of the wingwall reinforcement.
Refer Figure 12.17-1 Cover at Ends of Abutment Headstocks.
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Figure 12.17-1 Cover at Ends of Abutment Headstocks
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If the bridge deck has crossfall both ways from the bridge centreline and the abutment ballast
wall ignores the crossfall, the relieving slab will require end thickening. The highest bar and
lowest bars must be dimensioned on the abutment drawing. The starter bars shall all be the same
size and shall be bonded a minimum of 500mm into the ballast wall. Refer TMR Standard
Drawings 1505 and 1506 and Figure 12.17-3 Variable Relieving Slab Starter Bars.
12
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The details shown in Figure 12.18-2 Eyebolt Details shall be shown on the maintenance and
inspection drawings. It refers back to the abutment drawing for the insert details.
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Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance
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Chapter 13
Provision for Bridge
Jacking, Inspection
and Maintenance
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
13
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
13.1 Glossary of Terms 1
13.2 Figures and Examples shown in this Volume 1
13.3 Deck Unit Bridge Provision for Jacking 1
13.4 Deck Unit Bridge Joint Types 4
13 13.5
13.6
Deck Unit Erection Construction Procedure
Girder Bridge Jacking
13
14
13.7 Abutment Protection 14
13.8 Bridge Jacking, Inspection and Maintenance Drawing 21
List of Figures
Figure 13.3-1 Holding Down Bolt Additional Corrosion Protection 3
Figure 13.4-1 Fixed Abutment and Pier Joints - DWS on Deck Units >20m 6
Figure 13.4-2 Expansion Abutment and Pier Joints - DWS on Deck Units 7
Figure 13.4-3 Expansion Abutment Joint and Fixed Pier Joints - DWS on
Deck Units ≤20m 8
Figure 13.4-4 Fixed Abutment Joint and Expansion Pier Joints - DWS on
Deck Units ≤20m 9
Figure 13.4-5 Fixed Abutment Joint and Expansion / Fixed Pier Joint -
DWS on Deck Units ≤20m 10
Figure 13.4-6 Fixed Abutment and Pier Joints - DWS and Concrete Deck
on Deck Units 11
Figure 13.4-7 Expansion Abutment and Pier Joints - DWS and Concrete
Deck on Deck Units 12
Figure 13.5-1 Deck Unit Erection 13
Figure 13.7-1 Example Interlocking Blockwork Details 15
Figure 13.7-2 Minimum Inspection Height of 1200mm 16
Figure 13.7-3 Inspection Height between 1200mm and 1700mm 17
Figure 13.7-4 Maximum Inspection Height of 1700mm 18
Figure 13.7-5 Staircase details 19
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Table of Appendix
13
Appendix A - Example Bridge Jacking, Inspection and Maintenance
Drawings 24
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13 (Structural
Drafting)
2011
3 13.3 Figure 13.3-1 Holding down bolt note revised. Team May
Leader 2013
13.4 Figures 13.4-1 to 13.4-7 incl. revised. (Structural
Drafting)
13.7 Abutment Protection - wording paragraph 3.
Figures 13.7-2, to 13.7-5 incl. revised.
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Chapter 13
Provision for Bridge Jacking,
Inspection and Maintenance
13.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction. 13
13.2 Figures and Examples shown in this Volume
The figures and examples shown in this volume are for presentation purposes only, and may
contain some details that are now superseded. These details have been included for ease of
reference, to illustrate typical solutions, and to show the required standard of drafting
presentation. The details are not to be used without an engineering check and certification by a
Structural RPEQ to confirm that the details are appropriate for the specific project.
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Polyethylene Sheet
At bridge piers without an expansion joint or a concrete deck, a 5mm thick sheet of closed cell
expanded polyethylene shall be placed between the ends of the deck units on adjacent spans. The
remaining 45mm of the 50mm nominal gap shall be filled with 1:3 mix cement mortar. To
prevent the mortar from spilling out at the bottom of the joint a strip of compressible filler shall
be attached to the pier headstock with epoxy adhesive. The polyethylene sheet is used to allow
for rotation of the deck units and to reduce friction when jacking because only one span of deck
units is jacked at a time.
Bearings
At fixed and continuous joints the holding down bolts are designed to withstand all forces along
the bridge (hence M30 Class 8.8 bolts are used). Large shear forces are applied to the bolts, so to
prevent them from breaking, the gap between the top of the headstock and the bottom of the
deck unit is limited to 15mm. To prevent elastomeric bearings from moving, they are seated in a
10mm deep recess. Therefore the bearing thickness is limited to 25mm.
At expansion joints the holding down bolts are not subjected to the same shear forces. Therefore
there is no upper limit to the bearing thickness.
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Silicone Seal
At fixed and continuous joints, a 50mm deep silicone plug is installed at the top of the deck unit
holding down bolt hole to stop water from ponding above the “Parchem Conbextra GP” grout at
the bottom of the deck unit holding down bolt hole. A fibre washer is installed to contain the
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silicone before it is placed. The washer shall be a 68mm diameter x 0.8mm thick non-asbestos
fibre washer with a 32mm diameter hole placed centrally.
At all joints the nut and washer for the holding down bolt are covered with grease before the
holding down bolt hole recess is filled with silicone. The grease is applied to allow the nut and
washer to be easily removed prior to jacking. The silicone is used to prevent moisture from
seeping down through the concrete deck and/or DWS and ponding on the holding down bolt
washer/expansion joint washer.
The silicone shall be “Parchem Roadseal SL” or approved equivalent. On bridges without a
13 concrete deck, the DWS will be applied directly onto the silicone, therefore the silicone must be
heat resistant to 180ºC.
Deck Unit Bridges with Cast Insitu Kerbs and without a Concrete Deck
The holding down bolt holes in the outer deck units will be covered by the cast insitu kerbs. The
kerbs shall be broken back if the bridge needs to be jacked, and reinstated once the maintenance
is complete. This shall be noted in the Bearing Replacement Procedure Notes, refer 13.8 Bridge
Jacking, Inspection and Maintenance Drawing.
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Figure 13.4-1 Fixed Abutment and Pier Joints - DWS on Deck Units >20m
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Figure 13.4-2 Expansion Abutment and Pier Joints - DWS on Deck Units
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Figure 13.4-3 Expansion Abutment Joint and Fixed Pier Joints - DWS on
Deck Units ≤20m
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Figure 13.4-4 Fixed Abutment Joint and Expansion Pier Joints - DWS on
Deck Units ≤20m
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Figure 13.4-5 Fixed Abutment Joint and Expansion / Fixed Pier Joint - DWS
on Deck Units ≤20m
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Figure 13.4-6 Fixed Abutment and Pier Joints - DWS and Concrete Deck on
Deck Units
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Figure 13.4-7 Expansion Abutment and Pier Joints - DWS and Concrete
Deck on Deck Units
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13 The type of abutment protection shall be decided by the Design Engineer. Where the abutment
protection is subject to flooding, assistance should be sought from a Hydraulics Engineer.
Workplace Health and Safety Legislation requires that abutment protection be designed to allow
safe access to the abutments for inspection and maintenance. When additional abutment
protection is added to a bridge that is being widened, it may not be possible to comply with the
Legislation, though every effort shall be made to do so.
Refer to TMR Standard Drawing 1536 which provides the selection criteria for various forms of
abutment protection. A risk assessment shall determine which safety features are required to be
incorporated into the abutment protection design.
For an explanation of the details required on the General Arrangement drawings refer Chapter
11 - General Arrangement Drawings, Detailed Design General Arrangement Drawings.
Interlocking Blockwork
Abutment Protection Type 6 - Interlocking Blockwork over Spillthrough, has traditionally been
used for overpass bridges in residential areas where it has been placed on a 1 on 1 slope at the
front of the embankment. Due to WH&S and stability requirements this slope shall be flattened
to 1 on 1.5. Because overpass embankments are so tall, the 1 on 1.5 slope adds considerable
length to the bridge. Therefore, reinforced soil structures are generally preferred to blockwork.
For an example of blockwork details, refer Figure 13.7-1 Example Interlocking Blockwork
Details . Note that the embankment slope at the front of the abutment is shown at 1 on 1 in the
example, however the current design criteria requires 1 on 1.5. The retaining wall around the
base of the blockwork shall be designed to accommodate the earth pressure, and the force from
the blockwork.
An inspection and maintenance platform shall be provided 1700mm below from the underside of
the deck unit/girder. This distance will suit an average sized person. The platform shall be
850mm wide and broom finished to improve traction when walking on the platform.
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13 spillthrough below the platform shall be no steeper than 1 on 1.5. Refer Figure 13.7-4 Maximum
Inspection Height of 1700mm. This figure is extracted from TMR Standard Drawings 1543.
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Jack locations during jacking
Details for how the bridge headstocks can be accessed for inspection and maintenance
Design criteria for the lifting process
Site preparation and access
Bearing replacement procedure
For examples refer Appendix A - Example Bridge Jacking, Inspection and Maintenance
Drawings.
Jack Details
Refer Figure 13.8-1 Example Jack Details.
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Jack Locations
Jacks must always be placed vertically. Steel packers and wedges are used to accommodate any
slope on the bearing shelf and any hog/grade of the deck units. The drawing shall show the
location of the jacks. Refer Figure 13.8-2 Example Jack Location Details.
13
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Chapter 14
Prestressed
Concrete Girders
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
14
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
14.1 Glossary of Terms 1
14.2 Figures and Examples shown in this Volume 1
14.3 General 1
14.4 Standard Design Details 2
14
14 14.5
14.6
Girder Profiles
Miscellaneous Girder Components
2
10
14.7 Girder Anchorage Details 15
14.8 Reinforcement 16
14.9 Drilling Holes into Girders 22
14.10 Cross Girders 22
14.11 Holes in Girder Flanges for Road Drainage 24
14.12 Lifting Loops 27
14.13 Girder Erection Sequence 29
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Table of Appendix
Appendix A - Super T-girder Design Sketches 31
Appendix B - Example Super T-girder Drawings 33
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Chapter 14
Prestressed
Concrete Girders
14.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
14
14.2 Figures and Examples shown in this Volume
The figures and examples shown in this volume are for presentation purposes only, and may
contain some details that are now superseded. These details have been included for ease of
reference, to illustrate typical solutions, and to show the required standard of drafting
presentation. The details are not to be used without an engineering check and certification by a
Structural RPEQ to confirm that the details are appropriate for the specific project.
14.3 General
This chapter discusses the typical arrangement of PSC super T-girders; these are currently the
girders preferred by TMR. The girders shall have an open top flange rather than a closed top
flange. Girders with a closed top flange are prone to having their voids lift upwards or move
sideways during casting, and consequently cover to the reinforcement may be compromised.
Once the void formers have been removed from open top flange girders they can be inspected to
check that concrete has flowed around the voids. This can not be done with closed top flange
girders.
PSC girders are typically used for spans greater than 25m long as they become more economical
to use than PSC deck units. Refer example drawings in Appendix B - Example Super T-girder
Drawings.
Super T-girders supersede the previous standard, the PSC I-girders. Refer Figure 14.3-1 Girder
Types.
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Super T-girders with a cut out at the end of the girder (commonly referred to as half joint
girders), are not allowed in TMR bridges because of the difficulties in fitting the required
amount of reinforcing steel into both ends of the girder. Refer Figure 14.3-2 Girder Joints.
14
14
Flange Widths
The outer profile of a girder must comply with AS 5100.5. Casting yards built their forms to this
profile. The width of the girder flanges varies to suit the width of the bridge deck.
Whenever possible, the flanges on outer girders are to be made the same width as those on the
internal girders to keep the number of girder types to a minimum.
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An example of where this is not usually possible is when a drain pipe hangs below the outer
flange and this flange needs to be wider to accommodate the pipe and its expansion joints.
Standard widths of girder flanges may vary from 1226mm minimum to 2500mm maximum.
Wider flanges may be possible after negotiation with the Design Engineer.
On bridges with a horizontal curve, the outer flange of the outer girders, are to be curved to
match the road alignment. When setting out the bridge, the Drafter shall ensure that the flanges
are wide enough to fit holes for formwork anchors.
Voids
Girders contain voids to reduce their weight and cost of manufacture. Voids shall be made from 14
standard 5m long forms. They are separated from each other by a diaphragm of 150mm wide
concrete containing one set of steel reinforcement. The solid end block at each end of the girder
will increase or decrease in size to accommodate the standard void lengths.
An end block length is measured along the centerline of the girder. On square or slightly skewed
girders the end blocks may vary in length nominally from 2m up to 3m to avoid having a non-
standard void length. For example, refer to the 24.95m girder in Table 14.5-1 Typical Void
Arrangements.
When the girder length is such that the end blocks would be more than 3m long, one non-
standard void length may be placed in or near the middle of the girder. The end blocks can then
be kept at 2m lengths (for example, refer to the 26.95m girder in Table 14.5-1 Typical Void
Arrangements). Girders on a large skew may require end blocks longer than 3m.
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Some casting yards may have void forms that are not 5m long. To give them an opportunity to
use their forms the following note is placed on the girder drawings 'VOIDS are based on a
length of 5m maximum. Alternative void arrangements may be submitted for approval.'
Wall Thickness
The walls of the girder vary from 100mm up to 150mm thick dependant on the structural
requirements of the girder. Typically 1500mm deep girders have 100mm thick walls and
1800mm deep girders have 120mm thick walls. Occasionally, the voids at both ends of a girder
14
14 may be thicker than the inner voids.
Void Drainage
30mm diameter drain holes are needed between the voids and in the end blocks, to drain rain
water that may fall into the girder voids before a concrete deck is placed above them.
The 30mm diameter drain hole shall not be positioned vertically between the strands.
If the bridge is subject to flooding, 100mm diameter drain holes may be required at the base
and top of the voids to allow the voids to fill with river water to prevent the bridge from
potentially floating away. The 30mm diameter drain holes ensure that all of this water can drain
away once the flood subsides.
Span Lengths
Because of the variations of skew and the position of bearings at the ends of the girder, it is
difficult to nominate exact end span lengths during the planning stage. Consequently end spans
are often nominated as even meter distances, the same as intermediate spans.
The length of the span will determine the depth of the girder required. For instance, a 1500mm
deep girder can be designed to span up to approximately 28m. An 1800mm deep girder would
be required for a longer span. Many factors determine how long a girder can span. These
include the width of the bridge, and the vehicle loading for which it has been designed.
Strands
The strands shall have a minimum of 60mm cover to the voids.
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14
Figure 14.5-3 Girder End Incline Guidelines (2)
When end incline dimensions are shown on a drawing, three sets of distances are required.
These are the distances at transfer, at 30 days, and at 100 days after casting. The transfer figure
tells the casting yard what offset the girder end must have immediately after it has been cast and
is leaving the form.
The casting yard will calculate and make an allowance for the amount of incline required in the
form to achieve the designed incline at transfer.
About 30 days after casting, the girder may leave the casting yard, therefore an incline distance
is provided to let the precast inspector check that the girder is hogging as designed. The incline
distance at 100 days is the amount that the girder end is inclined when it is erected on the
bridge. Refer Figure 14.5-4 Girder End incline Details.
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Headstock Fitment
On skewed and horizontally curved bridges it is often advantageous to draw the interaction of
the girder, bearing, restraint angles and headstock before engineering design begins. This will
determine where the bearing needs to be located beneath the girder and the width of the
headstock needed to fit the bearing and restraint angles.
Items to check are:-
Bearing to be placed above the piles and on the abutment centerline
Clearance between girder restraint angles and the ballast wall
Clearance between girder restraint angles and the front of headstock 14
Clearance between anchor bolts and main reinforcement
Refer Chapter 12 - Abutments and Piers, 12.8 Girder Bridge Headstock Layout.
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Skew
Girders should not be skewed more than 45º. When the road and bridge geometry is being
designed, every effort should be made to avoid skews larger than this. Due to constraints, skews
larger than 45º are sometimes unavoidable. TMR does not have a policy or standard details on
how girders/decks skewed more than 45º are to be designed. One possible option is to increase
the gap between girders of adjacent spans and cover the gap with a reinforced concrete deck.
14
14 Refer Figure 14.5-6 Bridges skewed > 45º.
Fasteners
Fasteners are cast into the girder to allow cross girder reinforcement to be attached. These
fasteners must be galvanised even though they are encased with cross girder concrete. This is to
prevent corrosion caused by steam curing before the cross girders are cast.
Girders located on elastomeric bearings require galvanised fasteners to be cast in at each end of
the girder to allow the girder to be bolted to restraint angles. These fasteners shall be located
above the bottom two rows of strands. The restraint angles anchor the girder to the headstock.
These fasteners and restraint angles are not required if the girder is located on pot bearings,
however, TMR policy is to avoid using pot bearings as there have been some durability
problems associated with these bearings. To prevent the fasteners being hidden beneath the
surface of the concrete a note on the Girder drawings shall read “Fasteners shall be exposed
prior to delivery to site”. For an example of the details required on the Girder drawings, refer
Figure 14.5-7 Girder Fasteners.
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Figure 14.5-7 Girder Fasteners
A detailed view (minimum scale of 1:10 on an A1 drawing) shall show how the fasteners, top
attachment plate and reinforcing steel fit together in the end block.
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Restraint Angles
Girders located on elastomeric bearings are bolted to restraint angles via a fastener cast into the
14 bottom of the girder. The restraint angles anchor the girder to the headstock. If the bearing is
14 designed for expansion, the restraint angle shall have a horizontal slot to guide the girder. If the
bearing is designed to be fixed/continuous, the slot shall be vertical to prevent the girder from
sliding. Note 7 of the Construction Sequence in Figure 14.7-1 Girder Anchorage Details
explains the method of calculating the height of the Restraint Angles. For an example of the
required details refer Figure 14.6-1 Restraint Angles.
These details shall not be shown on the Girder drawings because the casting yard manufacturing
the girders will not be fabricating the steelwork. Rather, the details shall be shown on the
Miscellaneous Details drawing, refer Chapter 18 - Expansion Joints and Miscellaneous Details.
The thickness and size of plates must be designed checked to ensure they are adequate for the
bridge in question.
If a bridge has different types of restraint angles, a layout diagram is required to show the
location of the angles, for an example, refer Figure 14.6-2 Layout Diagram for Restraint
Angles. For the current TMR standard details refer Chapter 17 - Cast Insitu Kerbs and Decks,
Appendix A - Deck Design Sketches - Sheet 8. These details may vary depending on the forces
that the restraint angles are designed to accommodate. These forces are caused by things such as
an earthquake, vehicle braking, temperature variation, creep and shrinkage.
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14.8 Reinforcement
Most reinforcing details have been standardised and are shown on the standard design sheets.
The Design Engineer should use these details and only calculate the reinforcement set spacing
and wall thickness of the girders.
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Along the voided section of 1500mm deep girders where the walls are typically 100mm thick,
the 16VE and 16V bars are located side by side to maintain cover to the void. Refer Figure
14.8-2 Girder Reinforcement Sections (2).
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Because the walls of 1800mm deep girders are typically 120mm thick, maintaining cover is not
a problem. Therefore the 16V bars shall be placed inside the 16VE bars. Refer Figure 14.8-3
Girder Reinforcement Sections (3).
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Skewed Girders
Some casting yards prefer to tack weld the fasteners into the form and lower the prefabricated
reinforcement cage into the form.
To enable them to do this the reinforcement must be parallel to the fastener at the bottom of the
cage.
Refer Figure 14.8-4 Girder Reinforcement around Fastener (1) and Figure 14.8-5 Girder
Reinforcement around Fastener (2) for an example of how the reinforcing steel may be set out.
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Fanned Reinforcement
In skewed girders the reinforcement is fanned about the voids at each end of the girders. Refer
Figure 14.8-6 Variable Bars. Because the reinforcing sets in the end block encroach into the
wall of the girder at the adjacent void, the wall thickness of this void must be at least 125mm
thick to maintain cover to the 12A bars.
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The drain pipe is supported by a steel drain bracket which passes through 20mm diameter holes
in the girder flange. Refer Figure 14.11-1 Plan View of Hole Layout and Figure 14.11-3 20mm
Diameter Holes in Girder Flange Drain Bracket.
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To reduce the chance of cracking around the 200mm diameter holes, four trimmer bars shall be
placed around each hole. Refer Figure 14.11-4 Trimmer Reinforcement Bars.
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Chapter 15
Prestressed
Concrete Deck Units
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
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Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
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Table of Contents
15.1 Glossary of Terms 1
15.2 Figures and Examples shown in this Volume 1
15.3 General 1
15.4 Standard Drawings 1
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15.5 Standard Details 2
15.6 Drilling Holes into Deck Units 2
15.7 Constructability 2
15.8 Presentation 2
15.9 Holding Down Bolt Holes 7
15.10 Skewed Deck Units 7
15.11 Expansion Joints 9
15.12 Bridges around Curves 9
15.13 RC Deck on Deck Units 10
15.14 Stage Construction and Bridge Widening 11
15.15 Deck Drainage 12
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Table of Appendix
Appendix A - Preliminary 25m Standard Deck Unit Drawings
Appendix B - Example Skewed Deck Unit Drawings
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Chapter 15
Prestressed Concrete
Deck Units
15.1 Glossary of Terms
For a glossary of terms refer to Chapter 1 - Introduction.
15
15.2 Figures and Examples shown in this Volume
The figures and examples shown in this volume are for presentation purposes only, and may
contain some details that are now superseded. These details have been included for ease of
reference, to illustrate typical solutions, and to show the required standard of drafting
presentation. The details are not to be used without an engineering check and certification by a
Structural RPEQ to confirm that the details are appropriate for the specific project.
15.3 General
This chapter will be expanded as further TMR standard deck unit drawings are developed. This
chapter is read in conjunction with MRTS74 Supply and Erection of Prestressed Concrete Deck
and Kerb Units. It must be noted that 350mm wide kerb units are no longer allowed on TMR
bridges. The term Kerb Unit is gradually being phased out of TMR literature.
PSC deck units are 596mm wide. This unusual dimension has evolved form the imperial deck
unit predecessor being 1′ 11 ½ ″. Deck units greater than 13m in length contain polystyrene
voids to reduce their weight. The voids have 75 x 75mm fillets to ensure adequate cover to the
hooks on the reinforcing steel, and to provide better flow of concrete during placement. Strands
shall have a minimum of 60mm cover to the voids.
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Deck Units. Further engineering checks will be needed if a project does not comply with these
design assumptions.
Deck unit bridges with a RC deck will need project specific deck unit design. Refer 15.13 RC
Deck on Deck Units.
15
drawings. Type A are inner deck units. Type B are outer deck units without scuppers. Type C
are outer deck units with scuppers.
15.7 Constructability
Efficiency of precast production relies on the ability to implement a daily casting schedule. The
design of individual units, with minor variations in length and/or skew, is not efficient to precast
and significantly increases manufacture costs and increases delays in project delivery.
Therefore, the following conditions shall apply when setting out complicated horizontal
geometry for deck unit bridges:-
Wherever possible, utilise the TMR standard deck unit drawings. Variations in design
will not be permitted without the approval of the Deputy Chief Engineer (Structures)
Formwork anchor details shall always comply with the details on the standard drawings
Additional anchors may be added when services are attached.
Minimise the number of variations in skew
Minimise the number of variations in deck unit length
15.8 Presentation
All deck unit drawings for TMR bridges are to be presented in a similar manner to the standard
drawings.
Referenced documents and the note ‘THIS DRAWING TO BE READ IN CONJUNCTION WITH
STANDARDS DRAWING 1519 - DESIGN ASSUMPTIONS FOR STANDARD DECK UNITS’
are not required on project drawings.
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The notes shown on the standard drawings shall be replaced with those shown in Chapter 5 -
Notes, 5.8 PSC Deck Unit Notes.
In addition to the details shown on the standard drawings, the following details shall be added to
project drawings:-
Design Hog of Deck Units
Deck Unit Schedule
Transverse Stressing Unit Schedule
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Holding Down Bolt Hole Setting Out for Fixed and Continuous Joints
When the deck unit is square, a 70mm diameter holding down bolt hole is located 200mm from
each end of the deck unit. In order to maintain 35mm of cover from the holding down bolt
recess to the second end grid, this distance increases as the skew increases.
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Shear Keys
On transversely stressed deck unit bridges skewed >30°, shear keys shall be provided. The shear
keys shall be 225mm wide, 12mm deep, and extend from the top of the deck units down to a
level 75mm above the bottom of the deck unit. Shear keys are to be spaced at approximately 1m
centers along the length of deck units.
Chamfers
On bridges skewed >30°, the acute angle corners of deck units are to be chamfered. Refer
Figure 15.10-2 Chamfered Corners.
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15 skewed so that the starter bars from the deck units and the deck reinforcement are in the same
plane. Refer Figure 15.13-1 Reinforcement for Skews ≤30°.
For skews >30° the starter bars and deck reinforcement are to be placed normal to the control
line. Refer Figure 15.13-2 Reinforcement for Skews >30°.
The starter bars that protrude into the deck can be 1 of 2 shapes. When there are only small gaps
between deck units (up to 50mm), the bars can be vertical as shown in Figure 15.13-3 Close
Gaps between Deck Units. In this case the starter bar shape is non-standard.
Where the deck units are spaced more widely apart (over 50mm), formwork (FC sheet) is placed
on top of the deck unit. In this case LL shape bars are used. These bars are angled in, and tied to
the top strands in the unit (which are also moved inwards). This provides a larger area on top of
the unit for the FC sheet to be placed. Refer Figure 15.13-4 Large Gaps between Deck Units
and Chapter 17 - Cast Insitu Kerbs and Decks, Appendix A - Deck Design Sketches - Sheet 3.
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15 on a relatively flat grade, will require them. The need for scuppers shall be determined by a
hydraulic analysis.
Water shall not discharge directly onto the roadway below. Instead, the water shall be collected
with an approved drainage system and channeled off the bridge. For additional information refer
Chapter 17 - Cast Insitu Kerbs and Decks, 17.12 Deck Drainage and Scuppers.
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Chapter 16
Piles and Footings
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
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Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
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Table of Contents
16.1 Glossary of Terms 1
16.2 Figures and Examples shown in this Volume 1
16.3 General 1
16.4 Precast Prestressed Concrete Piles 1
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16.5 Precast Prestressed Concrete Spliced Piles 2
16.6 Reinforced Concrete Piles 2
16.7 Composite Piles 2
16.8 PSC Pile Rock Shoe 2
16.9 Steel Piles 3
16.10 Cast in Place Piles 4
16.11 Spread Footings 6
List of Figures
Figure 16.10-1 Example Stainless Steel Nib 5
Figure 16.10-2 Example Stiffening Band 5
Table of Appendix
Appendix A - Example PSC Pile Drawing 7
Appendix B - Example PSC Spliced Pile Drawings 8
Appendix C - Example Composite Pile Drawing 10
Appendix D - Example PSC Pile Rock Shoe Drawing 11
Appendix E - Example Steel Pile and Cast Insitu Headstock Drawing 12
Appendix F - Example Steel Pile and Precast Headstock Drawing 13
Appendix G - Example CIP Pile Drawing 14
Appendix H - Example Spread Footing Drawings 15
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1 - First Issue. Manager March
(Structural 2011
Drafting)
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Chapter 16
Piles and Footings
16.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
16.3 General
The most common types of foundations used in bridge construction are as follows:-
Driven Piles
Cast in place piles
Spread footings
Driven piles most commonly used in bridge design are as follows:-
Precast Prestressed Concrete (PSC) Piles
Precast Prestressed Concrete (PSC) Spliced Piles
Other types of driven piles may be used, if approved on a project specific basis, by TMR:-
Reinforced Concrete (RC) Piles
Composite Piles (a combination of PSC and RC piles)
Steel Piles
Piles and footings shall be set out on the Abutment and Pier drawings and also on the Pile
Identification and Setting Out Diagram which is shown on the General Arrangement drawings.
Refer Chapter 11 - General Arrangements, Figure 11.7.3 - Pile Identification and Setting Out
Diagram.
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450mm and 500mm PSC piles were once commonplace, however, they shall no longer be used
because most casting yards are not set up to produce them.
Pile drawings require a Schedule. Details to be supplied in the Schedule may include, but are
not limited to:-
Pile location
Pile length
Numbers of each pile type
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Headbar diameter, length and number per pile
Total mass of piles
Refer Appendix A - Example PSC Pile Drawing.
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Dimensions of footing
Reinforcement details
Height of soffit of footing
Rock anchors
Blinding concrete
Design Foundation Bearing Pressures
Refer Appendix H - Example Spread Footing Drawings.
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Chapter 17
Cast Insitu Kerbs
and Decks
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
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Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
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Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
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Table of Contents
17.1 Glossary of Terms 1
17.2 Figures and Examples shown in this Volume 1
17.3 General 1
17.4 Cast Insitu Kerbs 1
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17 17.5
17.6
Decks
Deck Overhang
4
5
17.7 Steel Reinforcement Layout around Curves 5
17.8 Pre-camber 5
17.9 Deck Thickness 5
17.10 Deck Heights 6
17.11 Cross Girders 7
17.12 Deck Drainage and Scuppers 7
17.13 Junction Boxes 9
17.14 Conduits 10
List of Figures
Figure 17.4.1 Example Deck Wearing Surface Heights 3
Figure 17.9-1 Vertical Curve Allowance 6
Figure 17.12-1 Deck Drainage Systems 9
Table of Appendix
Appendix A - Deck Design Sketches 11
Appendix B - Example Deck Drawings 19
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Chapter 17
Cast Insitu Kerbs and Decks
17.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
17
17.2 Figures and Examples shown in this Volume 17
The figures and examples shown in this volume are for presentation purposes only, and may
contain some details that are now superseded. These details have been included for ease of
reference, to illustrate typical solutions, and to show the required standard of drafting
presentation. The details are not to be used without an engineering check and certification by a
Structural RPEQ to confirm that the details are appropriate for the specific project.
17.3 General
Bridges have either cast insitu kerbs or a reinforced concrete deck. The deck may have a kerb
with a steel bridge traffic barrier or it will have a concrete traffic barrier. Refer Chapter 9 -
Bridge Deck Types. Many of the details that are required to produce kerb and deck drawings
have been standardised and are shown on standard deck design sheets which have been
developed in Bridge and Marine Engineering and are used as the standard for design and
presentation in the production of TMR bridge drawings. The design sheets also show additional
details such as girder restraint angles and cast in socket details for deck units.
Engineers may use these standard details, modifying them to be project specific, and issue them
as design sheets. Drafters use the standard sheets in their AutoCAD form to produce detailed
deck drawings. Refer Appendix A - Deck Design Sketches.
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Expansion Joints
On bridges with an extruded aluminium expansion joint, recesses are cast into the kerbs. Refer
Appendix A - Deck Design Sketches – Sketch 6.
Due to the effects of crossfall and/or hog, the thickness of DWS at piers and abutments may be
particularly thick if the bridge doesn't have a concrete deck. Because the top of an extruded
aluminium expansion joints finishes flush with the top of the DWS, an expansion joint bolted
directly onto deck units may need to be seated on a deep layer of epoxy mortar.
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mortar shall be reinforced. In Appendix A - Deck Design Sketches this is referred to as deep
DWS. Epoxy mortar that does not need to be reinforced is referred to as shallow DWS.
Reinforcing the epoxy mortar is done with stainless steel 12AT bars which are screwed into
M10 sockets cast in the deck units and bent on site. Refer Appendix A - Deck Design Sketches –
Sketches 6, 7 and 8. On bridges with a crowned running surface, the thickness of the epoxy
mortar may be such that the 12AT bars are not required on some of the outer deck units.
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17.5 Decks
Decks are used on all girder bridges.
Decks are also used on deck unit bridges in special cases, typically:-
Multi span bridges on small radius horizontal curves and/or vertical curves
Footwalks and bikeway bridges where deck units are widely spaced to act as girders
Skews greater than 40°
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17 Decks are coated with bituminous waterproofing membrane to stop water permeating through
the concrete deck and damaging the bridge components below.
The barrier on a deck is typically either a steel bridge traffic barrier bolted to concrete kerb, or a
full height concrete traffic barrier. Refer Chapter 19 - Bridge Barriers, 19.9 Single Sloped
Concrete Traffic Barriers.
Decks are designed to link simply supported deck spans at piers and abutments in one of three
ways: fixed joint, expansion joint or continuous deck.
Fixed Joint
At abutments where the deck units/girders have fixed bearings (not cement mortar seating), an
XJS expansion joint system (or approved equivalent) shall be installed. Refer Appendix A -
Deck Design Sketches – Sketch 6.
Expansion Joint
At piers or abutments where the decks units/girders have expansion bearings, (or
expansion/fixed at piers), an expansion joint is required to join the deck sections of the adjacent
spans. Refer Chapter 18 - Expansion Joints and Miscellaneous Details and Appendix A - Deck
Design Sketches - Sketches 6 and 7.
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17.8 Pre-camber
When a deck is poured onto deck units/girders the mass of the concrete deck will cause the hog
in the beams to reduce. This is known as pre-camber and the distance that the hog will reduce is
calculated by the design engineer and must be shown on the deck drawings in a pre-camber
diagram. When the bridge is being constructed, the formwork will be set higher than the
finished height by the pre-camber amount. Therefore, once the deck has been poured, the deck
shall settle at the correct height. Formwork for the deck shall be supported by the girders/deck
units. On no account is the formwork to be tommed from the ground. Refer Appendix A - Deck
Design Sketches –Sketch 3 (Pre-camber Diagram).
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The top face of the kerb is level on bridges with a crossfall or superelevation up to and
including 3%. For bridges with a superelevation greater than 3%, the top face of the kerb
follows the superelevation.
Where the bridge documentation is delivered as part of a set that includes civil and alignment
drawings, the DWS heights are usually defined within that set. The deck Heights need not be
shown on the bridge drawings. The DWS thickness shall be shown on the drawings and the
Contractor’s Surveyors use the alignment model (from 12D) to determine the deck Heights at
any point they require.
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17.11 Cross Girders 17
Bridges with super T-girders shall have cross girders. The cross girder reinforcement protrudes
into the deck. The cross girders must be cast separately to the deck slab. Refer Chapter 14 -
14.10 Cross Girders.
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Method 1
PVC scuppers are provided in deck units, where applicable. The TMR standard deck units have
scuppers 80mm in diameter, and at 2.05m centres. Non-standard scupper details may be
required if determined by a hydraulic analysis. Kerbs are cast with a suitable blockout at each
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scupper location which is removed after casting, to form the completed scupper system. Refer
Appendix A - Deck Design Sketches – Sketch 5.
Method 2
Scuppers formed with 100mm diameter PVC tube spaced at a maximum of 2.05m centres
passing through the kerb. The scuppers shall be placed centrally between the bridge traffic
barrier post anchorages. The 2.05m maximum spacing may be increased if a hydraulic analysis
determines that it can be.
Scuppers in Decks
There are two methods commonly used in this situation:-
Method 1
Scuppers formed with 150mm diameter PVC tube spaced at a maximum of 2.4m centres
passing through the kerb. The scuppers shall be placed centrally between the bridge traffic
barrier post anchorages. The 2.4m maximum spacing may be increased if a hydraulic analysis
determines that it can be. Depending on the application, the scupper shown on TMR Standard
Drawing 1145 Details for Cast Insitu Deck may be suitable
Method 2
Scuppers formed with 100mm diameter PVC tube spaced at a maximum of 2.4m centres
passing through the kerb. The scuppers shall be placed centrally between the bridge traffic
barrier post anchorages. The 2.4m maximum spacing may be reduced if a hydraulic analysis
determines that it can be. Refer Appendix A - Deck Design Sketches - Sketch 4 for examples
Environmental Drainage
In certain circumstances there are requirements to provide deck drainage systems to ensure that
any spillages that may occur on bridges will be channelled off the bridge and dispersed, rather
than run directly to the waterway.
Generally the systems provided to achieve these requirements are by way of scuppers and a
drain fixed externally to the bridge structure.
Refer Figure 17.12-1 Deck Drainage Systems, for examples of typical scupper arrangements
and Appendix A - Deck Design Sketches – Sketches 4 and 5 for standard scupper details.
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Figure 17.12-1 Deck Drainage Systems
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17.14 Conduits
Most bridges in an urban areas require conduits for electrical and/or telecommunication
services. Even if the service is not required in the short term, an empty conduit may be installed
for future services. The Client will advise what service requirements are required on the Bridge
Design Information Request Form. Refer Chapter 1 - Introduction, Appendix A - Example
Bridge Design Information Request Letter.
If services are required, the width of the bridge concrete traffic barriers/kerbs may need to
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17 increase to accommodate the conduits, therefore this issue must be resolved before detailed
design begins. A standard kerb is 500mm wide and can accommodate only one 80mm diameter
conduit.
Larger diameter conduits may make installation of the wiring easier. Therefore, in concrete
traffic barriers, 100mm diameter conduits shall be used whenever there is enough room,
provided the deck units/ girders are not supported by bearings. If this is the case, the conduits
shall be 80mm diameter to allow 100mm diameter “Stormflex” pipe to be wrapped around it.
The “Stormflex” pipe is used to allow for expansion due to concrete shrinkage, temperature
differential, and jacking.
A 50mm nominal gap between adjacent kerbs shall be provided to allow the “Stormflex” pipe to
accommodate the change of conduit alignment caused by bridge jacking. When an XJS
expansion joint (or approved equivalent) is provided at the abutments, the gap between the deck
and the relieving slab is 25mm. The additional 25mm required shall be taken up in the kerb.
However a recess will need to be formed around the “Stormflex” pipe. Refer Appendix A - Deck
Design Sketches – Sketch 8.
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Chapter 18
Expansion Joints and
Miscellaneous Details
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
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Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
18.1 Glossary of Terms 1
18.2 Figures and Examples shown in this Volume 1
18.3 Bridge Expansion Joints 1
18.4 Miscellaneous Details 5
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List of Figures
Figure 18.3-1 Flush (F) Seal Minimum Closed Gap 2
Figure 18.3-2 Draped (D) Seal Minimum Closed Gap 3
Figure 18.4-1 Example Lampstandard Bracket and Anchorage Details 8
Table of Appendix
Appendix A - Example Expansion Joint Detail Drawing 9
Appendix B - Example Miscellaneous Details Drawings 10
Appendix C - Example Drain Drawings 12
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Chapter 18
Expansion Joints and
Miscellaneous Details
18.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
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18.2 Figures and Examples shown in this Volume
The figures and examples shown in this volume are for presentation purposes only, and may
contain some details that are now superseded. These details have been included for ease of
reference, to illustrate typical solutions, and to show the required standard of drafting
presentation. The details are not to be used without an engineering check and certification by a
Structural RPEQ to confirm that the details are appropriate for the specific project.
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Typically the installation width for a 125 gland is 50mm, however, this must always be
confirmed by the Design Engineer to ensure it allows for sufficient expansion and contraction.
F seal glands require a minimum closed gap to allow room for the gland. Typically this gap is
20mm. This must be considered when the installation gap is designed. Refer Figure 18.3-1
Flush (F) Seal Minimum Closed Gap.
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D seal glands are not as bulky a s F seal gland, and can therefore close to zero gap. Refer Figure
18.3-2 Draped (D) Seal Minimum Closed Gap.
18
Depending on the size of the gland and thickness of the deck wearing surface, the gland will
usually hang below the top face of the deck. The gap between decks shall allow for a gland
thickness of 20mm when the joint is closed. Typically the gap is designed to be 50mm,
however, this must always be confirmed by the Design Engineer to ensure it allows for
sufficient contraction of the joint.
M10 Cast in Sockets for Deep Epoxy Mortar under an Extruded Aluminium
Expansion Joint System
For bridges without a cast insitu deck, the effects of crossfall and hog may result in particularly
deep DWS thicknesses at abutments and piers. Because the top of an extruded aluminium
expansion joint finishes flush with the top of the DWS, an expansion joint bolted directly onto
deck units may need to be seated on a deep layer of epoxy mortar.
When the thickness of epoxy mortar beneath the expansion joint exceeds 70mm, the epoxy
mortar shall be reinforced. In Chapter 17 - Cast Insitu Kerbs and Decks, Appendix A - Deck
Design Sketches this is referred to as deep DWS. Epoxy mortar that does not need to be
reinforced is referred to as shallow DWS.
Reinforcing the epoxy mortar is done with stainless steel 12AT bars which are screwed into
stainless steel M10 sockets cast in the deck units and bent on site. Refer Chapter 17 - Cast
Insitu Kerbs and Decks, Appendix A - Deck Design Sketches - Sheets 1, 2 and 9. On bridges
with a crowned running surface, the thickness of the epoxy mortar may be such that the 12AT
bars are not required on some of the outer deck units.
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Deck Unit Bridge with Cast Insitu Kerbs without an Expansion Joint
A Miscellaneous Details drawing is not required.
Deck Unit Bridge with Cast Insitu Kerbs with an Expansion Joint
A Miscellaneous Details drawing is required and shall show the following details:-
Expansion joint details
Cover plate details
Expansion joint washer details
It is acceptable to show these details on the Cast Insitu Kerbs drawing rather than creating an
additional Miscellaneous Details drawing. This will result in one full drawing sheet rather than
two drawings that are half blank.
Deck Unit Bridge with a Reinforced Concrete Deck without an Expansion Joint
A Miscellaneous Details drawing is not required.
Deck Unit Bridge with a Reinforced Concrete Deck with an Expansion Joint
A Miscellaneous Details drawing is required and shall show the following details:-
Cover plates
Expansion joint washers
The expansion joint details should go on the Deck drawings because they show the interaction
between the M16 cast in sockets and the reinforcing steel that goes around them.
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Chapter 19
Bridge Barriers
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
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Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
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Table of Contents
19.1 Glossary of Terms 1
19.2 Figures and Examples shown in this Volume 1
19.3 General 1
19.4 Aluminium or Steel Bridge Traffic Barriers 3
19 19.5
19.6
Bridge Safety Rails
Bridge Balustrades 10
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List of Figures
Figure 19.3-1 Barrier Types 2
Figure 19.4-1 Post Anchorage Detail (Regular Performance) 4
Figure 19.4-2 Bridge Traffic Barrier Post Anchorage Setting Out Detail
(Regular Performance) 5
Figure 19.4-3 Post Orientation on Small Radius VC 6
Figure 19.4-4 Post Orientation in Transverse Direction 6
Figure 19.4-5 Rail Bent for VC 7
Figure 19.4-6 Rail Bent for Linear Change of Grade Vertically 7
Figure 19.4-7 Rail Bent for HC 8
Figure 19.4-8 Rail Bent for linear change of Direction Horizontally 8
Figure 19.8-1 Example Re-railing (1) 12
Figure 19.8-2 Example Re-railing (2) 13
Figure 19.8-3 Example Wingwall Extension 14
Figure 19.9-1 Precast Barrier Panel 15
Figure 19.9-2 Contraction Joint 16
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Table of Appendix
Appendix A - Example Aluminum Bridge Traffic Barrier Drawing 21
Appendix B - Example Steel Bridge Traffic Barrier Drawings 22 19
Appendix C - Example Aluminium Bridge Safety Barrier Drawing 24
Appendix D - Example Steel Bridge Safety Barrier Drawing 25
Appendix E - Example Aluminium Bridge Balustrade Drawing 26
Appendix F - Example Steel Bridge Balustrade Drawings 27
Appendix G - Example Steel Bridge Traffic Barrier with Bicycle Safety
Rail Drawing 30
Appendix H - Example Precast Barrier Panel and Deck Drawings 33
Appendix I - Example Protection Screen Drawings 41
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Chapter 19
Bridge Barriers
19.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
19.3 General
All barriers on new bridges are designed to the requirements of AS 5100 - Bridge Design.
Additional information may be found in TMR Road Planning and Design Manual, 8.2.7 Bridge
Barriers and Transitions.
The most common barrier types on bridges used by TMR are as follows:-
Bridge traffic barriers (aluminium or steel)
Bridge safety rails (aluminium or steel) – including bicycle safety rails where needed
Balustrades (aluminium or steel) – including bicycle safety rails where needed
Single slope reinforced concrete barriers
On bridges with a footway, the type of barriers used either side of it is dependant on what the
footway is used for. Where the footway is expected to carry a large number of cyclists, the
footway shall be referred to as a bikeway and bicycle safety rails will be required. Agreement
on the need for bicycle safety rails shall be made with the relevant TMR Region before the
bridge design begins because the bridge will be wider if bicycle safety rails are needed. Bicycle
safety rails are required to prevent cyclists from snagging their handlebars or pedals on the
bridge barriers. For minimum footway and bikeway widths refer TMR Design Criteria for
Bridges and other Structures.
Figure 19.3-1 Barrier Types illustrates the various barrier types and their height requirements.
Additional consideration shall be given to the Crime Prevention through Environmental Design
Guidelines for Queensland, The Building Code of Australia and AS 1428 - Design for Access
and Mobility for topics including, but not limited to:-
Wheelchair access
Landings and additional rails for longitudinal grades > 3%
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Design Criteria (Regular performance Level, Steel Bridge Traffic Barrier Only)
The following criteria must be met when designing the rail types and post spacing:-
Deck unit bridges with cast insitu kerbs - Spacing of intermediate posts shall be 2.05m
maximum, except over the pier and abutment centrelines, where there may be a single
spacing of up to 2.8m
Bridges with a concrete deck - Spacing of intermediate posts shall be 2.45m maximum
Spacing of an end post and its adjacent intermediate post shall be 1.2m maximum
The spacing between three adjacent posts shall not exceed 4.9m ie an average of 2.45m
The joint between rails shall be 20mm nominal at fixed joints and 40mm nominal at
expansion joints
Only one joint is allowed between successive posts
Each rail must be supported by at least two posts
One joint shall be provided at each abutment and pier location
The barrier shall transition to full height at 1 on 10 from the top of the approach
guardrail to the top of the bridge traffic rail
Rail lengths shall be 8.2m maximum
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Post Anchorages (Regular performance Level, Steel Bridge Traffic Barrier Only)
Post anchorage details shall be shown on the Bridge Traffic Barrier drawings because they are
fabricated with the barrier. In the cost estimate they shall be bundled together into one item.
Refer Figure 19.4-1 Post Anchorage for standard details.
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The setting out details for the anchorages shall be shown on the Cast Insitu Kerb/Deck
drawings. It is important to show that the anchorage with three 400mm long bolts (Type 1) is
placed closest to the road face of the kerbs and wingwalls and the anchorage with two 330mm
long bolts (Type 2) is placed at the back. To ensure that the bridge traffic rails line up within
tolerance to the front face of the kerb, the anchorages must be set back 130mm and 280mm
from the road face of the kerbs and wingwalls. The anchorages shall protrude 100mm. On
bridges with a concrete deck and scuppers, the anchorages (and hence the posts) shall avoid the
scupper recesses. Refer Figure 19.4-2 Bridge Traffic Barrier Post Anchorage Setting Out
Detail.
330mm long bolts are specified at the back of the post. These bolts are used because fabricators
have large quantities that have been bought and tested. Once these stockpiles have been
reduced, 400mm long bolts will be specified at both the front and back of the post.
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Figure 19.4-2 Bridge Traffic Barrier Post Anchorage Setting Out Detail
(Regular Performance)
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Orientation of Posts
In the longitudinal direction, posts are to be set normal to the grade of the bridge, except on
small radius vertical curves where the posts may need to be vertical. On small radius curves the
fitment of the bolts and holes must be thoroughly checked to determine if the posts need to be
vertical. Refer Figure 19.4-3 Post Orientation on Small Radius VC.
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In the transverse direction, posts are to be set vertical except on bridges where the deck super
elevation/crossfall slope exceeds 3%. In these cases posts are to be set normal to the super
elevation/crossfall. Refer Figure 19.4-4 Post Orientation in Transverse Direction.
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On bridges with a VC or changing grade and with linear kerbs, rails shall be bent at the pier and
abutment centrelines if necessary. Refer Figure 19.4-6 Rail Bent for Linear Change of Grade
Vertically.
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On bridges with a HC and with linear kerbs, rails shall be bent at the pier and abutment
centrelines if necessary. Refer Figure 19.4-8 Rail Bent for linear change of Direction
Horizontally.
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Design Criteria
The following criteria must be met when designing the barrier types and post spacing:-
If the bridge safety rail is attached to concrete parapet the post spacing shall be 3m
maximum
If the bridge safety rail is attached to a bridge traffic barrier the post spacing shall match
those of the bridge traffic barrier
The joint between rails shall be 20mm nominal at 25°C at fixed and continuous joints
and 40mm at 25°C at expansion joints
Only one joint is allowed between successive posts
One joint shall be provided at each abutment and pier location
The bridge safety rail shall transition to full height at 1 on 10 from the top of the bridge
traffic barrier to the top of the bridge safety rail
Rail lengths shall be 8.2m maximum
The top of the bridge safety rail shall be 1.2m above the top of kerb
Orientation of Posts
Follow the theory for bridge traffic barriers, refer 19.4 Aluminium or Steel Bridge Traffic
Barriers.
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19 Aluminium balustrade is used in special circumstances only e.g. in tidal splash zones, or for
aesthetic purposes. TMR does not have a Standard Drawing for this type of barrier; therefore
details must be developed on a project specific basis. Manufacturers such as ‘Tollfab’ may have
standard rail types which may be suitable. Refer Appendix E - Example Aluminium Bridge
Balustrade Drawing.
Refer TMR Standard Drawing 1512 Bridge Balustrade for details of the standard steel
balustrade design and Appendix F - Example Steel Bridge Balustrade Drawings.
Design Criteria
The following criteria must be met when designing the balustrade panel types and post spacing:-
Spacing of posts shall be 2m maximum
The joint between rails shall be 40mm nominal
Only one joint is allowed between successive posts
One joint shall be provided at each abutment and pier location
Panel lengths shall be 4m maximum
Balusters shall be spaced at 125mm clear gap maximum
The top of the balustrade shall be 1.2m minimum above the footway
Orientation of Panels
In the longitudinal direction, the rails shall follow the grade while the balusters and posts are
always vertical.
In the transverse direction the panels are to be set vertical.
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Design Criteria
The following criteria must be met when designing the bicycle safety rails:-
The rail is attached to either the bridge traffic barrier posts or the balustrade posts
The rail shall protrude 150mm past the kerb face
The joint between rails shall be 40mm nominal
Only one joint is allowed between successive posts
One joint shall be provided at each abutment and pier location
The bicycle safety rail shall transition to full height at 1 on 10 from the top of the bridge
traffic barrier to the top of the bridge safety rail
Rail lengths shall be 6.5m maximum
The top of the bicycle safety rail shall be 1.4m above the top of the bikeway
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19 19.8-1 Example Re-railing (1) and Figure 19.8-2 Example Re-railing (2) for two examples of
attachment details.
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Usually the existing wingwalls need to be extended to provide an anchorage for the bridge
traffic barrier end posts to be attached. Refer Figure 19.8-3 Example Wingwall Extension for
typical details.
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Design Criteria for Barriers on Bridges over QR Railway that are not Electrified
Some important design criteria include the following:-
Bridge barrier type must be concrete barrier to prevent debris falling into the rail
corridor
The concrete barrier will be 1.1m or 1.5m high depending on the performance level.
The barrier shall transition to full height at 1 on 10
Protection screens are required on top of the concrete barrier
If the protection screen is not see through, the top of the screen shall be 2m minimum
above the road surface. The screen can be either additional concrete cast on top of the
barrier or steel made from an approved product such as plate, welded wire mesh,
perforated sheet of louvre mesh. Note that louvre mesh is considered see through and
shall be orientated so that a person standing on the bridge looking through the openings
will see the sky rather than the ground
If the protection screen is see through, the top of the screen shall be 2.4m minimum
above the road surface. The screen can be either additional concrete cast on top of the
barrier or steel plate
The concrete barrier and protection screen shall be smooth faced so as not to be readily
climbable
The protection screen shall extend at full height for a minimum of 3m (horizontally)
either side of the track centre line on both sides of the bridge
Refer Figure 19.11-1 Typical Barriers (Non Electrified Railway).
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Appendix G - Example Steel Bridge Traffic Barrier with Bicycle Safety Rail Drawing
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Appendix G - Example Steel Bridge Traffic Barrier with Bicycle Safety Rail - Sheet 1
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Appendix G - Example Steel Bridge Traffic Barrier with Bicycle Safety Rail - Sheet 2
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Appendix G - Example Steel Bridge Traffic Barrier with Bicycle Safety Rail - Sheet 3
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Chapter 20
Electronic Project Model
(EPM)
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Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
21
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
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Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3
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Table of Contents
20.1 Glossary of Terms 1
20.2 Figures and Examples shown in this Volume 1
20.3 Introduction 1
20.4 File Format 1
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20.6
Coordinates and Drawing Units
File Name
1
1
20.7 Title Block and Revision Details 2
20.8 Content of EPM 3
20.9 Checking EPM's 7
List of Figures
Figure 20.7-1 Title Block 2
Figure 20.8-1 Naming Convention 3
Figure 20.8-2 Example 3D EPM 6
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Chapter 20
Electronic Project Model
(EPM) 21
20.1 Glossary of Terms
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For a complete glossary of terms refer Chapter 1 - Introduction.
20.3 Introduction
This procedure outlines the method to produce 3D Electronic Project Models (EPM's) which are
used by surveyors to set out bridges during construction. An EPM is an electronic drawing
showing reference points on the bridge from where construction shall be set out.
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Bridge Control
Show all points on the Bridge Control at every abutment and pier at the top of road Height. On
bridges that are level or on a constant grade, draw a straight AutoCAD line between each point.
On bridges with a vertical curve, a ‘string’ shall be imported into the EPM from 12D. The
‘string’ shall have points at 1m centres along the bridge control, plus points at the abutments
and pier centrelines.
Item AutoCAD Layer Name
Bridge
MRB_Bridge_Control
Control
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Piles
Assuming that the piles at a particular pier or abutment are equally spaced, the only points that
shall be shown are the two outer piles. The coordinate given shall be at the centre-bottom of the
pile. It does not matter what type of pile used (octagonal PSC piles, CIP piles, steel piles etc).
When showing a row of piles under a pier or abutment that are equally spaced, a single
AutoCAD line shall be drawn between the two outer piles. The Surveyor can divide this line
equally to calculate the coordinates of the intermediate piles.
If the piles are not equally spaced, a point for every pile shall be shown.
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3D EPM Example
Figure 20.8-2 Example 3D EPM shows the details required on an EPM. The text shown is for
illustration purposes only and shall not be included in the drawing.
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