Department of Transport and Main Roads Structural Drafting Standards - Volume 3

Drafting and Design Presentation Standards Manual Table of Contents

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

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Please send your feedback regarding this document to: [email protected]

May 2013
ii
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

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

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
Drafting and Design Presentation Standards Manual Introduction

Chapter 1 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
(Structural
Drafting)
2011 1
2 - Document name change. Manager Nov
(Structural 2011
1.5 Add section Departures from Austroads Guide Drafting)
to Bridge Technology, Part 5: Structural
Drafting.

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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
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.

1.2 Glossary of Terms

Alignment - The geometric form of the centreline (or other reference line) of a carriageway
in both the horizontal and vertical directions
Bridge Control - The line of reference used throughout bridge drawings. It may be the same line
as the Road Control
Continuous - Where a concrete bridge deck continues over a pier without an expansion or
Deck fixed joint
Crest Curve - A convex vertical curve in the longitudinal profile of a road
Crossfall - The slope of the running surface, measured at right angles to the alignment
Crown - The highest point on the cross section of a carriageway with two-way crossfall
Dead Load - Static Load created by the mass of the static components on a structure, like
self weight
DWS - Deck Wearing Surface
Expansion - Where the superstructure of a bridge is attached to a headstock with a joint that
Joint is designed to slide longitudinally as the bridge expands and contracts

Fixed Joint - Where the superstructure of a bridge is attached to a headstock with a

connection that is not designed to move i.e. it is fixed
HC - A horizontal curve in the plan or horizontal alignment of a carriageway
HLP - Heavy Load Platform
Hog - During curing of prestressed deck units/girders, they arch upwards. Refer
Chapter 15 - Prestressed Concrete Deck Units
Kerb - A kerb with a profile and height sufficient to prevent or deflect vehicles from
moving off the carriageway
LHS - Left hand side

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
Drafting and Design Presentation Standards Manual Introduction

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
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1.4 Departures from AS/NZS 1100 – Technical Drawing

Drafters should be familiar with the contents of AS/NZS 1100 - Technical Drawing Parts 101,
401 and 501. Directions contained in this volume are intended to compliment these
publications, but may deviate from them in certain areas.
The following are important departures:-

Reinforcing Bar Shapes

Reinforcing details shall be in accordance with TMR Standard Drawings 1043 Standard Bar
Shapes and 1044 Standard Hook Lap and Bend Details and General Steel Reinforcement
1
Information.

Reinforcing Bar Marking and Identification

Reinforcing bars shall be shown on drawings in accordance with Chapter 3 - Concrete and
Reinforcement Detailing.

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.

Detail Cross Referencing

Details shall be labelled with numbers rather than letters. The labels shall be shown in circles
rather than hexagons. Refer Chapter 2 - Standard of Presentation, 2.7 Sections Views and
Details.

Section and View Cross Referencing

Sections and views shall be labelled with letters rather than numbers. Refer Chapter 2 -
Standard of Presentation, 2.7 Section, Views and Details.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
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1.5 Departures from Austroads Guide to Bridge Technology,

Part 5: Structural Drafting
Drafters should be familiar with the contents of Austroads Guide to Bridge Technology, Part 5:
Structural Drafting. Directions contained in this volume are intended to compliment this
publication, but may deviate from them in certain areas.
The following are important departures:-

Reinforcing Bar Shapes

1 Reinforcing details shall be in accordance with TMR Standard Drawings 1043 Standard Bar
Shapes and 1044 Standard Hook Lap and Bend Details and General Steel Reinforcement
Information.

Reinforcing Bar Marking and Identification

Reinforcing bars shall be shown on drawings in accordance with Chapter 3 - Concrete and
Reinforcement Detailing.

Use of Characters
Upper/lower case lettering shall be used for labelling, dimensioning and notes. Refer to
examples in this manual.

Detail Cross Referencing

Details shall be labelled with numbers rather than letters. The labels shall be shown in circles
rather than hexagons. Refer Chapter 2 - Standard of Presentation, 2.7 Sections Views and
Details.

Section and View Cross Referencing

Sections and views shall be labelled with letters rather than numbers. Refer Chapter 2 -
Standard of Presentation, 2.7 Section, Views and Details.

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
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1.6 Information to be Supplied to the Designer

A range of information is required to be confirmed and supplied to the Designer in order that the
structural design and drafting can be completed. The type of information required will depend
on the structure being designed. For a typical bridge design, this information may include, but is
not limited to:-
 Survey information
 Road crossfall/superelevation
 Horizontal and vertical alignments 1
 Hydraulic reports including flood velocities and flood immunity Heights
 Environmental Reports
 Geotechnical reports. These may be supplied in various stages, for example bore logs are
sufficient in the early stages to commence drafting. Preliminary reports may follow but a
final Foundation Report is needed before release of a project
 Relevant information required by the Designer to undertake the design. Bridge Design
Branch obtains this information using a Bridge Design Information Request Letter, refer
Appendix A - Example Bridge Design Information Request Letter. Other Designers’ may
obtain the information a different way. The information needed to complete the design
includes, but is not limited to:-
 Name of structure
 Job and Number
 Contract and Job Numbers
 Bridge Information System (BIS) Number
 Design speed
 Preferred scheme documentation/contract type
 Common elements of the bridge/roadworks and their relevant schedule (bridge or
roadworks schedule)
 Principal supplied items and their point of supply
 Environmental Management and any restrictions at the bridge site both on and in the
immediate vicinity of the site
 Details of existing structures
 Bench Mark/Permanent Survey Marks
 Permanent Reference Points
 Type of connection to bridge barriers
 Details of existing utilities and services
 Details of existing utilities and services to be relocated and their relocated position
 All other existing services including overhead power lines

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 Restrictions to transportation of precast prestressed concrete elements

 Any restrictions to clearances or construction space
 Details of any vibration sensitive structures adjacent to the site
 Any requirements for sequencing of works i.e. maintaining traffic flows during
construction
 Type of deck drainage
 Provision for conduits on the bridge (electrical, telecommunications or future)

1 

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)

1.7 Information to be Supplied by the Designer

The Designer shall supply information to the Client in order to complete the detailed design and
drafting of the project. Refer 1.8 Bridge Scheme Deliverables. In addition, the Designer may be
required to prepare preliminary General Arrangement drawings to confirm details of the project,
refer Chapter 11 - General Arrangement Drawings.

1.8 Bridge Scheme Deliverables

The Designer shall provide drawings and documentation as specified in the Terms of
Engagement Contact.
Shown below is a typical set of RCC (Road Construction Contact) scheme documents to be
delivered by the Designer. Other types of contract, i.e. Design and Construct, Alliance, Early
Contractor Involvement, will have different deliverables.
 Covering letter detailing particular aspects of the project, for example,
 The location of items that may be contained in different schedules, for example, free
draining granular material behind abutments, relieving slabs, DWS and so on
 Details of any action in response to the site verification
 Preboring for precast piles (a supplementary specification is needed to limit the
maximum size of material in the embankments to 50mm so that pre-boring is possible)
 The close proximity to the construction site of the overhead power lines
 Queensland Rail contacts and train operation times nominated to TMR from Queensland
Rail
 Estimate and schedule of all quantities for the project, including detailed calculations, using
the agreed software, and itemised as defined in Standard Specifications Roads.
 Structural Drawings

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
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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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
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1.9 15%, 50% and 85% TMR Review Requirements

During the design process, the Designer shall supply information to Bridge Design Branch for
review. Typically these reviews are held at 15%, 50% and 85% completeness, though additional
reviews may be required. The following is a guide to the amount of drafting detail required at
each stage:-
 15%
 Draft General Arrangement drawings including a superstructure Section view
1  Articulation (location of expansion joints)
 Service requirements
 Barrier requirements
 Lighting requirements
 Drainage requirements
 Vertical clearances to road and rail traffic
 Draft Abutment and Pier drawings including preliminary founding Heights.
These drawings need not show reinforcement at this stage
 50%
 Foundation types confirmed
 Complete set of draft drawings. These drawings need not show reinforcement at this
stage
 85%
 Complete set of checked drawings
 Draft version of estimate, annexures, supplementary specifications, steel schedules and
contract documents. Note that these are only required when they form part of the agreed
deliverables that TMR are to review
For additional engineering requirements, refer to the TMR Bridge Design Criteria for Bridges
and other Structures.

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
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Appendix A - Example Bridge Design Information Request Letter

Appendix A - Example Bridge Design Information Request Letter - Sheet 1

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
Drafting and Design Presentation Standards Manual Introduction

Appendix A - Example Bridge Design Information Request Letter - Sheet 2

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 1
Drafting and Design Presentation Standards Manual Introduction

Appendix A - Example Bridge Design Information Request Letter - Sheet 3

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 2
Drafting and Design Presentation Standards Manual Standard of Presentation

Chapter 2
Standard of
Presentation

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 2
Drafting and Design Presentation Standards Manual Standard of Presentation

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

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 2
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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

List of Tables and Figures

Table 2.5-1 Line Styles 2
Table 2.6-1 Text Styles 3
Figure 2.7-1 Sections, Views and Details 5
Figure 2.7-2 Examples of Sections and Details 5
Figure 2.8-1 Section Orientation 6
Table 2.13-1 Material Symbols 11
Table 2.16-1 Standard Abbreviations - Metric Units 12
Table 2.16-2 Accepted Abbreviations 13

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Table 2.16-3 Other Abbreviations 15

Figure 2.18-1 Revision Cloud 18
Figure 2.18-2 Preliminary Stamp 22
Table 2.18-3 Scale Format 23
Table 2.18-4 Preferred Scales 24
Figure 2.18-5 Title Block 25
Figure 2.18-6 Title Block (View A)
Figure 2.18-7 Title Block (View B)
26
26
2
Figure 2.18-8 Title Block (View C) 26
Figure 2.18-9 Title Block (View D) 27
Figure 2.18-10 Contactor Drawing Requirements 27

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 2
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Chapter 2 Amendments – February 2014

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
2 (Structural
Drafting)
2011

2 - Document name change. Manager Nov

(Structural 2011
2.7 Cross referencing is done to drawing series Drafting)
number in an element, rather than the series
number for the full set of drawings.

2.9 Dimension arrow size increased to 3.5mm.

Dimension text offset from line 1.5mm.

2.17 Drawing sub codes removed.

2.18 Drawing titles shall not be split up into

sub-elements. Revision symbol is not longer
required.
3 2.7 General: wording “and the numbers 1 and 0” Team Dec
deleted from line 10. Leader 2012
(Structural
2.18 Figure 2.18-5 Title Block – Partial view figure Drafting)
numbers corrected.
Figure 2.18-6 Title Block (View A) – extra
labelling added.
4 2.6 General: Additional detail for font styles Principal Feb
Drafter 2014
2.18 Title Blocks: Cad Files and Revisions (Structural
sections. “Issue for construction” replaces Drafting)
“original issue”

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 2
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Chapter 2
Standard of Presentation
2.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.

2.2 Figures and Examples shown in this Volume 2

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.

2.3 Drawing Set Up

This Section is provided as a guide only, and the drawing set up may be changed.
All drawings are to use colour dependant plot style tables (CTB), not style dependant tables
(STB), General Arrangement drawings are to have the user coordinate system (UCS) set to
world co-ordinates.
All drawings are to have the units set as follows :-

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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 2
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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

CONTINUOUS LINES – MR_CON

MR_CON_018 (0.18mm thick cyan in AutoCAD) Dimensions, hatching, revision
MR_CON_025 (0.25mm thick white in AutoCAD) clouds, break lines and so on

MR_CON_035 (0.35mm thick yellow in AutoCAD) Outlines for reinforcement views,

internal linework
MR_CON_050 (0.5mm thick green in AutoCAD) Outlines of views excluding
reinforcement views
MR_CON_070 (0.7mm thick blue in AutoCAD) Reinforcement

MR_CONTOUR_MAJOR (0.25mm thick colour 250 in Major contour lines (even metres)
AutoCAD)

DASHED LINES – MR_DSH

MR_DSH_025 (0.25mm thick white in AutoCAD) Hidden detail
MR_DSH_035 (0.35mm thick yellow in AutoCAD)

MR_DSH_050 (0.5mm thick green in AutoCAD) Strip filters behind abutments,

MR_DSH_070 (0.7mm thick blue in AutoCAD) reinforcement in far face

MR_CONTOUR_MINOR (0.18mm thick colour 250 in Minor contour lines (intervals)

AutoCAD)

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DOUBLE CHAIN LINES – MR_DCH

MR_DCH_025 (0.25mm thick white in AutoCAD) Existing structures
MR_DCH_035 (0.35mm thick yellow in AutoCAD)

CHAIN LINES – MR_CHN

MR_CHN_025 (0.25mm thick white in AutoCAD) Centre lines

MR_CHN_070 (0.7mm thick blue in AutoCAD) Road and Bridge Controls

2
CONSTRUCTION JOINT LINES – MRB_CJ
MRB_CJ_035 (0.35mm thick yellow in AutoCAD) Construction joints

VIEW PORT LINES – MR_VPT

MR_VPT – user defined (Non plotting layer) View ports

CONSTRUCTION LINES – MR_CON

MR_CON – user defined (Non plotting layer) Construction lines

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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 2
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2.7 Sections, Views and Details

General
Views and sections, where possible, shall be drawn adjacent to the plan or elevation to which
they relate. Where details cannot be shown on the sheet of origin, they shall be cross referenced
in accordance with AS 1100 - Technical Drawing, Part 501: Structural Engineering Drawing
and Section 2.8 Orientation of Sections and Views.
If a series of cutting planes are used to define sections or views, any change in direction of the

2 cutting plane shall be shown by 0.7mm thick lines.

Use letters to nominate Sections and Views, and numbers to nominate Details. Do not reference
views or sections with the same letter, or details with the same number, on the same drawing set
for that element, for example Section A and View A on the abutment drawings.
Each element shall start labelling at the letter A and the number 1.
If the entire range of the alphabet is used, lettering shall continue with AA, BB etc.
The letters I and O shall not be used to avoid confusion.
If the Section, View or Detail is shown on the same drawing it is taken from then ‘-‘ shall be
shown in the title. If it is shown on another drawing, then the series number shall be shown, for
example, 2, if referring to the second Abutment drawing.
Section arrows and titles shall be drawn in accordance with Figure 2.7-1 Sections, Views and
Details and Figure 2.7-2 Examples of Sections and Details.

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 2
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Figure 2.7-1 Sections, Views and Details

Figure 2.7-2 Examples of Sections and Details

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2.8 Orientation of Sections and Views

Orientation
Plan views of the bridge are to be drawn with increasing chainage starting left of the page to
right.

Section and Views

All section and view arrows are be orientated so that they show the "up chainage" side of the

2 bridge component at the right hand side of the section or view. Refer Figure 2.8-1 Section
Orientation.

Figure 2.8-1 Section Orientation

Abutment and Pier Elevations

On Abutment B and Pier drawings the elevations are drawn looking "up chainage", however at
Abutment A, the elevation is drawn looking "down chainage".

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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Order of Accuracy for Dimensions

6. Dimensions for all components shall be calculated to an accuracy of 1mm. Dimensions to
be shown on the drawings may then be rounded off as shown.
 Concrete - 1mm
 Reinforcing bar spacing - 5mm
 Steel plate - 1mm

Order of Accuracy for Heights and Chainages

7. Heights shall be calculated to an accuracy of 1mm. This is done to avoid any cumulative
2
error that may occur. Heights shown on the final drawings may then be rounded off where
necessary.
8. Heights and Chainages shall be shown in metres to three decimal places as shown below.
 Designed surface heights - 0.001 metres
 Chainages - 0.001 metres
 Contours - 0.250 metres generally, - 0.100 metres acceptable where ground is extremely
flat
 Existing surface, flood and existing water heights - as reported

Dimension, Projection and Leader Lines

9. Dimension lines shall not be shown as centrelines or as part of an elements outline.
Projection lines for dimensions shall extend from a point not less than 2mm (A1 drawing)
from the surface of the object to a point not less than 2mm (A1 drawing) beyond the
dimension line.
10. Leader lines, projection lines, centre lines and the like are to be kept clear of dimension text,
if possible, otherwise the clashing line is to be broken to provide an uninterrupted view of
the dimension text.
11. Leader lines shall commence from either the beginning or end of a note with a short
horizontal line (length 4mm - A1 drawing) before being angled to the point of reference.
12. The termination of the leader line shall be with an arrow to the outline of the element, or
with a fully shaded dot (1.5mm diameter - A1 drawing) within the area being noted.

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.

North Point Arrow

The north point is to be shown on the plan view of the General Arrangement drawing clear of
all contours and notation. The north point is to be detailed as follows:-

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:-

One Way Flow

Tidal Flow

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Road Direction Arrows

Direction arrows are to be shown on the Plan view of the General Arrangement drawing to
indicate the nearest town in each direction from the bridge. Generally the towns are those
nominated in the road name of the title block. Direction arrows are to be detailed as follows:-

2
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.

Crossfalls and Superelevations

Crossfall is the resultant slope of the road surface in cross section, designed primarily to drain
water from the road surface. Superelevation is the resultant slope of the road surface in cross
section, designed primarily to counter the effects of a horizontal curve.
Crossfalls and superelevations of roads and bridges shall be represented as a percentage. A
slope of 3% indicates a displacement of 3 units vertically to 100 units horizontally. Where a
surface slope is shown an arrow shall indicate the downhill direction.

Slopes and Batters

These shall be expressed as the vertical distance, given as unity, relative to the horizontal
distance, for example the slope of an embankment should be expressed as 1 on 1.5 (1 unit
vertical to 1.5 units horizontal). A small right angled triangle showing the horizontal and
vertical relationship may be drawn adjacent to the slope or pile to indicate the angle of the
feature being shown as follows:-

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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

2 Abbreviations fall into three categories:-

 Metric units
 Accepted abbreviations
 When space is limited
There is no need for a full stop in any abbreviation.

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.

Table 2.16-1 Standard Abbreviations - Metric Units

UNIT SYMBOL

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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Hot-dip Galvanised galv

Inside Diameter ID
International System of Units SI
Intersection Point IP
Maximum max
Mean High Water MHW

2 Mean High Water Springs

Mean Low Water
MHWS
MLW
Mean Low Water Springs MLWS
Minimum min
Modulus of Elasticity E
Near Face NF
Nominal nom
Number No
Outside Diameter OD
Parallel Flange Channel PFC
Percentage %
Pitch Circle Diameter PCD
Polytetrafluoroethylene PTFE
Polyvinylchloride PVC
Prestressed Concrete PSC
Queensland Rail QR
Radius R
Rectangular Hollow Section RHS
Reinforced Concrete RC
Required reqd
Revision rev
Reference Point RP
Second s
Tangent-Curve TC
Taper Flange Beam TFB

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Taper Flange Channel TFC

Top Face TF
Transport and Main Roads TMR
Ultimate Limit State ULS
Ultimate Tensile Strength UTS
Universal Beam UB
Universal Bearing Pile
Universal Column
UBP
UC
2
Unplasticised
uPVC
Polyvinylchloride
Upstream U/S
Vertical Curve VC

When Space is Limited

Other then in the previous examples, using abbreviations is generally discouraged in normal
drafting practice. There are however some abbreviations that may be used, if necessary, when
space is limited. Refer Table 2.16-3 Other Abbreviations.

Table 2.16-3 Other Abbreviations

DESCRIPTION ABBREVIATION

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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2.17 Order of Drawings as Compiled in Bridge Schemes

The order of drawings in a typical bridge design scheme is shown below:-
 Drawing Index
 General Arrangements
 Abutments
 Piers

2 
Precast Headstocks
PSC Deck Units
 PSC Girders
 PSC Piles
 Precast Panels
 Decks, Cross Girders and Concrete Barriers
 Kerbs
 Relieving Slabs
 Miscellaneous Details
 Bridge Traffic Barrier
 Balustrade
 Bridge Jacking, Inspection and Maintenance

2.18 Title Blocks

General
This section is read in conjunction with TMR Drafting and Design Presentation Standards
Manual, Volume 1, Chapter 2 - General Standards, Clause 2.3.5 Title Block Data.
Standard title block templates have been developed for bridge drawings. MRB_DETAIL shall be
used on drawings produced by TMR, and MRB_DETAIL_CON shall be used on drawings
produced Consultants.
The title block AutoCAD drawings can be downloaded from the TMR website. Drawings
produced by Consultants do not show copyright details. Instead they show Transport and Main
Roads. Refer Figure 2.18-10 Contactor Drawing Requirements.
The following section details specific information for drafting title blocks for bridge projects.
Examples are found in Figure 2.18-5 Title Block.

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Bridge Design Criteria

As stipulated in AS 5100 - Bridge Design, the following bridge design criteria, if relevant, is to
be shown on all TMR bridge drawings in the area immediately above the title block:-
 Design Code
 Design Loading
 Design Speed
 Fatigue Criteria (for concrete railway bridges, steel bridges)
 Pedestrian Loading 2
 Collision Loading
 Wind Speed
 Earthquake Zone
 Barrier Performance Level
 Bridge Type
 Significant variation from the code
 Differential Settlement
Other bridge design criteria are to be shown on one of the General Arrangement drawings, if
applicable, for example:-
 Limits of HLP 400 Vehicle Diagram
 Pier Design Flood Force and flood data, including flood velocities and immunity Heights

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.

Figure 2.18-1 Revision Cloud

 Add current revision letter to title block near drawing number
 Type name, RPEQ number and date of original signing for the Design Reviewer and
Engineering Certifier of the original drawing
 Change current revision letter in the AutoCAD Reference Number and rename the
AutoCAD drawing
 Add revision letter and short description of the changes to the revision box
 Print drawing on the same media and at the same size as the original drawing
 Add certification signature and date to revision box
 Add initials of certification signatory to AutoCAD drawing for future reference

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Associated Job and Drawing Numbers

List job numbers and drawing numbers that are associated with this project, for example those
numbers for the road works scheme. If unknown at time of release this may be left blank and
added at a later stage by the Client.

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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BALD HLLS RAILWAY OVERPASS

TOOMBUL RAILWAY OVERPASS WIDENING
SANDY CREEK PEDESTRIAN BRIDGE

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.

Job Number and Contract Number

The Job Number is shown in the format 158/8102/2 where:-
158 is Local Authority Number
8102 is the Road Section
2 is an identifier assigned by Client
The Contract Number is shown in the format PEND-102 or 158-8102-2. Note the use of dashes
in the Contract Number and forward slashes in the Job Number.

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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Drawing Series Number

Structural drawings have an additional drawing series requirements to those described in the
TMR Drafting and Design Presentation Standards Manual, Volume 1, Chapter 2 - General
Standards.
A typical set of series numbers for a bridge with seven drawings would be as follows:-
BR1-GA-1 of 2
BR1-GA-2 of 2
BR1-AB-1 of 1 2
BR1-DU-1 of 1
BR1-KE-1 of 1
BR1-TR-1 of 2
BR1-TR-2 of 2
Where:-
BR1 is bridge number 1 (there may be more than one bridge in the contract)
GA-1 is General Arrangement - Sheet 1 of 2
GA-2 is General Arrangement - Sheet 2 of 2 etc
Note that single digits have been used where possible, for example, 1 rather than 01.
In the lower-right corner of structural drawing title blocks, an additional series of numbers shall
be shown that cover the full set of structural drawings. Using the previously mentioned seven
drawings, this series would run from BR1 Drgs 1 of 7 through to BR1 Drgs 7 of 7.

Scheme Approval Status

Scheme approval is signed off on the first drawing in the scheme which is titled Locality Plan
and Drawing Index. All other drawings in the scheme refer to the drawing number of this plan.
If this drawing number has not been assigned when the drawings are ready to be signed it shall
be left blank in the title block. The number shall then be stencilled onto the drawings once the
number is assigned.

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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Table 2.18-3 Scale Format

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Table 2.18-4 Preferred Scales

APPLICATION SCALE

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

2 Type Abutments and Piers

Section Deck
1:75 or 1:100
1:30 or 1:40
Anchorage Details 1:12.5 or 1:15

ABUTMENTS AND PIERS

Plan / Elevation 1:30
or 1:40
Sections 1:15 / 1:20

BRIDGE BARRIERS
Plan / Elevation 1:75 or 1:100
Sections, Post Assemblies, Joint Assemblies and Details 1:5, 1:7.5 or 1:10

PSC DECK UNITS AND PSC GIRDERS

Plan / Elevation 1:40
Sections of Units and End Details 1:12.5
Anchors and Transverse Stressing Anchorage Details 1:7.5

CAST INSITU KERBS, CROSS GIRDERS AND DECKS

Plan / Elevation 1:75 or 1:100
Sections 1:15

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Figure 2.18-5 Title Block

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2
Figure 2.18-6 Title Block (View A)

Figure 2.18-7 Title Block (View B)

Figure 2.18-8 Title Block (View C)

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Figure 2.18-9 Title Block (View D)

Figure 2.18-10 Contactor Drawing Requirements

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Drafting and Design Presentation Standards Manual Concrete and Reinforcement Detailing

Chapter 3
Concrete and
Reinforcement
Detailing

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 3
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

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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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

List of Tables and Figures

Table 3.10-1 Symbols and Line Work 3
Figure 3.13-1 Typical Reinforcement Detailing 8
Figure 3.13-2 Bars Bent On Site 9
Figure 3.13-3 Welded Laps 9
Figure 3.15-1 Maximum Leg Length 11

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Chapter 3 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
(Structural
Drafting)
2011
3
2 - Document name change. Manager Nov
(Structural 2011
3.12 Grade of bar for wire and square bar removed. Drafting)

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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.

3.3 Concrete Detailing

Concrete detail drawings should show the physical dimensions and heights of a concrete
structure. It is important that sufficient information is shown to enable formwork to be built and
erected and concrete quantities to be easily calculated.
Formed holes, cast-in steel work, construction joints and any necessary layers of blinding
concrete shall be shown.
The location of formed holes and cast-in steel work shall be sufficiently dimensioned to enable
their correct positioning inside the formwork.
Cast-in items, where applicable, shall be cross referenced to the drawing that shows its
fabrication details.

3.4 Symbols and Line Work for Concrete

Where necessary sectional views may be hatched with the relevant material symbol. Refer
Chapter 2 - Standard of Presentation, Table 2.5.1 Line Styles and Chapter 2 - Standard of
Presentation, Table 2.13.1 Material Symbols.
The full cutting plane may be hatched however care needs to be taken not to hide any pertinent
details on that view. If hatching is necessary but there are other relevant details on the view that
are needed, part hatching is advised.
Hatching is to be avoided on sections showing reinforcement as it can lead to the reinforcement
being obscured on the view.

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3.5 Dimensioning
Dimensioning of concrete items shall be in accordance with Chapter 2 - Standard of
Presentation, 2.9 Dimensions.

3.6 Plan Views

Plan views showing the location of such elements as footings, columns, headstocks and the like,
may also be used to show reference markings, co-ordinates and chainages. Plan views shall be

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.

3.9 Holes in Concrete Structures

Holes required in concrete structures are either cast during construction, or are created in
existing structures when needed. Holes are identified on drawings by the manner in which they
are formed.
On bridge drawings there are three main types of holes.

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.

3.10 Symbols and Line Work for Reinforcement

Reinforcing bars are to be shown on the drawings in accordance with Table 3.10-1 Symbols and
Line Work. Note - Bars shown in section should be drawn 1.5 x scale, where necessary, to
improve clarity when reduced to A3 size. Alternatively they may be drawn in a 1mm thick pen.
Refer Chapter 2 - Standard of Presentation, Table 2.5-1 Line Styles for line styles and
AutoCAD layers. Hatching is to be avoided on sections showing reinforcement as it can lead to
the reinforcement being obscured on the view.
Table 3.10-1 Symbols and Line Work

DESCRIPTION EXAMPLE

Bar bent toward

observer

Bar bent away from

observer

Hooked bar in
elevation

Hooked bar in plan

Bar lapped inside

Bars lapped
(same plane)

Bar lapped (cranked)

Bar or stressing strand 1.5 x scale, where

in section necessary

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3.11 Reinforcement Detailing

Elevations, Plans and Views shall be treated as being transparent with the applicable
reinforcement details being added.
Reinforcing details shall be in accordance with TMR Standard Drawings 1043 Standard Bar
Shapes and 1044 Standard Hook Lap and Bend Details and General Steel Reinforcement
Information.

3.12 Reinforcing Bar Identification

3 Reinforcing bars are nominated on drawings using the following convention:-
11–16A15R at 150
Where 11 = number of identical bars
16 = diameter (mm) of the bar
A = bar shape
15 = sequence number of the bar
R = grade of bar
150 = maximum design spacing of reinforcing bars
“at” may be replaced with “@”, however the presentation should be similar throughout the
entire drawing.

Bar Shapes - Standard

Included in TMR Standard Drawing 1043 is a standard set of bar shapes. All standard bar
shapes are to be identified in accordance with this drawing. The standard bar shapes letters on
this drawing are reserved for these shapes. Non standard bar shapes must use different letters.
When steel schedules are not part of the bridge contract documentation, enough information
shall be shown on the drawings to define these bars for future steel scheduling.

Bar Shapes – Non Standard

Bars shapes that are not detailed on TMR Standard Drawing 1043 are non standard bars and
must be fully detailed. Refer Chapter 4 - Computer Preparation of Steel Schedules.

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

Laps and Anchorage Lengths

Standard laps and anchorage lengths for all horizontal reinforcement shall be multiplied by 1.25
when there is greater than 300mm of concrete below the bar. The laps shall be shown on the
drawings. Refer Figure 3.13-1 Typical Reinforcement Detailing.
If laps are not specified by the designer the lengths shall be shown in accordance with TMR
Standard Drawing 1044.

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Multi Layered Reinforcement

Where multiple layers of the same reinforcement are to be detailed, for example faces of deck
slabs or walls, the following nomenclature is to be used:-
 NF (near face)
 FF (far face)
 T (top face)


B (bottom face)
C (central face)
3
Using the nomenclature EF (each face) can be confusing and may lead to inaccuracies in
quantity calculations, therefore its use is not permitted. For example, writing 8-12A1 EF may be
confusing. Are there 8 bars on the NF and 8 on the FF? Writing 4-12A1 NF and 4-12A1 FF
leaves no room for error.

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.

Lap and Anchorage Lengths

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PLAN – DECK
Multilayered Reinforcement

Sections

Figure 3.13-1 Typical Reinforcement Detailing

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Bars Bent on Site

Bars to be bent on site are to be clearly shown on the drawings by a note indicating that a site
bend is necessary and that approved safety caps are to be used if the protruding reinforcement is
not hooked. Refer Figure 3.13-2 Bars Bent On Site.

Figure 3.13-2 Bars Bent On Site

Welded Laps of Reinforcement

The size and length of the weld required is to be shown on the drawings. For P and SD shaped
bars the weld details shall match those shown on TMR Standard Drawing 1043. Refer Figure
3.13-3 Welded Laps.

Figure 3.13-3 Welded Laps

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.

Spiral Reinforcement – Bar Shape Q

Spiral reinforcement used in cast in place piles shall conform to the following requirements:-
 Bar diameter no greater than 16mm
3  Spiral diameter no greater than 2m
 1.5 turns anchorage each end of spiral
 Laps to be a minimum of 50 times bar diameter
The spirals are to be identified as bar shape Q in the steel schedule and will include the
following details:-
 The finished length, dimension C, is to include 2 x 1.5 turns (3 pitches) added to the
required length. For example, a spiral 10m long with a pitch of 100mm shall be scheduled
as being 10.3m long.
 If the bar length is greater than 12m, the following note is to be added on the drawing and
in the steel schedule on a comment line:- Laps in spiral to be 50 times bar diameter. Bar
length does not include extra length required for laps.
The following note shall point to the Q shaped bar on the relevant drawing:- Supplied spiral to
be adjusted on site to achieve anchorage at each end of 1.5 turns. Laps in spiral to be 50 times
bar diameter.

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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3.14 Maximum Cutting Length of Reinforcing Bars

The maximum cutting length of steel reinforcing bars is 12m and has been determined allowing
for availability of standard lengths and for practical handling purposes during transportation and
placement of the reinforcement.

3.15 Maximum Leg Length

When designing reinforcement bar shapes, consideration shall be given to the practicality of
bending the bar. Bending a bar with a long leg length may not suit the bar bending equipment at
some factories. Often, safety fences are positioned around the bar bending machine, and the leg 3
may hit the fence. For these reasons, the leg length should be limited to 1.4m wherever possible.
This can usually be achieved by putting addition straight bars and laps in the reinforcement.
Refer Figure 3.15-1 Maximum Leg Length.

Figure 3.15-1 Maximum Leg Length

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Drafting and Design Presentation Standards Manual Computer Preparation of Steel Schedules

Chapter 4
Computer
Preparation of
Steel Schedules

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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

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

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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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

List of Tables and Figures

Figure 4.11-1 Fanned Variable VE Shaped Bar 7
Figure 4.11-2 Fanned Variable C Shaped Bar 9
Figure 4.14-1 Cranked Bars 11

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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 Amendments – May 2013

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April

4 (Structural
Drafting)
2011

2 - Document name change. Manager Nov

(Structural 2011
4.16 Add section Further Assistance with the Steel Drafting)
Schedule Program.

4.17 Add section Mass of Reinforcement.

3 4.16 Contact Name change in Further Assistance Team May

with the Steel Schedule Program. Leader 2013
(Structural
Drafting)

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Transport and Main Roads Chapter 4
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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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4.7 Control of Input and Output

Control of input and output is afforded by control letters and numerals placed in Columns 1 to 4
as shown on the example input data sheet. Refer Appendix A - Example of Input Data.
Control letters and their purpose are as follows:-
S - Leaves a blank line in the output. It shall be on a line by itself.
Blank (nothing is entered in the first line) - The rest of the line contains information about a
reinforcing bar
C - This is used for any special comments or for extending the location description. The
comment is printed on the same line as “C” and may occupy any location from Column 2 to 80.
4
Input comment information is then listed on the output.
H - This is used for obtaining sub headings in the printout and for dividing the steel schedule
into major elements, for example:- H Abutment A
Note:- “H” controls may only be preceded by controls “R”, “$” and “P” or the title of the job.
The use of any other control or text on the preceding line will cause the program to malfunction.
P - This is used to divide major elements, for example Abutment A, into a number of minor
elements and to obtain a sub total for these minor elements, for example:- P Subtotal Footings
$R 1 - See ‘W’ on Appendix A - Example of Input Data – Page 1. Data for major elements
including “P” lines are copied into files which can be recalled in total or in part to duplicate
steel for other similar sections of the job. The $R control should be on a line by itself preceding
the major element to be copied A total of nine files can be created and identified by numerals 1
to 9 in Column 4 of the input data sheet.
RT 1 - See ‘X’ on Appendix A - Example of Input Data – Page 2. Except for subheading, this
control repeats all data stored in the file $R1. This control must be followed by control “H” and
a new subheading.
RP 1 - See “Y” on Appendix A - Example of Input Data – Page 2. This control should be used
when only part of the data stored in the file $R1 is required to duplicate steel for another similar
section of the job. This control must be followed by control “H” and a new major element
subheading, followed by “P” controls for minor elements conforming to those in the $R file
which are to be duplicated. This process should incorporate variations as required for individual
cases as described in items following. There is to be an equal number of minor elements in the
new major element as there was in the $R file.
 If all of the stored data in a minor element is required to be duplicated, the previous “H” or
“P” control line shall be followed by the relevant “P”
 If the whole of the minor element is to be overwritten, the new data is written before the
appropriate “P” control
 If some of the old minor element is to altered, proceed as follows:-
Control “+” followed on subsequent lines by details of bars to be added for this section of the
steel schedule

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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.

4 F – Finish. There is no more input data. Control “F” is on a line by itself.

4.8 Subtotals and Summaries

The total mass for individual bar marks and mesh sheets is printed at the right hand side of the
output sheet.
Subtotals are printed out at the end of minor elements where controls “P” are input on the
coding sheet.
Summaries of steel by location and also by diameter, grade and mesh type are printed out at the
end of the steel schedule.
Summaries by diameter and grade give lengths and masses for the various bar diameters as well
as a total mass of the various grades for the whole job.
Summaries of mesh give area in square metres and masses for various mesh types as well as a
total mass of mesh for the whole job.
Summaries by location give subtotals for minor elements as well as total mass for major
elements.

4.9 Details of Individual Bars

Column 1, Control Letter
A blank in Column 1 indicates the rest of the data on that line refers to an individual bar.

Columns 2-3, Bar Size

This is the bar size in millimetres. If there is only one figure this has to be in the right hand
column (Column 3). Sizes of bars that can be processed by the computer program are as
follows: 10mm diameter to 36mm diameter, 6.3mm and 8mm hard drawn wire and bars 20mm,
25mm and 28mm square. Wire 6.3mm diameter should be entered on the input data sheet as
6mm.

Columns 4-5, Bar Shape

This is the letter representing a bar shape as shown on TMR Standard Drawing 1043. If there is
only one letter this has to be in the left hand column (Column 4). Bars with shape letters
different from TMR Standard Drawing 1043 will be assumed to be non-standard.

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Columns 6-9, Bar Sequence Number

Except with variable bars this is of no interest to the computer and is merely reproduced in the
output.

Column 10, Steel Grade and Type

This is the grade and type of steel used in the bar. If this column is left blank, steel grade and
type will be assumed to be D500N. Other grades and types of reinforcing steel are:-
 R - Grade R250N (round bars)
 N or blank - Grade D500N (deformed bars) 4
 W - Plain hard drawn wire
 Q - Square bars

Columns 11-28, Location of Bar

A description of the location of the bar is written here. The location is reproduced in the output
and may be continued onto the next line by control letter ‘C’.
Note:- Bar details shall be entered in Columns 29-80 in free format, that is, each data entry
separated by a space. Refer Appendix C - Example of Steel Schedule Input.

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.

Columns 70-71 Laps

These contain the number of laps for a length of bar that exceeds the maximum allowable length
of 12m. 12m is the maximum allowed for ease of transport.
Use Column 71 for 1-9 laps, Columns 70 and 71 for 10+ laps.

Column 72
Lap type as follows:-
 S denotes straight lap
 H denotes hooked lap

Columns 73-76
Length of lap(s).

Columns 77-80, Number Required

This is the number of bars required and is written as far to the right as possible.

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4.10 Pin Diameters

Pin diameters must be given for all bars where “P” is indicated on TMR Standard Drawing
1043. Refer to TMR Standard Drawing 1044 for details of minimum bends. Minimum pin
diameter for galvanised bars is to be 5 x diameter for bars bent prior to galvanising and 8 x
diameter for bars bent after galvanising.

4.11 Variable Bars

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 4
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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.

VE bar with dimensions on square section parallel to x and y.

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

Line 2 Column 1 [blank]

Columns 2, 3 Bar diameter
Columns 4, 5 Shape
Columns 6-9 Bar number of 1st bar in set
Column 10 Grade
Columns 11-28 Location
Column 29 a b c e f pin dia No Leaving out values for letters
that are not required.
Line 3 Column 1 [blank]
Columns 2, 3 Bar diameter
Columns 4, 5 Shape
Columns 6-9 Bar number of last bar in set
Column 10 Grade
Columns 11-28 VARIABLE ABE Indicates that dimensions A, B
and E vary with the skew, C
and F are constant.
Columns 29-80 Ø 1 Ø The skew angle in degrees of
first and last bar in set.

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

4.12 Non-standard Bars

Bars with shapes that differ from those shown on TMR Standard Drawing 1043 are non-
standard bars. These bars are to be given a shape letter or pair of letters different to those shown
on TMR Standard Drawing 1043 and will be detailed as shown in ‘Z’ on Appendix A - Example
of Input Data - Sheet 1 and the example in Appendix B - Example of Steel Schedule Appendix.
The Appendix for non-standard bars shall be placed at the end of the reinforcing steel schedule.
The cutting length for these bars is calculated manually and must be entered in Column L of the
input data sheets. The computer transfers this to the appropriate column for output and adds the
relevant quantity to the steel summary.
The other dimensions of the bar should be written in the columns corresponding to the lettered
dimensions shown on the drawing of the non-standard bar. These dimensions together with the
length of bar in Column L will be reproduced in the output.
The number of bars required should be entered in the columns 77 to 80 of the data sheet.

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4.13 Reinforcing Mesh

Details should be entered in the steel schedule by use of control M.
Input information format is as follows:-
 M in Column 1
 Fabric Type/Size in Columns 2-6
 Description/location in Columns 11-28

4  Length of sheet in the A Columns 29-34

 Width of sheet in the B Columns 35-40
 Number of sheets required in Columns 77-80
If the mesh is not a full standard sheet (6m x 2.4m) it may be necessary to add a diagram to the
output sheet to define the orientation of the different wire sizes and cutting details. The steel
program processes all types of mesh as listed below:-
RL1218 RL1018 RL818
SL102 SL92 SL82
SL81 SL72 SL62
L12TM L11TM L8TM
The following input data example shows full sheets of SL81 mesh and four half sheets of
RL1218 mesh:-
MSL81 MESH 6000 2400 2
MRL1218 MESH 3000 2400 4

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4.14 Tolerances for Scheduling Reinforcement

The correct application of tolerances will assist in avoiding the problem of reinforcement being
theoretically correct, but incorrect in practice due to construction tolerances. Cover to
reinforcement is liable to variation on account of the cumulative effect of small errors in the
dimensions of formwork and the cutting, bending, and fixing of the reinforcement
(constructions tolerances).
Except where they are used as fitment bars, the following tolerances shall be added to the
overall length of straight A shaped bars:-
 25mm for bar lengths up to 600mm
4
 40mm for bar lengths over 600mm
Tolerance shall not be applied to fitment bars because adequate construction tolerances are
allowed for in the following TMR Standard Specifications:-

PSC Deck Units and Girders

 Formwork for girders and deck units shall in accordance with MRTS73 Manufacture of
Prestressed Concrete Members and Stressing Units, 7.3.5 Out of Square
 Cover to reinforcement shall be in accordance with MRTS73 Manufacture of Prestressed
Concrete Members and Stressing Units, 7.3.3 Location of Tendons and Reinforcing Steel
 Reinforcement is bent in accordance with the tolerances shown in MRTS71 Reinforcing
Steel, 7 Cutting and Bending

Cast Insitu Concrete

 Concrete cross sectional dimensions and cover to reinforcement shall be in accordance with
MRTS70 Concrete, Table 22.2 - Dimensional Tolerance
 Reinforcement is bent in accordance with the tolerances shown in MRTS71 Reinforcing
Steel, 7 Cutting and Bending

50mm of tolerance shall be added to the lap of cranked bars. Refer Figure 4.14-1 Cranked Bars.

Figure 4.14-1 Cranked Bars

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4.15 Printing Steel Schedule Output

The steel schedule program is written to print output to Hewlett Packard printers. In the menu
hit the 'PRINT OUTPUT' button after hitting the 'RUN STEEL' button.

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.

4.16 Further Assistance with the Steel Schedule Program

For further assistance with the steel scheduling program, contact Sean Flanagan (TMR Bridge
and Marine Engineering Section) on 07 3066 6377 or [email protected]

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4.17 Mass of Reinforcement

The steel scheduling program uses the following details to calculate the mass of reinforcement:-

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

Round Bar Reinforcement

 6mm diameter bar - 0.222 kg/m
 10mm diameter bar - 0.617 kg/m
 12mm diameter bar - 0.888 kg/m
 16mm diameter bar - 1.578 kg/m
 20mm diameter bar - 2.466 kg/m
 24mm diameter bar - 3.551 kg/m
 28mm diameter bar - 4.834 kg/m
 32mm diameter bar - 6.313 kg/m
 36mm diameter bar - 7.990 kg/m
 40mm diameter bar - 9.864 kg/m

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Rectangular Mesh (6m x 2.4m sheet)

 RL718 - 67 kg/sheet
 RL818 - 79 kg/sheet
 RL918 - 93 kg/sheet
 RL1018 - 109 kg/sheet
 RL1118 - 1300 kg/sheet

4  RL1218 - 157 kg/sheet

Square Mesh (6m x 2.4m sheet)

 SL52 - 20 kg/sheet
 SL62 - 33 kg/sheet
 SL72 - 41 kg/sheet
 SL82 - 52 kg/sheet
 SL92 - 66 kg/sheet
 SL102 - 80 kg/sheet
 SL81 - 105 kg/sheet

Trench Mesh (6m long)

 L8TM200 (200mm wide strip) - 7 kg/sheet
 L8TM300 (300mm wide strip) - 9.1 kg/sheet
 L8TM400 (400mm wide strip) - 11.2 kg/sheet
 L11TM200 (200mm wide strip) - 13.5 kg/sheet
 L11TM300 (300mm wide strip) -17.8 kg/sheet
 L11TM400 (400mm wide strip) - 22 kg/sheet
 L12TM200 (200mm wide strip) - 16.8 kg/sheet
 L12TM300 (300mm wide strip) - 22.1 kg/sheet
 L12TM400 (400mm wide strip) - 27.3 kg/sheet

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 4
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Appendix A - Example of Input Data

Appendix A - Example of Input Data - Sheet 1

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Appendix A - Example of Input Data - Sheet 2

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Appendix A - Example of Input Data - Sheet 3

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Appendix A - Example of Input Data - Sheet 4

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Appendix B - Example of Steel Schedule Appendix

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Appendix C - Example of Steel Schedule Input

GILBERT RIVER BRIDGE PRECAST HEADSTOCKS JOB NUMBER

MT ISA CITY BARKLY HIGHWAY (CAMOOWEAL-BORDER) 13/212/16
SM1600 LOADING
H ABUTMENT HEADSTOCK (DRG NO 376311)
C NUMBER OF BARS SHOWN IS FOR ONE HEADSTOCK ONLY
C ABUTMENT HEADSTOCK NO OFF = 2
S
16S 1 HEADSTOCK 570 880 64 60
16XE 2 HEADSTOCK 880 880 140 800 64 4350 15
32E 3 HEADSTOCK 9280 700 700 160 8

4 P
F
ABUTMENT HEADSTOCK SUB-TOTAL

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Appendix D - Example of Steel Schedule Output

Appendix D - Example of Steel Schedule Output - Sheet 1

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Appendix D – Example of Steel Schedule Output - Sheet 2

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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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
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

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 5
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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

Chapter 5 Amendments – December 2012

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
(Structural
Drafting)
2011
5
2 - Document name change. Manager Nov
(Structural 2011
- Additional/amended drainage, concrete and Drafting)
reinforcement notes.

5.6 Minimum DWS thickness for superelevated

deck unit bridges increased to 80mm
(including 10mm bituminous waterproof
membrane).

5.16 Bridge traffic rail changed to bridge traffic

barrier.

3 - Welding notes in the whole chapter amended: Team Dec

Removal of stick electrode types and change Leader 2012
of Aust Std for welding consumables and (Structural
adding /NZS to Stainless Steel welding. Drafting)

5.5 Sample Notes: Concrete wording amended in

paragraph 4 and Figure 5.5-1 Example
Construction Procedure Notes changed.

5.7 Steelwork note amended.

5.8 Concrete and Steelwork note amended.

5.9 Steelwork note amended.

5.11 Deformed wire Grade D500L deleted

Strand size and force changed.

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Issue/ Reference Description of Revision Authorised Date

Rev Section by
No.
5.14 Reinforcing Steel: Stainless steel Team Dec
reinforcement notes amended. Leader 2012
Unbrako screws notes amended (Structural
Drafting)
5.16 Delineation note added

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
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Chapter 5

Notes
5.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.

5.2 Figures and Examples shown in this Volume

5
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.

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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
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Accepted abbreviations, refer Chapter 2 - Standard of Presentation, 2.16 Abbreviations, can be

used however other abbreviations should only be used if necessary, for example due to limited
space on the drawing.
Trade names may be stated on the drawing, for example “Swiftlift Anchor Type 10t x 340”.
However, or approved equivalent shall be appended to the proprietary product, for example
“Swiftlift Anchor Type 10t x 340” or approved equivalent. Alternatively the note TRADE
NAMES have been used for a particular product requirement but equivalent products may be
submitted for approval, may be added to the notes for the General Arrangement drawing and on
each drawing that proprietary products appear on.

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:-

For headstock reinforcement refer Drg No 123456

Or use capital letters for greater visibility, for example:-

FASTENER TYPE 1 ONLY TO BE GALVANISED

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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5.4 Notes for Bridge Elements

The notes shall be placed under the heading NOTES at the bottom right-hand corner of the
drawing.
The notes are grouped in categories that may include, but are not limited to:-
• General notes such as lifting of precast components and foundation reports
• Concrete

5
• 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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
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5.5 Sample Notes

Typical notes for drawing elements are shown on the following pages as a guide. Only the notes
relevant to the specific project should be used.
Add only the project specific information from the square brackets within the sample notes
Information shown in bold italic text in brackets at the end of each sample note is not to be
shown and is provided as an example of where these notes should be used.
In general the grade of steel, finish of stainless steel and so on, should be called up on the

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.

Figure 5.5-1 Example Construction Procedure Notes

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5.6 General Arrangement Notes

1 TRADE NAMES have been used for a particular product requirement but equivalent
products may be submitted for approval. (This note may be used instead of labelling
each product with “or approved equivalent”)
2 THE BRIDGE FOUNDATION INVESTIGATION REPORT [number] [date] is
included in the scheme documents. Tenderers are able to view the core samples, if
available, by arrangement with the Regional Director.
3 PROJECT SURVEYORS may obtain an electronic project model (EPM), which sets
out the substructure and superstructure of the bridge in real world coordinates, by
arrangement with the Regional Director.
5
4 NO FILLING to be placed above the soffit of the abutment headstocks until at least 2
days after erection of the end spans and grouting of the [dowel bar/holding down bolt
holes]. (PSC deck units)
NO FILLING to be placed above the soffit of the abutment headstocks until at least 7
days after erection of the end spans and casting of the deck. (RC deck bridges)
5 HEIGHTS are calculated allowing for DWS and bituminous waterproof membrane at
abutments and piers to be [ ] thick at the centreline and [ ] thick at the kerbs. When
laying the DWS, allowance shall be made for the upward deflection of the deck units so
that the finished surface is true to grade. The thickness of DWS and bituminous
waterproof membrane at any point shall not be less than 55 (45 minimum DWS and 10
bituminous waterproof membrane). (PSC deck units – crossfall. For DWS tonnage
calculation purposes the surfacing layer is 45 thick)
HEIGHTS are calculated allowing for DWS and bituminous waterproof membrane at
abutments and piers to be [ ] thick from kerb to kerb. When laying the DWS, allowance
shall be made for the upward deflection of the deck units so that the finished surface is
true to grade. The thickness of DWS and bituminous waterproof membrane at any point
shall not be less than 80 (70 minimum DWS and 10 bituminous waterproof membrane).
(PSC deck units – superelevation. For DWS tonnage calculation purposes the
surfacing layer is 45 thick)
HEIGHTS are calculated allowing for DWS and bituminous waterproof membrane at
abutments and piers to be 60 thick from kerb to kerb. The thickness of DWS and
bituminous waterproof membrane at any point shall not be less than 60 (50 minimum
DWS and 10 bituminous waterproof membrane). (RC deck bridges. For DWS tonnage
calculation purposes the surfacing layer is 50 thick)

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
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5.7 Abutments and Pier Notes

1 TRADE NAMES have been used for a particular product requirement but equivalent
products may be submitted for approval. (This note may be used instead of labelling
each product with “or approved equivalent”)
2 CONCRETE to be in accordance with MRTS70 Concrete.
Concrete to be S40/20, except as follows:
Bearing pedestals S40/10
Mass concrete N20/20
Blinding concrete N20/20.
Exposure classification B2. (Concrete Class, strength grade, and exposure
5
classification may differ in accordance with AS 5100.5 Concrete)
All exposed edges to have 19 x 19 chamfers unless shown otherwise.
3 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.
Minimum cover to reinforcing steel to be 55 unless shown otherwise.
Spacing of ligatures in headstock may be altered slightly, if necessary, to clear
formed holes.
Reinforcement to be hot dip galvanised to AS/NZS 4680 where shown. (Where
reinforcement is to be galvanised, for example bond bars into relieving slabs)
4 TOP 50 OF PSC PILES to be well scabbled prior to casting into [headstock/pile cap].
(This note may be shown on a detailed view on the abutment and pier drawings)
5 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
Steel liners to be Grade 250 (minimum) to AS/NZS 3678. (Cast-in-place piles)
Steel piles to be Grade 300 (minimum) to AS/NZS 3679.1. (Driven steel piles)
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.
6 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.
Field joint welds shall be full penetration butt welds. (Cast-in-place piles)

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
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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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.8 PSC Deck Unit Notes

1 PSC DECK UNITS to be manufactured to MRTS73 Manufacture of Prestressed
Concrete Members and Stressing Units.
2 CONCRETE to be in accordance with MRTS70 Concrete.
Concrete to be S50/20.
Strength at transfer to be 40MPa minimum.
Exposure classification B2. (Concrete Class, strength grade, and exposure
classification may differ in accordance with AS 5100.5 Concrete)
Concrete shall be cast in rigid forms and subjected to intense vibration utilising external
vibrators.
5
All chamfers where shown to be 25 x 25 maximum unless shown otherwise.
Top surface of all units to be treated as a construction joint unless shown otherwise.
(Reinforced concrete deck bridges only)
When casting units the manufacturer shall make allowance for axial shortening
(equal amounts each end).
3 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.
Deformed bars Grade D500N.
Round bars Grade R250N.
Minimum cover to reinforcing steel and strands to be 35 unless shown otherwise.
All carbon reinforcing steel to be Australian Certification Authority for Reinforcing
Steel (ACRS) certified.
4 STRANDS to MRTS73 Manufacture of Prestressed Concrete Members and Stressing
Units and to AS/NZS 4672.1-7 wire ordinary-12.7-1870-Relax 2 and testing
requirements to AS/NZS 4672.2. Pretensioning force at stressing = 147kN per strand.
(12.7mm strands)
STRANDS to MRTS73 Manufacture of Prestressed Concrete Members and Stressing
Units and to AS/NZS 4672.1-7 wire ordinary-15.2-1750-Relax 2 and testing
requirements to AS/NZS 4672.2. Pretensioning force at stressing = 187.5kN per strand.
(15.2mm strands)
Ends of strands to be coated with three coats minimum of surface tolerant epoxy after
grinding flush with ends of units. Each coat to be a minimum of 0.3mm dry thickness.
5 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
Steel plate to AS/NZS 3678.
Bolts Class 4.6 to AS 1111.1.
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.
Stainless steel plate to ASTM A240. (Cast in sockets for expansion joints)
Stainless steel round bar to ASTM A276. (Cast in sockets for expansion joints)

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

6 TRANSVERSE STRESSING BARS to MRTS73 Manufacture of Prestressed Concrete

Members and Stressing Units and to AS/NZS 4672.1-bar-29-1030-P (with 300mm
minimum coarse tread at each end) and test requirements to AS/NZS 4672.2.
Transverse stressing force at lock off shall be 500kN.
Coupler bars to AS/NZS 4672.1-bar-45-1030-T and testing requirements to AS/NZS
4672.2. (Bridge widenings and stage construction)
7 TACK WELDING for location purposes to AS/NZS 1554.3 Clauses 3.3.1 and 3.3.2.

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.9 PSC Girder Notes

1 PSC GIRDERS to be manufactured to MRTS73 Manufacture of Prestressed Concrete
Members and Stressing Units.
2 CONCRETE to be in accordance with MRTS70 Concrete.
Concrete to be S50/20.
Strength at transfer to be 40MPa minimum.
Exposure classification B2. (Concrete Class, strength grade, and exposure
classification may differ in accordance with AS 5100.5 Concrete)
Concrete shall be cast in rigid forms and subjected to intense vibration utilising external
vibrators.
5
Top surface of all girders to be treated as a construction joint unless shown otherwise.
When casting girders the manufacturer shall make allowance for axial shortening
(equal amounts each end).
3 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.
Deformed bars Grade D500N.
Round bars Grade R250N.
Minimum cover to reinforcing steel and strands to be 35 unless shown otherwise.
All carbon reinforcing steel to be Australian Certification Authority for Reinforcing
Steel (ACRS) certified.
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)
4 STRANDS to MRTS73 Manufacture of Prestressed Concrete Members and Stressing
Units and to AS/NZS 4672.1-7 wire ordinary-12.7-1870-Relax 2 and testing
requirements to AS/NZS 4672.2.
STRANDS to MRTS73 Manufacture of Prestressed Concrete Members and Stressing
Units and to AS/NZS 4672.1-7 wire ordinary-15.2-1750-Relax 2 and testing
requirements to AS/NZS 4672.2.
Pretensioning force at stressing = [ ]kN per strand. (Straight Strands)
= [ ]kN per strand. (Deflected Strands)
Ends of strands to be coated with three coats minimum of surface tolerant epoxy after
grinding flush with ends of units. Each coat to be a minimum of 0.3mm dry thickness.
5 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
Steel plate to AS/NZS 3678.
All 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.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
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6 WELDING symbols conform 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.
Reinforcing Steel
(For reinforcing steel that shows welded laps - enter this group of notes)
Welding of bar splices to AS/NZS 1554.3.

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.10 Steel Girder Notes

1 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
UB GIRDERS to be Grade 300 to AS/NZS 3679.1.
Steel plate to AS/NZS 3678.
Shear studs to AS/NZS 1554.2.
All steel work to be hot dip galvanised to AS/NZS 4680. Prior to galvanising all weld
splatter and welding slag is to be removed.
Members to be branded with suitable type number after fabrication. (If required)
2 WELDING symbols conform to AS 1101.3.
Structural Steel
5
Stud welding to AS/NZS 1554.2. All other 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.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.11 PSC Pile Notes

1 PILES to be manufactured to MRTS73 Manufacture of Prestressed Concrete Members
and Stressing Units.
2 FOR LIFTING DETAILS OF PILES refer MRTS65 Precast Prestressed Concrete Piles.
3 CONCRETE to be in accordance with MRTS70 Concrete.
Concrete to be S50/20.
Strength at transfer to be 35MPa minimum.

5 Exposure classification B2. (Concrete Class, strength grade, and exposure

classification may differ in accordance with AS 5100.5 Concrete)
Concrete shall be cast in rigid forms and subjected to intense vibration.
4 REINFORCING STEEL to be in accordance with AS/NZS 4671 and MRTS71
Reinforcing Steel.
Deformed bars Grade D500N.
Round bars Grade R250N.
All carbon reinforcing steel to be Australian Certification Authority for Reinforcing
Steel (ACRS) certified.
Minimum cover to main spiral steel to be 50 unless shown otherwise.
5 STRANDS to MRTS73 Manufacture of Prestressed Concrete Members and Stressing
Units and AS/NZS 4672.1-7 wire ordinary-15.2-1750-Relax 2 and testing requirements
to AS/NZS 4672.2. Pretensioning force at stressing = 187.5kN per strand.
6 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
Bolts Class 4.6 to AS 1111.1.
7 GREY IRON CASTING Grade H-187 to AS 1830.
8 WELDING symbols to AS 1101.3.
Welding of bar splices and 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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.12 Deck Notes

1 CONSTRUCTION of the reinforced concrete deck shall be to MRTS77 Bridge Deck.
2 TRADE NAMES have been used for a particular product requirement but equivalent
products may be submitted for approval. (This note may be used instead of labelling
each product with “or approved equivalent”).
3 CONCRETE to be in accordance with MRTS70 Concrete.
Concrete to be S40/20.
Exposure classification B2. (Concrete Class, strength grade, and exposure
classification may differ in accordance with AS 5100.5 Concrete)
All exposed edges to have 19 x 19 chamfers unless shown otherwise.
5
4 FORMWORK for the deck shall be supported by the [PSC girders/ PSC deck units/steel
girders]. On no account is the formwork to be tommed from the ground.
5 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.
Minimum cover to reinforcing steel to be 40 to underside of deck and 55 elsewhere
unless shown otherwise.
Spacing of reinforcement in kerbs may be altered slightly, if necessary, to clear [bridge
traffic barrier post anchorages, junction boxes and scupper recesses].
Reinforcement to be hot dip galvanised to AS/NZS 4680 where shown. (Where
reinforcement is to be galvanised)
6 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
Steel plate to AS/NZS 3678.
Stainless steel sheet and plate to ASTM A240.
Stainless steel flat bar and round bar to ASTM A276.
[Bolts and set screw] Class 4.6 to AS 1111.1, nuts Class 5 to AS 1112.1, washers for
Class 4.6 bolts to AS 1237.
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.
7 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.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.13 Cast Insitu Kerb Notes

1 TRADE NAMES have been used for a particular product requirement but equivalent
products may be submitted for approval. (This note may be used instead of labelling
each product with “or approved equivalent”)
2 CONCRETE to be in accordance with MRTS70 Concrete.
Concrete to be S40/20.
Exposure classification B2. (Concrete Class, strength grade, and exposure
classification may differ in accordance with AS 5100.5 Concrete)

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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.14 Miscellaneous Details Notes

1 TRADE NAMES have been used for a particular product requirement but equivalent
products may be submitted for approval. (This note may be used instead of labelling
each product with “or approved equivalent”).
2 REINFORCING STEEL to be read in conjunction with Standard Drawings 1043 and
1044.
Stainless steel reinforcing to be in accordance with BS 6744 and MRTS71A Stainless
Steel Reinforcing.

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.15 Relieving Slab Notes

1 RELIEVING SLABS are to be constructed on blinding concrete.
2 CROSSFALL OR SUPERELEVATION of the slab is to be the same as that of the
adjacent bridge. The slab is to finish flush with the top of the bridge deck and the deck
wearing surface is to be carried through from the bridge over the slab. Change of
crossfall, if any, to that of the adjacent pavement should be made clear of the slab over a
distance of 15 metres.
3 CONCRETE to be in accordance with MRTS70 Concrete.
Concrete to be S40/20, except as follows:
Blinding concrete N20/20.
5
Exposure classification B2. (Concrete Class, strength grade, and exposure
classification may differ in accordance with AS 5100.5 Concrete)
Construction joints are not necessary, but may be used to permit traffic flow during
construction. Continuity of reinforcement across the joint is essential.
4 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.
Minimum cover to reinforcing steel to be 55 unless shown otherwise
Reinforcement to be hot dip galvanised to AS/NZS 4680 where shown. (Where
reinforcement is to be galvanised)
5 STEELWORK to be fabricated MRTS78 Fabrication of Structural Steelwork. (Stage
construction)
Dowel bars Grade D500N to AS/NZS 4671, hot dip galvanised to AS/NZS 4680. (Stage
construction)
6 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 IMMEDIATELY PRIOR TO PLACING STAGE 2 CONCRETE, adjoining concrete is
to be well scabbled and cleaned with water blasting to remove all dust and loose
particles before new work is placed. (Stage construction)

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.16 Bridge Traffic Barrier Notes - Steel

1 DELINEATION on the bridge traffic barrier system shall be installed in the location
and to the spacing shown on the drawing. Delineators shall be consistent with the
requirements specified in MRTS14 Road Furniture.
2 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
RHS and SHS to be Grade C450L0 to AS/NZS 1163.
CHS to be Grade C250L0 to AS/NZS 1163. (Bicycle safety rail)
All hollow section material manufactured to AS/NZS 1163 will require abrasive

5 blasting to develop a surface profile of 50μm prior to hot dip galvanizing.

All plate material manufactured to AS/NZS 1594 will require abrasive blasting to
develop a surface profile of 50μm prior to hot dip galvanizing.
Steel plate to AS/NZS 3678.
Flat bar to be Grade 300 to AS/NZS 3679.1.
Bolts Class 8.8, nuts Class 8 and washers for Class 8.8 bolts to AS/NZS 1252, thin nuts
Class 5 to AS 1112.4.
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.
Members to be branded with suitable type number after fabrication.
3 WELDING symbols conform to AS 1101.3.
All welding to AS/NZS 1554.1.
All welds, except location tack welds, to be SP category.
Welding consumables for CHS, RHS and SHS to be controlled hydrogen type: W503.
Welding consumables for all other structural steel shall be controlled hydrogen type:
W50X unless shown otherwise.
Welding consumables to AS/NZS 2717.1 or AS/NZS ISO 17632.

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.17 Balustrade Notes - Steel

4 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
RHS and SHS to be Grade C350L0 to AS/NZS 1163.
CHS to be Grade C250L0 to AS/NZS 1163. (Bicycle safety rail)
All hollow section material manufactured to AS/NZS 1163 will require abrasive
blasting to develop a surface profile of 50μm prior to hot dip galvanizing.
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 and thin nuts Class 5 to AS
1112.4, washers for Class 4.6 bolts to AS 1237.1.
All bolts and nuts to be hot dip galvanised to AS 1214. All other steelwork to be
5
hot dip galvanised to AS/NZS 4680 unless shown otherwise. Prior to galvanising
all weld splatter and welding slag is to be removed.
Members to be branded with suitable type number after fabrication.
5 WELDING symbols conform to AS 1101.3.
All welding to AS/NZS 1554.1.
All welds, except location tack welds, to be SP category.
Welding consumables for CHS, RHS and SHS to be controlled hydrogen type: W503.
Welding consumables for all other structural steel shall be controlled hydrogen type:
W50X unless shown otherwise.
Welding consumables to AS/NZS 2717.1 or AS/NZS ISO 17632.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 5
Drafting and Design Presentation Standards Manual Notes

5.18 Drainage System Notes

1 TRADE NAMES have been used for a particular product requirement but equivalent
products may be submitted for approval. (This note may be used instead of labelling
each product with “or approved equivalent”)
2 STEELWORK to be fabricated to MRTS78 Fabrication of Structural Steelwork.
RHS and SHS to be Grade C450L0 to AS/NZS 1163.
CHS to be grade C250L0 to AS/NZS 1163.
All hollow section material manufactured to AS/NZS 1163 will require abrasive

5 blasting to develop a surface profile of 50μm prior to hot dip galvanizing.

All plate material manufactured to AS/NZS 1594 will require abrasive blasting to
develop a surface profile of 50μm prior to hot dip galvanizing.
Steel plate to AS/NZS 3678.
Flat bar to be Grade 300 to AS/NZS 3679.1.
Coach screws Class 4.6 to AS 1393, bolts Class 4.6 to AS 1111.1, nuts Class 5 to AS
1112.1 and thin nuts Class 5 to AS 1112.4, washers for Class 4.6 bolts to AS 1237.1.
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.
Members to be branded with suitable type number after fabrication.
The steel drain pipe shall be fabricated in accordance with the requirements and tests of
API 5L Grade B.
The joint fittings and shoulders shall be fabricated in accordance with the requirements
and tests of ASTM A-234 Grade WPB.
Steelwork shall be joined using ‘Tubemakers Victaulic’ shouldered coupling system or
approved equivalent.
3 WELDING symbols conform to AS 1101.3.
All welding to AS/NZS 1554.1.
All welds, except location tack welds, to be SP category.
Welding consumables for CHS, RHS and SHS to be controlled hydrogen type: W503.
Welding consumables for all other structural steel shall be controlled hydrogen type:
W50X unless shown otherwise.
Welding consumables to AS/NZS 2717.1 or AS/NZS ISO 17632.
4 All field cutting, drilling and welding to be cleaned and painted with two coats of
organic zinc-rich primer applied by brush.

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Drafting and Design Presentation Standards Manual Welding

Chapter 6
Welding

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Drafting and Design Presentation Standards Manual Welding

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

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 6
Drafting and Design Presentation Standards Manual Welding

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

6.7 Welding Symbols 4

6.8 Presentation Details 4
6.9 References 9

List of Tables and Figures

Table 6.5-1 Welded Lap Lengths - One Side of Bar Welded 2
Table 6.5-2 Welded Lap Lengths - Both Sides of Bar Welded 2
Figure 6.5-3 Welded Splice 2
Figure 6.7-1 Standard Location of Elements of a Welding Symbol 4
Figure 6.8-1 Basic Elements of a Weld Symbol 5
Figure 6.8-2 Determining Size of a Fillet Weld 5
Figure 6.8-3 Weld on Arrow Side of Joint 6
Figure 6.8-4 Weld on Both Sides of Joint 6
Figure 6.8-5 Intermittent or Stitch Welds 7
Figure 6.8-6 Butt Weld 7
Figure 6.8-7 Bridge Traffic Barrier Post to Base Plate 8
Figure 6.8-8 Combination Butt and Fillet Welds 8
Figure 6.8-9 Bridge Traffic Barrier Post to Anchor Plate 9

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Drafting and Design Presentation Standards Manual Welding

Chapter 6 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
(Structural
Drafting)
2011
6
2 - Document name change. Manager Nov
(Structural 2011
6.8 Weld preparation details amended in Figures Drafting)
6.8-7 and 6.8-8.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Drafting and Design Presentation Standards Manual Welding

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Drafting and Design Presentation Standards Manual Welding

Chapter 6
Welding
6.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.

6.2 Figures and Examples shown in this Volume 6

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.

6.3 Notes Format

For general welding notes refer Chapter 5 - Notes. Show only the welding notes applicable to
the details on the drawing.

6.4 Welding of Stainless Steel

Welds shall be Category 2B in accordance with AS/NZS 1554.6 - Structural Steel Welding
Part 6: Welding Stainless Steels for Structural Purposes.

6.5 Welding Splice of Reinforcing Bar

Design Details
The welded splice for a reinforcing bar shall be a flare-v-butt weld in accordance
with AS 1554.3 - Structural Steel Welding.
The diameter of the smallest bar is the controlling factor for the size of the weld.
The minimum throat thickness (D) shall not be less than 0.25 x smallest bar diameter.
The minimum width of the weld (W) shall not be less than 0.45 x smallest bar diameter.
Welds are not permitted on a bent portion of a bar. Welds shall be kept clear of any bent portion
of a bar by a minimum distance of twice the diameter of the bar being bent.

Weld Tables for Welded Splice

The following tables show welding requirements for nominated bar diameters. Refer Table
6.5-1 Welded Lap Lengths - One Side of Bar Welded, Table 6.5-2 Welded Lap Lengths - Both
Sides of Bar Welded, and Figure 6.5-3 Welded Splice. The preferred splice is a weld on both
sides of the bar.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Structures Drafting Manual Welding

Table 6.5-1 Welded Lap Lengths - One Side of Bar Welded

Bar S D W Welding Consumable Weld Length (mm)
Diameter (mm) (mm) (mm) (SP Category Weld)
R10 5 3 6 100
N12 6 3 6 110
N16 8 4 7 150
N20 10 5 9 E4916, E4918 or W50X 180
N24 12 6 11 to AS/NZS 4855 220
6 N28
N32
14
16
7
8
13
15
260
290
N36 18 9 16 330

Table 6.5-2 Welded Lap Lengths - Both Sides of Bar Welded

Bar S D W Welding Consumable Weld Length (mm)
Diameter (mm) (mm) (mm) (SP Category Weld)
R10 5 3 6 50
N12 6 3 6 60
N16 8 4 7 80
N20 10 5 9 E4916, E4918 or W50X 100
N24 12 6 11 to AS/NZS 4855 120
N28 14 7 13 140
N32 16 8 15 160
N36 18 9 16 180

Figure 6.5-3 Welded Splice

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Drafting and Design Presentation Standards Manual Welding

The following conditions apply:

 All welds to be SP category (note to be shown on drawings)
 Weld width "W" not shown on drawing
 4mm minimum throat thickness
 Minimum weld length on both sides of the bar shall be in accordance
with AS 1554.3 - Structural Steel Welding Part 3: Welding of Reinforcing Steel, Table 3.2

6.6 Direct Butt Splice & Anchorage Splice Welds for

Reinforcing Bar 6
The preferred welding consumables for direct butt splice welds and anchorage splice welds for
reinforcing bar are shown below:-

Weld Type Detail Consumable

Direct Butt E5518, W55X

Splice or W62X to
AS/NZS 4855

Anchorage E5518, W55X

Splice or W62X to
AS/NZS 4855

The following conditions apply:-

 All welds to be SP category (note to be shown on drawings)
 The Design Engineer shall nominate all the weld sizes, but the minimum throat thickness
for anchorage splice welds shall be 4mm

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Structures Drafting Manual Welding

6.7 Welding Symbols

Welding symbols on drawings are to conform to AS 1101.3 - Graphical Symbols for General
Engineering Part 3: Welding and Non-destructive Examination.
The standard location of elements of a welding symbol is shown in Figure 6.7-1 Standard
Location of Elements of a Welding Symbol.

Figure 6.7-1 Standard Location of Elements of a Welding Symbol

6.8 Presentation Details

The following is a basic cross section of commonly detailed welding symbols that may be
encountered on drawings.
Examples have been provided on the following pages that cover most fillet weld and butt weld
joints.

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Drafting and Design Presentation Standards Manual Welding

Figure 6.8-1 Basic Elements of a Weld Symbol

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.

Figure 6.8-2 Determining Size of a Fillet Weld

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Structures Drafting Manual Welding

The following sketch shows a 6mm fillet weld is needed

on the side of the joint that the arrow is pointing.

6
Figure 6.8-3 Weld on Arrow Side of Joint

The following sketch shows a 6mm fillet

weld is needed on both sides of the joint.

Figure 6.8-4 Weld on Both Sides of Joint

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Drafting and Design Presentation Standards Manual Welding

Figure 6.8-5 Intermittent or Stitch Welds

This symbol indicates that the two

RHS components are to be joined by
a full penetration vee butt weld all
around the joint.

 indicates full penetration

indicates vee butt weld

 indicates all round the joint

Figure 6.8-6 Butt Weld

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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Structures Drafting Manual Welding

Figure 6.8-7 Bridge Traffic Barrier Post to Base Plate

Figure 6.8-8 Combination Butt and Fillet Welds

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 6
Drafting and Design Presentation Standards Manual Welding

Figure 6.8-9 Bridge Traffic Barrier Post to Anchor Plate

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
Drafting and Design Presentation Standards Manual Deck Wearing Surface

Chapter 7
Deck Wearing Surface

November 2011
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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
Drafting and Design Presentation Standards Manual Deck Wearing Surface

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

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 7
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

List of Tables and Figures

Figure 7.4-1 Decks with Crossfall (Crowned) 3
Figure 7.4-2 Decks with Constant Crossfall/Superelevation 4
Figure 7.4-3 Deck Wearing Surface Profiles (Crown) 5
Figure 7.4-4 Offset Allowance 6
Table 7.4-5 Fall Values (in mm’s) with 3% Superelevation 7
Table 7.4-6 Fall Values (in mm’s) with 6% Superelevation 8
Figure 7.4-7 Alignment of Units 8
Figure 7.6-1 Examples of DWS on Footways/Bikeways 9
Figure 7.7-1 Corrector Course and Surfacing Layer 10
Figure 7.7-2 Mass of DWS for Deck Units 11

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
Drafting and Design Presentation Standards Manual Deck Wearing Surface

Chapter 7 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
(Structural
Drafting)
2011 7
2 - Document name change. Manager Nov
(Structural 2011
7.4 Minimum DWS thickness for superelevated Drafting)
deck unit bridges increased to 80mm
(including 10mm bituminous waterproof
membrane).

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Drafting and Design Presentation Standards Manual Deck Wearing Surface

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
Drafting and Design Presentation Standards Manual Deck Wearing Surface

Chapter 7
Deck Wearing Surface
7.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.

7.2 Figures and Examples shown in this Volume 7

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.

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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
Drafting and Design Presentation Standards Manual Deck Wearing Surface

To prevent aquaplaning, the minimum crossfall or superelevation of the running surface is

2.5%. Historically only 1.5% was required. While the mass of DWS has now increased
significantly, creating a larger dead load, the deck units are able to accept this increased load
and the larger crossfall or superelevation enhances the drainage aspects of the structure. For
further information refer Chapter 10 - Bridge Geometry, 10.8 Vertical Alignment - Transverse
Alignment.
Dense graded asphalt DG10 is the preferred road corrector course layer. The corrector coarse
sits above a 10mm nominal thick layer of bituminous waterproof membrane.

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
Drafting and Design Presentation Standards Manual Deck Wearing Surface

7.4 Thickness of DWS on PSC Deck Units

Deck wearing surface profiles generally fall into two categories, decks with crossfall (crowned)
and decks with constant crossfall (or superelevation).
Decks with Crossfall (Crowned pavement). Refer Figure 7.4-1 Decks with
Crossfall (Crowned)
Crossfall is 2.5% minimum each way from bridge centreline. This may not be possible however
when widening existing bridges. The design of these bridges will need to deal with the specific
site conditions. Refer Chapter 10 - Bridge Geometry. 7
The minimum thickness of DWS at any point is 55mm consisting of bituminous waterproof
membrane and 45mm thick asphalt. For calculation purposes, the thickness of bituminous
waterproof membrane is 10mm and is not included when calculating DWS quantities. 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. Refer Figure 7.7-2 Mass of DWS for Deck Units.
At abutments and piers, the nominal DWS thickness at the centreline of roadway is calculated
as follows:-
Width between kerbs (mm) / 2 x crossfall (%) + design hog (mm) at 100 days + 55mm, for
example:-
Width between kerbs = 9220mm. Crossfall = 3% Design hog at 100 days = 35mm
The thickness of DWS at the centreline of abutments and piers will be:-
9220 / 2 x 0.03 + 35 + 55 = 228mm (round up to 230mm)

Figure 7.4-1 Decks with Crossfall (Crowned)

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
Drafting and Design Presentation Standards Manual Deck Wearing Surface

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.

7 At abutments and piers, the nominal DWS thickness is calculated as follows:-

Design hog (mm) at 100 day + 80mm, for example:-
Superelevation = 5% (however this has no effect on the DWS thickness)
Design hog at 100 days = 35mm
The thickness of DWS at the centreline of abutments and piers will be:-
35 + 80 = 115mm

Figure 7.4-2 Decks with Constant Crossfall/Superelevation

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
Drafting and Design Presentation Standards Manual Deck Wearing Surface

Vertical Curves (VC)

Vertical curves are not true circles, rather they are parabolic curves. The following formula may
be used to calculate the vertical off set (V) on a vertical curve. Note that because the curve is
parabolic, the formula is not completely accurate, however it is usually accurate enough for the
purpose of calculating vertical offsets.

Consider the following example:-

A bridge with a crowned deck is on a crest VC producing a vertical offset of 20mm per span.
This gives an extra 20mm of DWS thickness from the deck unit at the centre of the span to the
running surface. The designers can then reduce the thickness of DWS required at the abutments
and piers by 20mm and still maintain the minimum 55mm thickness (45mm DWS and 10mm
waterproof membrane) at the centre of the span. Refer to Figure 7.4-3 Deck Wearing Surface
Profiles (Crown) and the accompanying calculations.

Figure 7.4-3 Deck Wearing Surface Profiles (Crown)

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
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Thickness of DWS at Kerb at Abutments and Piers (Crowned Pavement)

For constant grade
B = 50 hog + 55 minimum = 105mm
For Hog VC
A = 50 hog + 55 minimum - 20 offset = 85mm
For Sag VC
C = 50 hog + 55 minimum + 20 offset = 125mm
7 In cases where the offset due to the crest VC is greater than the hog of the deck unit, the
minimum 55mm applies at the abutment and pier kerbs.
The DWS thickness on the kerb line at the centre of the span will therefore be 55mm minimum
+ offset due to VC.
Horizontal Curves (HC)
When the Bridge Control is in a HC, an offset develops between the Bridge Control and the
centerline of the deck unit. The maximum offset occurs at the centre of the span.
The resultant fall in height due to the superelevation across this offset should be allowed for
when calculating DWS thicknesses. Refer Figure 7.4-4 Offset Allowance.
Minimum thicknesses should include the fall due to the offset as well as the stated minimum
thickness for a bridge on a superelevation. Refer Table 7.4-5 Fall Values (in mm’s) with 3%
Superelevation and Table 7.4-6 Fall Values (in mm’s) with 6% Superelevation.

Figure 7.4-4 Offset Allowance

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
Drafting and Design Presentation Standards Manual Deck Wearing Surface

Table 7.4-5 Fall Values (in mm’s) with 3% Superelevation

Span Length (m)

Radius (m) 12 13 14 15 16 17 18 19 20 21 22
100 5 6 7 8 10 11 12 14 15 17 18
150 4 4 5 6 6 7 8 9 10 11 12
200 3 3 4 4 5 5 6 7 8 8 9
250 2 3 3 3 4 4 5 5 6 7 7
300 2 2 2 3 3 4 4 5 5 6 6
350 2 2 2 2 3 3 3 4 4 5 5
400
450
500
1
1
1
2
1
1
2
2
1
2
2
2
2
2
2
3
2
2
3
3
2
3
3
3
4
3
3
4
4
3
5
4
4
7
550 1 1 1 2 2 2 2 2 3 3 3
600 1 1 1 1 2 2 2 2 3 3 3
650 1 1 1 1 1 2 2 2 2 3 3
700 1 1 1 1 1 2 2 2 2 2 3
750 1 1 1 1 1 1 2 2 2 2 2
800 1 1 1 1 1 1 2 2 2 2 2
850 1 1 1 1 1 1 1 2 2 2 2
900 1 1 1 1 1 1 1 2 2 2 2
950 1 1 1 1 1 1 1 1 2 2 2
1000 1 1 1 1 1 1 1 1 2 2 2
1100 0 1 1 1 1 1 1 1 1 2 2
1200 0 1 1 1 1 1 1 1 1 1 2
1300 0 0 1 1 1 1 1 1 1 1 1
1400 0 0 1 1 1 1 1 1 1 1 1
1500 0 0 0 1 1 1 1 1 1 1 1

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
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Table 7.4-6 Fall Values (in mm’s) with 6% Superelevation

Span Length (m)

Radius (m) 12 13 14 15 16 17 18 19 20 21 22
100 11 13 15 17 19 22 24 27 30 33 36
150 7 8 10 11 13 14 16 18 20 22 24
200 5 6 7 8 10 11 12 14 15 17 18
250 4 5 6 7 8 9 10 11 12 13 15
300 4 4 5 6 6 7 8 9 10 11 12
350 3 4 4 5 5 6 7 8 9 9 10
7 400
450
3
2
3
3
4
3
4
4
5
4
5
5
6
5
7
6
8
7
8
7
9
8
500 2 3 3 3 4 4 5 5 6 7 7
550 2 2 3 3 3 4 4 5 5 6 7
600 2 2 2 3 3 4 4 5 5 6 6
650 2 2 2 3 3 3 4 4 5 5 6
700 2 2 2 2 3 3 3 4 4 5 5
750 1 2 2 2 3 3 3 4 4 4 5
800 1 2 2 2 2 3 3 3 4 4 5
850 1 1 2 2 2 3 3 3 4 4 4
900 1 1 2 2 2 2 3 3 3 4 4
950 1 1 2 2 2 2 3 3 3 3 4
1000 1 1 1 2 2 2 2 3 3 3 4
1100 1 1 1 2 2 2 2 2 3 3 3
1200 1 1 1 1 2 2 2 2 3 3 3
1300 1 1 1 1 1 2 2 2 2 3 3
1400 1 1 1 1 1 2 2 2 2 2 3
1500 1 1 1 1 1 1 2 2 2 2 2

Dissimilar Deck Unit Heights

Pier headstocks that support deck units of different heights due to varying span lengths shall be
stepped so that the tops of the deck units are at the same level when seated on the pier. This
prevents the upper ends of the deck units being damaged when the DWS is compacted. In this
instance the smaller span will be carrying additional DWS, therefore, the Design Engineer must
check the deck units are designed to accommodate it. Refer Figure 7.4-7 Alignment of Units.

Figure 7.4-7 Alignment of Units

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
Drafting and Design Presentation Standards Manual Deck Wearing Surface

7.5 DWS on RC Decks

The finished surface of an RC deck is built to the nominated vertical alignment and road cross
section less the DWS thickness. DWS is laid on the deck at a constant thickness to the finished
road alignment level. The minimum thickness of DWS is 60mm (50 + 10 bituminous
waterproof membrane). Bituminous waterproof membrane is required over the entire bridge
length including the relieving slabs.

7.6 DWS on Footways/ Bikeways

Adopt the following criteria for DWS on footways and bikeways:- 7
Maximum crossfall is 2.5%, though 2% is preferred.
Footways to be sloped to drain onto the roadway or into scuppers if the footway surface is lower
than the top of the kerbs
When drained into scuppers the DWS should be graded to match the vertical alignment of the
roadway
The minimum thickness of DWS in any application is 35mm of DG10. Refer Figure 7.6-1
Examples of DWS on Footways/Bikeways.

Figure 7.6-1 Examples of DWS on Footways/Bikeways

7.7 Mass of DWS

Dense graded asphalt is the most commonly used deck wearing surface on bridges, however
open graded asphalt may also be used. For DWS estimate quantity calculations, the specific
density of 2.4 tonnes/m3 shall be used. The total mass shall be shown on the Typical Bridge
Cross Section view on the General Arrangement drawings.
Quantities for bituminous waterproof membrane and the tack coat are calculated as the actual
area of the bridge deck between kerbs, including the relieving slabs. Refer MRS84 Deck
Wearing Surface, Clause 2.3.1 Bituminous Waterproof Membrane. The mass of bituminous
waterproof membrane (10mm deep for calculations) is excluded in the mass of DWS for all
calculations.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
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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).

Figure 7.7-1 Corrector Course and Surfacing Layer

The mass of DWS for a span is measured in tonnes and is calculated as follows:-
Mass of DWS for a Deck Unit Span
2.4 x (nominal span length x cross sectional area of DWS at abutments and piers) - (2/3 deck
unit length x width between kerbs x hog). Refer Figure 7.7-2 Mass of DWS for Deck Units.
Refer the following example:-
Span Length (nominal) = 14m
Minimum depth of DWS at kerbs (not including membrane) = 0.045m
Design hog at 100 days = 0.035m
Depth of DWS only (excluding 10mm of bituminous waterproof membrane) at kerbs at
abutments and piers = 0.045 + 0.035= 0.08m
Width between kerbs = 9.22m
Crossfall = 3%
Depth of DWS at centreline at abutments and piers (rounded up to nearest 5mm)
= 9.22 / 2 x 3% + 0.08 = 0.22m
Cross sectional area of DWS at abuts and piers = 9.22 x 0.08 + 9.22 / 2 x 0.14
= 1.383 m2
Mass of DWS for one span =
2.4 x (14 x 1.383 – 2/3 x 13.95 x 9.22 x 0.035) = 39.266 tonnes
Mass of Surfacing Layer =
2.4 x (14 x 9.22 x 0.045) = 13.941 tonnes
Round up to nearest 0.1 tonne = 14.0 tonnes
Mass of Corrector Course = 39.266 – 14
= 25.266 tonnes
Round up to nearest 0.1 tonne = 25.3 tonnes

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 7
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Figure 7.7-2 Mass of DWS for Deck Units

Mass of DWS for Relieving Slabs
Mass of DWS for one relieving slab =
2.4 x length of relieving slab / cos (skew) x cross sectional area of DWS at abutments and piers
Using the previous example with a 15 degree skew the mass of dense graded asphalt DWS on a
3m long relieving slab =
2.4 x 3 / cos (15) x 1.383 = 10.31 tonnes
Mass of DWS for RC Decks
Mass of DWS for one span =
2.4 x nominal span length x cross sectional area of DWS at abutments and piers
Adjustments
Masses are to be adjusted as required for bridges:-
 on a VC
 with varying superelevation/crossfall

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Chapter 8
Bridge Widening

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

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

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 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Chapter 8 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
(Structural
Drafting)
2011 8
2 - Document name change. Manager Nov
(Structural 2011
Drafting)

November 2011
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Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Chapter 8
Bridge Widening
8.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.

8.2 Figures and Examples shown in this Volume 8

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.

8.3 Standard Design Details

Designs for the widening of bridges vary greatly depending on the types of existing structures
and the width of the widening required.
The purpose of this chapter is to give some examples and procedures to follow as a guide only.
Each case should be assessed on its own merits and appropriate drawings produced accordingly.
For example drawings for a bridge widening refer Appendix A - Example Drawings.

8.4 Bridge Surveys

For bridges requiring widening, an accurate bridge survey is required so that "as constructed"
details can be identified. Detailed design for the widened structure can then be prepared taking
into account the layout of the existing structure. Typical requirements for bridge surveys are
detailed in 8.7 Survey Information for Bridge Widening.

8.5 Set Out

Offset Control Lines
In addition to the procedure described below, it should be noted that occasionally the assumed
Bridge Control Line for the project may not be the centre of the proposed structure or roadway.
When this is the case, the set out shall be from that agreed Bridge Control.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
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Bridges Widened on Both Sides

Bridges widened on both sides should be set out from the centre of the widened bridge as
follows:-
 Locate the centre of the bridge to be widened by reference to the existing bridge survey
 Locate the centre of the widened bridge by reference to the additional widths required
 Nominate this line on the Plan view of the General Arrangement as the Bridge Control
Line
8  In conjunction with the road alignment survey, if possible, give the co-ordinates of the
Bridge Control Line on the Setting Out Diagram
 Show all setting out dimensions from the Bridge Control Line on all drawings
Refer Figure 8.5-1 Bridges Widened on Both Sides.

Figure 8.5-1 Bridges Widened on Both Sides

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Bridges Widened on One Side

Bridges widened on one side only should be set out from the centre line of the widened bridge
as follows:-
 Locate the centre of the bridge to be widened by reference to the existing bridge survey
 Locate the centre of the widened bridge by adding a dimension of half the required
widening to the location of the existing bridge centreline
 Nominate this line on the Plan view of the General Arrangement as the Bridge Control


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.

Figure 8.5-2 Bridges Widened on One Side

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
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8.6 PSC Deck Unit Issues

Stressing Bar Coupler
Stressing bar couplers are used to join transverse stressing bars in the widened structure to those
in the existing structures.
Most stressing bars to be extended will be “DSI” bar (32mm diameter thread), “Macalloy” bars
(imperial thread 11/8” diameter), and not the currently used “VSL” bars (metric thread 29mm
diameter coarse thread).
8 The type of stressing bar used in the existing structure will be identified in the survey of the
existing bridge so that a suitable coupler can be detailed on the drawings. The information may
also be found on the original bridge drawings.
The internal thread in all couplers is to be a minimum of 50mm long in each end, with an
unthreaded section in the centre of the coupler at least 10mm, though it may need to be longer to
suit the geometry. The discontinuous thread ensures that each stressing bar is screwed equal
lengths into the coupler. For an example refer Appendix A - Example Drawings - Sheet 5.
Details of how the coupler is assembled shall be shown on the General Arrangement drawings.
Typically the detail is a blown up from the Section Deck view. Refer Figure 8.6-1 Coupling
Detail.

Figure 8.6-1 Coupling Detail

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
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Recesses in New Deck Units

Recesses are provided in the new deck units over discontinuous couplers to provide access to
enable the coupling of the transverse stressing bars. The recesses shall be large enough to fit a
clenched fist through.

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.
8

Figure 8.6-2 Joint Conversion at Piers

Conversion Procedure at Piers

When converting from an expansion joint to a fixed joint the following procedure may be
adopted:-
1. Remove all existing DWS.
2. Remove the deck expansion plates.
3. Remove the nuts and washers from all anchor bolts in the deck units on both sides of the
piers. Up to 25% of the nuts may be left if they cannot be removed.
4. Pack polystyrene foam under the deck units to prevent cement mortar from escaping.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
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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.

8 A similar procedure would apply to abutment conversions.

8.7 Survey Information for Bridge Widening

Introduction
The following information is required to produce new bridge drawings of a widened structure:-
 Figure 8.7-1 Survey Information required for Bridge Widenings
 Figure 8.7-2 Survey Information required for Widening of Deck Unit Bridges
 Figure 8.7-3 Survey Information required for Widening of Girder Bridges with a
Reinforced Concrete Deck

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
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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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
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Bridge widened on one side

Detailed information is required only on the widened side, although some dimensions will be
necessary on the non widened side to define the bearing of pier centre lines, abutments faces
and transverse stressing bars.
If new rails are to be provided on the non widened side, dimensions will be required to the
abutment wingwalls and the centre of bridge railing posts.

Heights on ground at Abutments and Piers

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.

For Railway Overbridges

Bearing of the centre lines of all tracks and the chainage of the intersection of track centre lines.
Heights on both rails of all tracks are required at 5m intervals for a distance of 50m either side
of the bridge.
Heights are required at the soffit of the girders or deck units, directly over the rails, and on both
sides of bridge.
Existing horizontal clearances from the centreline of tracks to the faces of the piers and
abutments should be shown on a detailed sketch.

For Road Overbridges

Heights at 5m centres are required on the existing underpass roadway for a distance of 50m
either side of bridge. Levels are required on both sides of the pavement and at the centreline if
the roadway is crowned.
Heights are required at the soffit of the girders or deck units over the roadway, on both sides of
the bridge.
Existing horizontal clearances from the roadway to faces of the piers and abutments should be
shown on a detailed sketch.

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Figure 8.7-1 Survey Information required for Bridge Widenings

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Figure 8.7-2 Survey Information required for Widening of Deck Unit

Bridges without a Concrete Deck

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Figure 8.7-3 Survey Information required for Widening of Girder Bridges

with a Reinforced Concrete Deck

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

8.8 Survey Format

Survey details are to be supplied in 12D format. Survey books shall also be supplied.

8.9 Survey Accuracy

Because of the small tolerances involved in bridge construction, the bridge survey must be
accurate to within 5mm. The survey of the ground must be accurate to within 100mm.

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Appendix A - Example Drawings

Appendix A - Example Drawings - Sheet 1

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Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Appendix A - Example Drawings - Sheet 2

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Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Appendix A - Example Drawings - Sheet 3

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 8
Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Appendix A - Example Drawings - Sheet 4

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Drafting and Design Presentation Standards Manual Bridge Widenings and Surveys

Appendix A - Example Drawings - Sheet 5

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 9
Drafting and Design Presentation Standards Manual Bridge Deck Types

Chapter 9
Bridge Deck Types

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 9
Drafting and Design Presentation Standards Manual Bridge Deck Types

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
VOLUME 3

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 9
Drafting and Design Presentation Standards Manual Bridge Deck Types

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 9
Drafting and Design Presentation Standards Manual Bridge Deck Types

Chapter 9 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
(Structural
Drafting)
2011 9
2 - Document name change. Manager Nov
(Structural 2011
Drafting)

November 2011
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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 9
Drafting and Design Presentation Standards Manual Bridge Deck Types

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Department of Transport and Main Roads Chapter 9
Structures Drafting Manual Bridge Deck Types

Chapter 9
Bridge Deck Types
9.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.

9.2 Figures and Examples shown in this Volume 9

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.

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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 Transport and Main Roads Chapter 9
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9.4 Deck Types

The most common deck types used in bridge design fall into three main categories:-
 PSC deck units with cast insitu kerbs or concrete barriers. Note that PSC kerb units are
no longer used because they cannot accommodate current barrier loads
 PSC deck units with a reinforced concrete deck and kerbs or barriers
 PSC or steel girders with a reinforced concrete deck and kerbs or barriers

9 Refer to Figure 9.4-1 Typical Deck Cross Sections, for further details.

Figure 9.4-1 Typical Deck Cross Sections

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Department of Transport and Main Roads Chapter 9
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9.5 PSC Deck Units with Cast Insitu Kerbs

Nominal widths between kerbs for this type of bridge are calculated using the following data:-
 Kerb width: 500mm
 Overhang: 155mm
 Deck unit width: 596mm
 Width between units: 25mm (nominal)
Nominal widths between kerbs are therefore 8600, 9220 etc depending on the number of deck
units used. Refer Figure 9.5-1 Cast Insitu Kerbs. For more extensive details refer Chapter 17 -
9
Cast Insitu Kerbs, Decks and Parapets.

Figure 9.5-1 Cast Insitu Kerbs

Gap Between Deck Units

The standard gap between deck units as previously described is 25mm nominal.
Tapered gaps may be necessary on bridges constructed on horizontal curves, or with a varying
width between kerbs. In this instance, the average width of the gap over the length of the deck
unit shall not exceed 30mm, where the maximum width of gap is not greater than 40mm at any
point.
The Drafter shall check that the transverse stressing bar will fit through the deck unit stressing
bar holes without touching the inside of any holes. The transverse stressing bar must not be
bowed.

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 Transport and Main Roads Chapter 9
Structures Drafting Manual Bridge Deck Types

9.6 PSC Deck Units (with a Reinforced Concrete Deck)

Reinforced concrete decks can be built on deck units to any desired width.
When this system is used there is no need for the deck units to be post tensioned, so allowance
for fitment of transverse stressing bars through the deck units is not required.
Some advantages of this type of construction are as follows:-
 Greater flexibility in laying out deck units for bridges on tight radius horizontal curves

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.

9.7 Span Lengths - PSC Deck Units

TMR has developed standard deck unit drawings for spans 10m to 25m in length. The standard
deck units increase in length in 1m increments.
If there are extenuating circumstances, spans can be modified to suit individual requirements.
Intermediate spans are the nominated span length, while end spans are slightly shorter due to the
geometric configuration at the abutment headstocks. Refer Chapter 15 - PSC Deck Units.

9.8 PSC Girders (with a Reinforced Concrete Deck)

All girder bridges are built with reinforced concrete decks. Girders are usually used instead of
deck units for spans longer than 25m.
The reinforced concrete deck may be constructed to any desired width conforming to the
requirements of the roadway design. Refer Chapter 17 - Cast Insitu Kerbs and Decks.

9.9 Span Lengths - PSC Girders

Deck spans on girder bridges can be set at any length but even metre spans are desirable.
For efficiency of design, girders of the same length should be used on the end spans as well as
the intermediate spans. Refer Chapter 14 - PSC Girders.

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Department of Transport and Main Roads Chapter 9
Structures Drafting Manual Bridge Deck Types

9.10 Bridge Footways and Bikeways

Width and construction details of footways built directly onto deck units are restricted to the
modular widths of the deck units and gaps between them. There are fewer restrictions when the
footway is built on a reinforced concrete deck.
For minimum design requirements regarding the height of barriers refer Chapter 19 - Bridge
Barriers. These requirements are a combination of AS 5100 - Bridge Design, the TMR Road
Planning and Design Manual, and Austroads - Part 14 Bicycles. The nominated width of a
footway/bikeway is the clear distance between the balustrade and road traffic barrier. Refer to
Footways and Bikeways for details of typical arrangements. For bridge footway/bikeway widths
refer TMR Bridge Design Criteria for Bridges and other Structure.
9

Figure 9.10-1 Footways and Bikeways

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

10

Chapter 10
Bridge Geometry

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

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
VOLUME 3

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 10
Drafting and Design Presentation Standards Manual Bridge Geometry

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

List of Tables and Figures

Figure 10.4-1 Bridge Offset 75mm Maximum 2
Figure 10.4-2 Bridge Offset 150mm Maximum 2
Figure 10.4-3 Span Offset 75mm Maximum 3
Figure 10.4-4 Span Offset 150mm Maximum 3
Figure 10.5-1 PSC Deck Unit Bridges on Small Radius Curves 5
Figure 10.7-1 Wing Encroachment 6
Figure 10.8-1 Crest VC Details 7
Figure 10.8-2 Sag VC Details 7
Table 10.9-1 Typical Pavement Crossfalls 8
Figure 10.9-2 Bridge Crossfall / Superelevation 9

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

Chapter 10 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
(Structural
Drafting)
2011 10
2 - Document name change. Manager Nov
(Structural 2011
10.10 Add section Road Design Considerations with Drafting)
Respect to Low-Level Frequently Flooded
Bridges.

10.11 Edit section Road Design Considerations with

Respect to Rarely Flooded Bridges.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

10

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

Chapter 10
Bridge Geometry
10.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.

10.2 Figures and Examples shown in this Volume

10
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.

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.

10.4 Orientation of Bridge Control to Horizontal Alignment

The Bridge Control line is the principal line of reference used throughout bridge
drawings. The procedure for fitting a bridge to a horizontal curve should consider how
best to orientate the Bridge Control to the Road Control.
This is achieved by applying the following guidelines:-
STEP 1 - Consider if it is possible to locate the bridge on a straight line, even though
the Road Control is curved. This approach simplifies the laying out of the bridge.
The limiting factor in being able to apply this approach is the maximum permissible
offset from the straight Bridge Control to the curved Road Control which is 75mm.
There are two ways of applying this 75mm offset and they are shown in Figure 10.4-1
Bridge Offset 75mm Maximum and Figure 10.4-2 Bridge Offset 150mm Maximum.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

Bridge offset is less than or equals 75mm

10

Figure 10.4-1 Bridge Offset 75mm Maximum

Bridge offset from the chord to the Road Control is greater than 75mm but
less than 150mm

Figure 10.4-2 Bridge Offset 150mm Maximum

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

Bridge offset is greater than 150mm and span offset is less than 75mm

10

Figure 10.4-3 Span Offset 75mm Maximum

If the span offset from the span chord to Road Control is greater than
75mm and less than 150mm

Figure 10.4-4 Span Offset 150mm Maximum

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

10.5 PSC Deck Units on Small Radius Curves

General Setting Out
The general setting out of deck unit bridges on curves has been covered in 10.4 -
Orientation of Bridge Control to Horizontal Alignment. This section deals with deck
unit bridges around small radius curves where a combination of factors such as the
amount of skew, tightness of curve, or length of bridge precludes the use of simple
parallelograms.

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
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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

10

Figure 10.5-1 PSC Deck Unit Bridges on Small Radius Curves

10.6 Layout of Reinforced Concrete Deck Bridges

PSC Deck Unit Bridges
As skew angles increase, span lengths increase, and the number of spans increase, it
becomes increasingly difficult to achieve a layout which accommodates the use of
transverse stressing bars in deck unit bridges on a horizontal curve. When slotted holes
longer than 100mm x 70mm are required for the passage of stressing bars due to saw
toothing of the deck units, the option of using a reinforced concrete deck on deck unit
design should be investigated.
The advantage of this system is that there is no requirement for allowance of stressing
bars, no mortar between the deck units, and the layout of the deck units is not tied to the
line of each span (to create the line of the kerb).
The maximum overhang from the outside of the outer deck unit to the outside face of
the kerb should be approximately 500mm. Refer Chapter 17 - Cast Insitu Kerbs and
Decks, 17.6 Deck Overhang.

Girder Bridges (Super T-girders)

When detailing a reinforced concrete deck bridge on a horizontal curve, first preference
should be given to locating girders parallel in each span. This will simplify detailing
and subsequent construction of the cross girders and the PSC girders.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

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

10.7 Encroachment of Wing Tip into Traffic Lane

PSC Deck Unit Bridges – Without a Reinforced Concrete Deck
On small radius curves and when spans are located around the curve, a check should be
made to ensure that the end of the wing walls, which usually assume the line of the
kerbs on the adjacent span, do not project more than 75mm into the traffic lane.
If this is the case, the wingwalls are to be set parallel to a chord line running from the
start of the abutment wing (at the ballast wall) to the end of the wingwall.
It should be noted that the bridge traffic rails will need to be kinked at the abutments
and piers to accommodate this change. Refer Figure 10.7-1 Wing Encroachment.

Figure 10.7-1 Wing Encroachment

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

10.8 Vertical Alignment

Vertical Curves
Vertical curves come in two forms.
 Crest VC - the grade decreases in the direction of progressive chainage.
Refer Figure 10.8-1 Crest VC Details.
 Sag VC - the grade increases in the direction of progressive chainage.
Refer Figure 10.8-2 Sag VC Details.
It is important to note that vertical curves as applied to TMR vertical geometry are
10
parabolic curves and not pure circular curves. The fact that vertical curves are denoted
on working drawings as having a particular radius, can create some confusion to
designers. It should be noted that, in fact, a radius calculated for a vertical curve is only
a nominal radius which applies at that part of the parabola which very closely resembles
a pure circular curve.

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.

Figure 10.8-1 Crest VC Details

Figure 10.8-2 Sag VC Details

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

10.9 Bridge Crossfall

The crossfall/superelevation and alignment of a bridge is usually provided by a road
designer. It should comply with Road Planning and Design Manual, Table 7.16 as
duplicated in Table 10.9-1 Typical Pavement Crossfalls.

Table 10.9-1 Typical Pavement Crossfalls

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

10

Figure 10.9-2 Bridge Crossfall / Superelevation

Deck Wearing Surface

On deck unit bridges the thickness of DWS is varied to achieve the nominated profile of
the road and to account for the hog of the deck units.
On bridges with a reinforced concrete deck, the DWS is a constant thickness because
the deck accounts for the hog of the deck units and any changes in
crossfall/superelevation. Refer Chapter 7 - Deck Wearing Surface.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

10.10 Road Design Considerations with Respect to Low-Level

Frequently Flooded Bridges
For the purpose of this document, a bridge is considered to be low-level and frequently
flooded when its superstructure may be partially or fully submerged by a flood smaller
in magnitude than a 20 year average recurrence interval (ARI).
When planning a road alignment, the road designer should work closely with hydraulic
and structural engineers to determine the best design. Every bridge shall be accessed

10 individually, however the following general guidelines may assist in reducing

construction costs and simplify the design, drafting, and construction of a bridge:-

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

Horizontal Alignment and Skew

The bridge should be straight and aligned as square as possible to the direction of the
flood-water flow. This will reduce skew and length of the bridge. A bridge on a HC, or
a bridge not square to the flow, may direct water towards the downstream abutment.
This may drastically alter the pattern and turbulence of flow and lead to scour and
erosion problems around this embankment.
A bridge crossing a stream is usually skewed so that the abutments and piers are parallel
to the flood-water flow.
If the bridge needs to be skewed, try and limit it to 40°.
Varying skew can be accommodated but should be avoided.
10
10.11 Road Design Considerations with Respect to Rarely
Flooded Bridges
For the purpose of this document, a bridge is considered to be rarely flooded when its
superstructure is not submerged by a flood smaller in magnitude than a 20 year average
recurrence interval (ARI).
When planning a road alignment, the road designer should work closely with hydraulic
and structural engineers to determine the best design. Every bridge shall be assessed
individually, however the following general guidelines may assist in reducing
construction costs and simplify the design, drafting, and construction of a bridge:-

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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 10
Drafting and Design Presentation Standards Manual Bridge Geometry

Horizontal Alignment and Skew

The bridge should be straight and aligned as square as possible to the direction of the
flood-water flow. This will reduce skew and length of the bridge.
A HC is the next preferred option.
A combination of any of these can be accommodated but should be avoided.
A bridge crossing a stream is usually skewed so that the abutments and piers are parallel
to the flood-water flow.

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.

10.12 Bridge Width

For minimum design requirements regarding bridge widths, refer TMR Bridge Design
Criteria for Bridges and other Structures. These requirements override AS 5100 -
Bridge Design and the TMR Road Planning and Design Manual. The TMR Road
Planning and Design Manual will shortly be amended to show the same table.

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 11
Drafting and Design Presentation Standards Manual General Arrangement Drawings

11

Chapter 11
General Arrangement
Drawings

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 11
Drafting and Design Presentation Standards Manual General Arrangement Drawings

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

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 11
Drafting and Design Presentation Standards Manual General Arrangement Drawings

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

List of Tables and Figures

Figure 11.5-1 Concept General Arrangement Drawing - Plan 3
Figure 11.5-2 Concept General Arrangement Drawing - Elevation 5
Figure 11.5-3 Concept GA Drawing - Typical Section Deck Units 6
Figure 11.5-4 Concept GA Drawing - Typical Section Girders 6
Figure 11.5-5 Horizontal Curves 7
Figure 11.5-6 Vertical Curves 8
Figure 11.7-1 Deck Unit Anchorage Detail - No Provision for Jacking 12
Figure 11.7-2 Deck Unit Anchorage Detail - Provision for Jacking 13
Figure 11.7-3 Pile Identification and Setting Out Diagram 14
Figure 11.7-4 Deck Unit Layout Diagram 15
Figure 11.7-5 Girder Layout Diagram 15
Figure 11.7-6 Type Piers 17
Figure 11.7-7 Type Abutments 17
Figure 11.7-8 Type Abutments with Rock Masonry 18
Figure 11.7-9 Limits of HLP Vehicle 19
Table 11.7-10 Standard Drawings 19
Figure 11.7-11 Pier Design Flood Force 20

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Drafting and Design Presentation Standards Manual General Arrangement Drawings

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

11

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 11
Drafting and Design Presentation Standards Manual General Arrangement Drawings

Chapter 11 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
11 (Structural
Drafting)
2011

2 - Document name change. Manager Nov

(Structural 2011
11.7 Threaded rod option added. Drafting)

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 11
Drafting and Design Presentation Standards Manual General Arrangement Drawings

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.

11.2 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.

11.3 Consistency in Presentation

As stated in Chapter 1 - Introduction, the purpose of this volume is to standardise the
presentation of structural drawings, particularly TMR bridges, to achieve uniformity in
appearance and detail for structural drawings.
This is important, particularly when drafting GA drawings, which can be drawn so that
similar information is displayed consistently. For example:-
 Plan and Elevation on the first sheet (or the first sheets in the event that the
bridge is too long to fit on one drawing)
 Bench Mark/Permanent Survey Mark information is always shown in the top left-
hand corner of the first GA drawing along with a legend regarding foundation
bore holes
 The catchment area is to be shown at the bottom right-hand side of the Plan view
 The notes are to be shown at the bottom right-hand side of the drawing

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 11
Drafting and Design Presentation Standards Manual General Arrangement Drawings

11.4 Types of General Arrangement Drawings

GA drawings give an overall representation, at various phases of the project, of the
bridge to be constructed. These phases are:-
 Concept
 Preliminary Design
 Detailed Design

11 The level of detail provided at each phase will increase as the project progresses from
concept through to detailed design.

11.5 Concept General Arrangement Drawings

The information available at the concept stage of the project can be limited. These
drawings are used to provide different options that may be appropriate for the particular
site and road design. The following views shall be provided:-
 Plan
 Elevation
 Section Deck
 Horizontal Curve Alignment (if available)
 Vertical Curve Alignment (if available)
 Concept Drawing Stamp (with issue date)
 Title Block (if various options are provided each drawing is to be clearly marked
with the appropriate option, for example Option A, Option B etc)
Each of these views shall provide all information available at that time.
Generally there will be one drawing, however depending on the overall length of the
bridge there may be multiple drawings. Concept GA drawings are usually used to
indicate the anticipated type of structure for the Region’s Business Case.
Refer Appendix A - Example Concept General Arrangement Drawings.
The following sections will explain each view in detail and look at some of the aspects
to be addressed:-

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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 Property boundaries and fences

 Public utilities and services
 Abutments and Pier(s) centrelines
 Relieving slabs
 Approach and departure guardrail/extruded concrete barriers
 Stream flow


North Point
Road Control Line chainages
11
 The Road Control is to be shown on the left hand side of the Plan view along
with the Bridge Control. The horizontal alignment, bearing or radius, shall also
be shown
 Existing structures, to be shown in a dashed line, and with details such as span
lengths, bridge width and composition. This is important particularly when a new
bridge is being built on or near the same alignment as the existing bridge. Ensure
the new piles are well clear of the existing piles taking into account any rake on
the piles
Refer Figure 11.5-1 Concept General Arrangement Drawing - Plan.

Figure 11.5-1 Concept General Arrangement Drawing - Plan

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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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 11
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11

Figure 11.5-2 Concept General Arrangement Drawing - Elevation

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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Figure 11.5-3 Concept GA Drawing - Typical Section Deck Units

Figure 11.5-4 Concept GA Drawing - Typical Section Girders

Stability of PSC Girders and Deck Units

The following text shall be shown on the General Arrangement drawing besides the
section deck detail ‘THE CONTRACTOR IS TO SUBMIT A CONSTRUCTION
PROCEDURE TO THE SUPERINTENDENT WITH REGARD TO ENSURING THE
STABILITY OF PSC GIRDERS DURING CONSTRUCTION’

Drilling of Holes into Deck Units

The following text shall be shown on the General Arrangement drawing besides the
section deck detail ‘DRILLING INTO THE DECK UNITS IS NOT PERMITTED. ALL
FERRULES/ATTACHMENTS MUST BE CAST-IN’

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Horizontal Curve Alignments

 Bearings before and after the curve
 Radius of the curve
 Tangent points (including chainage and co-ordinates)
 Intersection points (including chainage and co-ordinates)
 Location of the bridge in relation to the curve
 Any other curve that may have an impact on the structure (within approximately
200 metres of the abutments)
11
Refer Figure 11.5-5 Horizontal Curves.

Figure 11.5-5 Horizontal Curves

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Vertical Curve Alignment

 Grade before and after the curve
 Radius of the curve and direction of the curve (sag or crest)
 Tangent points (including chainage and Heights)
 Intersection points (including chainage and Heights)
 Location of the bridge in relation to the curve
11  Any other curve that may have an impact on the structure (within approximately
200 metres of the abutments)
Refer Figure 11.5-6 Vertical Curves.

Figure 11.5-6 Vertical Curves

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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11.6 Preliminary Design General Arrangement Drawings

At the preliminary design phase more information becomes available, for example final
horizontal and vertical alignments, preliminary geotechnical data, hydraulic design etc.
The span length of the bridge will be fixed, as will the width between kerbs. Bridge
Fixing is when the Directors of both TMR Structures and TMR Hydraulics sign off on
the length, width, Height and type of bridge.
More detailed GA drawings can now be drawn. The concept drawings, if available, can
be updated with the current information. In addition to the views already shown on the
concept drawings, other views may be added to create the Preliminary Design GA
11
drawing. These include, but are not limited to:-
 Any of the views discussed in 11.5 Concept General Arrangement Drawings
which require information that was not available at that time
 Outline of the abutment spillthroughs and the embankment slopes. Also note if
the new embankments intrude into the traffic lanes of the existing road. When
they do, solutions include stage construction of the new bridge, temporary
retaining walls for the embankments, or side tracking of the bridgeworks
 Preliminary Drawing stamp (with issue date)
 Type Abutments and Piers showing the anticipated structure (this is only required
when a preliminary cost estimate is requested by the client). The Type Abutments
and Piers views show the type of substructure that the estimate is based on. For
example, if the estimate includes driven piles then the views should indicate
driven piles because this type of substructure is substantially less expensive than
cast in place piles. For drawing requirements refer 11.7 Detailed Design General
Arrangement Drawings
 Proposed geotechnical bore hole location table (if required). If bore holes have
not been drilled already, a table showing the co-ordinates of the proposed
locations shall be shown. Refer to the TMR Bridge Design Criteria for Bridges
and other Structures for an explanation of the number of bore holes required at
each abutment and pier centreline. The bore holes shall be positioned under the
bridge barrier on both sides of the bridge. The proposed bore holes shall be
shown in the Plan view. The co-ordinates shall be rounded to the nearest 0.1m
The Drafting Manager shall send the Preliminary Design GA drawing with a Bridge
Fixing Letter to all stakeholders so that everyone is aware of the final fixing of the
bridge. The stakeholders include Geotechnical Services Branch, who use the drawing to
enable them to drill bore holes close to the abutment and pier locations, thus enabling
accurate geological information to be used in the detailed engineering design of the
structure. They may also include the drawing in their Geotechnical Report.
Refer Appendix B - Example Prelim Design General Arrangement Drawings.

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11.7 Detailed Design General Arrangement Drawings

At the detailed design phase, all necessary information should be available to draft the
final GA drawings for the project. Refer Appendix C - Example Detailed Design
General Arrangement Drawings.
The Preliminary Design GA drawings can be updated with all final information to
create the Detailed Design GA drawings. In addition to all views on the Preliminary
Design GA drawings, other views shall be added. These may include, but are not

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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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 11
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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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 11
Drafting and Design Presentation Standards Manual General Arrangement Drawings

Deck Unit Anchorage Details

Deck Unit bridges require anchorage details at abutments and piers. For girder bridges
these details are shown on the Miscellaneous Details drawing, refer Chapter 14 -
Prestressed Concrete Girders, 14.7 Girder Anchorage Details.
Anchorage details show the assembly details at abutments and piers. Features may
include, but are not limited to:-
 Abutment and pier headstocks, deck units, girders, relieving slabs, RC deck,
DWS etc
11  Detail of the anchorage system used, for example, dowels, threaded rod or
holding down bolts on deck unit bridges or restraint angles on girder bridges
 Provision for future jacking
 Limits of mortar seating and its nominal thickness
 Bearings and recesses for bearings. Note that when deck units/girders are
supported by bearings at fixed abutment joints, an XJS expansion joint (or
approved equivalent) shall be provided in the DWS. Refer Chapter 17 - Cast
Insitu Kerbs and Decks, Appendix A - Deck Design Sketches - Sheet 2.
 Positioning of jacks for future bridge maintenance
 Areas to be grouted, or left clear of grout
 Expansion joints
 Compressible filler
Refer Figure 11.7-1 Deck Unit Anchorage Detail - No Provision for Jacking and Figure
11.7-2 Deck Unit Anchorage Detail - Provision for Jacking.

Figure 11.7-1 Deck Unit Anchorage Detail - No Provision for Jacking

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11

Figure 11.7-2 Deck Unit Anchorage Detail - Provision for Jacking

Deck Unit Erection Construction Sequence

When precast deck units are erected on elastomeric bearings, the erection procedure
notes and appropriate diagram are shown. Refer Chapter 13 - Provision for Bridge
Jacking Inspection and Maintenance, 13.5 Deck Unit Erection Construction Sequence.

Pile Identification and Setting out Diagram

The pile identification and setting out of the piles shall be shown on the GA drawings.
The Pile Identification and Setting out Diagram is generally not drawn to scale, but it
shall have reasonable proportions and shall show the following details:-
 Bridge Control and its bearing, or the radius of the horizontal curve
 The centreline of the pile group at abutment and piers shall be defined by a
bearing and where it intersects the Bridge Control line shall be identified by
a co-ordinate
 Pile Identification Number for each individual pile
 Dimensions to locate each pile
 Relationship of footings to Bridge Control and abutment and pier centrelines
 Relationship of stage construction to Bridge Control

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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.

Figure 11.7-3 Pile Identification and Setting Out Diagram

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Deck Unit or Girder Layout Diagram

The Layout Diagram is generally not drawn to scale, but it shall have reasonable
proportions.
For a simple layout where each span has the same deck unit or girder types, they can be
identified on the Section Deck. Refer Figure 11.5-3 Concept GA Drawing - Typical
Section Deck Units.
When deck unit types vary from span to span, due to expansion joints, continuous deck
joints and so on, a pictorial plan view of all bridge spans shall be shown with the deck
unit types clearly identified. Refer Figure 11.7-4 Deck Unit Layout Diagram. 11

Figure 11.7-4 Deck Unit Layout Diagram

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.

Figure 11.7-5 Girder Layout Diagram

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Type Abutments and Piers

Type Abutments and Piers views do not show the pile spacing or pile foundation
Heights. Refer Figure 11.7-6 Type Piers and Figure 11.7-7 Type Abutments. These
views give a pictorial view of each structure and shall show:-
 Number, type and size of piles supporting each structure
 Outline of the headstock
 Abutment Protection - Type 1 - Rock Spillthrough refer TMR Standard Drawing

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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11
Figure 11.7-6 Type Piers

Figure 11.7-7 Type Abutments

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Figure 11.7-8 Type Abutments with Rock Masonry

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Drafting and Design Presentation Standards Manual General Arrangement Drawings

Limits of HLP Vehicle Diagram

All bridges wider than 8m between kerbs, which are designed with HLP capability shall
display a diagram showing the allowable deviation of a HLP vehicle on the bridge.
Show the following details:-
 Pictorial cross section of deck.
 Allowable HLP dimensions from the Bridge Control to the outside of vehicle
 Minimum clear distance from the HLP to the kerb face
Generally, the lateral travel of the HLP vehicle is limited to half the width of the HLP
plus 1m into the outside traffic lane on the bridge.
11
Minimum clear distances to kerbs should be calculated on this basis.
The design engineer must advise if this is not the case so the detail can be amended.
The width of HLP 320 vehicle is 3600 and the width of HLP 400 vehicle is 4500.

Figure 11.7-9 Limits of HLP Vehicle

Table of Standard Drawings

Tabulate all standard drawings associated with the project. These drawings shall be
marked “included” in the Standard Documents List in the contract documents.
Also include the version (date) of the standard drawing.

Table 11.7-10 Standard Drawings

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Pier Design Flood Force

On all multiple span bridges subject to stream flow, a boxed note shall be placed
adjacent to the Elevation view showing the Ultimate Pier Design Flood Force,
applicable Height, Design Flood Velocity and ARI.

11
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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Appendix A - Example Concept General Arrangement Drawings

11

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Drafting and Design Presentation Standards Manual General Arrangement Drawings

Appendix B - Example Prelim Design General Arrangement Drawings

11

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Appendix C - Example Detailed Design General Arrangement Drawings

11

Appendix C - Example Detailed Design GA Drawings - Sheet 1

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Appendix C - Example Detailed Design GA Drawings - Sheet 2

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Drafting and Design Presentation Standards Manual Abutments and Piers

12

Chapter 12
Abutments and Piers

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 12
Drafting and Design Presentation Standards Manual Abutments and Piers

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

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 12
Drafting and Design Presentation Standards Manual Abutments and Piers

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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Figure 12.12-3 Wingwall Connection to Thrie Beam Guardrail 30

Figure 12.13-1 End Slope of Pier Headstocks 31
Figure 12.13-2 Pier Height Notation 32
Figure 12.14-1 Tapered Pier Headstocks - Profile 33
Figure 12.14-2 Tapered Pier Headstocks - Reinforcement 34
Figure 12.15-1 Alignment of Bearings on Deck Unit Bridges Skewed

12
≤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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Chapter 12 Amendments – May 2013

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.

12
1 - First Issue. Manager April
(Structural 2011
Drafting)

2 - Document name change. Manager Nov

(Structural 2011
12.4 Distance from holding down bolt hole to the Drafting)
end of the deck unit varies when the deck unit
is skewed and/or the hole is slotted.

12.7 Figure 12.7-1 and formula updated to allow for

variable distance between abutment centreline
and the ballast wall.

12.8 Typical end wall width increased to 300mm.

12.11 Add section Thrie Beam and Conduit

Treatment at Abutment Wingwalls.

12.12 Transition in barrier height shall be 1 on 10.

Figure 12.12-3 amended accordingly.

12.15 Add section Alignment of Elastomeric

Bearings.

3 - Table of Contents - 12.11 – Name change Team May

Leader 2013
- List of Figures – 12.11-1, 12.11-2 and 12.12- (Structural
3 name change. Drafting)

12.4 Holding Down Bolt Formed Hole Spacings –

paragraph revised. Figure 12.4-1 updated.

12.5 Wording revised first paragraph. Figure 12.5-1

updated.

12.7 Wording revised. Figure 12.7-2 revised.

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Issue/ Reference Description of Revision Authorised Date

Rev Section by
No.
12.8 Whole clause revised. Figures 12.8-1 to 12.8-
4, 12.8-7 and 12.7-8 revised. Figures 12.8-5,
12.8-6, 12.8-9 and 12.8-10 deleted.

12.9 Wording parapet replaced with traffic barrier.

12 12.10 Wording parapet replaced with concrete traffic

barrier. Abutment wingwall recess wording
revised. Figures 12.10-1 and 12.10-2 revised.

12.11 Re-name section to Thrie Beam and Electrical

/ Telecommunication Conduit Treatment at
Abutment Wingwalls.
Figures 12.11-1 and 12.11-2 revised.

12.12 Clause revised. Figure 12.12-3 revised.

12.15 Wording revised. Figures 12.15-1 and 12.15-2

revised.

12.16 Figure 12.16.1 revised.

12.17 Figures 12.17-5, 12.17-6, 12.17-10 and

12.17-12 revised.

12.19 Clause revised.

- Appendixes A and B – updated.

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Chapter 12
Abutments and Piers
12.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.

12.2 Figures and Examples shown in this Volume

12
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.

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.

12

Figure 12.3-1 Typical Abutment

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Figure 12.3-2 Typical Pier

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12.4 Deck Unit Bridge - Headstock Layout

All headstocks are set out from a nominated point (Set Out Point) being the intersection
between the Bridge Control and the headstock centreline at the road surface height. All formed
holes, bearings, wingwalls etc are to be set out along a line from this point perpendicular to the
headstock centreline. Due to the effects of skew and superelevation on the structure, the lateral
position of the headstock shall be considered separately in each case.

Holding Down Bolt Formed Holes

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.

Holding Down Bolt Formed Hole Spacings

The spacing of the 90mm diameter formed holes for holding down bolts is determined by the
gap between the deck units and the skew of the bridge. The standard nominal gap between deck
units is 25mm. This gap can vary slightly due to bowing of the deck units.
Other spacings may be used. For details refer Chapter 9 - Bridge Types, 9.5 PSC Deck Units
with Cast Insitu Kerbs.
The following formulas were used for dimensions shown in Figure 12.4-1 Formed Hole
Spacings, and are based on deck units having square ends and at various skews to headstocks:-
 On abutment and pier headstocks the formula for dimension ‘x’ = (width of deck unit +
gap between units) ÷ cosine of skew angle.
 On pier headstocks the formula for dimension ‘y’ = (distance holding down bolt hole
from end of unit + half gap between ends of units) x cosine of skew angle.
The dimensions shown in Figure 12.4-1 Formed Hole Spacings are based on 596mm wide deck
units with a distance of 220 mm from the holding down bolt hole to the end of the unit. Where
the end of the deck unit is skewed and/or has a slotted holding down bolt hole for expansion
joints, the end distance will usually be greater and will need to be designed to determine the
distance. Also, if the bridge is on a horizontal curve, the skew angle varies between the deck
units and the abutment and pier headstocks.

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FORMED HOLE SPACING DIMENSION ‘X’

12
Skew 0 5 10 15 20 25 30
For 25mm
gaps between
621 623 631 643 661 685 717
units

FORMED HOLE OFFSET FROM PIER CENTRELINE DIMENSION ‘Y’

Skew 0 5 10 15 20 25 30
Distance 245 244 241 237 230 222 212

Figure 12.4-1 Formed Hole Spacings (for deck units with fixed ends)

Square and Superelevated Bridges

On square and superelevated bridges, the headstock is offset to maintain the correct position of
the superstructure.
The offset is calculated as follows:-
Offset = (Depth from top of DWS to the bearing shelf of the headstock) x (% of superelevation)
The offset is applied along the headstock centreline. Refer Figure 12.4-2 Formed Hole Offset.

Skewed and Superelevated Bridges

When the bridge is skewed and superelevated, the headstock is offset to maintain the correct
position of the superstructure.
The offset is calculated as follows:-
Offset = (Depth from top of DWS to the bearing shelf of the headstock) x (% of superelevation)
÷ (Cosine of the angle of skew)
The offset is applied along the headstock/formed hole centreline. Refer Figure 12.4-2 Formed
Hole Offset.

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12

Figure 12.4-2 Formed Hole Offset

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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12
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.

Figure 12.4-4 Abutment Side Wall and Transverse Stressing Jack

Clearance

Length of Abutment Headstocks

The length of an abutment headstock is determined by allowing for the overall width of the
bridge (between kerbs) plus the width of the wingwall on both sides of the bridge. For wingwall
widths refer Section 12.7 Deck Unit Bridge - Abutment Wingwalls.

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Width of Abutment Headstocks

The width of an abutment headstock is determined by the extent of the cement mortar/bearings
on the bearing shelf, as well as the pile size and piling tolerances. Refer 12.5 Deck Unit Bridge -
Mortar Seating and Chapter 13 - Provision for Bridge Jacking Inspection and Maintenance.
Typically abutment headstocks are 950mm wide when the deck units they support are on mortar
seating, square ended, and the joint is fixed. If the deck units are skewed and/or have a slotted
holding down bolt hole, the distance from the holding down bolt hole in the deck unit to the end
of the deck unit is increased from the typical dimension of 200mm. Consequently the abutment

12 width shall be increased.

If the deck units are supported on laminated or single layer elastomeric bearings, a jacking shelf
is required. Typically this is 325mm wide and 250mm deep.
In both cases the ballast wall is 225mm wide. The centreline of the abutment is through the piles
and through the deck unit holding down bolt. Refer Figure 12.4-5 Typical Fixed and Square
Abutment Headstock Dimensions.

Figure 12.4-5 Typical Fixed and Square Abutment Headstock Dimensions

Depth of Abutment Headstocks

Typically abutment headstocks are 1200mm deep. The typical depth has been increased to
1200mm to make inspection and maintenance easier and to reduce the distance that the
abutment spillthrough encroaches into the end span.
Note:- The depth of the headstock shall be confirmed by the Design Engineer as it is dependant
on the pile spacing and the span length it supports, as well as the length of the pile starter bars.
Refer Figure 12.4-5 Typical Fixed and Square Abutment Headstock Dimensions.

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Length of Pier Headstocks

The length of a pier headstock is determined by the extent of the cement mortar or bearings on
top of the headstock. When dimensioned from the Set Out Point the headstock length shall be
rounded up to the nearest 50mm on each side. Refer PIERS - PLAN in Figure 12.5-1 Mortar
Seating Limits.

Width of Pier Headstocks

The width of a pier headstock is determined by the extent of the cement mortar or bearings on
the bearing shelf, as well as the pile size and piling tolerances. Refer 12.5 Deck Unit Bridge -
Mortar Seating and Chapter 13 - Provision for Bridge Jacking, Inspection and Maintenance. 12
Typically pier headstocks are 1100mm wide when the deck units they support are on mortar
seating, square ended, and the joint is fixed. If the deck units are skewed and/or have a slotted
holding down bolt hole, the distance from the holding down bolt hole in the deck unit to the end
of the deck unit is increased from the typical dimension of 200mm. Consequently the pier width
shall be increased.
If the deck units are supported on laminated or single layer elastomeric bearings, a jacking shelf
is required. Typically this is 325mm wide and 250mm deep. Refer Figure 12.4-6 Typical Fixed
and Square Pier Headstock Dimensions.

Figure 12.4-6 Typical Fixed and Square Pier Headstock Dimensions

Depth of Pier Headstocks

Typically pier headstocks are 1000mm deep when they don’t incorporate jacking shelves and
1200mm when they do.
Note:- The depth of the headstock shall be confirmed by the Design Engineer as it is dependant
on the pile spacing and the span lengths it supports, as well as the length of the pile starter bars.
Refer Figure 12.4-6 Typical Fixed and Square Pier Headstock Dimensions.

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12.5 Deck Unit Bridge - Mortar Seating

Mortar seating shall only be used on deck unit spans less than or equal to 20 metres.

Mortar Seating Thickness – Abutments and Piers

When bridges are on a grade care must be taken to ensure there is not a clash between the deck
units and the headstock they are sitting on. Abutment headstocks may have similar problems
with the deck units clashing with the ballast wall. Refer Figure 12.5-1 Mortar Seating Limits.

12 With respect to headstock clearance, the following shall apply:-

In minor cases, the 10mm minimum mortar seating shall be increased (to a maximum of 30mm)
so that 10mm clearance is achieved between the bearing shelf of the headstock and the
underside of the deck unit
In cases where a greater thickness of mortar seating is required to achieve the clearance, the top
of the headstock must be sloped to match the resultant grade.
With respect to abutment ballast wall clearance, the following shall apply:-
A minimum gap of 20mm shall be maintained between the end of the deck unit and the ballast
wall. The headstock width may be increased to achieve this clearance where required.

Mortar Seating Limits - Abutments

The extent of the mortar seating bed placed under deck units shall extend 200mm from the
formed holes towards the front face of the headstock.
Mortar seating shall not be placed any closer than 175mm to the front of the headstock in any
application. Refer Figure 12.5-1 Mortar Seating Limits.
When the width of the headstock exceeds the standard 950mm, the clear distance to the front of
the headstock shall increase to maintain the 200mm dimension.

Mortar Seating Limits - Piers

The extent of the mortar seating bed placed under deck units shall extend 200mm from the
formed holes towards the front face of the headstock.
Mortar seating shall not be placed any closer than 125mm to the front of the headstock in any
application. Refer Figure 12.5-1 Mortar Seating Limits.
When the width of the headstock exceeds the standard 1100mm, the clear distance to the front
of the headstock shall increase to maintain the 200mm dimension.

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Figure 12.5-1 Mortar Seating Limits

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12.6 Deck Unit Bridge - Sloped Headstock Bearing Shelves

Headstocks with Mortar Seating
As explained in 12.5 Deck Unit Bridge - Mortar Seating, the bearing shelf may need to be
sloped to ensure that the mortar seating does not get too thick. Even when the bearing shelf
complies with these guidelines for mortar seating, it may still need to be sloped to allow the
deck unit holding down bolts to fit inside the deck unit holding down bolt holes. The 75 x 75 x 6
thick washer for the holding down bolt must be able to sit inside the 100 x 100 x 55 deep recess

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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Headstocks with Elastomeric Bearings

On bridges with elastomeric bearings, the bearing shelf shall be sloped parallel with the grade of
the bridge at that particular point. This is because the holding down bolts must sit centrally in
the deck unit holding down bolt holes to suit future jacking requirements of the deck units. This
design works for grades up to 5%. For grades in excess of 5%, the design shall be amended to
ensure that the bearing sits horizontally. Refer MRTS74 - Supply and Erection of Prestressed
Concrete Deck and Kerb Units. Alternatively, PSC girders may b required when the effects of
excessive grade are experienced.
Refer Figure 12.6-2 Sloped Bearing Shelf for Elastomeric Bearings and Chapter 13 - Provision
for Bridge Jacking Inspection and Maintenance.
12

Figure 12.6-2 Sloped Bearing Shelf for Elastomeric Bearings (Pier Shown -
Abutment Similar)

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12.7 Deck Unit Bridge - Abutment Wingwalls

Standard wingwalls are 670mm wide on a bridge with cast insitu kerbs and regular performance
level bridge traffic barriers Type RR (Refer TMR Standard Drawing No 2510). This width
varies for bridges having low or medium performance level bridge traffic barriers.
The 670mm width wingwall is wide enough to fit an 80mm electrical/telecommunications
conduit when required. The top of the wingwall is 275mm above the road running surface.
Standard wingwalls lengths are dictated by the need for them to be long enough to fit a conduit.

12 The criteria for conduits in wingwalls are as follows:-

Conduits on bridges are allowed a maximum elbow bend of 22.5° so that the services can be
easily pulled through the conduit
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.
To reduce the number of different reinforcing bars, the profile of the wingwalls (in Plan view)
shall be the same if possible. Refer Figure 12.7-1 Wingwall Lengths.

Figure 12.7-1 Wingwall Lengths

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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.

12

Figure 12.7-2 Deck Unit Bridge Wingwall Dimensions

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12.8 Girder Bridge - Headstock Layout

All headstocks are set out from a nominated point (Set Out Point) being the intersection
between the Bridge Control and the headstock centreline at the road surface Height. All
bearings, wingwalls etc are to be set out along a line from this point perpendicular to the
headstock centreline.
Unlike deck unit bridges, there is no offset to calculate for girder bridges. Super T-girders are
placed vertically in all situations so headstocks are not offset in any way at the bearing surface

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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Figure 12.8-1 Pedestal Details

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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

Figure 12.8-2 Girder Bridge Abutment Sidewalls

Length of Abutment Headstocks

The length of an abutment headstock is determined by allowing for the overall width of the
bridge (between kerbs) plus the width of the wingwall on both sides of the bridge. On girder
bridges the wingwalls are the same width as the kerb/concrete traffic barrier adjoining it. Refer
12.9 Girder Bridge - Abutment Wingwalls and Figure 12.8-2 Girder Bridge Abutment
Sidewalls.

Width of Abutment Headstocks

A standard ballast wall is 225mm wide. The width of the bearing shelf is determined by the
width of the pedestals plus adequate clearance between the front face of the headstock and the
pedestals. There must be at least 250mm between the bearing and the front face of the pedestal
for the placement of non-compressible temporary packers during girder erection.
When determining headstock width, the pile size and piling tolerances must also be considered.
The headstock width shall be rounded up to the nearest 25mm each side when dimensioned
from the Set Out Point. When a ballast wall is very tall, for example on a 1800mm deep super
T-girder bridge, the width of the wall may need to be wider than standard.

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Square Abutment Headstocks

Refer Figure 12.8-3 Abutment Pedestal Profile (Square).

12

Figure 12.8-3 Abutment Pedestal Profile (Square)

Skewed Abutment Headstocks

Calculating abutment headstock widths becomes more difficult for skews. Depending on
variables such as the bearing and pedestal size and the skew angle, the headstock width may
become unproportionally wide.
Refer Figure 12.8-4 Abutment Pedestal Profile (Skewed)

Figure 12.8-4 Abutment Pedestal Profile (Skewed)

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Length of Pier Headstocks

Depending on the width of the headstock, the skew angle and the importance of aesthetics, the
ends of the headstock will be either square or skewed. The headstock length shall be rounded up
to the nearest 25mm each end when dimensioned from the Set Out Point.

Width of Pier Headstocks

There must be at least 250mm between the bearing and the front face of the pedestal for the
placement of non-compressible temporary packers during girder erection. The headstock width

12 shall be rounded up to the nearest 25mm each side when dimensioned from the Set Out Point.

Square Pier Headstocks

Refer Figure 12.8-5 Pier Pedestal Profile (Square).

Figure 12.8-5 Pier Pedestal Profile (Square)

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Skewed Pier Headstocks

Calculating pier headstock widths becomes more difficult for skews. Depending on variables
such as the bearing and pedestal size and the skew angle, the headstock width may become
unproportionally wide
Refer Figure 12.8-6 Pier Pedestal Profile (Skewed)

12

Figure 12.8-6 Pier Pedestal Profile (Skewed)

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12.9 Girder Bridge - Abutment Wingwalls

To match the top of the cast insitu kerb, the top of the wingwall is 275mm above the road
running surface. Because the abutment sidewall is located below the kerb/traffic barrier girder
bridge abutment wingwalls are the same width as the kerb/traffic barrier adjoining them. Girder
bridges cannot use the standard wingwall size tables and therefore shall be designed
individually. Points to consider when designing the length of a wingwall include:-
Conduits on bridges are allowed a maximum elbow bend of 22.5° so that the services can be

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:-

Figure 12.9-1 Calculating non-standard Wingwall Lengths

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12.10 Abutment Headstock Profiles

Top of Abutment Wingwalls
Bridges with cast insitu kerbs:- The top face of the kerbs and abutment wingwalls are level on
bridges with a crossfall or superelevation up to and including 3% (Type 1 or 2).
Bridges with a superelevation greater than 3%, the top face of the wingwalls follows the
superelevation (Type 3).
Bridges with concrete traffic barriers:- Regardless of the amount of crossfall or superelevation
the concrete traffic barriers shall be vertical and the top face shall be level (Type 4). 12
The end slope of abutment headstocks shall be perpendicular to the top face of the kerb or
wingwall. Refer Figure 12.10-1 Abutment Headstock Elevation Options.

Figure 12.10-1 Abutment Headstock Elevation Options

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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.

12

Figure 12.10-2 Abutment Wingwall Recess

Bridge Steel Traffic Barrier Connecting to W Beam Guardrail

W beam guardrail may only be used in low speed environments.

Abutment Headstock Heights

Variations in geometric conditions (grade, superelevation, skew etc) on an abutment require
Heights to be shown to specific points to clearly define the headstock. Figure 12.10-3 Abutment
Height Notation defines these points and indicates where Heights are required to be shown.
Note the following:-
Conditions 1, 4 and 7 require Heights to be shown on one side of the abutment only. All other
conditions require Heights to be shown on both sides of each abutment
The soffit of all headstocks is to be horizontal through Section X-X, and set to the resultant
crossfall
The soffit of wings to be coplanar with the soffit of the headstock
Conditions 4 to 6 will require a Height at a point marked thus “#” when the bearing shelf needs
to be sloped due to grade. Refer to Figure 12.5-1 Mortar Seating Limits for further details
A headstock with a jacking shelf requires additional Height(s) to be shown
“#” is only needed on a girder bridge when the bridge is skewed

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Figure 12.10-3 Abutment Height Notation

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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12.11 Thrie Beam, Pit, and Electrical / Telecommunication

Conduit Treatment at Abutment Wingwalls
Historically, there has often been a clash between the Electrical / Telecommunication conduits
cast into abutment wingwalls and the guardrail posts. This has resulted in either posts being
incorrectly installed, posts being omitted altogether, conduits being damaged, or conduits being
bent at angles greater than the allowable maximum of 22.5°. Cable joining pits are sometime
placed directly behind a post. This compromises the integrity of the post.

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.

Figure 12.11-1 Thrie Beam Connecting to Bridge Concrete Traffic Barrier

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Figure 12.11-2 Thrie Beam Connecting to Bridge Steel Traffic Barrier

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12.12 Abutment Headstock Additional Details

Abutment Headstock Drainage
The embankment behind an abutment headstock must be drained to prevent hydrostatic pressure
being applied to the abutment. A sheet filter placed above a strip filter shall be placed behind the
headstock and wingwalls. On the lowest end of the headstock the strip filter connects to a
drainage pipe through a proprietary connection and discharges through the embankment. If the
headstock is level, a drainage pipe shall be placed at both ends of the headstock.

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.

Figure 12.12-1 Abutment Headstock Drainage

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Wingwall (Concrete Traffic Barrier Type) Connection to Extruded Barrier

Bridges with concrete traffic barriers can connect to a concrete median barrier rather than
guardrail. In this case the back of the wingwall will finish vertically and have dowel bars
protruding for the median barrier to connect to. Dowel bars should not join the wingwall to the
barrier on the deck because this will cause problems should the bridge need to be jacked in
future. Refer Figure 12.12-2 Wingwall Connection to Extruded Barrier.

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Figure 12.12-2 Wingwall Connection to Extruded Barrier

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Wingwall (Concrete Traffic Barrier Type) Connection to Guardrail

On bridges with concrete traffic barriers, an anchor is cast into the wingwall so that the
approach guardrail can be bolted on.
W beam guardrail connects to cast-in anchor assembly (part number FC03). Note that W beam
may only be used in low speed environments
Thrie beam guardrail connects to cast-in anchor assembly (part number FC02).
For anchor details refer TMR Standard Drawing 1467 Cast-in Anchor Assembly for W and

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.

Figure 12.12-3 Wingwall Connection to Thrie Beam Guardrail

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12.13 Pier Headstock Profiles

End Slope of Pier Headstocks
Resultant superelevation is the slope of the headstock after superelevation, vertical grade and
skew are accounted for.
Pier headstocks with a resultant superelevation up to and including 3% have vertical ends. Pier
headstocks with a superelevation greater than 3% have ends sloped perpendicular to the top of

12
headstock. Refer Figure 12.13-1 End Slope of Pier Headstocks.

Figure 12.13-1 End Slope of Pier Headstocks

Pier Headstock Heights

Variations in geometric conditions (grade, superelevation, skew etc) on a pier require Heights to
be shown to specific points to clearly define the headstock.
Figure 12.13-2 Pier Height Notation defines these points and indicates where Heights are
required to be shown. The points indicated are based on a simple headstock that is rectangular in
Plan view. Headstocks that are not rectangular require separate consideration.
Note the following:-
Conditions 1, 3 and 5 require Heights to be shown on one side of the pier only
The soffit of all headstocks is to be horizontal through Section X-X, and set to the resultant
crossfall
Conditions 3, 4, 7 and 8 will require a Height at a point marked thus “#” when the bearing shelf
needs to be sloped due to grade. Refer to Figure 12.5-1 Mortar Seating Limits for further details
“#” is only needed on a girder bridge when the bridge is skewed
A headstock with a jacking shelves requires additional Height(s) to be shown

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Figure 12.13-2 Pier Height Notation

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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12.14 Tapering of Pier Headstocks

Tapered Pier Headstocks- Profile
Pier headstocks that are supported by columns or a solid blade stem are often tapered from the
outer column or stem to the end of the headstock. This saves on concrete and improves the
aesthetics of the bridge.
A 50mm minimum clearance is required from the column or stem before the taper commences.

12
Refer Figure 12.14-1 Tapered Pier Headstocks - Profile for details.

Figure 12.14-1 Tapered Pier Headstocks - Profile

Tapered Pier Headstocks - Reinforcement

The arrangement of reinforcing steel in tapered pier headstock should be as follows:-
Main headstock bars should assume H or D shape, i.e. legs bent at right angles to longitudinal
direction of the bar. Refer TMR Standard Drawing 1043 Standard Bar Shapes
Cover may vary at ends up to a maximum of 80mm
Ends of headstock shall be sloped perpendicular to the top of the headstock. This is done so that
both tapered ends contain the same shaped reinforcement.
Refer Figure 12.14-2 Tapered Pier Headstocks - Reinforcement for details.

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Figure 12.14-2 Tapered Pier Headstocks - Reinforcement

Stepped Pier Headstocks

A pier headstock will be stepped when it supports PSC deck units or PSC girders of different
depths on adjacent spans. The depth of the step shall be calculated to ensure that the top of the
PSC components align. Refer Appendix B - Example Pier Drawings - Sheet 1.

12.15 Alignment of Elastomeric Bearings

Alignment of Bearings on Deck Unit Bridges
On square bridges, and those skewed up to and including 10° and have a maximum nominal gap
of 40mm between each deck unit, bearings shall be positioned parallel to the headstock. Refer
Figure 12.15-1 Alignment of Bearings on Deck Unit Bridges Skewed ≤10°.
The bearings shall also be positioned between the deck unit holding down bolts so that the
bearings are loaded by the two adjacent deck units. Placing the bearings between the holding
down bolts rather than in front of them allows for a substantial reduction of the headstock width.
Smaller bearings (typically a non-standard size), are placed under the outer deck units. Because
of the limited space available to position these bearings, they need not be parallel with the
headstock. If the small outer bearings cannot accommodate the forces applied by a composite
deck and / or long span lengths, the method of positioning all of the bearings for a bridge
skewed more than 10° should be used.

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Figure 12.15-1 Alignment of Bearings on Deck Unit Bridges Skewed ≤10°

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°.

Figure 12.15-2 Alignment of Bearings on Deck Unit Bridges Skewed >10°

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Alignment of Bearings on Super T-girder Bridges

At all joints, elastomeric bearings shall be parallel with the girders. This allows for
rationalisation of both the drawings and construction of the girders. Refer Figure 12.15-3
Alignment of Bearings on Girder Bridges.

12

Figure 12.15-3 Alignment of Bearings on Girder Bridges

12.16 Provision for Bridge Jacking

Deck Unit Bridges
Abutment and pier headstocks on a deck unit bridge must incorporate jacking shelves wherever
there are elastomeric bearings or bearing strips. Because these bearings have a limited service
life, provision must be made to jack the span and replace the bearings. The shelf will also be
used to support temporary packers when the bearings are being installed.
Typically the shelf shall be 250mm deep and 325mm wide. To stop the edge of the jacking shelf
from breaking away during jacking, the jack must sit at least 175mm from the side of the
headstock.
Similarly, the bearing must sit at least 175mm from the edge of the bearing shelf on a square
bridge. On a skewed bridge this distance may be reduced because only one corner of the bearing
is not within tolerance.
Elastomeric bearings are used on a headstock in following instances:-
Bridges with an insitu reinforced concrete deck always sit on elastomeric bearings
The expansion joint end of a span always sits on elastomeric bearings
Deck units longer than 20m always sit on elastomeric bearings even if there is no concrete deck
and/or expansion joint
For further details refer Figure 12.16-1 Headstock Jacking Shelf Details and Chapter 13 -
Provision for Bridge Jacking, Inspection and Maintenance.

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Figure 12.16-1 Headstock Jacking Shelf Details

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.

12
Figure 12.17-1 Cover at Ends of Abutment Headstocks

Relieving Slab Starter Bars

All starter bars for relieving slabs are to be hot dip galvanised to AS/NZS 4680 and spaced at
200mm centres. A dimension must be given to the top of the bar from the top of the ballast wall.
For 3m span (300mm deep) relieving slabs the bars shall protrude 190mm. For 6m span
(400mm deep) relieving slabs the bars shall protrude 290mm. In both cases the bars shall bond
500mm into the ballast wall. Refer Figure 12.17-2 Relieving Slab Starter Bars.

Figure 12.17-2 Relieving Slab Starter Bars

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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

Figure 12.17-3 Variable Relieving Slab Starter Bars

A deck unit bridge that does not have an expansion joint must have a 40mm diameter x 100mm
deep polystyrene foam core to be placed around every starter bar. Refer Figure 12.17-4
Relieving Slab Starter Bar Polystyrene Foam Core.

Figure 12.17-4 Relieving Slab Starter Bar Polystyrene Foam Core

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Wingwall Reinforcement (Bridge Steel Traffic Barrier Type)

The bar size and spacing of reinforcing steel is standard with the number and length of bars
depending on the height, width and length of the wingwalls. Refer Figure 12.17-5 Wingwall
Reinforcement Details (Bridge Steel Traffic Barrier Type) for an example of the details required
on an abutment drawing. Refer Figure 12.17-6 Wingwall Reinforcement Laps
(Bridge Steel Traffic Barrier Type) for details of wingwall reinforcement drawn to scale and for
lap lengths which are not required to be shown on the drawings but are needed to calculate bar
shapes.

12

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Figure 12.17-5 Wingwall Reinforcement Details (Bridge Steel Traffic

Barrier Type)

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Figure 12.17-6 Wingwall Reinforcement Laps

(Bridge Steel Traffic Barrier Type)

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Wingwall Reinforcement (Concrete Traffic Barrier Type)

The bar size and spacing of reinforcing steel is standard with the number and length of bars
depending on the height, width and length of the wingwalls.
Refer Figure 12.17-7 Wingwall Reinforcement Details (Concrete Traffic Barrier Type) for an
example of the details required on an abutment drawing. Note that this incorrectly shows the
transition in barrier height at approximately1on 1. It should be 1 on 10.

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Figure 12.17-7 Wingwall Reinforcement Details (Concrete Traffic Barrier

Type)

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Reinforcement over Piles

PSC and CIP piles require shear reinforcement in the headstock/pilecap above each pile. This
reinforcement shall consist of four E shaped bars, two of which are inserted from both sides of
the reinforcing cage. Refer 12E8 bars in Figure 12.17-8 Reinforcement over Piles.
The shear reinforcement need only be 12 or 16mm diameter and shall have 80mm of cover to
the soffit i.e. 30mm above the top of the pile. During construction the shear reinforcement will
be added to the reinforcing cage after the cage has been placed on the piles. This is to allow easy
placement of the shear reinforcement through the starter bars protruding from the piles. The
minimum cover to the reinforcing from the headstock/pilecap soffit shall be 80mm. 12

Figure 12.17-8 Reinforcement over Piles

Bonding of PSC Pile Steel

PSC pile steel must be bonded into the headstock/pilecap. The bond length shall be the
minimum standard lap distance for the pile headbar diameter in question, and shall be shown on
the drawing. The top of the pile shall be cut away to a height which allows 50mm of penetration
of the pile. To emphasise the importance of the pile steel bonding into the headstock/pilecap, a
separate detail shall be included on the drawing. Refer Figure 12.17-9 PSC Pile Bond Detail.

Figure 12.17-9 PSC Pile Bond Detail

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Bonding of Cast in Place (CIP) Pile Steel

CIP pile steel must be bonded into the headstock/pilecap. The bond length shall be the
minimum standard lap distance for the bar diameter in question, and shall be shown on the
drawing. The top of the pile shall be cast 50mm into the headstock/pilecap. The steel liner must
be cut off at the headstock/pilecap soffit to expose the top 50mm of pile. The top of the concrete
shall be treated as a construction joint. Refer MRTS70 - Concrete.

12

Figure 12.17-10 Cast-in Place Pile Bond Detail

Bonding of Column/Stem/Blade Steel

Column/stem/blade starter bar steel must be bonded into the headstock/pilecap. The bond length
shall be the minimum standard lap distance for the bar diameter in question and shall be shown
on the drawing. The top of the column/stem/blade concrete shall be cast 50mm into the
headstock/pilecap. The top of the concrete shall be treated as a construction joint.
Refer MRTS70 - Concrete.

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Cast in Place Pile Reinforcement Displacement

It may be difficult for the headstock/pilecap reinforcement to be placed when there is a lot of
pile steel in the way. To make the builders aware of the potential problem, the main bars of the
headstock/pilecap shall be shown in the pile section detail with a note that the pile steel may be
displaced before the pile is cast. Refer Figure 12.17-11 Cast-in Place Pile Reinforcement
Displacement Detail.

12

Figure 12.17-11 Cast-in Place Pile Reinforcement Displacement Detail

Lap Position of Main Reinforcement in Headstock/Pilecap

The laps of the main reinforcing bars shall be positioned where the concrete is in compression
rather than tension. Refer Figure 12.17-12 Lap Positions.
The position in the lower face shall be as close as practical to the piles/columns/stem, while
ensuring the lap is located away from the congestion of the starter bar reinforcement.
The position in the upper face shall be midway between the piles/columns.

Figure 12.17-12 Lap Positions

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12.18 Inserts for Safety Harness Attachment

Inserts may need to be cast into the abutment headstock to allow for attachment of a safety
harness. For requirement guidelines refer Chapter 13 - Provision for Bridge Jacking, Inspection
and Maintenance, 13.7 Abutment Protection.
If inserts are required, the details shown in Figure 12.18-1 Insert Details at Abutments shall be
shown on the abutment drawing.

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Figure 12.18-1 Insert Details at Abutments

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.

Figure 12.18-2 Eyebolt Details

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12.19 Abutment Protection

Abutments usually sit above a road embankment which spills past the abutment towards the
waterway/road that the bridge is crossing. The embankment is protected against scour and
erosion by abutment protection. For selection criteria, general notes and drawing index of
standard abutment protection refer TMR Standard Drawings 1536 and Chapter 13- Provision
for Bridge Jacking, Inspection and Maintenance.
For an explanation of the details required on the General Arrangement drawings refer Chapter
11 - General Arrangement Drawings, Detailed Design General Arrangement Drawings.
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Appendix A - Example Abutment Drawings

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Appendix A - Example Abutment Drawings - Sheet 1

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Appendix A - Example Abutment Drawings - Sheet 2

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Appendix A - Example Abutment Drawings - Sheet 3

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Appendix A - Example Abutment Drawings - Sheet 4

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Appendix A - Example Abutment Drawings - Sheet 5

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Appendix A - Example Abutment Drawings - Sheet 6

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Appendix A - Example Abutment Drawings – Sheet 7

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Appendix A - Example Abutment Drawings – Sheet 8

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Appendix A - Example Abutment Drawings – Sheet 9

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Appendix A - Example Abutment Drawings – Sheet 10

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Appendix A - Example Abutment Drawings – Sheet 11

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Appendix A - Example Abutment Drawings – Sheet 12

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Appendix A - Example Abutment Drawings – Sheet 13

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Appendix A - Example Abutment Drawings – Sheet 14

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Appendix A - Example Abutment Drawings – Sheet 15

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Appendix A - Example Abutment Drawings – Sheet 16

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Appendix A - Example Abutment Drawings – Sheet 17

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Appendix B - Example Pier Drawings

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Appendix B - Example Pier Drawings - Sheet 1

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Appendix B - Example Pier Drawings - Sheet 2

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Appendix B - Example Pier Drawings – Sheet 3

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Appendix B - Example Pier Drawings – Sheet 4

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Appendix B - Example Pier Drawings – Sheet 5

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Appendix B - Example Pier Drawings – Sheet 6

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Appendix B - Example Pier Drawings – Sheet 7

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Appendix B - Example Pier Drawings – Sheet 8

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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

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 13
Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

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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Figure 13.7-6 Insert Details at Abutments 20

Figure 13.7-7 Eyebolt Details 20
Figure 13.8-1 Example Jack Details 21
Figure 13.8-2 Example Jack Location Details 22
Figure 13.8-3 Example Bearing Replacement Access Details 23

Table of Appendix
13
Appendix A - Example Bridge Jacking, Inspection and Maintenance
Drawings 24

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 13
Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

Chapter 13 Amendments – May 2013

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April

13 (Structural
Drafting)
2011

2 - Document name change. Manager Nov

(Structural 2011
13.3 Stainless steel marker plates to be Grade 316. Drafting)
Amend Figure 13.3-1 to show that threaded
rod may replace the bolt.

13.4 Saw cut bitumen wherever it continues over a

fixed or continuous joint. Deck unit holding
down bolt recess depth increased to 55mm.
Slotted holding down bolt hole moved to
240mm from end of deck unit. The distance
from deck unit holding down bolt hole to the
end of the deck unit increases on skewed
bridges. Update all Figures.

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.

13.8 Figure 13.8-1 revised

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 Transport and Main Roads Chapter 13
Structures Drafting Manual Provision for Bridge Jacking, Inspection and Maintenance

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.

13.3 Deck Unit Bridge Provision for Jacking

Deck Unit Bridges
Abutment and pier headstocks on a deck unit bridge must incorporate jacking shelves wherever
there are elastomeric bearings. Because these bearings have a limited service life, provision must
be made to jack the span and replace the bearings. The shelf will also be used to support
temporary packers when the bearings are being installed.
Typically, the shelf shall be 250mm deep and 325mm wide for bridges with deck units. To stop
the edge of the jacking shelf from breaking away during jacking, the jack must be located at
least 175mm from the outside of the headstock. The jacking shelf may need to be larger for other
bridge types i.e. box girders.
Similarly, the bearing must sit at least 175mm from the edge of the bearing shelf on a square
bridge. On a skewed bridge this distance may be reduced because only one corner of the bearing
is located closer than 175mm. There jacking position must not be under a void in the deck unit.
Elastomeric bearings are used on a headstock in following instances:-
 Bridges with a concrete deck
 The expansion joint end of a span
 Deck units longer than 20m, even if there is no concrete deck and/or expansion joint

Marker Plates (Stainless Steel Grade 316)

Stainless steel marker plates shall be placed above the deck unit holding down bolt nuts
wherever the nuts have been designed to be removed prior to jacking. The marker plates shall be
attached to the deck unit/deck with “Parchem Roadseal SL” silicone or approved equivalent.

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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.

13 100mm Diameter PVC conduit

Bridges with deck units and a concrete deck require that provision is made for a portion of the
deck to be removed above the deck unit holding down bolts so that the bolts can be accessed.
This is achieved by placing a 100mm diameter PVC conduit above the bolt and filling it with
N20/5 concrete. The contents of the conduit can then be easily removed before the bridge is
jacked.

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.

Holding Down Bolt Size and Grout Type

Bridges without provision for jacking have their deck units held down with M24 Class 4.6 bolts
bonded by 1:2 mix cement grout. Bridges with provision for jacking use M30 Class 8.8 holding
down bolts bonded by “Parchem Conbextra GP” cementitious grout or approved equivalent.
On bridges where provision for jacking is required on at least one pier or abutment, the M30
Class 8.8 bolts and “Parchem Conbextra GP” grout shall be used over the entire bridge length to
avoid confusion. To ensure that the “Parchem Conbextra GP” grout sets to the required strength,
it must be mixed to fluid consistency to the manufacturers specifications.
The bolts may be replaced with threaded rod. Refer Chapter 11 - General Arrangements, Deck
Unit Anchorage Details.

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Holding Down Bolt Corrosion Protection

Holding down bolts for deck units that are to be jacked at one or both ends shall be given
additional corrosion protection because the full length of the bolt is not encased in grout. In
addition to hot dip galvanising, the bolts shall be treated with the “Denso Steelcoat 400 system
with Denso Epoxy Topcoat” or approved equivalent. The additional protection shall start 50mm
from the top of the bolt and extend 50mm into the “Parchem Conbextra GP” grout which holds
the bolt down. Refer Figure 13.3-1 Holding Down Bolt Additional Corrosion Protection.
Where the nut and washer at the top of bolt are designed to be removed before jacking, they
shall be coated with grease before a silicone seal is placed around them. 13

Figure 13.3-1 Holding Down Bolt Additional Corrosion Protection

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 a Concrete Deck without DWS

The method of locating all of the holding down bolts with a 100mm diameter PVC conduit does
not suit a bridge with a concrete deck without DWS because vehicular traffic will damage the
concrete plug. Instead, only the outer deck units shall have their holding down bolt holes marked
with the conduit. The intermediate holes can be located and by measuring from the outer holes.
The concrete plug can then be removed so the holding down bolts can be accessed. Marker
plates are not placed above the conduits in this instance.

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.

13.4 Deck Unit Bridge Joint Types

General Arrangement drawings show a view detailing the deck unit bridge joint details. The
view is titled ANCHORAGE DETAILS. Refer Chapter 11 - General Arrangement Drawings,
11.7 Detailed Design General Arrangement Drawings for further explanation and to Chapter 11
- General Arrangements, Figure 11.7.2 - Deck Unit Anchorage Detail - Provision for Jacking
for an example of the details required.
There are several types and combinations of joint types. Additional details are as follows (note
that these details shall be modified when the bearings are placed in front of the deck unit holding
down bolt holes):-

Fixed Joints – DWS on Deck Units >20m

At fixed joints the “Parchem Conbextra GP” grout shall be placed in the headstock formed holes
and the bottom 250mm of the deck unit holding down bolt holes. The entire lengths of the holes
are not filled because when the grout is removed at the time of jacking it will create unnecessary
additional work. Refer Figure 13.4-1 Fixed Abutment and Pier Joints - DWS on Deck Units
>20m.

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Expansion Joints – DWS on Deck Units

At expansion joints the “Parchem Conbextra GP” grout is only placed in the headstock formed
hole. Grout is not placed in the slotted deck unit holding down bolt holes because the holding
down bolt must be free to slide along the slot. Refer Figure 13.4-1 Fixed Abutment and Pier
Joints - DWS on Deck Units >20m.

Fixed Abutment Joints with Bearings

When deck units are supported by bearings at fixed abutment joints, an XJS expansion joint (or
approved equivalent) shall be provided in the DWS. Refer Chapter 17 - Cast Insitu Kerbs and
Decks, Appendix A - Deck Design Sketches - Sheet 6. 13
Combination of Fixed and Expansion Joints – DWS on Deck Units<20m
A deck unit bridge without a concrete deck and with spans lengths 20m or less will only have
elastomeric bearings at expansion joints. This means that the deck units will only need to be
jacked at the expansion joint end. At the fixed end, a jacking shelf is not needed, however,
provision must still be made to disconnect the holding down bolts to allow the deck units to
rotate as the expansion joint end is jacked. The deck units will be supported on 1:3 mix cement
mortar and be grouted 250mm into the deck unit holding down bolt holes. Refer Figure 13.4-3
Expansion Abutment Joint and Fixed Pier Joints - DWS on Deck Units ≤20m and Figure 13.4-4
Fixed Abutment Joint and Expansion Pier Joints - DWS on Deck Units ≤20m.
Similarly, if the bridge has an expansion/fixed pier the fixed side shall be fully grouted with
“Parchem Conbextra GP” for the full length of the pier headstock formed holes and the deck unit
holding down bolt holes. Refer Figure 13.4-5 Fixed Abutment Joint and Expansion / Fixed Pier
Joint - DWS on Deck Units ≤20m.

Fixed and Continuous Joints – DWS on Concrete Deck on Deck Units

At continuous joints, the deck units on one span of the pier headstock shall be grouted 250mm
while the deck units on the adjacent span shall only be grouted into the pier headstock formed
holes. Only one side is grouted so that the 50mm nominal gap between the deck units can close
up as the deck units are placed under load. The side of the pier headstock in which the deck units
are grouted 250mm shall be consistent along the entire bridge length. Refer Figure 13.4-6 Fixed
Abutment and Pier Joints - DWS and Concrete Deck on Deck Units.

Expansion Joints – DWS on Concrete Deck on Deck Units

At expansion joints the “Parchem Conbextra GP” grout is only placed in the headstock formed
holes. Grout is not placed in the slotted deck unit holding down bolt holes because the holding
down bolt must be free to slide along the slot. Refer Figure 13.4-7 Expansion Abutment and Pier
Joints - DWS and Concrete Deck on Deck Units.

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Figure 13.4-1 Fixed Abutment and Pier Joints - DWS on Deck Units >20m

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Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

13

Figure 13.4-2 Expansion Abutment and Pier Joints - DWS on Deck Units

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Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

13

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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13

Figure 13.4-6 Fixed Abutment and Pier Joints - DWS and Concrete Deck on
Deck Units

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13

Figure 13.4-7 Expansion Abutment and Pier Joints - DWS and Concrete
Deck on Deck Units

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Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

13.5 Deck Unit Erection Construction Procedure

A construction procedure for the bearing installation and deck unit erection shall be shown on
the General Arrangement drawings. For an example of the required details, refer Figure 13.5-1
Deck Unit Erection. Note that the construction procedure shown may need to be modified to suit
the specific bridge design.

13

Figure 13.5-1 Deck Unit Erection

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 13
Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

13.6 Girder Bridge Jacking

Girders are always located on bearings rather than cement mortar seating, therefore provision
must be made for jacking to replace the bearings should the need arise. Usually girder bridges
are designed with cross girders and the jacks shall be placed underneath them for lifting
purposes. Therefore, jacking shelves are not needed.

13.7 Abutment Protection

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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Figure 13.7-1 Example Interlocking Blockwork Details

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Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

Minimum Inspection Height of 1200mm

When the soffit of the abutment headstock is below ground, a minimum of 1200mm headroom
shall be provided underneath the deck units/girders to allow practical inspection and
maintenance of the abutments. To achieve this, the waterway shall be cleared to soffit height. On
both sides of the bridge the excavation to clear waterway shall transition up to the natural ground
line at 1 on 4. Refer Figure 13.7-2 Minimum Inspection Height of 1200mm. This figure is
extracted from TMR Standard Drawings 1542.

13

Figure 13.7-2 Minimum Inspection Height of 1200mm

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 13
Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

Inspection Height between 1200mm and 1700mm

When the distance from the underside of the deck unit/girder to the ground at the foot of the
abutment protection spillthrough is between 1200mm and 1700mm, an inspection and
maintenance platform shall not be provided. Refer Figure 13.7-3 Inspection Height between
1200mm and 1700mm. This figure is extracted from TMR Standard Drawings 1542.

13

Figure 13.7-3 Inspection Height between 1200mm and 1700mm

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 13
Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

Maximum Inspection Height of 1700mm

When the distance from the underside of the deck unit/girder to the ground at the foot of the
abutment protection spillthrough is greater than 1700mm, an inspection and maintenance
platform shall be provided. This height will suit an average sized person. The platform shall be
850mm wide. When the platform is constructed with concrete it shall be broom finished to
improve traction when walking on the platform.
When an inspection and maintenance platform is provided, the slope of the abutment protection

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.

Figure 13.7-4 Maximum Inspection Height of 1700mm

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 13
Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

Staircase Access to the Inspection & Maintenance Platform

When the slope of the roadway embankment is steeper than 1 on 2, a 600mm wide stairs may be
provided to allow safe access to the inspection and maintenance platform. The stairs may
provide access from either above or below the platform.
The staircase slab shall be 150mm thick minimum for standard abutment protection types 1 and
2 and 300mm thick for type 4. Refer Figure 13.7-5 Staircase details. This figure is extracted
from TMR Standard Drawings 1543.

13

Figure 13.7-5 Staircase details

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 13
Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

Inserts for Safety Harness Attachment

If it is likely a person would be injured by falling from the inspection and maintenance platform,
inserts shall be cast into the headstock to allow for attachment of a safety harness. The inserts
shall be spaced a maximum of 1500mm. The details shown in Figure 13.7-6 Insert Details at
Abutments shall be shown on the abutment drawings.

13

Figure 13.7-6 Insert Details at Abutments

The details shown in Figure 13.7-7 shall be shown on the inspection and maintenance drawing.
It refers back to the abutment drawing for the insert details.

Figure 13.7-7 Eyebolt Details

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 13
Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

13.8 Bridge Jacking, Inspection and Maintenance Drawing

A Design Report is required for every bridge design. This must include a section on future
bridge inspection and maintenance. Whenever there is provision for future bridge jacking, an
inspection and maintenance drawing shall be included in the set of bridge drawings. The
following details are required on the drawing:-
 Jack details including dimensions, manufacturer, model number, capacity and stroke

13
 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.

Figure 13.8-1 Example Jack Details

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 13
Drafting and Design Presentation Standards Manual Provision for Bridge Jacking, Inspection and Maintenance

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

Figure 13.8-2 Example Jack Location Details

Bearing Replacement Procedure

The drawing shall explain the design assumptions for lifting, site preparation and access, and the
bearing replacement procedure. For examples refer Appendix A - Example Bridge Jacking,
Inspection and Maintenance Drawings. Take care to reword the notes to suit the bridge in
question.

Inspection and Maintenance Access

As explained in 13.7 Abutment Protection, a risk assessment shall determine which safety
features are needed for inspection and maintenance to be done safely. The drawing shall show
how access to the bridge can be done safely. Refer Figure 13.8-3 Example Bearing Replacement
Access Details.

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13

Figure 13.8-3 Example Bearing Replacement Access Details

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Appendix A - Example Bridge Jacking, Inspection and Maintenance Drawings

13

Appendix A - Example Bridge Jacking, Inspection and Maintenance Drawings - Sheet 1

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Appendix A - Example Bridge Jacking, Inspection and Maintenance Drawings - Sheet 2

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Appendix A - Example Bridge Jacking, Inspection and Maintenance Drawings - Sheet 3

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 14
Drafting and Design Presentation Standards Manual Prestressed Concrete Girders

14

Chapter 14
Prestressed
Concrete Girders

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 14
Drafting and Design Presentation Standards Manual Prestressed Concrete Girders

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

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 14
Drafting and Design Presentation Standards Manual Prestressed Concrete Girders

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

List of Tables and Figures

Figure 14.3-1 Girder Types 1
Figure 14.3-2 Girder Joints 2
Table 14.5-1 Typical Void Arrangements 3
Figure 14.5-2 Girder End Incline Guidelines (1) 5
Figure 14.5-3 Girder End Incline Guidelines (2) 6
Figure 14.5-4 Girder End incline Details 6
Figure 14.5-5 Top Attachment Plate 7
Figure 14.5-6 Bridges skewed > 45º 8
Figure 14.5-7 Girder Fasteners 9
Figure 14.5-8 Fasteners for Restraint Angles 9
Figure 14.6-1 Restraint Angles 11
Figure 14.6-2 Layout Diagram for Restraint Angles 12
Figure 14.6-3 Restraint Angle Wedges 12

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Figure 14.6-4 Layout Diagram for Bearing Restraint Plates 13

Figure 14.6-5 Bearing Restraint Plates 14
Figure 14.7-1 Girder Anchorage Details 15
Figure 14.8-1 Girder Reinforcement Sections (1) 16
Figure 14.8-2 Girder Reinforcement Sections (2) 17
Figure 14.8-3 Girder Reinforcement Sections (3) 18
Figure 14.8-4 Girder Reinforcement around Fastener (1)
Figure 14.8-5 Girder Reinforcement around Fastener (2)
19
20
14
Figure 14.8-6 Variable Bars 21
Figure 14.10-1 Typical Cross Girder Design 23
Figure 14.10-2 Alternate Cross Girder Design 24
Figure 14.11-1 Plan View of Hole Layout 25
Figure 14.11-2 200mm Diameter Holes in Girder Flange for Scuppers 25
Figure 14.11-3 20mm Diameter Holes in Girder Flange Drain Bracket 26
Figure 14.11-4 Trimmer Reinforcement Bars 26
Figure 14.12-1 Lifting Diagram 27
Figure 14.12-2 Lifting Loop Details 28
Figure 14.13-1 Girder Erection Sequence Detail 29

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 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
14
14 (Structural
Drafting)
2011

2 - Document name change. Manager Nov

(Structural 2011
14.5 The 30mm dia drain hole shall not be Drafting)
positioned vertically between strands.
Restraint angle fasteners shall be located
above the bottom two rows of strands.
Strands shall have 60mm min cover to voids.

14.6 Restraint angle details vary depending on the

forces they are designed to accommodate.

14.8 Figures amended to shown current standard

reinforcement details. Fastener move upwards
between 2nd and 3rd row of strands.

14.10 Add details on alternate cross girder design.

Holes may be required if the bridge is subject
to flooding.

14.12 Lifting Loops section added.

14.13 Girder erection sequence added.

Appendix A 1200mm deep girder removed. 1500mm and

1800mm deep girders updated.

Appendix B Example drawings replaced.

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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.

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

Figure 14.3-2 Girder Joints

14.4 Standard Design Details

Standard super T-girder design sheets have been developed in Bridge Design Branch and are
used as the standard for design and presentation in the production of TMR bridge drawings. For
standard details for 1500 and 1800mm deep super T-girders refer Appendix A - Super T-girder
Design Sketches.

14.5 Girder Profiles

The standard girder profiles are detailed to AS 5100.5. Super T-girders may have depths of 750,
1000, 1200, 1500 and 1800mm.
The girders typically used in TMR are the 1500 and 1800mm depths. Deck units are usually
preferred over 750, 1000 and 1200mm deep girders because these girder depths are not readily
available. The Designer shall check availability before specifying these girder depths.
For girder mass calculations, the specific density of 2.7 tonnes/m3 shall be used.

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.

Table 14.5-1 Typical Void Arrangements

Girder End Block
Length Void Arrangement Length
(m) (m)
24.95 4 x 5m 2250
25.95 4 x 5m 2750
26.95 4 x 5m + 1 x 2.35m 2000
27.95 4 x 5m + 1 x 3.35m 2000
28.95 4 x 5m + 1 x 4.35m 2000
29.95 5 x 5m 2175
30.95 5 x 5m 2675
31.95 5 x 5m + 1 x 2.2m 2000
32.95 5 x 5m + 1 x 3.2m 2000
33.95 5 x 5m + 1 x 4.2m 2000

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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.

Gaps between Girders

Standard design practice is to allow a 30mm gap between girder flanges, however this may vary
slightly depending on the width of girder flanges and the width of bridge deck. During
construction the gap is covered by approved high strength waterproof tape to prevent concrete
leaking between the girders.

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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Gaps and Inclined Girder Ends

A nominal gap of 50mm is provided between the ends of girders on adjacent spans, and between
the ends of girders and the abutment ballast wall. When super T-girders are being placed on site
they are lowered vertically into position. Due to clearance requirements it is important that the
ends of the girders do not rotate too much and therefore clash with each other or with the ballast
wall.
Ideally, every girder would have ends that are vertical to ensure a 50mm gap between all girders
and between girders and the ballast walls. This is easy to accomplish on a level bridge by
specifying that the end of the girders must be vertical (100 days after casting). The girder end is
not cast vertical because by the time it has finished hogging (nominally at 100 days after
14
casting) it would no longer be vertical.
A bridge on a grade has additional complications. The gap between the top of the girder and the
ballast wall will reduce at the low end of the bridge, for example 32mm for an 1800mm girder
on a 1% grade, and increase at the high end of the bridge, for example, 68mm for an 1800mm
girder on a 1% grade. These gaps are at the limit of what is acceptable, therefore, 1% is the
steepest grade with which the girders ends can be made vertical (at 100 days after casting).
For grades greater than 1%, each end of the girder needs to be inclined by a different amount to
ensure that the ends will be vertical when the girder is bearing on the headstock.
For bridges on a vertical curve the end incline may vary on both ends of the girders on every
span. These inclined dimensions may be rationalised to the nearest 5mm to reduce the amount
of variations. Refer Figure 14.5-2 Girder End Incline Guidelines (1) and Figure 14.5-3 Girder
End Incline Guidelines (2).

Figure 14.5-2 Girder End Incline Guidelines (1)

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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.

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.

Top Attachment Plates

A top attachment plate is cast into the underside of the girder and a bearing restraint plate is then
screwed to this before the girder is lifted onto the bridge. The top attachment plate shall be of
the same length and width as the bearing restraint plate. Four dowel bars welded to the plate
hold it in place in the girder. For an example of the details required on the Girder drawings,
refer Figure 14.5-5 Top Attachment Plate. For the current TMR standard details refer Chapter
17 - Cast Insitu Kerbs and Decks, Appendix A - Deck Design Sketches - Sheet 8.

Figure 14.5-5 Top Attachment Plate

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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.

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.

Fasteners in Skewed Girders

On bridges with skews >10º, the restraint angle fasteners may need to be offset to prevent the
headstock widths becoming unproportionally wide. Chapter 12 - Abutments and Piers, 12.8
Girder Bridge Headstock Layout explains the method required to determine if the fasteners need
to be offset. Refer Figure 14.5-8 Fasteners for Restraint Angles.

Figure 14.5-8 Fasteners for Restraint Angles

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14.6 Miscellaneous Girder Components

Casting yards that manufacture girders only want drawings that detail the components that are
cast into the girders i.e. the top attachment plate and the fasteners. Details for the following
girder related items are to be shown on the Miscellaneous Details drawing:-

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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Figure 14.6-1 Restraint Angles

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14

Figure 14.6-2 Layout Diagram for Restraint Angles

Restraint Angle Wedges

Restraint angle wedges either side of the girder ensure a snug fit between it and the restraint
angles, refer Figure 14.7-1 Girder Anchorage Details. For an example of the required details
refer Figure 14.6-3 Restraint Angle Wedges. These details shall not be shown on the girder
drawing because the casting yard manufacturing the girders will not be fabricating the
steelwork. Rather, the details shall be shown on the Miscellaneous Details drawings, refer
Chapter 18 - Expansion Joints and Miscellaneous Details. For the current TMR standard details
refer Chapter 17 - Cast Insitu Kerbs and Decks, Appendix A - Deck Design Sketches - Sheet 8.

Figure 14.6-3 Restraint Angle Wedges

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Bearing Restraint Plates

Girders located on elastomeric bearings require a bearing restraint plate above each bearing to
stop the bearing from moving from its designed position should the epoxy above the bearing
fail. Because the vertical load from the girder must be applied evenly across the bearing, the
plate is tapered to nullify the effect of the girder hogging. The minimum thickness of the plate is
16mm. For an example of the required details refer Figure 14.6-5 Bearing Restraint Plates.
These details shall not be shown on the girder drawing 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.
If a bridge has different types of plates, a layout diagram is required to show the orientation of
14
the plates, refer Figure 14.6-4 Layout Diagram for Bearing Restraint Plates. For the current
TMR standard details refer Chapter 17 - Cast Insitu Kerbs and Decks, Appendix A - Deck
Design Sketches - Sheet 8.

Figure 14.6-4 Layout Diagram for Bearing Restraint Plates

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14

Figure 14.6-5 Bearing Restraint Plates

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14.7 Girder Anchorage Details

An anchorage detail and a construction sequence for the bearing installation and girder erection
is required to show how the girder is attached to the headstock. For an example of the required
details refer Figure 14.7-1 Girder Anchorage Details. Note that the construction procedure shall
be modified to suit a specific bridge design.
These details shall not be shown on the Girder drawings but on the Miscellaneous Details
drawing, refer Chapter 18 - Expansion Joints and Miscellaneous Details. For the current TMR
standard details refer Chapter 17 - Cast Insitu Kerbs and Decks, Appendix A - Deck Design
Sketches - Sheet 8. 14

Figure 14.7-1 Girder Anchorage Details

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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.

Reinforcing Set Spacing

Typically there is congestion in the end block because the reinforcing sets are spaced closely
14 together. To help alleviate the problem, the Design Engineer should space the sets as far apart as
14 possible. In the end blocks the 16V bars shall be placed inside the 16VE and 16VC bars to
provide extra clearance between sets. Refer Figure 14.8-1 Girder Reinforcement Sections (1).

Figure 14.8-1 Girder Reinforcement Sections (1)

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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).

14

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).

14
14

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.

14

Figure 14.8-4 Girder Reinforcement around Fastener (1)

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Figure 14.8-5 Girder Reinforcement around Fastener (2)

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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.

14

To reduce the chance of cracking, additional reinforcement is

required near this face of the void at both ends of the girder

Figure 14.8-6 Variable Bars

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14.9 Drilling Holes into Girders

Drilling holes into girders, for example ferrules for installation of fans and other accessories,
presents a major structural risk from both cutting of strands and/or ligatures, and structural
integrity of the connection. It is also a risk to the durability of the girder. This is not permitted.
The following text shall be shown on the general arrangement drawing besides the section deck
detail ‘DRILLING INTO THE GIRDERS IS NOT PERMITTED. ALL
FERRULES/ATTACHMENTS MUST BE CAST-IN’.
14
14 14.10 Cross Girders
Typically girder bridges have cross girders for the following reasons:-
 to strengthen the structure
 to provide a location for the temporary packers required during bearing installation
 to provide jacking points if the bridge ever needs to be raised for maintenance
It is good practice to space girders as far apart as possible to reduce reinforcement congestion in
the cross girders, and to facilitate easier inspection and maintenance of the bearings. This may
require reducing the number of girders by increasing the girder depth.
At fixed and expansion joints the cross girder reinforcement bonds into the concrete deck. At
continuous deck joints the cross girder reinforcement cannot do this because sheets of closed
cell expanded polyethylene are located below the deck. For an example of the typical details
required, refer Figure 14.10-1 Typical Cross Girder Design.
Cross girders may be designed differently to those shown in. The ends of the girders may cut
out to allow the top reinforcing steel to continue over the girder. The main advantages of this
design are that it reduces / eliminates the laps in the top cross girder reinforcement and also the
top girder couplers that this reinforcement would typically screw into. The main disadvantages
are that construction and detailing of the girders drawings are both more complicated. Refer
Figure 14.10-2 Alternate Cross Girder Design.
The reinforcement details and the width and depth of cross girders are project specific and are
largely dependent on the span length and girder width. The examples shown may have less
reinforcement that is required to comply with current standards.
If the bridge is subject to flooding, holes may be required near the top of the cross girders so
that as the bridge is submerge, air between the girders can be released to prevent the bridge from
potentially floating away.

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Figure 14.10-1 Typical Cross Girder Design

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Figure 14.10-2 Alternate Cross Girder Design

14.11 Holes in Girder Flanges for Road Drainage

When road water is removed from a girder bridge deck, TMR’s typical design is to use a steel
drain pipe to carry the water to the end(s) of the bridge. Refer Chapter 18 - Expansion Joints
and Miscellaneous Details, Appendix C - Example Drain Drawings.
The water is taken from the deck with 150mm diameter PVC scuppers that pass through
200mm diameter holes in the girder flange. Refer Figure 14.11-1 Plan View of Hole Layout and
Figure 14.11-2 200mm Diameter Holes in Girder Flange for Scuppers.

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Figure 14.11-1 Plan View of Hole Layout 14

Figure 14.11-2 200mm Diameter Holes in Girder Flange for Scuppers

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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14

Figure 14.11-3 20mm Diameter Holes in Girder Flange Drain Bracket

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.

Figure 14.11-4 Trimmer Reinforcement Bars

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14.12 Lifting Loops

Lifting loops shall have a factor of safety of 5. TMR do not have standard lifting loop details.
The details are dependant on the mass of the girder.
The following examples are from a 77 tonne girder, refer Figure 14.12-1 Lifting Diagram and
Figure 14.12-2 Lifting Loop Details.

14

Figure 14.12-1 Lifting Diagram

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14
14

Figure 14.12-2 Lifting Loop Details

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14.13 Girder Erection Sequence

One of the greatest safety risks during bridge construction is an unsecured girder toppling over,
and worst still, falling off the bridge altogether. By erecting the girders from the center of the
bridge first and then working outwards, the risk of a girder falling off the bridge is reduced.
If headstock sidewalls are required, they shall be constructed before the girders are erected.
These walls improve aesthetics and safety. The walls shall be strong enough to resist impact
loads during installation of the girders.
The Contractor is responsible for ensuring the stability of the girders during construction. This
usually involves temporary bracing between the girders, or temporary propping of the girders. 14
For an example of the required details, refer Figure 14.13-1 Girder Erection Sequence Detail.

Figure 14.13-1 Girder Erection Sequence Detail

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14
14

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Appendix A - Super T-girder Design Sketches

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Appendix A - Super T-girder Design Sketches - Sheet 1

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14
14

Appendix A - Super T-girder Design Sketches - Sheet 2

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Appendix B - Example Super T-girder Drawings

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Appendix B - Example Super T-girder Drawings - Sheet 1

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14
14

Appendix B - Example Super T-girder Drawings - Sheet 2

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Appendix B - Example Super T-girder Drawings - Sheet 3

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14
14

Appendix B - Example Super T-girder Drawings - Sheet 4

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Appendix B - Example Super T-girder Drawings - Sheet 5

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14
14

Appendix B - Example Super T-girder Drawings - Sheet 6

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Appendix B - Example Super T-girder Drawings - Sheet 7

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14
14

Appendix B - Example Super T-girder Drawings - Sheet 8

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Appendix B - Example Super T-girder Drawings - Sheet 9

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Appendix B - Example Super T-girder Drawings - Sheet 10

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15

Chapter 15
Prestressed
Concrete Deck Units

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Drafting and Design Presentation Standards Manual Prestressed Concrete Deck Units

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,
15
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3

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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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

15
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

List of Tables and Figures

Table 15.5-1 Standard Deck Unit Details (SM1600 and HLP400
Loading) Error! Bookmark not defined.
Figure 15.8-1 Design Hog of Deck Units 3
Figure 15.8-2 Deck Unit Schedule 4
Figure 15.8-3 Transverse Stressing Unit Schedule 4
Figure 15.8-4 Square Transverse Stressing Assembly 5
Figure 15.8-5 Formwork and Service Anchor 6
Figure 15.10-1 Skewed Transverse Stressing Assembly 8
Figure 15.10-2 Chamfered Corners 9
Figure 15.13-1 Reinforcement for Skews ≤30° 10
Figure 15.13-2 Reinforcement for Skews >30° 10
Figure 15.13-3 Close Gaps between Deck Units 10

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Figure 15.13-4 Large Gaps between Deck Units 10

Figure 15.14-1 Example Joint 11
Figure 15.14-2 Recess for Stage Construction 11

Table of Appendix
Appendix A - Preliminary 25m Standard Deck Unit Drawings
Appendix B - Example Skewed Deck Unit Drawings
13
18
15

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Chapter 15 Amendments – February 2012

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April

15 (Structural
Drafting)
2011

2 - Document name change. Manager Feb

(Structural 2012
15.5 Table deleted – refer STD drawings for Drafting)
dimensions and strand details

15.8 Add formwork kick details to Table 15.8-1.

Update Figure 15.8-4.
Remove figures for bridge traffic barrier post.

15.9 Recess depth increased to 55mm.

Remove figures for deck unit layout.

15.10 Update Figure 15.10-1.

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Structures Drafting Manual Prestressed Concrete Deck Units

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.

15.4 Standard Drawings

TMR is in the process of producing standard drawings for square, transversely stressed PSC
deck units, for span lengths from 10 to 25m. These deck units are designed for 500mm wide
cast insitu kerbs, and steel bridge traffic barriers with a regular performance level. As they are
completed, these drawings will be released on the TMR website. Refer Appendix A -
Preliminary 25m Standard Deck Unit for details of the proposed standard 25m long deck unit.
Refer Appendix B - Example Skewed Deck Unit Drawings for details of a skewed deck unit.
The standard deck unit drawings shall be used as the basis for project drawings to ensure
consistency in presentation and detail, to ensure production costs are minimised, and
productivity of the precast industry is sustained. The design assumptions for the standard deck
unit drawings are stated in TMR Standard Drawing 1519 Design Assumptions for Standard

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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.

15.5 Standard Details

Error! Reference source not found. is a summary of details from the TMR standard deck unit

15
drawings. Type A are inner deck units. Type B are outer deck units without scuppers. Type C
are outer deck units with scuppers.

15.6 Drilling Holes into Deck Units

Drilling holes into deck units is not permitted, for example, ferrules for installation of signs and
other accessories, and presents a major structural risk from both cutting of strands and/or
ligatures, and structural integrity of the connection. It is also a risk to the durability of the deck
unit. The following text shall be shown on the General Arrangement drawing besides the section
deck detail ‘DRILLING INTO THE DECK UNITS IS NOT PERMITTED. ALL
FERRULES/ATTACHMENTS MUST BE CAST-IN’.

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

Design Hog and Formwork Kick of Deck Units 15

Hogs and formwork kick are to be shown in a table on the drawings. The formwork kick shall
be calculated to ensure that the ends of the deck units are vertical at 100 days. The hog shall be
shown at three stages after the deck unit is cast so that it can be measured progressively to check
that it is hogging as designed. The design hog shall be shown:-
 At transfer
 At 30 days
 At 100 days
The 100 day hog is used to calculated bridge geometry. Refer Figure 15.8-1 Design Hog of
Deck Units.

Figure 15.8-1 Design Hog of Deck Units

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Deck Unit Schedule

A schedule for the deck units is to be shown in a table on the drawings.
The schedule shows the number of each deck unit type, the mass of each deck unit type, and the
combined mass of each deck unit type. For deck unit mass calculations, the specific density of
2.6 tonnes/m3 shall be used for inner deck units (without starter bars) and 2.7 tonnes/m3 for
outer deck units, and those supporting an RC deck (with starter bars).
Refer Figure 15.8-2 Deck Unit Schedule.

15

Figure 15.8-2 Deck Unit Schedule

Transverse Stressing Unit Schedule

A schedule for the transverse stressing units is to be shown in a table on the drawings.
The schedule shows the length of stressing bar, the combined mass of the stressing bar and its
anchorages, the number of stressing units, and the total mass of stressing units. Refer Figure
15.8-3 Transverse Stressing Unit Schedule.
When calculating the length of transverse stressing bars, perform the base calculation, round up
to the nearest 50mm then add an additional 50mm to the length. The mass of 29mm diameter
transverse stressing bar is calculated at 5.44 kg/m. The mass of one 150 x 130 x 40mm thick
anchor plate is 6 kg.

Figure 15.8-3 Transverse Stressing Unit Schedule

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Transverse Stressing Assembly

Transverse stressing bars are to AS/NZS 4672.2 and AS/NZS 4672.1-bar-29-1030-P (with
300mm minimum coarse tread at each end). Anchorages consist of a bearing plate 150 x 140 x
40mm thick supplied with a nut and flat washer. These components are to be hot dip galvanised.
Refer Figure 15.8-4 Square Transverse Stressing Assembly. On occasions it may be necessary,
for tolerance, to have a larger hole than the normal 70mm diameter in the outer deck units, for
example on a bridge widening. The designer is to check the bending of the anchor plate into the
hole to ensure the plate is of sufficient thickness.

15

Figure 15.8-4 Square Transverse Stressing Assembly

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Bridge Traffic Barrier Post Locations

On standard square deck units, the bridge traffic barrier posts are located directly above the
transverse stressing holes. Therefore, the spacing of the posts is 2.05m on the deck unit, and up
to 2.8m over the piers (this spacing is for an 11m long deck unit, the spacing is less for longer
deck unit lengths). The spacing of the 20YC/20YD bars allows for easy placement of the cast
insitu kerb ligatures and post anchorages.
When drafting skewed deck units, the Drafter must check for clashes between the 20YC/20YD
starter bars, the bridge traffic barrier post anchorages, and the kerb reinforcement. The location

15 of these bars may be adjusted slightly so they avoid the anchorages.

Formwork and Services Anchor

All outer deck units have cast in formwork anchors. Refer Figure 15.8-5 Formwork and Service
Anchor. These anchors may also be used for future services attachment as follows:
 Formwork anchors: One row of anchors, 110mm down from top of unit
 Service attachment anchors: Generally one row, 110mm down from top of unit, but two
rows may be needed (one at the top and one near the bottom of the deck unit between
strands) dependant on size of services.

Figure 15.8-5 Formwork and Service Anchor

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15.9 Holding Down Bolt Holes

A holding down hole/slotted hole is cast into both ends of a deck unit. A holding down
bolt/threaded rod/dowel bar is grouted into this hole to attach the deck unit to the headstock it is
supported by. If the hole is for a holding down bolt/threaded rod, a 100 x 100 x 55mm deep
recess is cast above the hole.
Dowel bars may only be used for bridges seated on cement mortar, where the soffit of the bridge
super-structure is above a 2000 ARI flood.
On all types of deck unit bridges, where the soffit of the bridge super-structure is above a 2000
ARI flood, it is allowable to leave some of the internal holding down bolts/threaded rods/dowels
15
out, provided engineering calculations, taking into account things such as braking forces, allow
so.

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.

Holding Down Bolt Hole Setting Out Expansion Joints

If the end of a deck unit sits on an expansion elastomeric bearing, the hole is slotted and the
recess above it is rectangular. Refer Chapter 17 - Cast Insitu Kerbs and Decks, Appendix A -
Deck Design Sketches - Sheet 9. When the deck unit is square, a slotted holding down bolt hole
is located 240mm 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.

15.10 Skewed Deck Units

Void Lengths
Void lengths in skewed deck units shall be reduced to maintain 50mm minimum clearance to
scuppers, 20YC/20YD bars, and transverse stressing holes. This will necessitate a change in the
mass of units. The density of concrete used to calculate the mass is:-
 2.6t/m3 - inner deck units
 2.7t/m3 - outer deck units
 2.7t/m3 - deck units on RC deck bridges

Transverse Stressing Assembly

On transversely stressed deck unit bridges, the recesses in which the bearing plates sit are
formed to match the skew. Refer Figure 15.10-1 Skewed Transverse Stressing Assembly.

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Figure 15.10-1 Skewed Transverse Stressing Assembly

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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.
15

Figure 15.10-2 Chamfered Corners

15.11 Expansion Joints

At piers or abutments where the deck units have expansion bearings, (or expansion/fixed at
piers), an expansion joint is required to join the deck units on adjacent spans. Refer Chapter 18
- Expansion Joints and Miscellaneous Details and Chapter 17 - Cast Insitu Kerbs and Decks,
Appendix A - Deck Design Sketches.
The ligature in the end grid is to contain all the strands in the deck unit, it will have 35mm cover
top and bottom. Depending on the amount of skew, some of the ligatures in the end blocks of
the deck unit may clash with the rectangular recess above the holding down bolt hole. In this
case, these ligatures will have a different bar mark as they will need to have 35mm cover to the
recess. Refer Chapter 17 - Cast Insitu Kerbs and Decks, Appendix A - Deck Design Sketches -
Sheet 9.

15.12 Bridges around Curves

When deck unit bridges are built around a horizontal curve, the combination of skew, radius of
curve, and span length, contributes to the ends of the deck units assuming a "saw tooth" profile.
Under this saw tooth effect, the resultant angle of skew on common points of the deck units, for
example the stressing bar holes, varies from the nominated skew of the deck.
The size of stressing bar holes in inner deck units only may be altered where necessary to
accommodate this variation as follows:-
 ≥0.5° variation, use standard 70mm diameter hole
 0.5 to 2° variation, use 140 x 70mm diameter slotted hole
 >2° variation, a RC deck design shall be used, eliminating the need for transverse
stressing bars entirely

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15.13 RC Deck on Deck Units

The TMR standard deck units can not be used in conjunction with a RC deck. Deck unit bridges
with a RC deck will need project specific deck unit design, however, the layout of the drawings
shall be similar to the standard deck unit drawings. Generally these deck units are not as deep as
the corresponding standard deck units.
While the ligatures in standard deck units are placed normal to the edge of the units, they may
be skewed for RC deck on deck unit bridges for skews ≥30°. The deck reinforcement is also

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°.

Figure 15.13-1 Reinforcement for Figure 15.13-2 Reinforcement for

Skews ≤30° 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.

Figure 15.13-3 Close Gaps Figure 15.13-4 Large Gaps

between Deck Units between Deck Units

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15.14 Stage Construction and Bridge Widening

When the deck is constructed in stages, or the bridge is being widened, discontinuous couplers
are used to couple the transverse stressing bar extension to the original bar. For additional
details refer Chapter 8 - Bridge Widening, 8.6 PSC Deck Unit Issues.
The full requirements for recesses, stressing bar, anchorages and couplers are to be detailed on
the deck unit drawings. The length of stressing bar shall be based on positioning the coupler
adjacent to the gap in the deck units. Refer Figure 15.14-1 Example Joint and Figure 15.14-2
Recess for Stage Construction for typical details.
15

Figure 15.14-1 Example Joint

Figure 15.14-2 Recess for Stage Construction

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15.15 Deck Drainage

Cast Insitu Kerbs
On superelevated deck unit bridges with cast insitu kerbs or concrete barriers, the unit on the
high side is to be detailed without scuppers.

Scuppers on Overpass Bridges

In general, short overpass bridges do have scuppers, however longer bridges, especially those

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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Appendix A - Preliminary 25m Standard Deck Unit Drawings

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Appendix A - Preliminary 25m Standard Deck Unit Drawings - Sheet 1

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Appendix A - Preliminary 25m Standard Deck Unit - Sheet 2

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Appendix A - Preliminary 25m Standard Deck Unit - Sheet 3

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Appendix A - Preliminary 25m Standard Deck Unit - Sheet 4

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Appendix A - Preliminary 25m Standard Deck Unit - Sheet 5

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Appendix B - Example Skewed Deck Unit Drawings

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Appendix B - Example Skewed Deck Unit Drawings - Sheet 1

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Appendix B - Example Skewed Deck Unit Drawings - Sheet 2

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 16
Drafting and Design Presentation Standards Manual Piles and Footings

16

Chapter 16
Piles and Footings

May 2013
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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 16
Drafting and Design Presentation Standards Manual Piles and Footings

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,
16
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3

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 16
Drafting and Design Presentation Standards Manual Piles and Footings

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

16
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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Drafting and Design Presentation Standards Manual Piles and Footings

Chapter 16 Amendments – May 2013

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.

16
1 - First Issue. Manager March
(Structural 2011
Drafting)

2 - Document name change. Manager Nov

(Structural 2011
16.4 450 and 500mm piles shall not be used. Drafting)

3 16.10 Cast in Place pile wording details revised. Team May

Figure 16.10-1 amended. Leader 2013
(Structural
- Appendix G – new drawing added. 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.

16.2 Figures and Examples shown in this Volume 16

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.

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.

16.4 Precast Prestressed Concrete Piles

PSC piles are the most commonly used pile type. They are octagonal in cross section, measure
550mm across opposite faces, and can be manufactured up to 28m in length.

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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

16 

Headbar diameter, length and number per pile
Total mass of piles
Refer Appendix A - Example PSC Pile Drawing.

16.5 Precast Prestressed Concrete Spliced Piles

Typically, casting yards are only set up to make piles up to 28m in length. When piles longer
than 28m are required, two segments of the same profile are joined together with a mechanical
splice. The splice shall be placed in the lower half of the pile where the bending moment is
reduced. TMR intend to produce a new standard drawing for spliced piles.
Refer Appendix B - Example PSC Spliced Pile Drawings.

16.6 Reinforced Concrete Piles

RC piles are square in cross section and are not prestressed. Their use is not permitted for bridge
foundations. Any Designer who believes the use of such piles is cost effective and will achieve
the strength and durability required, may prepare a written submission for consideration by the
Deputy Chief Engineer (Structures). Delays in assessing such submissions, and any consequent
costs are entirely the responsibility of the Designer.

16.7 Composite Piles

The most common form of composite pile used in bridge design is a PSC pile and a RC pile
joined by a mechanical splice. However, their use is not permitted for bridge foundations. Any
Designer who believes the use of such piles is cost effective and will achieve the strength and
durability required, may prepare a written submission for consideration by the Deputy Chief
Engineer (Structures). Delays in assessing such submissions, and any consequent costs are
entirely the responsibility of the Designer. Refer Appendix C - Example Composite Pile
Drawing.

16.8 PSC Pile Rock Shoe

When the ground is too hard to drive PSC piles fitted with a standard cast iron pile shoe, the
shoe may be substituted with a steel rock shoe. The hardened steel pin on the shoe is designed to
break through rock. Refer Appendix D - Example PSC Pile Rock Shoe Drawing.

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16.9 Steel Piles

Steel Universal Columns (UC) may sometimes be used for the following reasons:-
 To save on transport costs when the bridge is in a dry, remote area
 They may be permitted in overflow bridges (not the main channel) where there is no
permanent water in the stream
 The ground is too hard for PSC piles
The use of steel piles must be approved by the Director (Bridge and Marine Engineering).
16
Fabrication details shall be shown on the drawings as necessary. Details may include, but are
not limited to:-
 Layout of piles about the Bridge Control
 Type and size of pile
 Orientation of pile
 Height of pile tip
 Height of soffit of pilecap or headstock
 Rake of pile if not vertical
 Ultimate Pile Capacity
 Pile tip details
Steel piles may be used in conjunction with precast abutment and pier headstocks that are
precast off site. These are typically used in remote areas where the procurement of large
quantities of fresh concrete is impractical, or when a quick construction period is required. Refer
Appendix F - Example Steel Pile and Precast Headstock Drawing.

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16.10 Cast in Place Piles

Cast in place piles in bridge structures consist of a reinforced concrete column contained in
either a concrete pipe liner or a steel liner. The liner is founded on suitable hard strata using a
socketed base. Belled bases are not permitted. Bored piles (constructed on site without a liner)
are not permitted for bridge foundations.
Details of cast in place piles to be shown on the abutment and pier drawings may include, but
are not limited to:-

16  Layout of piles about the Bridge Control

 Size, grade and type of liner
 Height of soffit of pilecap/headstock
 Height of toe of liner
 Provisional Height of bottom of socket/bell
 A note clarifying the fixity requirements of the socket/bell into rock
 Details of the size and shape of the socket/bell
 Design Foundation Bearing Pressure
 Rock anchors
 Cover to steel reinforcing details. The size of the stainless steel nib depends on the
reinforcement cover requirements. Refer Figure 16.10-1 Example Stainless Steel
Nib
 Cathodic protection details. Note that stainless steel nibs can not be used with
cathodic protection. An alternate such as ceramic spacers will be required.
 Stiffening band details at the toe of the steel liner, including transition liner details if
required. Refer Figure 16.10-2 Example Stiffening Band. The thickness of the
stiffening band, transition liner and the main pile liner may vary depending on the
ground conditions and the diameter and length of the liner.
Refer Appendix G - Example CIP Pile Drawing.

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16

Figure 16.10-1 Example Stainless Steel Nib

Figure 16.10-2 Example Stiffening Band

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16.11 Spread Footings

Spread footings are used when strata capable of carrying the design loads is found close to the
ground surface.
Details of spread footings to be shown on the abutment and pier drawings may include, but are
not limited to:-
 Layout of footings about the Bridge Control

16
 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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Appendix A - Example PSC Pile Drawing

16

Appendix A - Example PSC Pile Drawing

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Appendix B - Example PSC Spliced Pile Drawings

16

Appendix B - Example PSC Spliced Pile Drawings - Sheet 1

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Drafting and Design Presentation Standards Manual Piles and Footings

16

Appendix B - Example PSC Spliced Pile Drawings - Sheet 2

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Drafting and Design Presentation Standards Manual Piles and Footings

Appendix C - Example Composite Pile Drawing

16

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Drafting and Design Presentation Standards Manual Piles and Footings

Appendix D - Example PSC Pile Rock Shoe Drawing

16

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Drafting and Design Presentation Standards Manual Piles and Footings

Appendix E - Example Steel Pile and Cast Insitu Headstock Drawing

16

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Appendix F - Example Steel Pile and Precast Headstock Drawing

16

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Drafting and Design Presentation Standards Manual Piles and Footings

Appendix G - Example CIP Pile Drawing

16

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Drafting and Design Presentation Standards Manual Piles and Footings

Appendix H - Example Spread Footing Drawings

16

Appendix H - Example Spread Footing Drawings - Sheet 1

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Appendix H - Example Spread Footing Drawings - Sheet 2

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 17
Drafting and Design Presentation Standards Manual Cast Insitu Kerbs and Decks

17
17

Chapter 17
Cast Insitu Kerbs
and Decks

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 17
Drafting and Design Presentation Standards Manual Cast Insitu Kerbs and Decks

Volume Contents
Chapter 1 Chapter 11
Introduction General Arrangement Drawings
Chapter 2 Chapter 12
Standard of Presentation Abutments and Piers
17
Chapter 3
Concrete and Reinforcement
Chapter 13
Provision for Bridge Jacking,
17
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3

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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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
17
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 Amendments – May 2013

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
17
(Structural
Drafting)
2011
17
2 - Document name change. Manager Nov
(Structural 2011
17.12 Add reference to section 10.10. Drafting)

Appendix A Update deck design sketches with latest

typical details.

3 - Page numbers for Appendix A updated Team May

throughout the whole chapter. Leader 2013
(Structural
17.3 Wording changed to steel bridge traffic barrier. Drafting)

17.4 Wording changed to steel bridge traffic barrier.

17.5 Continuous Deck without DWS - Paragraph

re-worded.

17.13 Note on concrete inserts added.

17.14 Paragraph 4 - 50mm nominal gap was

100mm. Re-worded XJS expansion joint
details.
Figure 17.14-1 – deleted.

Appendix A Deck design sketches re-numbered and

revised.

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17

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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.

17.4 Cast Insitu Kerbs

Standard cast insitu kerbs are 500mm wide. This is wide enough to fit an 80mm
electrical/telecommunications conduit when required. The top of the kerb is 275mm above the
road running surface
Deck unit bridges with cast insitu kerbs have starter bars protruding from the outer deck unit
which are used to bond the kerb to the deck unit. The kerbs have additional ligatures where the
steel bridge traffic barrier post anchorages are cast into it.

Top Face of Kerbs

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. Appendix A - Deck Design Sketches – Sketch 5 shows standard
details for kerb reinforcement.

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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.
17
17 When the thickness of epoxy mortar beneath the expansion joint exceeds 70mm, the epoxy
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.

Deck Wearing Surface Height Diagram

Bridges on vertical curves are required to show finished DWS Heights at specific intervals
along the bridge. The spacing of the Heights depends on the VC radius. The smaller the radius,
the closer the Height spacing. Heights can either be given at set chainages, for example every
5m, or a span can be divided into equal length segments and Heights given at these spacing’s.
Deck crossfall/superelevation details and deck cross section dimensions are also required.
Heights are to be given at right angles to the Bridge Control (or radially if the bridge is on a
horizontal curve), and should start and finish at a chainage which wholly includes the relieving
slabs. It must be clearly noted that the Heights are given at right angles to the bridge control and
not along the skew line of the bridge. For an example of the required details refer Figure 17.4.1
Example Deck Wearing Surface Heights.
Bridges with a varying crossfall/superelevation also need a table of Heights following the same
methodology as a bridge on a VC.
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 DWS Heights need not be
shown on the bridge drawings. On Design and Construct projects, it is common practice that the
Contractor’s Surveyors use the alignment model (from 12D) to determine the DWS Heights at
any point they require.

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17
17

Figure 17.4.1 Example Deck Wearing Surface Heights

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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°
17
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.

Continuous Deck with DWS

At piers where the deck units/girders have fixed bearings the concrete deck is cast over the gap
between the adjacent spans. Concrete is used rather than a filler material because it is the better
option for making the joint waterproof. The deck is not poured over two adjacent spans at once,
rather it is done in a series of initial and infill pours. The infill pour is done over the pier and the
deck is debonded from the decks units/girders with a sheet of closed cell expanded
polyethylene. Refer Appendix A - Deck Design Sketches – Sketches 1, 3, and 4.

Continuous Deck without DWS

When DWS is not used, the construction joint to one side of the pier centreline must be spread
widely apart to ensure a smooth transition between pours. Refer Appendix A - Deck Design
Sketches – Sketches 2, 3 and 4.

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17.6 Deck Overhang

Limits of Overhang
The deck units/steel girders supporting the deck should be set out so that the maximum
overhang on both sides of the bridge is equal. The maximum overhang for a deck unit bridge
should be approximately 350mm, refer Appendix A - Deck Design Sketches – Sketch 3 .(Section
C). If a greater overhang is required, the Drafter shall liaise with the Design Engineer to
establish an acceptable outcome.
17
Bridge decks are often designed to follow horizontally curved alignments. This results in the
RHS and LHS kerbs being cast on concentric circular curves which create a varying overhang 17
of the deck outside the line of prestressed beams. The bridge overhang at the centre of span on
one side of the bridge and the overhang at the ends of the span on the opposite side of the bridge
should be approximately equal.
When super T-girders are used, the outer flange of the outer girders is cast to match the curved
alignment. Refer Chapter 14 - Prestressed Concrete Girders, 14.5 Girder Profiles.

17.7 Steel Reinforcement Layout around Curves

Longitudinal reinforcement is placed in a straight line in each span to follow the line of the
starter bars protruding from the decks units/girders. At the extremities of the deck adjacent to
the kerbs, the longitudinal steel shall be cut to avoid clashing with the curved longitudinal bars
in the kerbs. Refer Appendix A - Deck Design Sketches – Sketch 1 (Deck Reinforcement in
Bridges with Small Radius Horizontal Curves).

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).

17.9 Deck Thickness

When calculating the deck thickness at the abutments and piers, the pre-camber and hog are
taken into account. The deck thickness at the abutments and piers is the minimum deck
thickness at midspan, plus the hog, minus the pre-camber.
A further complication is added on bridges with a VC. On a crest VC, an additional allowance is
subtracted from the deck thickness. Therefore the deck thickness at the abutments and piers is
the minimum deck thickness at midspan, plus the hog, minus the pre-camber, minus the VC
allowance.

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17
17

Figure 17.9-1 Vertical Curve Allowance

On a sag VC, an additional allowance is added to the deck thickness. Therefore the deck
thickness at the abutments and piers is the minimum deck thickness at midspan, plus the hog,
minus the pre-camber, plus the VC allowance. A check of the additional deck thickness shall be
undertaken to ensure overloading of the abutments and piers does not occur. Refer Figure
17.9-1 Vertical Curve Allowance.

17.10 Deck Heights

The drawings must provide enough deck Heights in order for the deck to be constructed. Level
bridges require a control line Height, crossfall/superelevation details, and deck cross section
dimensions.
Bridges on a grade require the control line Height at all abutments and piers,
crossfall/superelevation details, and deck cross section dimensions. Because the grade is
constant, the Heights along the bridge can be easily calculated by the construction crew.
Bridges on a VC require Heights to be given every few meters because they can not be easily
calculated in the field. The spacing of the Heights depends on the VC radius. The smaller the
radius, the closer the Height spacing. Heights can either be given at set chainages, for example
every 5m, or a span can be divided into equal length segments and Heights given at these
spacings. Additional Heights shall be shown at the abutment and pier centrelines. Deck
crossfall/superelevation details and deck cross section dimensions are also required. Refer
Appendix B - Example Deck Drawings - Sheet 2.
Heights are to be given at right angles to the Bridge Control (or radially if the bridge is on a
horizontal curve), and should start and finish at a chainage which wholly includes the relieving
slabs. If the bridge is skewed, it must be clearly noted that the Heights are given at right angles
to the bridge control and not along the skew line of the bridge.
Bridges with a varying crossfall/superelevation also need a table of Heights following the same
methodology as a bridge on a VC.

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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.
17
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.

17.12 Deck Drainage and Scuppers

Bridge decks are required to be drained so that no ponding of water (or spillage from vehicles),
occurs on the roadway surface. Drainage is generally achieved by the use of scuppers, either
through the kerbs or through the deck units, discharging directly to the stream bed below, or
into a drainage system when required (refer Environmental Drainage on the following page).
Bridges over train lines, pedestrian walkways or roads, are not to discharge deck drainage in the
manner described above. When these situations arise, drainage is to be achieved using an
acceptable method suitable to the design of the structure involved. The solutions need to be
considered on an individual basis which may include any of the following examples:-
 Build the bridge on a grade (in extenuating circumstances the bridge must be level).
Refer Chapter 10 - Bridge Geometry, 10.10 Road Design Considerations with
Respect to Low-Level Frequently Flooded Bridges
 Scuppers may not be necessary for a short bridge if the bridge is on a grade
 Provide a collection drain or pipe on the outside of the deck to collect the water and
run it to the end of the bridge.
Queensland Railways must always be consulted before a bridge is designed over their train lines
to ensure it meets their current requirements, particularly in regards to deck drainage, future
works, barrier requirements and minimum clearances.

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Scuppers through Cast Insitu Kerbs on Deck Units

There are two methods commonly used in this situation:-

 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
17
17
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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17
17
Figure 17.12-1 Deck Drainage Systems

17.13 Junction Boxes

Because of the difficulty in pulling wires through a long length of conduit, junction boxes shall
be placed at a maximum of every:-
 80m when the conduit has bends at the abutments where it dives below ground
 150m when the conduit has no bends
The junction box shall be covered with a recessed 10mm thick stainless steel plate when the
plate presents a snagging point for traffic i.e. when attached to the traffic side of a concrete
traffic barrier. Otherwise the plate shall be fabricated from 3mm thick stainless steel.
Concrete inserts cast into bridge concrete traffic barriers/kerbs for attachment of junction box
covers are to be placed on the traffic approach side of joint. Refer Appendix A - Deck Design
Sketches –Sketch 6.

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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
17
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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Appendix A - Deck Design Sketches

17

Appendix A - Deck Design Sketches - Sketch 1

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Appendix A - Deck Design Sketches - Sketch 2

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Appendix A - Deck Design Sketches - Sketch 3

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Appendix A - Deck Design Sketches - Sketch 4

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Appendix A - Deck Design Sketches - Sketch 5

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Appendix A - Deck Design Sketches - Sketch 6

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Appendix A - Deck Design Sketches - Sketch 7

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Appendix A - Deck Design Sketches - Sketch 8

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Appendix B - Example Deck Drawings

17

Appendix B - Example Deck Drawings - Sheet 1

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17

Appendix B - Example Deck Drawings - Sheet 2

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Appendix B - Example Deck Drawings - Sheet 3

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17

Appendix B - Example Deck Drawings - Sheet 4

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Appendix B - Example Deck Drawings - Sheet 5

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Appendix B - Example Deck Drawings - Sheet 6

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Appendix B - Example Deck Drawings - Sheet 7

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Appendix B - Example Deck Drawings - Sheet 8

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Appendix B - Example Deck Drawings - Sheet 9

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Appendix B - Example Deck Drawings - Sheet 10

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18

Chapter 18
Expansion Joints and
Miscellaneous Details

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 18
Drafting and Design Presentation Standards Manual Expansion Joints and Miscellaneous Details

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,
18
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3

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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Drafting and Design Presentation Standards Manual Expansion Joints and Miscellaneous Details

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

18
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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Drafting and Design Presentation Standards Manual Expansion Joints and Miscellaneous Details

Chapter 18 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
(Structural
Drafting)
2011 18
2 - Document name change. Manager Nov
(Structural 2011
18.3 Add sections on expansion joint installation Drafting)
width and gap between decks.

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 18
Drafting and Design Presentation Standards Manual Expansion Joints and Miscellaneous Details

Chapter 18
Expansion Joints and
Miscellaneous Details
18.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
18
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.

18.3 Bridge Expansion Joints

Bridge expansion joint systems come in a variety of types and shapes. The expansion
component of the system may be a flexible filler material, a flexible neoprene gland or a finger
joint. For details of the TMR approved expansion joint systems refer to the ‘Bridge Components
on the TMR website.
The most common expansion joint system used on TMR bridges is an extruded aluminium joint
with a neoprene gland. This joint consists of two aluminium sections bolted across the bridge. If
the bridge has a concrete deck, the sections are bolted to M16 cast in sockets which are cast into
the deck. If the bridge does not have a deck, the sections are bolted directly to stainless steel
M16 cast in sockets which are cast into the PSC deck units. A neoprene gland slotted into each
section completes the expansion joint.
Many of the details that are required to produce expansion joint drawings have been
standardised and are shown on standard deck design sheets which have been developed in
Bridge Design Branch and are used as the standard for design and presentation in the production
of TMR bridge drawings. 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 Chapter 17 - Cast Insitu Kerbs and
Decks, Appendix A - Deck Design Sketches. For an example drawing refer Appendix A -
Example Expansion Joint Detail Drawing.

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Neoprene Gland Size

The size of the gland needs to be considered on a project specific basis. It is usually determined
by the amount of expansion that the joint is designed to accommodate, however, TMR policy is
to use a 125 gland as standard, even though it may be over designed. This allows for
construction tolerance, it means that the gland may not need to be removed during bearing
replacement, and it is better suited to skewed bridges. This gland can accommodate
approximately 125mm of expansion. Refer Chapter 17 - Cast Insitu Kerbs and Decks, Appendix
A - Deck Design Sketches - Sheet 1.

18 Neoprene Gland Type

The type of the gland needs to be considered on a project specific basis. The neoprene gland
can be manufactured as a flush (F) seal or a draped (D) seal.
A flush seal is superior as it keeps road grit from falling into the joint and clogging it up. The
drawback with the flush gland is that it does not suit bridges with a large skew. Therefore a
flush seal shall be used on bridges skewed up to and including 20˚.
For bridges skewed greater than 20˚ and up to and including 45˚, a draped seal shall be used.
For bridges skewed greater than 45˚ the expansion joint system shall be considered on an
individual basis. The options include using a draped seal, a finger joint, or a continuous
relieving slab. Refer Chapter 17 - Cast Insitu Kerbs and Decks, Appendix A - Deck Design
Sketches - Sheet 1.

Expansion Joint Installation Width

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.

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

Figure 18.3-2 Draped (D) Seal Minimum Closed Gap

Gap Between Decks

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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M16 Cast in Sockets for Attachment of an Extruded Aluminium Expansion Joint

System
The stainless steel M16 cast in sockets which an extruded aluminium expansion joint bolts on to
shall be spaced at 150mm centres when they are cast into a concrete deck. If they are cast
directly into deck units, the spacing will be determined by the prestressing strands and the
holding down bolt hole recess. The M16 cast in sockets shall be positioned inside a reinforcing
bar to add strength to the joint. Refer Chapter 17 - Cast Insitu Kerbs and Decks, Appendix A -
Deck Design Sketches - Sheets 1, 2 and 9.

18 Expansion Joint Washer

Deck units with a slotted holding down bolt hole for expansion require a galvanised slotted
washer to guide the holding down bolt as the unit moves. Refer Chapter 17 - Cast Insitu Kerbs
and Decks, Appendix A - Deck Design Sketches - Sheet 1.

Expansion Joint Cover Plate

For aesthetics, the gaps in the kerbs/parapets at an expansion joint shall be covered with a
stainless steel cover plate. The plates are fabricated from stainless steel because the holes in
them are drilled on site. The plate must be attached to the bridge on the side of the expansion
joint which faces the oncoming traffic. Should a vehicle slide into the plate, this will reduce
damage to both the plate and vehicle. For gaps no larger than 150mm, the plate shall be 3mm
thick stainless steel and does not need to be located inside a recess. For gaps larger than 150mm,
the plate shall be 10mm thick and sit inside a 10mm deep recess. Refer Chapter 17 - Cast Insitu
Kerbs and Decks, Appendix A - Deck Design Sketches - Sheet 1.

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18.4 Miscellaneous Details

A Miscellaneous Details drawing is used to show details that are not suited to other major
drawings, for example, the Girder or Deck drawings. These details are so small in drawing size
that they do not warrant their own specific drawing. Therefore, they are combined together on
the Miscellaneous Details drawing. Typically these details are for expansion joints, cover plates,
lamp standard brackets, and other minor pieces of steelwork. Refer Appendix B - Example
Miscellaneous Details Drawings.
If a particular detail does not fit easily on a major drawing, it may be able to be moved to the
Miscellaneous Details drawing provided that it is not an integral part of the major drawing. 18
A Miscellaneous Details drawing is not required for all bridge types. The following are typical
guidelines for straightforward bridges only, and the need for a Miscellaneous Details drawing
shall be assessed on a project specific basis:-

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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 18
Drafting and Design Presentation Standards Manual Expansion Joints and Miscellaneous Details

Girder Bridge with a Reinforced Concrete Deck without an Expansion Joint

A Miscellaneous Details drawing is required and shall show the following details:-
 Restraint angles and wedges. Refer Chapter 14 - Prestressed Concrete Girders, 14.6
Miscellaneous Girder Components
 Bearing restraint plates. Refer Chapter 14 - Prestressed Concrete Girders, 14.6
Miscellaneous Girder Components
 Layout diagrams for the girder anchorages and bearing restraint plates (if the
18 complexity of the bridge requires them). Refer Chapter 14 - Prestressed Concrete
Girders, 14.6 Miscellaneous Girder Components
 Girder anchorages. Refer Chapter 14 - Prestressed Concrete Girders, 14.6
Miscellaneous Girder Components

Girder Bridge with a Reinforced Concrete Deck with an Expansion Joint

A Miscellaneous Details drawing is required and shall show the following details:-
 Restraint angles and wedges. Refer Chapter 14 - Prestressed Concrete Girders, 14.6
Miscellaneous Girder Components
 Bearing restraint plates. Refer Chapter 14 - Prestressed Concrete Girders, 14.6
Miscellaneous Girder Components
 Layout diagrams for the girder anchorages and bearing restraint plates (if the
complexity of the bridge requires them). Refer Chapter 14 - Prestressed Concrete
Girders, 14.6 Miscellaneous Girder Components and Chapter 11 - General
Arrangements, Figure 11.7.5 - Girder Layout Diagram.
 Girder anchorages. Refer Chapter 14 - Prestressed Concrete Girders, 14.7 Girder
Anchorage Details
 Cover plates
 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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Additional Items that may need to be shown on the Miscellaneous Details

Drawings
 Junction box cover plates. Refer Chapter 17 - Cast Insitu Kerbs and Decks, 17.13
Junction Boxes
 Lampstandard brackets and anchorages. For an example of the details required, refer
Figure 18.4-1 Example Lampstandard Bracket and Anchorage Details
 Fabrication details for steelwork


Layout diagrams for steelwork
Service brackets
18
 Collection and disposal of stormwater from the bridge. Refer Appendix C - Example
Drain Drawings

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18

Figure 18.4-1 Example Lampstandard Bracket and Anchorage Details

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Drafting and Design Presentation Standards Manual Expansion Joints and Miscellaneous Details

Appendix A - Example Expansion Joint Detail Drawing

18

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Appendix B - Example Miscellaneous Details Drawings

18

Appendix B - Example Miscellaneous Detail Drawings - Sheet 1

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18

Appendix B - Example Miscellaneous Detail Drawings - Sheet 2

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Appendix C - Example Drain Drawings

18

Appendix C - Example Drain Drawings - Sheet 1

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Appendix C - Example Drain Drawings - Sheet 2

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Drafting and Design Presentation Standards Manual Expansion Joints and Miscellaneous Details

18

Appendix C - Example Drain Drawings - Sheet 3

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 19
Drafting and Design Presentation Standards Manual Bridge Barriers

19

Chapter 19
Bridge Barriers

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 19
Drafting and Design Presentation Standards Manual Bridge Barriers

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,
19
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3

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 19
Drafting and Design Presentation Standards Manual Bridge Barriers

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
9

19.7 Bicycle Safety Rails 11

19.8 Re-railing Existing Bridges 12
19.9 Single Sloped Concrete Barriers 15
19.10 Protection Screens 16
19.11 Railway Overbridge Barriers 17

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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Figure 19.11-1 Typical Barriers (Non Electrified Railway) 18

Figure 19.11-2 Typical Barriers (Electrified Railway) 19

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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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 19
Drafting and Design Presentation Standards Manual Bridge Barriers

Chapter 19 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April
19 (Structural
Drafting)
2011

2 - Document name change. Manager Nov

(Structural 2011
- Bridge traffic rails replaced with bridge traffic Drafting)
barrier.

19.3 Add section on barrier height transition 1 on 10

19.4 Gaps at fixed and continuous joints shall be

20mm nominal at 25°C. Maximum rail length
shall be 8.2m. Maximum post spacing for
bridges with a concrete deck shall be 2.45m.

19.5 Gaps at fixed and continuous joints shall be

20mm nominal at 25°C. Maximum rail length
shall be 8.2m

19.6 Balusters spaced at 125mm clear gap max.

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Transport and Main Roads Chapter 19
Structures Drafting Manual Bridge Barriers

Chapter 19
Bridge Barriers
19.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.

19.2 Figures and Examples shown in this Volume

19
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.

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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Transitions in barrier height shall be at a maximum steepness of 1 vertical to 10 horizontal. This

is to reduce the chance of a vehicle snagging on the barrier, or it being launched into the air
because the barrier acts as a ramp. TMR Standard Drawing 1486 Single Slope Concrete Barrier
and some other similar standard drawings will be amended shortly to show the correct transition
slope. Details that are copied from these standard drawings onto project specific drawings shall
be modified to show the correct transition.

19

Figure 19.3-1 Barrier Types

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19.4 Aluminium or Steel Bridge Traffic Barriers

Bridge traffic barriers are manufactured from either aluminium or steel. They shall be designed
to the requirements of AS 5100. Their performance level can be low, regular, or medium. The
performance level required is determined my many factors, including, but not limited to:-
 The type of vehicles to be contained
 Total traffic volumes and volumes of vehicles relevant to alternative performance levels
 Road alignment and operating speed
 Bridge width and offset from the traffic lanes to the barrier


Divided, undivided and one way roads
The cost of providing and maintaining a bridge barrier and bridge approach barrier
19
system of specified performance level(s)
 The consequences of a vehicle penetrating or vaulting the barrier
Aluminium traffic barriers are used in special circumstances only e.g. in tidal splash zones, or
for aesthetic purposes. TMR does not have an approved product or 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 could be suitable, however it must be
demonstrated to TMR that the barrier design is in accordance with AS 5100. Refer Appendix A -
Example Aluminum Bridge Traffic Barrier Drawing.
Refer to TMR Standard Drawings 1508, 1509 and 1510 for standard details and design criteria
for regular performance level, steel bridge traffic barriers. Refer Appendix B - Example Steel
Bridge Traffic Barrier Drawings.

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.

19

Figure 19.4-1 Post Anchorage Detail (Regular Performance)

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.

19

Figure 19.4-3 Post Orientation on Small Radius VC

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.

Figure 19.4-4 Post Orientation in Transverse Direction

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Bending of Rails for Vertical Curves

On bridges with a RC deck or cast insitu kerbs where the top face of the kerb follows the actual
VC, rails shall be bent to match the curve when the mid-offset dimension exceeds 5mm. Refer
Figure 19.4-5 Rail Bent for VC.

19

Figure 19.4-5 Rail Bent for VC

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.

Figure 19.4-6 Rail Bent for Linear Change of Grade Vertically

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Bending of Rails for Horizontal Curves

On bridges with a RC deck where the road face of the kerb follows the actual HC, rails shall be
bent to match the curve where the mid-offset dimension exceeds 5mm. Refer Figure 19.4-7 Rail
Bent for HC.

19

Figure 19.4-7 Rail Bent for HC

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.

Figure 19.4-8 Rail Bent for linear change of Direction Horizontally

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19.5 Bridge Safety Rails

Bridge safety rails are used to add additional height to the barrier which is positioned between a
footway and a road. If the barrier is positioned between a bikeway and a road, the additional
height shall be achieved with the addition of a bicycle safety rail, refer 19.7 Bicycle Safety Rails.
Bridge safety rails can be manufactured from aluminium or steel.
Aluminium bridge safety rails are used in special circumstances only e.g. in tidal splash zones,
or for aesthetic purposes. They are used in conjunction with aluminium bridge traffic barriers or
concrete barriers. TMR does not have an approved product or Standard Drawing for this type of
barrier; therefore details must be developed on a project specific basis. Refer Appendix C -
19
Example Aluminium Bridge Safety Barrier Drawing.
Steel bridge safety rails are used in conjunction with steel traffic barriers or concrete barriers.
Refer to TMR Standard Drawing No 1511 for details of the standard steel bridge safety rail
design for when it is attached to a steel bridge traffic barrier. Refer Appendix D - Example Steel
Bridge Safety Barrier Drawing.

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.

Bending of Rails for Vertical Curves

Follow the theory for bridge traffic rails, refer 19.4 Aluminium or Steel Bridge Traffic Barriers.

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Bending of Rails for Horizontal Curves

Follow the theory for bridge traffic rails, refer 19.4 Aluminium or Steel Bridge Traffic Barriers.

19.6 Bridge Balustrades

Bridge balustrades are used as the external barrier for footways. Balustrades for bikeways shall
have a bicycle safety rail attached on top, refer 19.7 Bicycle Safety Rails.
Bridge balustrades can be manufactured from aluminium or steel.

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.

Bending of Rails for Vertical and Horizontal Curves

Follow the theory for bridge traffic barriers, refer 19.4 Aluminium or Steel Bridge Traffic
Barriers.

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19.7 Bicycle Safety Rails

Bicycle safety rails are required to prevent cyclists from snagging their handlebars or pedals on
the bridge barriers.
Bicycle safety rails are manufactured from either aluminium or steel.
Aluminium bicycle safety rails are used in special circumstances only e.g. in tidal splash zones.
TMR does not have an approved product or Standard Drawing for this type of barrier; therefore
details must be developed on a project specific basis.
TMR are currently developing Standard Drawings for steel Bicycle Safety Rails. 19
Refer Appendix G - Example Steel Bridge Traffic Barrier with Bicycle Safety Rail Drawing.

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

Bending of Rails for Vertical and Horizontal Curves

Follow the theory for bridge traffic barriers, refer 19.4 Aluminium or Steel Bridge Traffic
Barriers.

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19.8 Re-railing Existing Bridges

To improve vehicle safety, old bridges are often fitted with new bridge traffic barriers. TMR
does not have a Standard Drawing for this type of barrier; therefore details must be developed
on a project specific basis. An engineering design shall determine the attachment details and
post spacing. If the Barrier Performance Level does not satisfy AS 5100, the actual level shall be
noted in the title block, for example, '50% of AS 5100.1 Low Performance Level'.
The posts are usually attached to the bridge with bolts and/or chemical anchors. Refer Figure

19 19.8-1 Example Re-railing (1) and Figure 19.8-2 Example Re-railing (2) for two examples of
attachment details.

Figure 19.8-1 Example Re-railing (1)

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Figure 19.8-2 Example Re-railing (2)

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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.

19

Figure 19.8-3 Example Wingwall Extension

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19.9 Single Sloped Concrete Barriers

This section shall be read in conjunction with Chapter 17 - Cast Insitu Kerbs and Decks.
Overpass bridges crossing roads or railway have concrete barriers rather than steel bridge traffic
barrier. This is to help prevent debris falling off the bridge onto traffic below. Bridges on major
roads and those on small horizontal radius curves may also be required to have concrete
barriers.
To decrease construction time and road/railway closures, precast barrier panels are often used
on overpass bridges. The precast panels must be more than 100mm thick. The cast insitu portion
of the barrier must be wide enough to allow for vibration of the concrete. The back face of the
19
barrier is precast, and then erected on the bridge deck. The front face of the barrier is then cast
insitu. The precast barrier brackets must allow for height adjustment while providing secure
attachment to the deck. Many different systems may be used, an example is shown in Figure
19.9-1 Precast Barrier Panel, and another example is shown in Appendix H - Example Precast
Barrier Panel and Deck Drawings.
To reduce cracking in concrete barriers, contraction joints are usually placed approximately
every 4m. Refer Figure 19.9-2 Contraction Joint.
Often a concrete barrier will transition to a concrete barrier off the bridge. For details of
concrete barriers refer to TMR Standard Drawing No's 1460 to 1473 inclusive.

Figure 19.9-1 Precast Barrier Panel

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Figure 19.9-2 Contraction Joint

19.10 Protection Screens

Overpass bridges may require protection screens. For requirements refer to AS 5100, TMR
Technical Guidelines for the Treatment of Overhead Structures - Objects Thrown or Dropped
and the TMR policy Reduction of Risk from Objects Thrown from Overpass Structures onto
Roads.
Protection screens shall be positioned behind a plane parallel to the barrier face or a minimum
of the working width behind the barrier.
The designer must do a risk assessment to determine their necessity. Important factors to
consider include:-
 The design speed of the underpass road
 The volume of traffic on the underpass
 The volume of vehicle traffic on the overpass and more importantly, the volume of
pedestrian traffic on the overpass
 If the bridge is for pedestrians only
 If the bridge is near a school, park or playground
 The lighting of the bridge
 The presence of vandalism or gangs near the bridge
Refer Appendix I - Example Protection Screen Drawings.

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19.11 Railway Overbridge Barriers

In addition to AS 5100, bridges over QR railways shall be designed in accordance with the
following relevant QR Standard Drawings and the following QR documents:-
 MCE-SR-001 Queensland Railways - Requirements for the Design of Road Overbridges
 MCE-SR-006 Queensland Railways - Requirements for the Design of Footbridges
 MCE-SR-007 Queensland Railways - Design and Selection Criteria for Road/Rail
Interface Barriers
 MCE-SR-012 Queensland Railways - Railway Track Clearances 19
 MCE-SR-015 Queensland Railways - Protection of Supporting Elements Adjacent to
Railways
In regards to barrier design, MCE-SR-007 is the overriding document.
After determining the rail status and road class, use MCE-SR-007, Table 5 - Road Bridge over
Railway Barrier Selection to select the appropriate barrier type and height.
The barrier must also comply with MCE-SR-007, Appendix 3 - Barrier Transitions Road Bridge
over Railway Corridor.

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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Figure 19.11-1 Typical Barriers (Non Electrified Railway)

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Additional Design Criteria for Barriers on Bridges over QR Railway that is

Electrified
Railway that is electrified requires special electrification screening 1.8m minimum in height.
Electrification screening has smaller allowable openings than protection screening. The
electrification screen shall extend at full height for a minimum of 3m (horizontally) either side
of the track centre line and/or overhead line equipment on both sides of the bridge. Refer Figure
19.11-2 Typical Barriers (Electrified Railway).

19

Figure 19.11-2 Typical Barriers (Electrified Railway)

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Appendix A - Example Aluminum Bridge Traffic Barrier Drawing

19

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Appendix B - Example Steel Bridge Traffic Barrier Drawings

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Appendix B - Example Steel Bridge Traffic Barrier - Sheet 1

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Appendix B - Example Steel Bridge Traffic Barrier - Sheet 2

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Appendix C - Example Aluminium Bridge Safety Barrier Drawing

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Appendix D - Example Steel Bridge Safety Barrier Drawing

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Appendix E - Example Aluminium Bridge Balustrade Drawing

19

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Appendix F - Example Steel Bridge Balustrade Drawings

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Appendix F - Example Steel Bridge Balustrade - Sheet 1

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Appendix F - Example Steel Bridge Balustrade - Sheet 2

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Appendix F - Example Steel Bridge Balustrade - Sheet 3

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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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Appendix H - Example Precast Barrier Panel and Deck Drawings

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Appendix H - Example Precast Barrier Panel and Deck Drawings - Sheet 1

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Appendix H - Example Precast Barrier Panel and Deck Drawings - Sheet 2

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Appendix H - Example Precast Barrier Panel and Deck Drawings - Sheet 3

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Appendix H - Example Precast Barrier Panel and Deck Drawings - Sheet 4

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Appendix H - Example Precast Barrier Panel and Deck Drawings - Sheet 5

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Appendix H - Example Precast Barrier Panel and Deck Drawings - Sheet 6

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Appendix H - Example Precast Barrier Panel and Deck Drawings - Sheet 7

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Appendix H - Example Precast Barrier Panel and Deck Drawings - Sheet 8

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Appendix I - Example Protection Screen Drawings

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Appendix I - Example Protection Screen Drawings - Sheet 1

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Appendix I - Example Protection Screen Drawings - Sheet 2

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Appendix I - Example Protection Screen Drawings - Sheet 3

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21
20

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,
20
Detailing Inspection and Maintenance
Chapter 4
Chapter 14
Computer Preparation of
Prestressed Concrete Girders
Steel Schedules
Chapter 5 Chapter 15
VOLUME 3

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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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

20 20.5
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 Amendments – November 2011

Revision Register
Issue/ Reference Description of Revision Authorised Date
Rev Section by
No.
1 - First Issue. Manager April 21
(Structural
Drafting)
2011 20
2 - Document name change. Manager Nov
(Structural 2011
Drafting)

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Drafting and Design Presentation Standards Manual Electronic Project Model (EPM)

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.

20.2 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.

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.

20.4 File Format

The file is to be supplied in AutoCAD format. This file can be imported into any civil/survey
software package that the end user may have, for example, 12D, Terramodel etc.

20.5 Coordinates and Drawing Units

All points shall be given an X, Y and Z co-ordinate value. All points are to be drawn in project
coordinates (Real World Coordinates as termed in AutoCAD).
Drawing units for the EPM are in metres. Civil/survey software packages only recognise units
as being in metres, therefore, if units are millimetres the project will be out by a factor of 1000.

20.6 File Name

The file name of the EPM shall be EXAMPLE_EPM_A.dwg where EXAMPLE is the name of
the bridge and A is the revision letter.

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 20
Drafting and Design Presentation Standards Manual Electronic Project Model (EPM)

20.7 Title Block and Revision Details

The Project Name, Job No, Region and date of original issue (Revision A) are to be completed
in the title block. The title block shall be drawn in ‘paper space’ in AutoCAD.
Each time a revision is made to the bridge design that affects the EPM, a new revision of the
EPM is created and thus details of the revision need to be recorded.
Refer Figure 20.7-1 Title Block.

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Figure 20.7-1 Title Block

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 20
Drafting and Design Presentation Standards Manual Electronic Project Model (EPM)

20.8 Content of EPM

The bridge components shall be drawn in ‘model space’ in the EPM, and shall show enough
detail to allow piles to be set out, and for the concrete works to be formed.
When an EPM is transferred into the surveyor’s software, layers created in AutoCAD transfer
across into the software with the same layer name as in AutoCAD. Therefore parts of the bridge
shall be differentiated by appropriate layer naming allowing the end user to easily identify
components. Layer naming shall be limited to a maximum of 24 characters and the naming
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convention is shown in Figure 20.8-1 Naming Convention.
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MRB_Formed_Holes
ID to indicate layer was
created by TMR Bridge
Name of Component
Design Branch

Figure 20.8-1 Naming Convention

The following components are to be included in a 3D EPM in project coordinates.

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

Top of Road Surface at Kerbs

The road surface is not usually part of the EPM unless specifically requested by the client.
If required, draw a ‘string’ on both sides of the bridge where the top of the DWS intersects with
the kerb / parapet. The ‘string’ shall have points at 1m centres along the bridge control.
Item AutoCAD Layer Name
Top of road
surface at MRB_DWS
each kerb

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 20
Drafting and Design Presentation Standards Manual Electronic Project Model (EPM)

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.

20 Item AutoCAD Layer Name

Centre of
MRB_Pile_Bottom
piles

Abutments and Piers

The following items shall be drawn where applicable:-
 Soffit of headstocks and wingwalls
 Top of headstock bearing shelves
 Top of ballast walls
 Top of wingwalls
 Bridge traffic barrier recesses in wingwalls
 Bottom and top of columns
 Bottom and top of stems
 Soffit and top of pilecaps
 Other features when required
 Formed holes. Assuming that the formed holes are equally spaced, the only points that
shall be shown are the two outer holes. The coordinate given shall be at the centre of the
hole at bearing shelf height. An AutoCAD line shall be drawn between the two outer
holes. The Surveyor can divide this line equally to calculate the coordinates of the
intermediate holes. If the holes are not equally spaced, a point for every formed hole
shall be shown
 Bearings. The coordinate given shall be at the centre of the bearing. If the bearing is
located in a recess, the Height given shall be at the bottom of the recess. If the bearing is
located on pedestals, the Height given shall be at the top of the pedestal.
Assuming that the bearings are equally spaced and the height difference between them is
constant, the only points that shall be shown are the two outer bearings. If the bearings
are not equally spaced, or the Height difference between them is not constant, then every
bearing shall be shown

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 20
Drafting and Design Presentation Standards Manual Electronic Project Model (EPM)

Item AutoCAD Layer Name

Headstock soffit
MRB_Headstock_Bottom
outline
Top of bearing
MRB_Bearing_Shelf_Top
shelf outline
Top of ballast 21
wall outline
MRB_Ballast_Wall_Top
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Top of wingwall
MRB_Wingwall_Top
outline
Bridge traffic
MRB_Wingwall_Recess
rail recess
Bottom of
MRB_Column_Bottom
column outline
Bottom of stem
MRB_Stem_Bottom
outline
Pilecap soffit
MRB_Pilecap_Bottom
outline
Top of pilecap
MRB_Pilecap_Top
outline
Centre of
MRB_Formed_Holes
formed holes
Centre of
MRB_Bearings
bearings

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 Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 20
Drafting and Design Presentation Standards Manual Electronic Project Model (EPM)

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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Figure 20.8-2 Example 3D EPM

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Department of Transport and Main Roads Structural Drafting Standards - Volume 3 - Chapter 20
Drafting and Design Presentation Standards Manual Electronic Project Model (EPM)

20.9 Checking EPM's

Checking the EPM will mean checking the electronic model created in AutoCAD.
Items to be checked may include:-
 EPM units are in metres
 AutoCAD UCS is set to “world”
 Ensure all items displayed in the EPM are on appropriate layers
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

Bridge Control coordinates, location and span lengths
Skew of abutment and pier centrelines
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 Pile locations and dimensions
 Pilecap, column locations and dimensions
 Headstock and wingwall locations and dimensions
 Formed holes and bearing recesses locations and dimensions
 Heights match those on the drawings
 Distance between formed holes on adjacent headstocks match the deck unit length
(allowing for grade/VC adjustment)

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