DESIGN STAGE

NORTH-SOUTH CORRIDOR - PROJECT SECTION R4:

SIR DONALD BRADMAN DRIVE INTERSECTION
Acknowledgement

We, the staff of Innovare Consulting, express our sincerest appreciation to our Client, the
Department of Planning, Transport and Infrastructure (DPTI) for picking Innovare Consulting to
lead the Design stage for Sir Donald Bradman Drive Intersection.

We personally express our gratitude to Mr Desmond Khoo as a client representative and for his
technical advice. We thank you for providing us with all the required documents and data for this
Design stage.

We would like to express our gratitude to Mr Mark Ellis for his advice and guidance throughout
this Design stage.

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Executive Summary

Innovare Consulting has undertaken the Design stage to provide non-stop traffic flow at Sir Donald
Bradman Drive intersection. During the feasibility stage our company proposed four options and
now the design stage is mainly focused on the Overpass design for the intersection. The grade
separation at intersection was planned and analyzed in terms of capacity to accommodate present
and future traffic volumes, maintain level of access and increased bus priority and maintain traffic
flow during construction. Geotechnical department analyzed the soil conditions, based on the
reports suitable pile foundation with pile cap is designed and the cross section of pavement for
both the overpass and ramp also made out. Structural components like pier, deck, headstock and
girder was designed based on the ultimate loads using the software Space Gass. Current land utilize
was analyzed and remuneration bundles were approximated to decide the ideal side for road
widening. Drainage system was recommended based on the annual rain fall for overpass and
surface roads. From this Design Stage, Innovare Consulting made a design to achieve a nonstop
motorway at the Sir Donald Bradman Drive intersection by an Overpass. This Overpass is designed
based on site conditions from geotechnical, urban and transportation perspectives. The solution is
arrangement with the 30-Year Plan for Greater Adelaide to give financial, land utilization and
development in infrastructure in Adelaide. We suggest street enlarging on the Eastern arrangement
of South Road, because of distinguished negligible effect on current land utilize and some
notorious structures.

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Table of Contents

S.No Contents Page. No

List of Figures 5
List of Tables 7
1 Transport Engineering 8
1.1 Overview 9
1.2 Geometrical Aspects 9
1.3 New Intersection Signal Design 12
1.4 Construction Plan 17
1.5 Detour and Traffic Movement along South Road 18
1.6 Signage 36
2 Structural Engineering 38
2.1 Road Traffic Loads 39
2.2 Deck Design 39
2.3 Girder Design 40
2.4 Headstock 40
2.5 Pier Design 41
3 Geotechnical engineering 42
3.1 Introduction 43
3.2 Geotechnical Site overview 43
3.3 Soil Profile 43
3.4 Pavement Design 44
3.5 Excavation 45
3.6 Retaining wall 45
3.7 Pile Foundation 47
4 Urban Planning Department 50
4.1 Introduction 51
4.2 Objectives 51
4.3 Heritage Building 52
4.4 Business and Community Profile 53
4.5 Services Management 62
4.6 Lighting 67
4.7 Road Safety Benefits 67
4.8 Lighting Under Construction 67
4.9 Design of Lighting 68
4.10 Bridge Aesthetics 69
5 Environment Management plan 70

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 5.1 Introduction 71
5.2 Purpose of Environment Management Plan 72
5.3 Existing Environment 72
5.4 Temperature 75
5.5 Rainfall 76
5.6 Environmental Considerations 77
5.7 Noise and Vibration 78
5.8 Air Quality, Emission and Dust Generation 80
5.9 Waste Management and Soil Contamination 82
5.10 Land Disturbances and Erosion 83
5.11 Water quality and Sedimentation 84
5.12 Native Vegetation Removal 85
5.13 Effect of Fauna 87
5.14 Community Management Plan 88
6 Water Engineering 90
6.1 Road Drainage design 91
6.2 Water Sensitive Urban Design 91
6.3 Drainage System Layout 92
6.4 Summary of Design 96
7 References 107
Appendix A1 - Grade and length of the Overpass 108
Appendix A2 - Intersection Summary 110
Appendix B1 – Design of Headstock 115
Appendix B2 – Design of Deck 120
Appendix B3 – Design of Pier using Space Gass 124
Appendix C1 – Pavement Design 131
Appendix C2 – Design of Retaining Wall and Reinforcement 138
Appendix C3 – Design of Pile foundation and pile cap 146
Appendix D Road Drainage Design 156

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List of Figures

Figure no Topic Page. No

1.1 SAM 2 Crash barrier 12
1.2 Seven phases used for new intersection 13
1.3 Average delay 14
1.4 Degree of saturation of new intersection 15
1.5 Queue distance for the new intersection 16
1.6 Level of service for the new intersection 17
1.7 Map showing detour for vehicles to airport 19
1.8 Phases for temporary traffic signal 20
1.9 Delay at intersection of Sir Donald Bradman Drive and South 21
Road
1.10 Degree of saturation for the intersection 22
1.11 Expected queue length 23
1.12 Level of service 24
1.13 Proposed Detour 25
1.14 Level of service of Sir Donald Bradman Drive and James Congdon 27
Drive Intersection
1.15 Expected delay at Sir Donald Bradman Drive and James Congdon 28
Drive Intersection
1.16 Degree of saturation at Sir Donald Bradman Drive and James 29
Congdon Drive Intersection
1.17 Expected queue length at Sir Donald Bradman Drive and James 30
Congdon Drive Intersection
1.18 The phases for the temporary traffic signals at Bakewell Bridge 31
1.19 LOS of traffic signals at Bakewell Bridge 32
1.20 Expected delays at Bakewell Bridge 33
1.21 Degree of saturation at Bakewell Bridge 34
1.22 Expected queue lengths at Bakewell Bridge 35
3.1 Excavation of soil 45
3.2 Mechanically stable retaining wall 46
3.3 Cantilever Retaining wall 47
4.1 Location of heritage property 52
4.2 Heritage property to be demolished and preserved 53
4.3 Land utilization strategy towards north 58
4.4 land utilization strategy towards south 61
4.5 Existing layout of SA water line 63

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4.6 Existing layout of wastewater line 64
4.7 Existing layout of telecommunication cables 65
5.1 The study area 73
5.2 Aerial view 74
5.3 rainfall data of the year 2015 75
6.1 Conceptual diagram of storm water conveyance (Northern side) 94
6.2 Conceptual diagram of storm water conveyance (Southern side) 95
6.3 Cross-section of storm water pipes 104

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List of Tables

Table No Topic Page No

1.1 Surface road components 9
1.2 Components of the motorway on overpass 10
1.3 Allowable terrain for various operating speed 10
1.4 Effect of grade on vehicles 11
1.5 Signage for new roads 36
2.1 Headstock overall design 40
2.2 Pier Type 41
3.1 Soil type and condition at existing intersection 43
3.2 Thickness of Pavement 44
4.1 List of the Commercial Buildings 54
4.2 Compensation Cost Calculation 56
6.1 Road and drainage features specifications 96
6.2 Specifications of Surface Components for the Bioretention Basin 97
6.3 Distance between bio retention basins along South Road 98
6.4 Subsurface component specifications for the bio retention basins 99
6.5 Overpass design flowrates for minor flood event 100
6.6 Design specifications for sedimentation basin 101

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1 TRANSPORT ENGINEERING

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1.1 Overview
This design report section will focus on the transport aspect of the project. Following section will
discuss geometry aspect of the overpass and the surface roads, gradient, length and cross fall. All
geometrical aspects are designed in accordance with DPTI standards.

SIDRA modeling has been done to design traffic signal phases for the new intersection under the
overpass and to analyze intersection performance for detour of vehicle during construction

Final part of the section will about the signage to be adopted along the length of the overpass and
surface road for detour and after construction.

1.2 Geometrical Aspects

All the geometrical aspects of the overpass and surface roads are designed and based on DPTI
standards and various inputs from other departments. Care has been taken to ensure that all inputs
are in accordance with DPTI and Austroads standards.

Surface roads
Table 0.1: Surface road components

Surface Road

Components No Width

Footpath - 1.2 m

Bio retention - 2.5 m

Surface Drainage - 0.5 m

Bicycle lane - 1.4 m

Lanes 4 3.5 m

Lanes 2 3.3 m

Free left turning lane 3 3.5 m

Table 1.1 shows the components adopted for the surface roads. All these widths are adopted based
on DPTI and Austroads Standards for road design. The lane widths of 3.5m and 3.3 m are provided
based on speed of the road.

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Motorway
Table 0.2: Components of the motorway on overpass

Motorways

Components No Width

Barrier - DPTI SAM 2

Surface Drainage - 0.3 m

Emergency Lane 2 2.0 m

Lanes 2 3.3 m

Lanes 4 3.5 m

Median 1 0.8 m

Table 1.2 shows the components of the motorway on the overpass, all these width are adopted
based on DPTI and Austroads Standards for road design. The barrier DPTI SAM 2 is discussed in
the section 1.2.5 of this report

Gradient and length of overpass

The overall terrain at Sir Donald Bradman Drive and South Road intersection is flat. Referring to
Austroads Guide to Road Design Part 3: Geometric Design, table 8.2; the general maximum grade
allowed for an operating speed of 80 km/h is between four percent and six percent. We have
decided to design the overpass for a grade of 5.1%. Table 1.1 shows the summarized table 8.2 of
Austroads Guide to Road Design Part 3: Geometric Design.

Table 0.3: Allowable terrain for various operating speed

Operating Speeds (km/h) Terrain (Flat)
80 4% - 6%
100 3% - 5%

This adopted grade of road decreases the overall length of the overpass which in turn decreases the
overall cost of the overpass.

The road gradient of 5.1 percent is also selected based on freight movement along the motorway.
Modern day trucks are powerful enough to traverse this gradient. This is further based on Austroads
Guide to Road Design Part 3: Geometric Design, table 8.3; which further proves that for a grade

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between 3 percent and 6 percent, the reduction in speed for heavy vehicles travelling uphill is less.
With the smaller length of the uphill part of the overpass and powerful engine of modern trucks,
the reduction in speed will be easily compensated and recovered. Table 1.2 is the summarized table
of Austroads Guide to Road Design Part 3: Geometric Design, table 8.3 effects of grade on vehicle
type.

Table 0.4: Effect of grade on vehicles

Reduction in vehicle speed
Uphill Downhill
Grade %
Light Vehicle Heavy Vehicle Light Vehicle Heavy Vehicle
0-3 Minimal Minimal Minimal Minimal
Some Reduction
3-6 Minimal on high speed Minimal Minimal
roads

Based on the gradient, the length of the overpass is fixed to be 370.1m. This length comprises of
two sloped roads of length 172.55m and flat bridge of 25 m over the intersection. As stated earlier
the length of sloped portion of the overpass is small enough to have effect on freight trucks and the
overall length of 370.1m decreases the cost.

Please refer Appendix A1 for calculations.

Cross fall
We have adopted 2.5% cross fall for both surface roads as well as the motorway. Water seeping
into bitumen or asphalt is one of the causes that degrade roads surface. Water if allowed to pond
surface can cause formation of potholes which will eventually lead to extensive repair and
maintenance requirement. Water collecting on road surface can cause high speed vehicle to skid,
thus leading to accidents. Austroads Guide to Road Design Part 3: Geometric Design specifies to
adopt a cross fall ranging from 2.5 percent to 3 percent. The adopted cross fall of 2.5% is sure
prevent water from forming ponds and is sufficient to drain the water to drains designed along the
parallel roads and motorway.

Crash Barrier
The crash barrier to be used on the bridge must provide containment of heavy vehicles. After the
construction, the traffic environment is of high volume of mixed heavy vehicles and a posted speed
of 80km/h. With these conditions set; based on Austroads Standardized Bridge Barrier Design the
barrier performance level was selected to be medium with a NCHRP test level of TL-5. Based on
this performance level we choose to provide SAM 2 SA DPTI Barrier. SAM 2 is a single slope
combination barrier with a height of 1400 mm. The use of a predesigned barrier enables
procurement and construction of barrier easy. It also eliminates the need for safety and performance

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test on the barrier as the design is already approved by the relevant authorities. Figure 1.1 shows
the chosen barrier.

Figure 0.1: SAM 2 Crash barrier

1.3 New Intersection Signal Design
With the grade separation applied a high percentage of the through vehicle movement from North
to South and vice-versa, is taken by the overpass. This requires a new intersection signal designs.
Due to the proximity of Adelaide Airport priority have been placed for all movements towards the
airport. The signal design was done using SIDRA and the coming sections will discuss the results.
Seven signal phases are used for the new intersection. For the intersection summary please refer
appendix A2

Signal Phases of New Intersection

The seven phases used for the new intersection are shown in figure 1.2. The phases were chosen
with importance set for vehicles along Sir Donald Bradman Drive and for vehicles turning towards
airport.

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Figure 0.2: Seven phases used for new intersection

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Average Delay

Figure 0.3: Average delay

Figure 1.3 shows the average delay for the new intersection. The delay for through vehicle
movement along West to East and vice-versa is all under a minute, this is also the movement that
has most volume when compared to other movements. For vehicles turning from North towards
airport the delay is just above a minute and for vehicles turning towards airport from South the
delay is well below under a minute. The through movements along North - South have a delay of
three minutes but we are expecting much vehicles as most of the traffic volume will be taken by
the overpass. All the other movements have delay just above a minute. The average delay for the
intersection is one minute.

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Degree of saturation

Figure 0.4: Degree of saturation of new intersection

Figure 1.4 shows the degree of saturation for the new intersection obtained through SIDRA. All
except three movements all the other movements have degree of saturation less than 0.6. This
implies that the chance of demand exceeding capacity for these movements in the future is less.
The three movements exceeding a degree of saturation of 0.6 are still less than a degree of
saturation 0.8, thus theses movements will not exceed capacity. The intersection has an overall
degree of saturation of 0.79 which is less than one. This implies that the intersection capable to
cater to the required demand and the overpass has succeeded in increasing the capacity of the
intersection.

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Queue Distance

Figure 0.5: Queue distance for the new intersection

The figure 1.5 represents the queue one can expect once the new intersection is fully operational.
The movements from West to East and West to North have a queue length just less than 300m but,
this length is within acceptable limits. All the other movements have a queue length well below
150m. The maximum queue distance that can happen at the new intersection is 280m.

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Level of service

Figure 0.6: Level of service for the new intersection

The West to East and East to West movements has a level of service D. Since the North-South
traffic is taken by the overpass, the next larger volume of traffic is along West to East and vice
versa, hence the level of service of D is acceptable. Though the level of service for all the right
turn movements in the intersection is E, it’s compensated by the low average delay and less queue
length. The North to South and vice versa have a level of service of F, but traffic volumes for these
movements are less.

1.4 Construction plan

The following construction plan is devised as to reduce impact of the construction on traffic.

Step 1: Construct surface roads.

Step 2: Begin diverting a portion of total volume of vehicles

Step 3: Begin construction of foundation and pillars in the area allocated between the surface roads.

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Step 4: Begin construction of bridge

Early construction of surface roads will enable us to keep South Road open. For safety, ease of
construction and to reduce delays, 60 percent of the traffic volume should be diverted. The 40
percent of the traffic can access South Road through one open lane of the surface roads in each
direction. The use of only one lane in each direction provides sufficient clearance from the
construction site hence increased safety and no obstacles for vehicles. With step 2 completed, the
construction of the overpass components can begin.

1.5 Detour and Traffic Movement along South Road

South Road has a high traffic volume. If we allow the entire traffic to pass through South Road it
can pose serious threat to safety as well as be an obstruction to continuous construction process.
Also, due to the construction, if we allow the entire volume of traffic to pass through South Road
it will eventually lead to delay and long queue length.

Conditions stated by the client require us to keep South Road open. The detour we propose enables
us to divert 60 percent of the vehicles along the route in section 1.5.2 of this report and the
remaining 40 percent to use the single lane in each direction of the surface roads, thus keeping
South road open.

1.6 Traffic Movement along South Road during Construction

A single lane of the surface road will be kept open to accommodate at least 40 percent of the
through traffic along South Road. To enable traffic movement without delays the following
conditions should be fulfilled

 Prior warning to the general public to expect delays along South Road.
 Provide information and advance notice on the detour routes proposed in section
1.5.2
 Temporarily stop right turn movement of vehicles coming from North in South
Road to Sir Donald Bradman Drive
 Installation of traffic signal at Sir Donald Bradman Drive and South road
intersection with temporary signal phasing specified in this report.

The temporary traffic signals have been designed to allow fewer delays for all movements towards
the Adelaide Airport

Stopping right turn movement from North in South Road at intersection

The decision to use only one surface lane in each direction and the lack of right turning lane towards
the airport for vehicles coming from the North; requires the single lane surface road to double as a
through lane and right turning lane. This when analyzed through SIDRA software package gave
queue lengths and delays of unacceptable measures.

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The temporary stopping of right turn towards the airport at Sir Donald Bradman Drive and South
Road intersection must be warned. Advice must be given to use the following route to access the
airport.

South Road - Grange Road - Holbrooks Road - Airport Road

Figure 0.7: Map showing detour for vehicles to airport

Figure 1.7 shows the proposed route to airport. The route can be used by any vehicle coming from
North that requires access to Western side of Sir Donald Bradman Drive.

Analysis of temporary signal design at Sir Donald Bradman Drive and South road intersection
Temporary traffic signals have been designed and analyzed. Care has been taken to minimize delay
as much as possible. The signal phases used, expected delay, expected queue and level of service
are discussed in coming section. Please refer appendix A2 for intersection summary.

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Signal phasing of temporary signal at Sir Donald Bradman Drive and South road
The following figure 1.8 shows the signal phases designed for the temporary traffic signals.

Figure 0.8: Phases for temporary traffic signal

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Delay at intersection

Figure 0.9: Delay at intersection of Sir Donald Bradman Drive and South Road
Figure 1.9 shows the expected delay at the intersection. The vehicles towards the airport from the
South and from the East will experience delays less than a minute. Vehicle movement along South
Road will experience less delay if the traffic volume is kept to 40 percent. The movement along
Sir Donald Bradman Drive will experience delay under a minute. All the other movements will
experience delay just above a minute.

Degree of saturation
The degree of saturation indicates ratio of demand to capacity. Figure 1.10 shows the degree of
saturation for the intersection.

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 Figure 0.10: Degree of saturation for the intersection
The analysis clearly indicates that for majority of the movements the degree of saturation is
exceeding 0.6. This implies that the intersection will work very close to capacity level. Since the
traffic signal is only temporary, the expected degree of saturation of 0.9 for the intersection can be
approved.

Expected queue length

Figure 1.11 shows the expected queue length at the intersection. All the movements have queue
length below 200m. The worst queue length of 181 m will be for vehicles moving along West to
East, but this is an acceptable value. The queue length will prevail if only 40 percent of traffic
moves through South Road.
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Figure 0.11: Expected queue length

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Level of service

Figure 0.12: Level of service

The level of service for the intersection is D. All the movements towards the airport and movements
along South Road have a level of service of C. Only the right turn movement from Sir Donald
Bradman Drive East has a level of service of F, but this is easily compensated by the other
movements.

Detour
The detour we propose is for at least 60 percent of the total volume of vehicles along South Road.
The following route comprises the detour for vehicles moving along North to South and vice-versa

Mile End South - James Congdon Drive - East Terrace - Port Road.

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 N

Figure 0.13: Proposed Detour

Figure 1.13 shows the detour route planned for the vehicles. For vehicles starting from South the
detour starts at Mile End South into James Congdon Drive. The vehicles will then pass through
East terrace and arrive at Port Road - East Terrace intersection. This intersection will give the
option to continue North through Port Road or enter the City by right turn at the intersection. This
route also provides the vehicles to turn left towards Henley beach at ramp (Bakewell ramp South)
provided at Bakewell Bridge, thus having access to Henley Beach if required.

For vehicles starting from North the vehicles can enter Port road and arrive at Port Road - East
Terrace intersection. This gives them the option to continue South or enter the city by turning left.
For those vehicles that continue along James Congdon Drive, they will get the opportunity towards

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Henley Beach or the airport by turning right into the Bakewell ramp South. The vehicles that along
James Congdon Drive continue will eventually join South Road at Mile End South.

The detour route chosen have lesser volume and provides access to the city as well as West towards
Henley beach road.

Signalization of Bakewell bridge of Henley Beach road and James Congdon Drive Underpass
The Henley Beach road and James Congdon Drive Underpass provides access on and off access
to James Congdon Drive via the ramps. It is observed that some vehicles use it. Also due to the
detour there are chances for the usage of ramps to increase. Hence due to the high volume of traffic
passing through James Congdon Drive and for the safety of turning vehicles the intersection at the
bridge must be signalized.

Detour analysis
As a part of the detour the following intersections were analyzed to check whether they can
accommodate the new traffic volume or not.

1. Sir Donald Bradman Drive and James Congdon Drive Intersection

2. Henley Beach road and James Congdon Drive Underpass (Bakewell Bridge)

Sir Donald Bradman Drive and James Congdon Drive Intersection

The intersection was analyzed using SIDRA and the results obtained for the intersection are
discussed below. For the phases used and the intersection summary refer appendix A2

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Figure 0.14: Level of service of Sir Donald Bradman Drive and James Congdon Drive Intersection

Figure 1.14 shows the expected level of service at the intersection. The level of service for the
through movement from South to North will be F, while on the other hand the level of service for
the normal movement along the West to East and East to West will be C and E respectively. The
intersection as a whole will reduce to the level of service of E due to the temporary detour
movements.

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Figure 0.15: Expected delay at Sir Donald Bradman Drive and James Congdon Drive
Intersection
Figure 1.15 shows the expected delays at the intersection. Each approach of the intersection has a
movement that will experience delays about four minutes or under. The main movements West to
East and East to West will experience delay of just above a minute, while North to South and South
to North will experience delay less than two and a half minute. The delays are acceptable due to
sudden influx of heavy traffic along James Congdon Drive and the main movements with the most
traffic volumes will experience lesser delays. The overall delay at the intersection is just above a
minute.

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Figure 0.16: Degree of saturation at Sir Donald Bradman Drive and James Congdon Drive
Intersection
The figure 1.16 shows the degree of saturation for the intersection. The degree of saturation
exceeds one for three of the movements. The movements along Sir Donald Bradman Drive have
degree of saturation close to one. Due to the temporary nature of the detour this intersection will
be restored to normal once the construction of the overpass is over. Expect the South to North
movements; the other movements that have exceeded degree of saturation of one are minor
movements and have comparatively lower traffic volumes.

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Figure 0.17: Expected queue length at Sir Donald Bradman Drive and James Congdon Drive
Intersection
Figure 1.17 shows the expected queue length at the intersection. All the movements expect the
North- South movement along Sir Donald Bradman Drive have lower queue distance. The South-
North movement along Sir Donald Bradman Drive will have a queue length 472m. Since only
through movement is allowed along this queue length is acceptable.

With all the results of the intersection within acceptable ranges we can conclude that the Sir Donald
Bradman Drive and James Congdon Drive Intersection can take the extra volume of diverted
traffic.

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Henley Beach road and James Congdon Drive Underpass (Bakewell Bridge)
The current bridge at the underpass at Henley Beach road and James Congdon Drive is not
signalized, but as reported earlier the re-routing of traffic can increase the number of vehicles
accessing the ramps also, due the increased volume of traffic it is better to signalize the intersection
temporarily. Please refer appendix A2 for intersection summary

The signal phases used for the new signals are shown in figure 1.18

Figure 0.18: The phases for the temporary traffic signals at Bakewell Bridge
Figure 1.18 shows the phases adopted for the temporary traffic signals at Bakwell Bridge. The
phases are adopted to allow safe turning of vehicles into Bakewell ramp south. Using theses phases
the intersection is analyzed and the results are discussed below.

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 Figure 0.19: LOS of traffic signals at Bakewell Bridge
The movements serving the re-routed traffic have good level of service. The level of service for
the vehicles entering the Bakewell ramp south has a level of service of F; this might be due to the
increased importance given to the through movements along the bridge. The intersection will have
an overall level of service of C.

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 Figure 0.20: Expected delays at Bakewell Bridge
The expected delays at the Bakewell Bridge are shown by the figure 1.20. As seen the through
movements along the bridge will experience little or no delay. The right turn movements for
vehicles from North to South will experience delay of four minutes but due to the lesser traffic
volumes it is acceptable. Overall the intersection will face delay of 26.8s.

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 Figure 0.21: Degree of saturation at Bakewell Bridge
Figure 1.21 shows the expected degree of saturation of at the Bakewell Bridge. The right turn from
North exceeds one and the movements in the south are close to one. This is due to the increased
traffic flow due to re-routed vehicles. Due to the temporary nature of the signals, it is acceptable.

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 Figure 0.22: Expected queue lengths at Bakewell Bridge
Figure 1.22 shows the expected queue lengths at Bakewell Bridge. Only the movements from
South of James Congdon Drive will queue length exceeding just 300m while the rest of the
movements have queue lengths well below 100m. The queue length of 300m can be accommodated
in the South Side of James Congdon Drive.

The analysis of the intersection provides acceptable results especially for the re-routed North-South
and South-North traffic movement along James Congdon Drive. The temporary traffic signals
placed can be removed after the construction of the overpass is over.

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1.6 Signage
Signage provides warning and important information to all the road users. Following signage will
be provided after the construction of the overpass.

Table 0.5: Signage for new roads

Sign Description

Regulatory sign showing 60km/h to be

maintained on surface roads

Regulatory sign showing 80km/h to be

maintained on motorway

Sign to denote the cycle lane on the surface

road

Regulatory sign denoting no bicycle lanes are

allowed on the bridge

Regulatory sign to denote no pedestrian are

allowed on bridge

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 Warning sign to denote no overtaking on
bridge for safety purpose.

The sign will be provided ahead of the

beginning of the surface roads to indicate the
speed limit in the surface roads

This signal will be placed for the right turning

lanes in surface roads.

Warning signal to denote traffic signals ahead

The sign will be provided 200m ahead of

surface to denote exit from motorway

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2 STRUCTURAL ENGINEERING

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2.1 Road Traffic Loads
Road traffic load is the load which is resulting from the vehicle passes over the structure either
single or in group. There are several load cases as per Australian code AS 5100.2-2004

M1600 moving traffic load

According to Australian standard M1600 moving traffic load is a moving traffic load applied on
the model. This is applied on every lane of bridge and the length of the moving load or bridge is
25 meter. The uniformly distributed load of the M1600 is assumed as continuous or discontinuous
of length 25meter in mid span and 20 meter of two adjacent spans in both sides. Load is distributed
as to produce the most adverse effects.

Load of an axle is taken as 360 KN and a uniformly distributed component of 6KN/m throughout
the length. This formation is assumed to be at all 6 lanes of bridge for the critical load combination.

M1600 (cl.6.2.3)

Traffic load for 1 lane (25m span) =360x4+6x25

=1590KN

For all 6 lanes in the same loading condition, load =1590x6

=9540KN

Dynamic load allowance

For the design purpose a proportion of traffic load is applied to the structure as per Clause 6.7.2.
Dynamic load allowance is applied for M1600 is 0.3.

Total traffic load with allowance

=12402KN i.e. 496KN/m

2.2 Deck Design

Thickness of deck is 500 meter. And it is designed for the traffic load and pavement load.
Maximum +ve and –ve moment is get from the space gass. Software is run for the moving loads

39
for the critical case scenario. This maximum bending moment is further used for the design of
reinforcement by the help of empirical formulas.

2.3 Girder Design

Girder which is selected by the structure team is Super Tee. Width of the girder from the top is
2250 that is flange and the bottom of web is 800 meter thick. Total height of girder is 1.2 meter.
That is selected by the structure team based on Geometry of structure. Girder is also designed for
the moving load, dead load and superimposed load. Maximum bending moment and maximum
shear force taken by the space is further used for the design by the help of empirical formula.

2.4 Headstock
To minimize costs and improve the efficiency of the design, the headstock will be installed
on the piles by being laid in-situ once the piles have been installed and allowed to cure
adequately. This prevents the need to use cranes, trucks and other heavy lifting equipment
to get the headstock into place. It also allows the design of reinforcement to exact
specifications and reduces the potential for installation problems.

The headstock has been designed to fit between the Super-T and the piers, and thus includes
extended reinforcing from the head of the piers for additional strength. This additional
reinforcing was not incorporated into the actual design and should be extra insurance against
failure of the member. Using ultimate loads obtained from Space GASS, the reinforcement was
designed to meet Australian concrete design standards (AS 3600) as well as the more relevant
bridge code (AS 5100). This was done in conjunction with South Australia’s DPTI structural
design handbook.
Table2.1: Headstock overall design

Materials and Dimensions Details

B 1800 mm
D 1800 mm
Cover 25 mm
f'c 40 MPa

40
 fsy 500 MPa

2.5 Pier Design

For the design of pier, multi column piers are selected based on geometry and Australian standard.
There are total 12 piers required for this bridge. Dimension and other information are given below:

Table 2.2: Pier Type

Cross section m2 Height m Amount

Type 1 1.5x1.5 5.2 4
Type 2 1.5x1.5 4.2 4
Type 3 1.5x1.5 3.3 4

Column height in table is the height of column above ground level. Extra 0.8 meter is provided
below ground level to connect with foundation.

Load applied to the Piers are

 Dead load of structure

 Superimposed dead load
 Live load or traffic load

41
3 GEOTECHNICAL ENGINEERING

42
3.1 Introduction
The geotechnical team was involved with the whole construction at the site with their team
members from starting to end. It involves excavation for the retaining walls, bore hole for the pile
foundation, pile cap and design of pile foundation and pavement.

3.2 Geotechnical site overview

The geo investigation was conducted at the intersection of Sir Donald Bradman by DPTI
(Department of planning and transport investigation). According to the geotechnical report
borehole 7 is considered as a borehole at this intersection. Auger bore hole is drilled on the site at
a depth range of 38.95m and standard penetration test was conducted at selected depths of every
1m. This bore hole were converted to groundwater monitoring wells and installed to a depth of
23.5m to 29.5m. Water Sample is collected from the wells and sent to laboratory for testing such
as; chemical testing.

3.3 Soil profile

Type of soil is observed at selected depth of 1m and classified as silt, clay, sandy clay. The depth
range of coarse grained alluvium layers at BH 7 is 20.3 to 27.4m and inter-bedded between 30.4
to 39.95m. Ground water depth was observed during drilling at this location is 15. 69m.The soil
profile at the existing site is given below;

Table 3.1 Soil type and condition at existing intersection

Depth (m) soil consistency cu (kPa) Moisture

condition
0-2 Crushed rock, silty sand, Fb/VSt 500 M
clay
2-4 Silty clay Fb/H 500 D/M
4-6 clay H 500 M
6-8 clay H 500 M
8-10 Clayey sand H 500 M
10-12 Silty clay VSt 450 Wp
12-14 Clayey sand MD 230 W

43
 14-16 Silty clay VSt 350 M
16-18 clay VSt 500 M
18-20 Silty clay VSt 500 M

3.4 Pavement design

DPTI recommends the asphalt concrete 10 for the pavement surface because road is consisting of
heavy traffic loads of cars and trucks. As per Australia roads the strength of this material is high
and maintenance is low. This upper surface of layer is recommending for both on the deck of bridge
as well as ramp. This pavement is designed for 25 years. After consider all the factors the final
thickness of pavement is 750mm

Table 3.2 Thickness of Pavement

Layers Thickness (mm)

Surface 80
Base course 100
Sub-base 170
Subgrade 400

Requirements of pavement
 The upper surface layer is design for the DESA load.
 The sub-base material should be better quality and respond well to DESA load and could
attain heavy load.
 The base layer maintains strength with the existing soil.
 Top layer or wearing layer must minimize the effect of wheel spray when raining.
 Pavement surface should be attractive and mitigate the noise level produced between wheel
and surface.
 It should have well skid resistance (0.45) for (80-90km/h) as per austroads.

Material properties
In the design of the pavement, materials are classified as; Subgrade, Granular materials, Cemented
materials, and Asphalt concrete.
44
  Subgrade materials are anisotropic elastic, E1/E2=2, Poisson ratio 0.45, Resilient modulus
is calculated by CBR method.
 Concrete materials should be Isotropic elastic; Modulus is varying with compaction and
Poisson ratio is approximately 0.2.
 Asphalt concrete is considered as elastic and isotropic. In this temperature effects the
modulus and weighted mean annul temperature is needed.

3.5 Excavation
As per the geological conditions excavation is necessary for the pile foundation and retaining wall.
Auger bore hole method is used for the boring of piles and approximately 3m soil is excavated to
place the pile cap. But for the retaining wall, soil is excavated along the length of bridge at both
side. Bulldozers and excavators are used for the soil excavation and trucks are used to remove the
soil from the site.

Fig 3.1 Excavation of soil

3.6 Retaining wall

It is a type of structure constructed to restrain the load of backfill soil. As a component of bridge,
it is used to bind the filling material between the two walls and keep stable. It is placed on both
side of the bridge. The height and length of this retaining wall is 4m and 132.5m respectively at

45
one side. This retaining wall is designed by divided into three parts with top, middle and bottom
parts.

Fig 3.2 Mechanically stable retaining wall

Stability of retaining wall

 To calculate the lateral earth pressure, height of soil is used from top to bottom of the
footing.
 Weight of footing, weight of stem and weight of soil above footing, these elements are
resist overturning.
 Acceptable factor of safety for the overturning moment is 1.5 to 2.
 The factor of safety against sliding is total resisting force upon total driving force. And
FOS is between 1.5 and 2.

Cantilever retaining wall

This wall consists of base wall and thin stem. It is made up of reinforce concreted concrete and is
divided into two parts, toe and heel. Toe is one part of base and heel is part under base. It holds the

46
back-filling material and this is placed on a slab foundation. This wall is connected to the
foundation and foundation is loaded with the backfill material.

Fig 3.3 Cantilever Retaining wall

3.7 Pile Foundation:

Piles are columnar elements which transfer the loads from bridge superstructure through weak
compressible strata to more compact and less compressible silty clay whose density index is high
and the cohesion is high. The bridge substructures such as retaining walls, piers and abutments
carry the vertical and horizontal loads piles used to support the substructures and transfer loads to
strong strata.

The main objective of pile design is to provide a footing that will safely support the superstructure
over its design life.

The design of pile foundation is based on the geotechnical report of soil, by knowing the soil
properties the type of pile foundation is decided. As Per the department of planning transport and
infrastructure (DPTI) geotechnical properties of soil on bore hole BH7 are discussed above.

Based on the geotechnical report continuous flight auger piles are used for the foundation. CFA
pile is formed in the ground by drilling with a hallow flight auger that is subsequently and
progressively with drawn with the cavity below the auger tip being gradually filled with concrete
or cement grout injected under the pressure. The continuous flight auger piles are built until the

47
depth of 30m and diameter of piles ranging up to 1.2m. According the conditions of soil the length
of pile used is 20m and diameter is 1.2m.

Length of pile=20m

Diameter of pile=1.2m

For deep foundations L/B>5

L=20, B=1.2 20/1.2=16.666

Therefore, 16.666>5 satisfied

1) Piles are long slender members used to transmit foundation loads.

2) Piles can resist vertical compressive loads, uplift pressures and lateral loads or moments.
3) Piles are suitable for foundations over soft ground.

Pile design mainly depend on three factors such as, δ, C values

 Pile design:

All the pile design calculations are based on Australian standard AS2159-2009

 Ultimate axial capacity of single pile (Ru):

Ru=∑ (fsAs) +fbAb

fs = fully mobilized unit shaft resistance

fb = ultimate base bearing pressure

As= surface area of pile in intimate contact with the soil

Ab= pile base area

 Design geotechnical strength of single pile (Ru*):

Ru*= g * Ru≥ p

g = Geotechnical strength reduction factor for single piles or pile groups

48
  Design capacity (Rd) = g* Ru

g= gb+ (tf - gb) k≥gb

Φgb = basic geotechnical strength reduction factor

Φtf = intrinsic test factor

= 0.75 to 0.90

= Φgb if no pile was tested

K = test benefit factor

= 1.33p/ (p+3.3) ≤ 1.0for static or rapid load testing

= 1.13p/ (p+3.3) ≤ 1.0 for dynamic load testing

p = percentage of the total piles that are tested and meet the specified acceptance criteria

RGu = ultimate capacity of pile group

Ru (j) = ultimate capacity of individual single pile

RBu = ultimate capacity if the pile group fail as a Mega/Block pile

49
4 URBAN PLANNING DEPARTMENT

50
4.1 Introduction
A key focus of urban planning is to enhance and protect urban component of South Road and Sir
Donald Bradman Intersection and surrounding land area. Urban design particularly concerns with
the affected businesses, public utilities, and land due to the development of expressway and
provides a strategy for revitalization and permanent establishment.

The construction of overpass structure together with the road widening work most optimally causes
the relocation of several buildings along the eastern alignment of South Road. The existing South
Road and Sir Donald Bradman Drive intersection will be also shifted towards eastern side and
results in the requirements of the new layout for running services lines and lighting.

The construction of expressway does not require modification to the western boundary of South
Road, however, urban design of this project equally considers the both side’s socioeconomic
components and parameters. The design is more focused on maintaining unique identification and
visualization of overpass structure and surroundings environment.

4.2 Objectives
In general, urban design objective is to keep the environment better than the existing condition.
Our conceptual direction for urban design specifically reflects the sense of civic pride without
depleting environmental quality.

 To maintain the key view of iconic elements and natural features.

 To preserve heritage and cultural property without or minimal impact of the
construction
 To relocate the affected businesses and residences with appropriate consideration
of compensation
 To facilitate community by providing appropriate layout of their utilities lines
 To provide strong visual connection to the natural landscape throughout the
expressway
 To improve the quality of lighting this does not only meet the functional
requirement but also enrich the night view of the intersection and surroundings.

51
  To upgrade the living standard of the community by maintaining the viability of
development.
 To improve the aesthetics of the whole project.

4.3 Heritage Property

a) Existing Condition
There exist a state heritage property namely Former Adelaide Electricity Supply Co Ltd
which consists four former garages and two double storey office/workshop buildings where
some small businesses are currently running. Since the buildings are located close
proximity of South Road and Sir Donald Bradman Drive intersection, new boundary of
South Road to the eastern side requires the land occupied by these buildings.

Fig 4.1: Location of heritage property (Source: Google earth)

b) Design Consideration
The road extension works requires partial demolition of this heritage property. Only two
buildings should be demolished and remaining two will be preserved as there are huge
concerns regarding loss of state heritage property.

52
 Further consideration of the remaining two buildings shows that these building would be
the significance of potential state heritage property and could be benefit for present as well
as future generations to promote the necessity of conservation.

Fig 4.2: heritage property to be demolished and preserved (Source: Google earth)

4.4 Business and Community Profile

a) Existing Condition
There are several small and large businesses including residential buildings exist
throughout South Road. Removal of these properties is required only along the eastern
alignment. The urban design strategy for these running business and existing buildings is
to relocate them with appropriate consideration of the extent of losses and create spaces for
the transport infrastructure and develop adorable places to live.
Urban design is particularly focused on James Congdon Drive to Flaherty Lane section of
South Road and each property has considered individually figuring out the amount of loss
more precisely. Three are 16 residential buildings and all the currently situated commercial
are tabulated below on the table 1.4.1.
Importance of commercial buildings are ranked as high, medium and low according to the
extent of loss of businesses.

53
 Table 4.1: List of the Commercial Buildings
S.No Description Importance Remarks
Start from James Congdon Drive
1 Adelaide Marble Specialist Low
William Street
2 The Carplace Low
3 Laguna Loans Low
4 The Frame Connection Low
5 Gerace Restoration Low
6 Automotive Distributor Low
7 Harvey Norman High

8 Extensive wheel services Low

9 Altrac Repairs Low
10 Caprice clothing and products Low

11 ANZ office furniture Medium

12 Fisher and Paykel Low
13 BOC (Gas and gear) High
Rosslyn street

14 Voice and Music studio Low

15 Cut Price Auto Rental Low

Located at intersection
Sir Donald Bradman Intersection

16 Huntinton Honda Low

Daring Street

54
 17 ALLSTAFF training center Low
18 South Australian Fine Wine Low
19 Ballara Street
20 LIN Andrews Real Estate Low
King Street
21 MK2 Recruitment Low
22 Chem Central Medium Medium
23 Phillis Real Estate Low
24 ASI Solution Low
Cuming Street

b) Compensation Cost Analysis

Severity of relocation of running business will strongly depend on present and intended
status of that business. Compensation cost is designed based on direct loss of properties
together with indirect loss of values of that business due to the alteration of location.
Compensation cost is calculated based on class of the buildings and businesses. Businesses
are classified as small, medium and high according to their existing records. Residential
buildings will be considered as D class and all the other buildings where small, medium
and high businesses are running would be categorized as C, B, and A class respectively.
The cost designed here is based on Land Acquisition Act 1969 and 2016 market value (Real
Estate SA) of the area.
Therefore,
From market value 2016(According Real Estate SA), average cost of one house and entire
land occupied by house is AUD 350,000.00. Extra cost for indirect loss of business would
be paid AUD 30,000.00, AUD 50,000.00 and AUD 100,000.00 for category C, B, and A
buildings respectively.
Thus,
Category D building would be paid AUD 350,000.00
Category C building would be paid AUD 380,000.00
Category B building would be paid AUD 400,000.00

55
Category C building would be paid AUD 450,000.00

Overall compensation cost for this particular project is calculate below on the table 1.4.2
Table 4.2: Compensation Cost Calculation

S.N Description Class Cost to be paid (AUD)

1 Adelaide Marble Specialist C 380,000.00

2 The Carplace C 380,000.00

3 Laguna Loans C 380,000.00

4 The Frame Connection C 380,000.00

5 Gerace Restoration C 380,000.00

6 Automotive Distributor C 380,000.00

Harvey Norman 450,000.00

7 A

8 Extensive wheel services C 380,000.00

9 Altrac Repairs C 380,000.00

Caprice clothing and products

10 C 380,000.00

400,000.00
11 ANZ office furniture B

12 Fisher and Paykel C 380,000.00

450,000.00
13 BOC (Gas and gear) A

Voice and Music studio

14 C 380,000.00

15 Cut Price Auto Rental C 380,000.00

56
 16 Huntinton Honda C 380,000.00

17 ALLSTAFF training center C 380,000.00

18 South Australian Fine Wine C 380,000.00

20 LIN Andrews Real Estate C 380,000.00

21 MK2 Recruitment C 380,000.00

400,000.00
22 Chem Central B

23 Phillis Real Estate C 380,000.00

24 ASI Solution C 380,000.00

16 Number of Residential 16*350,000.00 =

25 D
buildings 5,600,000.00

Total A+B+C+D = 14,900,000.00

c) Land utilization strategy

One of the key concerns the urban team focuses on is how to develop an effective land
utilization strategy for the unused land after the development of the expressway

57
Fig 4.3 Land utilization strategy towards north

58
There exists approximately 1743.71 sq. meter of unused land north of Rosslyn Street and south of
Sir Donald Bradman drive and approximately 7974.94.sq. meter of unused land between Rosslyn
Street and William Street. Since these land packages lie adjacent to the intersection and has high
commercial value, a practical solution of recouping the Government investment by reselling
packages of these unused lands back to the public by holding a land auction where in the highest
bidder get to acquire the land, is the proposed strategy. With this strategy, the aim is to develop
small business which can run and operate with the existing patch of land that can also cater the
needs of the local community around it. Prioritizing on who the land is sold to should be adopted
so that the businesses that have been affected with this development are being given an option to
redevelop their businesses with the smaller land packages. Although in the 7974.sq.m of land
between Rosslyn Street and William Street, a sedimentation basin of 100 sq. meters is proposed
along with the road development, the rest of the land can be utilized.

With the 8575.9 sq. meter of land that exists between William Street and James Congdon drive,
the land utilization strategy is to develop a park which can be named as Sir Donald Bradman Park.
The idea behind the park here is because this land lies near several residential structures and local
communities. With the motorway being developed a few meters away from these residential
establishments, the vehicular noise, emissions and particulate matter can be a major concern to the
adjacent local population, hence the primary motive in developing a park is to plant tall specialized
trees in rows along the boundary of the park which acts as natural pollution controllers by adhering
dust and particulate matter on to them. It has been proven that when planting these trees in rows,
there has been a reduction in traffic noise levels by 5 or more decibels. Also by developing a green
space with wide varieties of tall and shady trees and lush flora, it can result in an improvement in
the communities’ response towards this project and at the same act as natural pollution control
measure from the vehicular emissions and dust. Further the local council could be requested for
day to day functioning and maintenance of the park after its development. There can be some
provisions for small snack shacks and ice cream shops thereby contributing to the revenge of the
city council and at the same time attracting communities to the park.

Northbound of the intersection, between the Daringa street and the Sir Donald Bradman drive,
there exists the local heritage site. The local heritage site consists of four different buildings and
the urban team having understood its cultural significance has opted for two of the heritage
59
buildings to remain unaffected with road development. Although the remaining two should be
demolished, the little package of land of area 1149.61 sq. meter left after acquisition will be
landscaped thereby providing the remaining heritage site a better aesthetics.

North bound of Daringa Street, most of the unused land lie bordering residential properties and
thereby shall not be utilized for commercial establishments. The proposed noise walls run along
the boundary of the land thereby preventing excessive noise impact to the local communities.
Further the water team has proposed for a sedimentation basin of 100 sq. between Cuming Street
and King Street. And the rest land shall be landscaped. Further the strategy is to replant the
uprooted trees during land acquisition in this section to reduce the air quality and emission impacts.
These trees when planted along row adjacent to the noise wall can act as natural particulate matter
and dust filters thereby reducing community impacts. Further on this is mentioned at the natural
vegetation removal section of the environment management plan.

60
Fig 4.4 land utilization strategy towards south

61
4.5 Services Management
a) Existing Services
The following services are currently locating underneath of South Road.
 Water supply lines
 Wastewater lines
 Optus Cables
 Telstra cable
 Low voltage electricity lines

The following utilities lines are not detected on the proposed road section

 Gas line
 Storm water line
 Recycle water line
There are two water supply main lines situating under the center of South Road and one
distribution line is locating underneath of the Local Streets. Distribution lines will not be
disturbed but main lines would be necessarily relocated. Household connections are
provided through distribution lines only where different controlling valves are placed to
control the supply. 300 mm and 250 mm diameter cast iron concrete lined pipes has used
in main lines and 100 mm and 150 mm diameter of same material pipes are being used for
distribution lines.

62
Fig 4.5 : Existing layout of SA water line (Source: UNISA, CIVE 4008 Example
documents)

A single wastewater line is running through the center of South Road and Local Street
where 500 mm and 150 mm diameter pipes are being used for main and distribution lines
respectively. Houses are connecting to the distribution lines only and regulating by
respective controlling valves.

63
Fig 4.6 : Existing layout of wastewater line (Source: UNISA, CIVE 4008 Example
documents)

ETSA and other telecommunication cables are running on the common service trenches
under the footpath of South Road and Local Streets. Houses are connected partially from
South Road and Local Street.

64
 Fig 4.7 : Existing layout of telecommunication cables (Source: UNISA, CIVE 4008
Example documents)

b) Permanent establishment
As the current intersection, will be shifted and entire width of South Road will be increased,
there will be a huge impact of construction to the all underground services lines. All the
service lines which are lying under Local Street will not be disturbed and same line will be
running after the construction.
i) Water supply and Wastewater line
Water supply and wastewater lines which are currently situating the motorway of South
would be shifted under the new cycle lane. Wastewater line will be running right side cycle
lane and two water supply main line will be locating under the both side cycle lane. These
lines should be connected to the existing distribution lines. The plan views of layouts of
theses line are attached in the Appendix.

Design Constraints:
 The minimum cover to the supply lines should be 600 mm.

65
  The minimum horizontal separation between waste water line and water
main lines should be 1500 mm.
 There should be maintenance shaft (manhole) with in the interval of 400 m.
 Water supply lines should be located above wastewater lines during
crossing and the minimum clearance between two lines should be
maintained.
 Controlling valves should be provided as necessary and new connection
point should be provided for future extensions.
 Pipes should be placed with an appropriate grade to flow the water without
obstruction.
 Size and material of the pipes should be according to the SA water
standards.

ii) ETSA and Telecommunication cables

Two common service trenches will be constructed on both side of South road under
the footpath where two communication cables OPTUS and Telstra and ETSA
cables will be running. Trenches under the local streets will be kept unchanged and
new connection points for street and traffic lighting will be provided throughout
South road. No overhead cable will be placed along South Road and existing Stobie
Poles will be continued without any disruption. A plan view of layout is included
in Appendix.
Design Constraints:
 The trenches should be straight as much as possible
 Separation from trench to any cables should be minimum 50 mm from all
directions as per SA power networks standards
 All the cable should be placed maintaining 1000mm cover from the road
 Minimum clearance of 600 mm should be maintained to the other servers
which will be running parallel to these service cables.

The final design for the layout of all services is taken considering the both sides public
conveniences. Although the road extension would be along the eastern alignment,
66
 amenities of community will be considered equally for both sides. Appropriate arrangement
should be placed during the relocation of services as the interruption of utilities disturbs the
public daily life activities.

4.6 Lighting
Road lighting is an important part of urban development. The main aim of road lighting is
to provide healthy, clear visibility of road to the road users, to reduce the accidents and
crime rate. Lighting is not only essential to road users like vehicle riders, cyclists and for
pedestrians but also gives beauty to that area.

4.7 Road Safety Benefits

There are some safeties benefits associated with road lighting in the night times. Lighting
will give clear site of route, lines on road, medians on road, cyclists, foot path and
pedestrians. Lighting increases safety to properties beside road and security to people.
Foot path, road crossing and refuge island these areas should attract attention of road users
on pedestrians and they need good illumination always for the safety of pedestrians. High
levels of lights need to use where large crowd of pedestrians usually use road, places like
restaurants, night pubs and other drinking areas. The lighting design strategy will also
consider the old people and their visual disabilities.

4.8 Lighting under construction

Lighting for public is also provided under construction. Lighting under construction of
work, the contractor needs to look on it. At construction, they need high electricity for
lighting, welding purpose etc. for electricity contractor need to take the permission from
the south Australian electricity department. Take the special electricity lines to construction
site or maintain the electric power generators for electricity.
Lighting at nights for construction should not use high focus lights, because it will cause
disturbances to nearby houses, commercials, business beside road and road users. In
construction site at all places lighting is not needed only particular working place because
they need to maintain the lighting stands which is easily movable. They need lighting only

67
 at night times not in the day times. By using movable light stands or poles they can take-
off at day times, by take offing it will not obstacle to work.

4.9 Design of lighting

The design of light at Sir Donald Bradman drive is mainly three types
 Over pass lighting
 Motorway lighting
 Pedestrians
The lighting we are providing here is high mass lighting and dual lighting system. These
lighting will be functioning by both electricity and solar power. They will automatically
turn on depending daylight. The lighting poles should be frangible poles and to that lighting
poles radium papers reflectors are pasted to identify pole.
The distance between two poles should be 75 foot. The height of overpass lighting pole and
motorway lighting pole is 26 meters. We are not providing any lighting separately for
cyclists, because motorway lighting and pedestrians lighting will cover the cyclist path.
The height of a pedestrian lighting pole is 9 meters and distance between two poles is 8
maters. Low pressure sodium light of 250 watts & 32500 lumens is going to use for
overpass and motorway. LED light of 15 watts & 1500 lumens for pedestrian lighting will
be provided.
The color of light is very important on road because road appearance should be clear and
it should not create disturbance to the road users. We are proposing to use yellow light, it
is good for road lighting and this color is using on many roads. All the lighting poles are
kept 1.5 meters away from the vehicles. Power supply for the lighting poles from near
supply which is available near to the poles like underground cables or power from poles.
On over pass lighting poles is going to place on curb of road. The pole has one long
stretched shoulder at the top end of pole. At the end of shoulder lights are attached.
Under the bridge on motorway, for this way lighting is providing beside the road between
the cyclist way and pedestrian path. The pole has only one shoulder to the motorway
lighting pole at the end of shoulder light is attached.

68
 Lighting for pedestrian, beside the pedestrian lane the lighting poles are kept. For the
pedestrian lighting we are going to lamp pole lighting poles.

4.10 Bridge Aesthetics

Bridge aesthetic forms an integral part of the urban design and is furthermore a strong
community issue. The proposed overpass at Sir Donald Bradman drive beyond its
functional and connective role gives the area a sense of identity, cultural value and affects
the visual quality and sense of place, thereby making bridge aesthetics an important
consideration.

Color: The choice of color for the overpass can cause it to relate with the surrounding
environment or contrast with it. Grey color can make the underpass standout from the
surrounding landscape without being too flashy and is a widely common choice in
Australia.

Art and bridges: Art works relatable to the history and culture of the area in the overpass
can make it seem more of a sculptural artefact to the surrounding area. Artistic impressions
of the cricketing legend Sir Donald Bradman on either side of the piers can turn the elegant
bridge to a memorable one by portraying the Australian cricketing history.

Noise wall: By providing the proposed acrylic polycarbonate noise wall along the overpass,
the scenic landscapes around it is showcased from a significant height to the motorist,
further to its noise insulating properties. Moreover, it improves the overall aesthetics of the
bridge making it an iconic structure in South Australia.

Advertising: This can be one of the strategies adopted to recoup the government
investments by providing advertising boards along the beam of the bridge without
disrupting the overall visual effect of the bridge. These can be used by the government or
city council or can be auctioned out to the private companies thereby generating a fair share
of income from the structure.

69
5 ENVIRONMENT MANAGEMENT PLAN

70
5.1 INTRODUCTION
The Environmental Management plan sketches how the development of the proposed overpass at
Sir Donald Bradman Intersection might influence and disturb the surrounding natural environment
and on how those environmental implications can be averted, mitigated, and managed so that the
project is an environmentally sustainable one.

We at Innovare, believe in development with minimum environmental impacts and environmental

protection and management can be identified as one our most fundamental priorities. Additionally,
it is also our primary concern to direct all developments in accordance with Ecological policy
regulations integrating ecological, social and economic objectives equally into our operations.

Our environment management plans include both measures and guidelines to minimize, control
and avert environmental impacts during and post construction. These mitigation measures should
be adopted by the contractor during the construction stage to minimize the ecological impact to the
surrounding environment. Further environment management plan also includes design strategies
and consideration to be adopted post development of the overpass to minimize the noise and air
quality impacts to the surrounding environment.

71
5.2 PURPOSE OF THE ENVIRONMENT MANAGEMENT PLAN
The purpose of environment plan is to develop a strategy and framework so that environmental
impacts associated with the project is minimised and mitigated to the maximum possible extent.
The objectives of the environment management plan are

 To develop a design strategy to minimise all possible environmental impacts post project
development
 To provide suggestions to minimize environmental impacts during construction
 Identify and mitigate the community impacts.

5.3 EXISTING ENVIRONMENT

The existing environment around Sir Donald Bradman drive and South road is a semi-urban
environment with several commercial and residential settlements located in and around its
adjacency. The flora and fauna in this area is limited with a few Yellow Bloodwood trees planted
along the footpath. The main impact that can be identified with the development of the project is
to the communities that resides bordering to the intersection. Additionally, this area does not
include any aboriginal sites and the only building of cultural importance is a heritage site situated
at the intersection. This local heritage building encompasses a few small-scale businesses in them.
Further this area does not seat any endangered flora and fauna thereby making the natural
environmental consideration simpler.

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Fig 5.1: The study area

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Fig 5.2: Aerial view

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5.4 TEMPERATURE
Adelaide experiences temperature as high as 45 degrees Celsius during the summer months of
December and January while temperature can go as low as 1 degree Celsius during the winter
months of June to August.

Fig 5.3 The graph contains rainfall data of the year 2015

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5.5 RAINFALL
Adelaide experience moderate rainfall throughout the year with its higher monthly average
accounting for 80mm during the months of June and July and dropping as low as an average of
7mm in the summer months of January and February.

These data on temperature and rainfall is highly essential to schedule the projects commencement
as environmental impacts is highly affected by existing weather conditions.

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5.6 ENVIRONMENTAL CONSIDERATION
This sections explains in detail the environmental impacts and mitigation measures during and post
development of the proposed overpass at Sir Donald Bradman intersection. These measure and
mitigation strategies have been designed to minimise the environmental impacts to the surrounding
natural environment and communities. The various environmental aspects and potential impacts
identified with the project were:

 Noise and vibration

 Air quality, dust generation and emissions
 Waste management and soil contamination
 Land disturbances and erosion
 Water quality and sedimentation
 Native vegetation removal
 Effect on fauna

Additionally, a community management plan is also developed to generate a plan so as to keep the
community notified about potential impacts and to minimise the impact of the project on the
adjacent communities.

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5.7 NOISE AND VIBRATIONS
One of the primary environmental concern associated with the development of this project is the
generation of road traffic noise. Different kinds of unwanted sounds like the noise from the engine,
exhaust, aerodynamic effects, road/tyre interactions are produced from running vehicles and this
creates concerns and problems for the communities that lives adjacent to motorway and its arterial
roads.

Hence, there arises an essential need to minimize and mitigate the noise impact from the motorway
on the adjacent communities and the surrounding environment.

5.7.1 NOISE WALL

With the onset of the elevated expressway and arterial roads along densely populated areas, the
need for a noise barrier to prevent the excessive noise from impacting the communities and the
surrounding environment is extremely important. Hence a noise wall that runs along the boundaries
of the overpass and arterial roads will be developed. The strategy is to develop a noise wall along
the boundary of the surface road as soon as the land is acquisition take places so that noise
generated is minimised even during construction and does not affect the bordering communities
significantly.

An acrylic polycarbonate material noise wall that is optical distortion free for the motorist and
also at the same time, showcasing the scenic landscapes of Adelaide to the motorist will be
constructed along the overpass. The design criteria for this noise wall shall be such that acrylic
polycarbonate sheets of height 2 meters are placed between aluminium support railings of height
2.5 meters spaced at an interval of 1 meter. (See appendix for more info)

Additional to the sound insulating properties, these noise wall does not cast a shadow upon the
motorway and the surrounding environment thereby enhancing the safety of the motorway users
by transmitting light. These noise walls with its attributes such as UV and chemical resistance,
anti-graffiti, low maintenance, good durability, recyclable and excellent optical properties, also
comply well with the Australian standards.

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Along the surface roads, the aim is to develop a combination of bund (earth mound) and acrylic
polycarbonate noise walls so that the noise impact is absolutely minimised to the adjacent local
communities. The design is to place the 2-meter-high acrylic polycarbonate noise wall over a bund
of height 1meter and width 0.5 meter. This design strategy is adopted so that the traffic noise from
the surface roads can be completely minimised by both the bund and the polycarbonate while at
the same time please aesthetically to the local communities living adjacent by planting fresh patch
of green grass over the earth bund. Also by using the transparent acrylic polycarbonate material
over the bund, light can be transmitted and thereby not casting a shadow upon the residential
buildings despite the overall structure having a total height of 3 meters combined as opposed to the
brick noise wall.

Further to this a noise management plan is to be developed so as to mitigate the noise and vibration
during the construction so that the bordering communities are not severely disturbed. This should
include standard construction hours that is followed every day and various noise mitigation
measure adopted for the machinery involved in construction so that minimum noise is generated.
Further community notification is essential while carrying out highly noise generating jobs like
building demolition and vegetation uprooting and additional noise barriers are to be placed around
the activity. These measures can significantly reduce the generated during and after the project.

5.7.2 VIBARTION
Activities like pile driving and bore excavation during project development may lead to vibrations
in and around its adjacency creating problems for bordering residential and commercial properties.
Further movement of heavy duty trucks and freights can also because vibrations post project
development. Further a study has revealed that buildings beyond 50 meters from the sources is not
highly affected. However, since several buildings lie within 50 meters, mitigation measures need
to be implemented so as the community is less affected.

The proposed noise wall can to an extent limit the vibration. However, this is not sufficient. Some
of the suggestion to reduce vibration are using by mufflers to heavy load vehicles and machinery,
enclosing highly noisy equipment’s and providing noise attenuation screens around them. Further
those activities creating excessive vibration should be restricted to certain time of the day to cause
lesser nuisance. These measures can minimise the vibrations around the area.

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5.8 AIR QUALITY, EMISSIONS AND DUST GENERATION
With the commencement of the project development, air quality is an issue of major concern in the
locality. Various construction activities like clearing of land, demolition of buildings, running of
diesel engines and burning will immensely contribute to the air pollution and dust generation at Sir
Donald Bradman intersection and its neighbouring areas. Additionally, post construction phase,
with surface roads being closer to the communities residing nearby, vehicular emission and dust
can also create a negative influence to the residences and commercial establishments. Hence the
need to monitor and mitigate the air quality and emissions in the area during and post construction
is of high significance. Some of the objectives identified were as follows

 Mitigation measures and plans to control the impact of emissions from vehicles and
machinery in the adjacent areas.
 Minimise dust generation during and post construction
 Aim to minimise the impact on local communities with the onset of the project

5.8.1 MITIGATION MEASURES

Green cover for pollution and dust control

Trees and plants are effective in reducing particulate matter and other air pollutants in the
atmosphere by effectively adhering or absorbing them into the leaves and stems. By providing a
row of tress along the boundary of the newly acquired land prior to the construction, there can be
a significant reduction in particulate matter and dust from reaching the residential areas in the
neighbourhood. The plan is to uproot the existing flora comprising mainly of yellow bloodwood
trees as whole carefully and replanting it in a row along the boundaries of acquired land near to the
residential areas. By doing this the existing fauna is not only destroyed but can also be effectively
used in pollution control. Further new trees with smaller and compound leaves which have better
particulate matter absorption capabilities can also be planted along the boundary. Also, grass and
a green cover must be planted on all unused land to prevent dust being generated. This measure
can not only control dust and particulate matter during construction but also post construction
phase by controlling vehicular emissions and dust. This long-term strategy can further improve the

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aesthetics of the regions by providing the area a greener look. Further the proposed park south
bound of William Street can additionally improve the overall air quality in the locality.

However, more dust suppression strategies must be implemented during the construction phase
when particulate and dust generation is significantly high. Using water trucks to spray and sprinkle
water during construction can prevent excessive dust generation. Additionally, cover must be used
while working with tiny particulate matter like cement, sand and while transporting them. Further
all kinds of burning must be prevented in the construction site as it may cause trouble for the
adjacent communities. Contractors must be advised of using good exhausts for all the machinery
and vehicles to minimise emissions as much as possible.

Assessing weather condition is also essential while carrying out jobs. Undertaking works that can
generate dust like land excavation, painting, vegetation uprooting etc. during windy weather can
lead to the particles being air borne and transmitted to the adjacent residential areas.

Further a complaint register must be set up at the site for communities to lodge complaints and
problems due to the construction activities. By effectively responding to these problems, the
community feedback to the project also improves.

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5.9 WASTE MANAGEMENT AND SOIL CONTAMINATION

Although waste management and soil contamination falls under the responsibility of the
contractors and their sub-contractors, the Innovare environmental team has come up with some
suggestions and mitigation measures for waste management and soil contamination to make the
project a more environmentally sustainable one.

During the construction operations, a lot of waste is generated at the site that must be recycled,
conserved or disposed properly. Some of the waste generated during construction are excavated
soil and stones, removed vegetation, concrete materials, metal scraps and waste, chemicals, waste
from demolished buildings, excavation waste and minimum amount of food & water bottle waste.
These wastes generated if used productively can be used as a supplement for diverse activities
effectively thereby minimizing the waste storage problems. Also, extensive waste recycling need
to be implemented to make waste management more effective. Further with use of various
chemicals during construction, there is also a risk of soil contamination by increased acidic or
alkalinity level. Hence a regular monitoring system is essential to mitigate soil contamination and
waste management.

Care should be taken to minimize waste generation, waste recycling, and water waste and soil
conditions. There is a need to keep the waste bins at site, to put the waste in it and they should be
regularly dropped off. Further some of the waste generated like excavated soil and plastic can
reutilized for the project. Several studies have been carried out on using plastic in the bitumen mix
for road construction thereby increasing the durability of the roads. This strategy can be adopted
for the project if possible making the project a more environmentally sustainable one. Also the
excavated earth can be utilized to refill the area where trees are uprooted. By doing so the need to
transport the excavated soil is eliminated. Fire should not be produced in site and if any fire is
produced, contractor of the work need to control the fire and he is responsible for it. The
Contractors should keep the necessary equipment to control the fire and leakages. More care should
be taken for soil contamination. If soil at certain areas is severely contaminated soil reclamation is
suggested. By implementing these strategies, soil contamination can be prevented to large extent.

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5.10 LAND DISTURBANCES AND EROSION
Massive projects like the proposed overpass development at Sir Donald Bradman intersection of
the south road involve huge large disturbances due to earth excavation and vegetation removal.
Activities like these make the soil prone to extensive erosion and soil displaced by erosion may get
to be airborne and become dust causing reduced visibility or be conveyed by water into larger
waterways causing contamination. Hence when it comes to considering erosion, it’s better to focus
on the preventive strategies rather than treatment later. Some of the measures that can be adopted
to prevent erosion are refilling the land removed after vegetation uprooting as soon as possible and
keeping other land clearances to bare minimum. By doing so erosion of the vegetation removed
land is prevented since the land left after plants uprooted is highly prone to erosion. Further, since
this part of the south road does not contain steep slopes, the erosion is likely to be of lesser impact.
Additionally, commencing the construction activities during summer when intense rainstorms are
absent can further prevent the erosion. By adhering to these preventive measures before and during
construction, land destabilization and soil erosion can be minimized to great extent.

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5.11 WATER QUALITY AND SEDIMENTTION

The unsafe chemicals, oils and acids used in site may have potential to spoil the ground water and
storm water. The affected water can run on the soil, thereby causing soil contamination and soil
erosion. Further with project site containing several underground sewer pipes and waste water
retention lines, there exists a chance of any pipelines getting disturbed and damaged during its
relocation resulting in leakage which can cause soil and underground water to get contaminated. If
the damage on the pipe is higher, it might lead to huge ecological problem like damage to
environment, soil erosion and damage to construction materials. Hence extreme care is needed
while performing soil excavation and services relocation and all the relocation needs to be done
based on services maps provided in the urban section.

Further after a heavy rain, the pooled water needs to pump out. This water very often contains
harmful chemicals and suspended sediments on this. Hence extreme care should be taken while
dewatering the sites as this may cause water pollution. The turbidity and the quantity of this water
need to be analyzed before disposal into water ways. Treatment is needed if the turbidity of the
water is more than 30 NTU and needs to pass over sediment control devices before pumping out.
If the turbidity and quantity of water is low this water can be effectively carried using pipes to
vegetated area adjacent to the intersection where the natural green cover adequately removes the
suspended solids from the water. Care should be taken to prevent water logging also.

Contractor also need to maintain and employ an emergency cleaning team at site to clean if
anything happens and they should be trained to control the extreme situations of oil spills &
chemical response. The project work should not contaminate ground water and soil with chemicals
and paints. There exists a need to check the underground lines regularly and if there is any leakage,
the EPA need to intimated quickly to overcome the danger

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5.12 Native Vegetation Removal
According to Department of environment water and natural resources, a quarter of all the
indigenous flora and fauna in the state of South Australia has been classified as endangered. Hence
a careful investigation is essential before the commencement of the proposed project so that a bare
minimum damage is inflicted upon the natural environment.

Vegetation in the eastern alinement of the south road is proposed to be removed for the
development of the overpass. This region nearly encompasses 40 to 50 trees and some small shrubs.
According to native vegetation removal act, it is of medium impact (level 2) and they are
represented on the basis of the number of trees impacted in the area. Additionally, among the trees,
most of the trees fall under the species of yellow Bloodwood which are not any kind of indigenous
or endangered species. Most of the trees are on side of the road along the footpath. The strategy is
to uproot the trees as whole without damaging it and relocating it along the boundary of the
acquired land thereby causing minimum environmental impact and at the same time acting as air
pollutant barriers during construction. Further it avoids the growing time it takes for a small tree
to grow into a fully grown big one.

5.12.1 Pruning of trees

The pruning of trees is done in situation when the tree as whole need not be removed and parts like
branches and leaves protruding into the site trimmed out. It is implemented to protect the vegetation
rather than the removing whole tree. Further the pruning of tree is done based on the requirements
of the road design so that it does not block visual requirements of the road user. But mostly the
trees in area of project area need not be pruned before the project can be done after the full
development of it.
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5.12.2 Effect on Fauna
The removal of trees in the region are going to affect the habitat of birds in the area as trees are the
major components to a bird for its shelter and food. DEWNR does not classify any endangered or
protected species of birds in the area and hence it’s not primary concern. However, man-made tree
nest can be created and installed to protect the existing habitat if at all any exists.

5.12.3 Planting New Flora

Additional to relocated trees along the boundary of the newly acquired land, it’s also of high
priority to plant newer species of trees with compound leaves which can trap particulate matter and
airborne pollutants from reaching the bordering residential establishments. By doing so the
development project can be made more environmentally sustainable and further adds a greener
perspective to it.

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5.13 Effect on Fauna
According to department of environment, water and natural resource, there are no protected or
endangered species in the area making the fauna consideration less significant. However, care shall
be taken to avoid environmental impacts on the existing birds and animals. As suggested earlier
artificial bird nest shall be created and fixed if a certain species is known to nest in the existing
Yellow Bloodwood trees. Other than that, no special fauna consideration essential for this project
development.

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5.14 Community Management Plan
Community management plan is an aspect of extreme significance as the bordering communities
are significantly affected with the onset of the project. Hence an effective community management
plan is crucial to keep the company notified of potential impacts and mitigation measures. An
effective communication between the client and the community is extremely essential to make this
project a successful one.

5.14.1 Communication
Communication is an important aspect when it comes to big developments like the proposed
overpass at Sir Donald Bradman Intersection which creates disruptions in the day to day life of the
adjacent communities and road users. Hence Innovare will design and implement a communication
strategy for effective communication between the community, client and the company. This will
include;

 Community News letters: These community news letters will give out information
regarding the proposed projects to the adjacent communities which are directly or indirectly
affected with project development. These will give out information on the benefits of the
project, measures and policies undertaken to reduce and minimize the environmental
impacts.
 Community meetings: Meetings between the client and the community can foster a better
a relationship between the community and the client. These meetings should include
members of the city council and client, consultant and community members. By holding
these meeting, the community is better aware of the latest developments
 Community notification: These community notifications ensure that the community is
notified during high noise generating works or during redirecting traffic. These
notifications help the adjacent communities better prepared and aware about the
 Complaint register: A complaint registers shall be set up to receive community feedbacks
and complaints. Further prompt and effective responses is needed for reasonable
complaints

88
Additional to the communication, there is a need to help the affected businesses in the area
additional to the compensations. As mentioned in the land utilisation strategy in the urban section,
prioritising on who to sell the unused land will be implemented so that the affected business has a
chance to redevelop their business with the remaining land package.

Further, the development of the park in the land between James Congdon drive and William Street
can promote the communities’ positive responses towards the project. The park will serve as a
green space and a place of recreation in the urban neighbourhood.

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6 WATER ENGINEERING

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6.1 Road Drainage Design
In South Australia, surface runoff is conveyed away from road infrastructure and urban areas in
storm water drains to existing waterways. The runoff does not receive treatment before discharge.
Hence, the quality of incoming storm water is integral to the preservation of healthy waterways.

The Water Engineering team at Innovare Consulting has undertaken design of the storm water
drainage system for the North-South Corridor Section R4 – Sir Donald Bradman Drive
intersection. Key design parameters are summarized in this report. The design process is
documented in Appendix D.

The expansion of the roads and additional road infrastructure require a new design of the storm
water drainage system in the study area. In this design phase, Innovare Consulting has identified
opportunities for incorporating Water Sensitive Urban Design (WSUD) measures into the South
Road upgrade. This aligns with the City of West Torrens’ aim to become a water sensitive city
(City of West Torrens 2016).

6.2 Water Sensitive Urban Design

WSUD measures can provide several functions, including storm water quality treatment and flow
conveyance. A variety of WSUD measures are available for streetscape storm water management,
such as bio retention systems, permeable pavements and sedimentation basins.

Innovare Consulting has considered the suitability of available WSUD measures based on the
rainfall intensity in the project area, space constraints and preservation of the structural integrity
and durability of the overpass.

In consideration of site constraints, bioretention swales, a popular WSUD measure which provides
the dual function of water quality treatment and flow conveyance, has been removed as a potential
measure.

Innovare Consulting also advises the Client that permeable pavements are unsuitable for the road
infrastructure. Although permeable pavements can provide conveyance and treatment features, the
high traffic volumes on South Road will have detrimental impacts on the infrastructure’s integrity
and durability (Department of Planning and Local Government 2010).

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Two WSUD measures have been selected and incorporated into the designed drainage network as
part of the Sir Donald Bradman Drive road upgrade project. These are the bio retention systems
and sedimentation basins.

6.2.1 Bio retention Systems

Innovare Consulting has selected bio retention systems to provide on-site storm water treatment
along South Road for this project. Bio retention systems can provide water quality treatment
through physical as well as chemical and biological processes (Department of Planning and Local
Government 2010).

The ponding basin and soil media serve collectively as a litter trap. The exposed surface would
facilitate maintenance, with easy access for regular cleaning to prevent clogging of the system.

Excavation and construction works will remove around 70 street trees currently present on South
Road in the project boundary, as identified by our Urban and Environmental Team. The bio
retention basins will also provide part of the revegetation scheme for this project, through
integration of street trees in the basins.

6.2.2 Sedimentation Basins

The motorway will increase hydrological burden and sediment loading on the current storm water
drainage network. Innovare Consulting has provided one sedimentation basin on the northern side
and one on the southern side to reduce the burden on the storm water drainage system as well as
downstream receiving waterways.

6.3 Drainage System Layout

Surface runoff is removed from the road through selection of a suitable cross fall while maintaining
safe road features road infrastructure. A kerb and gutter system conveys the runoff along the sides
of the roads into appropriate storm water drainage components.

6.3.1 Conveyance of Surface Road Runoff

Surface road runoff is conveyed away from the road to bio retention basins located along the road
verge. In the basins, the runoff is detained in a ponding basin and slowly infiltrates into the soil
media. The soil media provides the function of a litter and sediment trap, thereby removing these
polluting agents from the water cycle.

92
During larger storm events, when the water level in the basin reaches capacity, water will overflow
into the overflow pit to prevent flow buildup along the roadside gutter and increase removal
capacity from the road system.

Treated water from the bio retention basins as well as overflow runoff are delivered by an
underground drainage collection pipe. This pipe then conveys the runoff to a sedimentation basin.

6.3.2 Conveyance of Overpass Runoff

Runoff from the overpass is collected onto the kerb-side. Top-entry pits have been provided at the
base of the ramps for each carriageway. This provides two drainage pits for each end of the ramp.
This runoff is then conveyed from the roads to connect with the underground drainage pipes that
run along South Road, followed by conveyance to sedimentation basins.

6.3.3 Conveyance of Storm water in Piped Networks

Treated runoff from the surface roads, as well as collected runoff from the overpass are conveyed
to the sedimentation basins through a shared pipe. Figures 7.1 and 7.2 illustrates the conveyance
paths for runoff collected from the surface roads (bio retention basins) and overpass.

The existing collection drains along Rosebuck St on the northern side and Davenport St on the
southern side will require an upgrade in capacity to accommodate the discharge rate from the
sedimentation basin.

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Figure 6.1 Conceptual diagram of storm water conveyance (Northern side)

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 Figure 6.2 Conceptual diagram of storm water conveyance (Southern side)

6.3.4 Location of Storm water Pipes

Storm water pipes in the project area will be maintained underneath the same road verges after
construction. The storm water pipe along Rosebuck St and Davenport St will need to be upgraded
to accommodate sedimentation basin runoff.

During construction phase, excavation and construction work will require temporary shifting of
storm water services. This can be achieved by replacement of affected sections with a flexible pipe,
while excavation and construction work is carried out.

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6.4 Summary of Design
This section contains a summary of the key design parameters for the bio retention basins. Detailed
calculations are available in Appendix D.

6.4.1 Road Feature Specifications

Our Water Engineering Team, alongside our Transportation Team, has selected the cross falls for
the road elements and other drainage features to ensure surface runoff is conveyed away from the
roads. These parameters have been specified in compliance with DPTI standards and the Austroads
Guide to Road Design.

Table 6.1 lists the specified parameters. The values apply to the surface roads and the overpass.

Table 6.1 Road and drainage features specifications

Parameter Value
Road cross fall 2.5%
Drainage channel Kerb and gutter
Gutter cross fall 2.5%
Gutter longitudinal gradient 1%
Gutter size 300mm x 300mm

A longitudinal gradient of 1% is applied to the gutters to allow for conveyance of surface runoff
along the gutters into the designated bio retention basins along South Road.

6.4.2 Bio retention Basin Specifications

Bio retention basins have been designed based on the WSUD Engineering Procedures (Melbourne
Water). The basins are sized to meet WSUD performance targets as outlined in the DPTI
Roadworks Drainage System standards DD-300. These targets are as summarized:

 80% total suspended solids (TSS) removal

 45% total nitrogen (TN) reduction
 60% total phosphorous (TP) reduction

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Innovare Consulting has designed the bio retention basins to adequately accommodate the minor
flood event, represented by the 5-year Average Recurrence Interval (ARI), as outlined in the
Roadworks Storm water Drainage standards. Where applicable, these elements have been checked
to ensure they satisfy DPTI’s traffic ability criteria for major events.

The bio retention basins will receive runoff only from surface roads; overpass runoff will bypass
the system and be conveyed directly to underlying storm water drains. The overpass runoff will
not be treated by the bio retention basins as pumps will be required solely to bring underground
runoff back to the surface for gravitational filtration through the bio retention basins. Innovare
Consulting concludes this is not a feasible option.

Due to the operating mechanism of the bio retention systems, our Water Engineering team has
concluded it is not feasible to direct collected overpass runoff to the bio retention units. To
introduce the overpass runoff to the bio retention units, pumps and additional piping would be
required.

The road system is divided into sections to facilitate the design process. The highest design
flowrate, corresponding to the section with a larger length of area considered, is used to design the
bio retention basin. This provides a uniform construction plan for the bio retention basins while
providing a level of protection against major flood events, particularly for the smaller sections
which are near the intersection.

The bio retention basins will be located at regular intervals along South Road to intercept and treat
surface runoff from each road segment.

6.4.3 Surface Components

Ponding basin
Table 6.2 summarizes the design parameters for the ponding basin.

Table 6.2 Specifications of Surface Components for the Bioretention Basin

Parameter Value

Extended detention depth 200 mm

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 Width of bioretention basin 2.2 m
Length of bioretention basin 3m
Surface area of bioretention unit 6.6 m3
Total number of bioretention basins for South Road 23 units
Width of kerb entrance to bioretention basin 0.4 m
Vegetation scour velocity check Passed
Rock beaching at entrance for vegetation integrity Not required

Interval between bio retention units

The bio retention units should be placed at the intervals listed in Table 6.3. Details on the different
sections is available in Appendix D, Section D.2.

Table 6.3 Distance between bio retention basins along South Road

Distance between bio retention units (m)

Section
Short lane present No short lane
S1 43.8 43.8
S2 33.3 83.3
S3 27.0 -
S4 37.0 -

Plant selection
A street tree will be placed in each bio retention basin. The selected tree species is yellow
bloodwood, which is the preferred species for the City of West Torrens Council. Native plants will
be planted on the floor of the bio retention basin. Tall sedge (Carrex appressa) is recommended,
planted at a density of 8 plants/m2 (Melbourne Water 2005).

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Overflow pit
An overflow pit will be located adjacent to each bio retention basin to convey minor floods and
prevent runoff buildups from occurring at the kerb. Calculations have been carried out to check the
minimum pit size requirements. To adequately accommodate minor floods and provide a level of
protection against major flood events, a grated pit with nominal size of 600mm x 600mm should
be used. This grated pit can be purchased as modular pits from Humes.

Maintenance
The soil media provides a physical barrier to coarse sediments and litter, and its exposed surface
provides immediate access for regular cleaning. The exposed surface facilitates regular
maintenance through dry sweeping.

6.4.4 Subsurface components

The subsurface system of the bio retention basin comprises of four layers. The top layer, which is
the filtration layer, provides filtration and water quality treatment of the incoming runoff. The
transition layer is to reduce the risk of washing filtration media into the perforated pipes. The
impervious lining prevents water exfiltration to the surrounding soil, which is necessary to mitigate
risks of damaging other underground services. The drainage layer contains the perforated pipe for
collecting treated water and is held in place by fine gravel.

Table 6.4 summarizes the specifications for key design parameters for the underdrainage system
of the bio retention basin.

Table 6.4 Subsurface component specifications for the bio retention basins

Parameter Value
Filtration media Sandy loam
Particle size 0.45 mm
Depth of filtration layer 600 mm
Transition layer media Coarse sand
Particle size 1 mm
Depth of filtration layer 100 mm
Impervious lining Geotextile fabric

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 Depth of impervious lining 100 mm
Drainage layer media Gravel
Particle size Around 5mm
Depth of drainage layer 150mm
Perforated pipe type PVC slotted
Available clear opening (mm2/m) 2100
Number of perforated pipe(s) per bioretention basin 1
Diameter of perforated pipe 100 mm
Slope of perforated pipe 0.5%
Length of perforated pipe per basin 3m
Underlying stormwater pipe Concrete
Diameter of stormwater pipe 375 mm

Impervious liner
The Geotechnical Report provided by the Client has identified the subsurface soil to be composed
of sandy and silty clay. There is possibility of water exfiltration. Hence, an impervious lining is
required to mitigate the risk of water exfiltration from the bioretention system to the surrounding
soil. This lining is to be located at the base of the bioretention unit. The walls of the unit will be
unlined, as gravitational action and difference in hydraulic conductivity will minimise exfiltration.

6.4.5 Overpass
The overpass is designed to accommodate the minor flood (5-year ARI). The overpass design flows
were estimated and the values tabulated in Table 7.5 Selection of appropriate pits and underground
pipeline design are discussed in Section 1.3.5 Pipeline Design.

Table 6.5 Overpass design flowrates for minor flood event

Minor Flood Design Flowrate, Q5 (m3/s)

North-side carriageway (western side) 0.032
North-side carriageway (eastern side) 0.032
South-side carriageway (western side) 0.032

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 South-side carriageway (eastern side) 0.032

6.4.6 Sedimentation Basin

The sedimentation basin has been designed using the design flow for the 5-year ARI estimated for
the catchment consisting of the surface roads and the overpass. Table 6.6 lists the key design
parameters.

Table 6.6 Design specifications for sedimentation basin

Parameter Value
Sediment removal performance target 90% removal
Target sediment size 125µm
Settling velocity 11m/s
Extended detention depth 0.25 m
Depth of permanent pool 1m
Depth below permanent pool 1m
Minimum sedimentation basin surface area 37.2 m2
Minimum width of sedimentation basin 3.0 m
Minimum length of sedimentation basin 12.2 m
Required cleaning frequency 10 years
Vegetation scour velocity check Exceeded
Rock beaching at entrance for vegetation integrity Required

The sedimentation basin surface area, width and length have been noted as minimum, as this is the
base dimensions for the sedimentation basin to provide 90% removal of 125 µm sediment. The
sedimentation basin can then be incorporated with gradual slopes and aesthetic features.

6.4.7 Pipeline Design

Pipe Type and material
Proper selection of the drainage pipe in the pipeline design is a very important part of the drainage
system design. Mainly from the economic, supply and technical aspects of the three aspects to

101
consider. Now the drainage pipe of a variety of materials, quality is uneven in quality, in the choice
of drainage pipe material, according to the influence of the performance of different drainage pipe
and can withstand drainage. So according to the drainage water temperature, water quality, and the
pressure on the section size and construction conditions, to choose the drainage tube material, as
easy as possible, choose to install local materials, easy transportation and drainage materials.

Drainage design of this project is underground drainage, pipe material as shown in the following
table:

Pipe Type Reason

precast concrete Underground

Adopt a design Manning’s roughness coefficient

A value for Manning’s pipe roughness "n" was shown in the table below.

Pipe Type Manning’s Roughness

Concrete 0.012

Calculate pipe size

The capacity of the pipe can be obtained by using the Manning formula shown below

Q =the design flow rate

A= the catchment area

n = Manning’s roughness coefficient (For concrete 0.012)

𝐷
R = Hydraulic Radius ( )
4

S = pipe slope

102
The hydraulic radius is

Before the calculation of known Q= 0.1046m3/s

Therefore, the appropriate flow in the pipeline can be calculated within the scope of the concrete
with the size.

Size of concrete pipes

Manning’s N Diameter (mm) Slope Pipe Inner

Diameter(mm)
0.012 600 2% 7

The flow rates within the pipe

The velocity of the flow in the pipeline can be determined using the equation V = Q / A.

The flow rate in the pipeline should be at an acceptable level and will not be damaged by the
pipeline. (V<3m/s)

The calculation formula is as follows:

n = Manning’s roughness coefficient (For concrete 0.012)

𝐷
R =Hydraulic Radius ( )
4

S = pipe slope

Water Velocity= 0.754994m/s

Construction Method of Storm water System

Installation of storm water pipes will be based on following standards:

103
Design & Installation: AS/NZS3725:2007

In our design we are recommending pipes should be placed on the outside of the road sidewalk or
below the grass. The minimum overburden thickness should not be less than 0.3m when the pipe
is not affected by the external load.

Fig 6.3 Cross-section of storm water pipes

Pits
The overpass drainage design consists of both side entry pits. Standard modular pit can be used for
this purpose. According to the maximum diameter of the pipe, 900 x 750 x900mm modular pits
are selected for the project.

Pit Installation
The following installation of the storm water pipes and pits will be carried out according to the
following standards:

Design & Installation: AS/NZS3725:2007

Manufacture: AS4139:2003

Quality: ISO9001:2008

104
Safety
In the course of transportation, loading and unloading, storage and installation, it is important to
observe the safety requirements and rules and regulations, including wearing appropriate personal
safety protection equipment. The geometry of the storm water pit unit receives its weight, and the
weight will be clearly marked on the drawing of the project. All pits shall be installed and placed
in a prudent manner and in strict accordance with all relevant occupational safety standards.

Delivery
Prior to delivery, in particular for the custom pit, a transport plan, including the delivery order and
the unit load shedding and installation sequence. Shipping plans will help save time and effort, and
reduce congestion at the scene.

Pit installation
Pits are usually installed as follows:

Before delivering the pit into its position, Inspection basis and bedding materials are not subject to
interference.

A small ball or similar tool is used to make the round hole up to the outer diameter of the pipe.

The rain puddles on the position. Lead the hole to the lower pipe. Check if there is enough clearance
below the pipe to allow sealant application.

Pit level should be checked using the spirit level, should also check the downstream and upstream
inversion level.

Joining pipes to pits

The pipe connection to the pit requires the following steps:

1. Pipe should be placed in the whole wall penetration. When placing the pipe, cutting, so that the
pipe will be flush with the inner wall of the pit.

2. Using approved non shrink epoxy grouting, the foundation pit wall will be sealed. This
specification shall be approved by the project manager and the site Engineer shall be verified by

105
the project manager. Should be sealed from the outside and inside to ensure adequate waterproof
sealing and quality of the pit wall.

106
7 References

 City of West Torrens 2016, Rain Gardens, Government of South Australia, Adelaide.
 Department of Planning and Local Government 2010, Water Sensitive Urban Design
Technical Manual for the Greater Adelaide Region, Government of South Australia,
Adelaide.
 Melbourne Water 2005, WSUD Engineering Procedures: Stormwater: Stormwater,
CSIRO Publishing, Melbourne.

107
Appendix A1 - Grade and length of the Overpass

Grade or slope of the overpass

Based on Austroads Guide to Road Design Part 3: Geometric Design, Clause 8.5.2 and Clause
8.5.3, Table 8.2 and Table 8.3 we have

Table A1: 1- General maximum grades

Operating Speeds (km/h) Terrain (Flat)
80 4% - 6%
100 3% - 5%

Table A1: 2- Effect of grade on vehicles

Reduction in vehicle speed

Uphill Downhill
Grade %
Light Vehicle Heavy Vehicle Light Vehicle Heavy Vehicle
0-3 Minimal Minimal Minimal Minimal
Some Reduction
3-6 Minimal on high speed Minimal Minimal
roads

Design speed specified = 90 km/h and height of overpass = 7m

Using table 1 and table 2 we adopt a grade of 5%.

𝑅𝑖𝑠𝑒
Slope = 𝑅𝑢𝑛

8.77𝑚
5% = 𝑅𝑢𝑛

Therefore, Run = 175.4m

I.e. Length of one side of overpass = 140m.RoadCrossfall

Fixing span of Overpass Bridge = 25 m.

Bottom span of intersection = 19.3m.

25 - 19.3= 5.7 m, ie 2.85 on both sides

108
Therefore, new run = 175.4 - 2.85 =172.55m
𝑅𝑖𝑠𝑒 8.77𝑚
Therefore, new slope = 𝑅𝑢𝑛 = 172.55𝑚 * 100 = 5.1%

Therefore, corrected run = 172.55 m

Table A1: 3- Design summary

Design speed 90Km/h

Span of Overpass Bridge 25m
Road Gradient 5.1%
Run 172.55m

Cross fall

Based Austroads Guide to Road Design Part 3: Geometric Design, Clause 4.2.2, and Table 4.2 we
have

Table A1: 4- Cross fall for various materials

Type of Pavement Cross fall (%)

Earth, loam 5
Gravel, water bound macadam 4
Bituminous sprayed seal 3
Asphalt 2.5 - 3
Portland cement concrete 2-3

For drainage purpose, we adopt a cross fall of 2.5%

109
Appendix A2 - Intersection Summary

Intersection summary of new traffic signals for Sir Donald Bradman Drive and South Road

110
Intersection summary of temporary traffic signals for Sir Donald Bradman Drive and South Road

111
Sir Donald Bradman Drive and James Congdon Drive Intersection (Bakewell Bridge) Phases

112
Sir Donald Bradman Drive and James Congdon Drive Intersection Summary

113
Henley Beach road and James Congdon Drive Underpass (Bakewell Bridge) Intersection Summary

114
Appendix B1 – Design of Headstock

The calculations used in the Horizontal component, the following moment and shear
values were used, as taken from the SpaceGass analysis.

Horizontal Design Loads

M*+ve 16410 kNm

M*-ve -13355 kNm

V* 5245.17 kN
The largest M* value of 16410 kNm was used as the final design value, as this is the
most critical case and covers the smaller negative bending.

The following specifications were used for the design:

Materials and Shape Details

b 1800 mm
D 1800 mm
d 753 mm
Cover 25 mm
Ligs 12 mm
Bars 20 mm
f'c 40 MPa
fsy 500 MPa
Bending Design Calculations
Using the given M* value of 16410kNm, Mu can be found using

𝑀∗ = ∅𝑀𝑢

Therefore

𝑀𝑢= M*/Φ = (16410/0.8) = 20512.5 kn-m

Using

𝑀𝑢 = 𝐴𝑠𝑡𝑓𝑠𝑦𝑧𝑢

For initial calculations, assume

115
 𝑧𝑢 ≈ 0.85𝑑

Meaning

𝐴𝑠𝑡 ≈𝑀𝑢 / (𝑓𝑠𝑦 ∗0.85𝑑)

=20512.5 / (500∗0.85∗753)

= 64096.55 𝑚𝑚2

For crack control, check that the minimum required steel is met, where

𝐴𝑠𝑡𝑚𝑖𝑛 = 3𝑘𝑠 ( / 𝑓𝑠)

= 3∗0.8∗ ((1200∗800∗0.5)/500)

= 2304 𝑚𝑚2

Try 8N20 bars, where

𝐴𝑠𝑡 = 2480𝑚𝑚2

Now

𝑇 = 𝑓𝑠𝑦𝐴𝑠𝑡 = 500 ∗ 2480 = 1240 𝑘𝑁

From here check that the beam is ductile using

𝐶 = 0.85𝑓𝑐′𝛾𝑘𝑢𝑑𝑏

For which

𝑘𝑢 < 0.36 for a ductile beam.

From the above equation, assuming C=T and

𝛾 = 0.85 − 0.007 ∗ (𝑓𝑐′ − 28) = 0.766

1240𝑘𝑁

𝑘𝑢
For realistic Mu calculations,

𝑀𝑢 = 𝑇𝑧𝑢

116
Where,

𝑧𝑢 = 𝑑 − 0.5𝛾𝑘𝑢𝑑

= 753 − 0.5 ∗ 0.766 ∗ 0.033 ∗ 753

= 738 𝑚𝑚

So,

𝑀𝑢 = 1240𝑘𝑁 ∗ 0.738𝑚

= 915 𝑘𝑁𝑚 < 𝑀𝑢𝑟𝑒𝑞 = 483𝑘𝑁𝑚

Then,

∅𝑀𝑢 = 0.8 ∗ 915 = 732 𝑘𝑁𝑚

732 kNm is the ultimate design bending moment.

So, use 8 N20 as the reinforcing for the horizontal component of the headstock.

Checking the required reinforcement spacing,

𝑚𝑚
So adequate spacing between reinforcement for aggregate and pile reinforcement.

Shear Design Calculations

Using the given V* value of 1046kN, Vu can be found using

𝑉∗ = ∅𝑉𝑢

Therefore

𝑉𝑢 =(𝑉∗)/ ∅= (1046)/ (0.7) = 1494 𝑘𝑁𝑚

Since

𝑉𝑢 = 𝑉𝑢𝑐 + 𝑉𝑢𝑠

And Shear reinforcement calculation:

𝑉𝑢𝑐 = 𝛽1𝛽2𝛽3𝑏𝑣𝑑𝑜𝑓𝑐𝑣 (Ast/𝑏𝑣𝑑𝑜)

117
Where

𝛽1 = 1.1(1.6 – d0/1000) =0.93 <=1.1

Therefore 𝛽1 = 1.1

𝛽2 = 1
𝛽3 = 1

𝑏𝑣 = 1200 𝑚𝑚

𝑑𝑜 = 753 𝑚𝑚

𝑓𝑐𝑣 = 3.4 𝑀𝑃𝑎

𝐴𝑠𝑡 = 1550 𝑚𝑚2

So

𝑉𝑢𝑐 𝑘𝑁

And

0.5∅𝑉𝑢𝑐 = 0.5 ∗ 0.7 ∗ 476 = 167 𝑘𝑁

Therefore

𝑉𝑢𝑠 = 1494 − 476 = 1018 𝑘𝑁

Check the minimum shear requirements

𝑉𝑢𝑠𝑚𝑖𝑛 𝑏𝑣𝑑𝑜 ≥ 𝑉𝑢𝑐 + 0.6𝑏𝑣𝑑𝑜

So

𝑉𝑢𝑠𝑚𝑖𝑛

= 1018 𝑘𝑁

∅𝑉𝑢𝑠 = 0.7 ∗ 1047 = 733 𝑘𝑁

Design shear reinforcing using

118
 (Asvfsy. fdo
𝑉𝑢𝑠 = ⁄𝑠) x cot(θv)
where

𝑠 = 250𝑚𝑚

𝑓𝑠𝑦. 𝑓 = 500 𝑀𝑃𝑎

𝜃𝑣 = 30 + 15{(𝑉∗ − ∅𝑉𝑢𝑚𝑖𝑛)/ (∅𝑉𝑢𝑚𝑎𝑥 − ∅𝑉𝑢𝑚𝑖𝑛)}

= 0.2𝑓𝑐′𝑏𝑣𝑑𝑜 = 0.2 ∗ 40 ∗ 1200 ∗ 573

𝑉𝑢𝑚𝑎𝑥 = 7229 𝑘𝑁

So

𝜃𝑣

= 31.08𝑜

Therefore, the shear reinforcing can be found to be

𝑉𝑢𝑠𝑠

𝐴𝑠𝑣 = 𝑓 𝑑 𝑐𝑜𝑡(𝜃𝑣)
𝑠𝑦.𝑓 𝑜

= 408 𝑚𝑚2

This means a minimum of 2N12 ligatures for a total Asv = 440 mm2.

119
Appendix B2 – Design of Deck

Critical Vehicle Design Load

M1600 - Moving traffic assumes a 25m vehicle as the most critical case.

Limit load combination

PE + ultimate traffic load

PE + ultimate pedestrian traffic loads

Serviceability limit state combination

PE + ultimate traffic load + ultimate pedestrian traffic loads

PE + ultimate traffic load + ultimate pedestrian traffic loads + ultimate wind load

SPACEGASS Analysis

The deck is designed as a super T girder across the width of the bridge by having the Super T
beam web underneath as supports. The distance between the supports is 2.5M. A variety of
positions for truck wheels are placed as eccentrically as possible to give adverse effects. The
loadings applied here is the same as the loadings used for Super T.

Bending moment

Positive bending moment at distance 13.50M is 15066

Negative bending movement at distance 0.0M IS –30132

Fig 1: shows positive bending moment

120
 Fig 2: shows positive bending moment

Sheer force

Positive sheer force at distance 00M is 6696

Negative sheer force at distance 27M is –6696

Fig 3: shows the sheer force

Traffic load 360kn/wheel

Total load 9540kn

Pavement 74kn

L =27m

Number of bottom bars required for 2700mm span:

= ((Length of the span – 2*Cover deduction) / Spacing) + 1

= ((2700-60)/150)+1

121
 = (2640/150) +1

=17+1

= 18 bars are required.

D=160mm, try n12 bars at top and bottom

Cover = 30mm

d=160-30-12/2= 124mm

𝑓′ c = 40𝑀𝑃𝑎 𝑓 sy = 500𝑀𝑃𝑎
𝐸 c =32.8𝐺𝑃𝑎 𝐸 s =200𝐺𝑃𝑎

Span= 2700mm

Beam=2500*1200

Cover=30mm

Load factors (Dead load=1.35 Live load=1.5)

Pa= slab+beam

Va= 5Kn/m*m

Slab 124mm

Main bars h32

Sheer links h12 according Australian standards AS5100 2004

Loads Va= (2.5/2*2.5/2)

=6.25kn/m

Pa= 5*.124*6.5kn/m=3.87kn/m

=4*3.5*6.5kn/m=12.62kn/m

Featured load= 6.25*1.5+12.62*1.35

=9.37+17.03

= 26.40

122
Bending movement

Mu=w(l*l)/8

=26.40*(2.5*2.5)/8

=20.62kn/m

Vu=w/2

=26.40/2

=13.2kn/m

123
Appendix B3 – Design of Pier using Space Gass

Load combinations based on these loads

Load case 10: self wt+ Super imposed dead load+ live load

Load case 11: 1.2 self wt+ 1.2super imposed dead load+ 1.5live load

Load case 11 is the critical load case.

Shear force and bending moment for each type of piers by the space gass are

 Pier Type 1 (6m height)

 Pier Type 2 (5m height)

 Pier Type 3 (4m height)

124
Result of Analysis and Design of all the type of Piers by space gass

125
126
127
128
129
130
Appendix C1 – Pavement Design

131
132
133
134
135
136
137
Appendix C2 – Design of Retaining Wall and Reinforcement

138
139
140
141
142
143
144
145
Appendix C3 – Design of Pile foundation and pile cap

146
147
148
149
150
151
152
153
154
155
Appendix D Road Drainage Design
D.1 Design Flows Estimation
This section outlines the calculation steps undertaken to estimate the minor and major design flows.
These design flows are then used in the design of the bioretention basins and sedimentation basins.

The Rational Method design procedure was used. The minor flood event is taken as the 5-year
average recurrence interval (ARI) and the major flood event is taken as the 100-year ARI, as
specified in the DPTI Roadworks Stormwater Design standards DD-300 for road projects.

Assumptions
 Critical storm duration, tc of 10 minutes
Peak design flows are calculated using the equation:

𝐶𝐼𝐴
𝑄𝑑𝑒𝑠𝑖𝑔𝑛,𝑦 = (1)
360

Where Qdesign = design flowrate (m3/s)

y = number of years

C = design runoff coefficient (-)

I = design rainfall intensity (mm/h)

A = area of catchment region of interest (ha)

1. Design Runoff Coefficients

The design runoff coefficients, Cy are calculated by applying a factor dependent on the selected
ARI, Fy to the basic runoff coefficient, which is the coefficient for the 10-year ARI, C10:

𝐶𝑦 = 𝐹𝑦 ×𝐶10 (2)

Where Fy = frequency conversion factor (-)

156
 C10 = basic runoff coefficient (-)

The frequency conversion factors for the 5-year ARI and 100-year ARI are obtained from Argue
(1986). The factors are tabulated in Table D.1.

The design runoff coefficient for the 5-year ARI, C5 can be determined as follows:

𝐶5 = 𝐹5 ×𝐶10 = 0.95 × 0.9

𝐶5 = 0.855

Table D.1 shows the frequency conversion factor for each ARI and the corresponding design runoff
coefficients.

Table D.1 Frequency conversion factor and design runoff coefficient for minor and major systems

ARI Frequency conversion Design runoff

(years) factor, Fy coefficient, Cy
5 0.95 0.855
100 1.20 1.08

2. Design Rainfall Intensity

The design rainfall intensities for the 5-year ARI and 100-year ARI are obtained from the intensity-
frequency-duration (IFD) graph generated on the Bureau of Meteorology website for Sir Donald
Bradman Drive. Figure D.1 shows the IFD graph.

157
Figure D.1 Intensity-Rainfall-Duration graph for Sir Donald Bradman Drive

As the catchment of interest is an urban catchment, a critical storm duration of 10 minutes is

assumed. The rainfall intensities are then obtained for 5-year ARI and 100-year ARI, and tabulated
in Table D.2.

Table D.2 Rainfall intensities for 5-year and 100-year ARI

ARI (years) Rainfall Intensity, I (mm/h)

5 60
100 136

158
 3. Catchment Area
The catchment area, A is calculated as the multiplication of flow travel distance, Lflow with the
length of the road, Lroad:

𝐴𝑐𝑎𝑡𝑐ℎ𝑚𝑒𝑛𝑡 = 𝐿𝑓𝑙𝑜𝑤 × 𝐿𝑟𝑜𝑎𝑑 × 0.0001 (3)

Where A = catchment area (ha)

L = length (m)

For both overpass and surface roads, the flow travel distance, Lflow is the given by the combined
width of the road between the median strip and the kerb:

𝐿𝑓𝑙𝑜𝑤 = 𝑊𝑏𝑖𝑐𝑦𝑙𝑒 𝑙𝑎𝑛𝑒 + ∑ 𝑊𝑟𝑜𝑎𝑑 (4)

Where W = width of road feature (m)

Overpass
The definition of the flow travel length as the distance from the median strip to the kerb requires
the overpass system to be sectioned into 4 equal sections when determining the runoff flow volume.

Hence, the flow travel distance for each section, as determined using Equation 4, is:

𝐿𝑓𝑙𝑜𝑤 = 3.3 + 3.5 + 3.5 + 2 = 12.3𝑚

The overpass system is also longitudinally divided into 2 equal sections, with each side of the
overpass comprising half of the span and one ramp. Hence, the road length can be calculated as
follows:

1
𝐿𝑜𝑣𝑒𝑟𝑝𝑎𝑠𝑠 = 𝐿 + 𝐿𝑟𝑎𝑚𝑝 (5)
2 𝑠𝑝𝑎𝑛

Where Lspan = length of span = 25m

Lramp = length of ramp = 172.55m

The length of the overpass is then given as:

159
 1
𝐿𝑜𝑣𝑒𝑟𝑝𝑎𝑠𝑠 = × 25 + 172.55 = 185.05 𝑚
2

The catchment area for each section of the overpass is calculated using Equation 3:

𝐴𝑐𝑎𝑡𝑐ℎ𝑚𝑒𝑛𝑡 = 12.3 × 185.05 ×0.0001

𝐴𝑐𝑎𝑡𝑐ℎ𝑚𝑒𝑛𝑡 = 0.228 ℎ𝑎 for each section

Surface road
In design, the surface roads are considered up to 500m from the intersection. As the width of the
surface roads varies along South Road due to the presence of the overpass, the catchment area
varies. Additionally, one right-turn short lane of 40m, accompanied by one left-turn short lane of
100m is located on the Western-side carriageway at the intersection on the north side. Likewise,
on the southern side of the intersection, there are two short lanes of the same configuration located
on the Eastern-side carriageway.

To calculate catchment area, the surface road is divided into sections, as shown in Table D.3. Each
section considers the region from the centre median strip to the kerb on the road verge.

Table D.3 Length of surface roads per section

Length of Surface Road (m)

Section
Short lanes present No short lane
S1 327.45 327.45
S2 72.55 172.55
S3 60 0
S4 40 0

Section S1 can be described as the section of the surface road from 500m from the intersection to
the point at which the overpass begins. This gives the length of the surface road in section 1 as
327.45m.

160
For carriageways with no short lanes, Section S2 is the section from the overpass start point to the
intersection.

For carriageways with short lanes, Section S2 is the section from the overpass start point to the
left-turn start point, and Section S3 is from the left-turn start point to the right-turn start point.
Section S4 starts from the right-turn start point to the intersection.

The flow travel distance from the median strip to the kerb is determined using Equation 3 and
shown in Table D.4.

Table D.4 Flow travel distance for each section

Flow travel distance, Lflow (m)

Section
Short lanes present No short lane
S1 8.2 8.2
S2 8.2 8.2
S3 11.9 -
S4 15.2 -

The catchment area is determined using Equation 2 and tabulated in Table D.5.

Table D.5 Catchment area for each section

Catchment area, Acatchment (ha)

Section
Short lanes present No short lane
S1 0.269 0.269
S2 0.059 0.141
S3 0.071 -
S4 0.061 -

161
 4. Peak Design Flows
The peak design flows are then estimated by substituting calculated values into Equation 1. The
calculation is shown using values for surface road section S1 and finding the design flow for the
5-year ARI as an example:

0.855 ×60×0.269
𝑄5 = = 0.038 𝑚3 /𝑠
360

The peak design flows for the surface road catchment region are calculated and tabulated in Table
D.6.

Table D.6 Minor and major design flows for surface road system

Minor design flow, Q5 (m3/s) Major design flow, Q100 (m3/s)

Section Short lane Short lane
No short lane No short lane
present present

S1 0.038 0.038 0.11 0.11

S2 0.015 0.020 0.044 0.058

S3 0.010 - 0.029 -
S4 0.009 - 0.025 -
The peak design flows for the overpass catchment region are as follows:

𝑄5,𝑜𝑣𝑒𝑟𝑝𝑎𝑠𝑠 = 0.032 𝑚3 /𝑠

𝑄100,𝑜𝑣𝑒𝑟𝑝𝑎𝑠𝑠 = 0.093 𝑚3 /𝑠

D.2 Bioretention Basin Design

1. Design Objectives
The DPTI Roadworks Stormwater Design DD-300 observes the design targets for WSUD as
specified by the Department of Environment, Water and Natural Resources:

 80% total suspended solids (TSS) removal

 45% total nitrogen (TN) reduction
 60% total phosphorous (TP) reduction

162
 2. Required Bioretention Size for Treatment
The bioretention basins for treating surface road runoff are sized based on their efficiencies in
meeting the water quality removal targets specified in the DPTI Roadworks Stormwater Design
standards.

For a nominated extended detention depth of 200mm, the required bioretention system surface area
for achieving specified performance targets is determined using the pollutant removal-treatment
size graphs available in WSUD engineering procedures (Melbourne Water 2005). Although these
performance correlations are for Melbourne, they have been used due to unavailability of these
correlations for Adelaide. The graphs are included as Figures D.2, D.3 and D.4.

Figure D.2 Performance for total suspended solids removal

163
Figure D.3 Performance for total phosphorous removal

Figure D.4 Performance for total nitrogen removal

164
The required surface areas to achieve each performance objectives are summarized in Table D.8.

Table D.8 required surface area to achieve performance objectives

Required surface area

Performance objectives
(% of impervious catchment)
80% TSS reduction 0.39
60% TP reduction 0.46
45% TN reduction 1.68

The required surface area for the bioretention basin is taken to be 1.68% of the impervious
catchment, as this is the largest size requirement for achieving one of the performance objectives.
This will also satisfy the other performance objectives.

The impervious catchment in the project site consists of the surface roads and bicycle lanes. Hence,
the impervious width is equivalent to the flow travel distance determined in Section D.1. The
impervious catchment area is obtained by multiplying the catchment areas calculated in Section
D.1 with a fraction of impervious area of 0.9 for urban catchments:

𝐴𝑖𝑚𝑝𝑒𝑟𝑣𝑖𝑜𝑢𝑠 = 𝐴𝑐𝑎𝑡𝑐ℎ𝑚𝑒𝑛𝑡 × 𝐹𝑖𝑚𝑝𝑒𝑟𝑣𝑖𝑜𝑢𝑠 (6)

where A impervious = impervious catchment area (m2)

F impervious = fraction of impervious area = 0.9 for urban catchments

For example:

0.269
𝐴𝑖𝑚𝑝𝑒𝑟𝑣𝑖𝑜𝑢𝑠,𝑆1 = × 0.9
1000

𝐴𝑖𝑚𝑝𝑒𝑟𝑣𝑖𝑜𝑢𝑠,𝑆1 = 2417 𝑚2

165
The total treatment area is determined using the following equation:

𝐴𝑡𝑟𝑒𝑎𝑡𝑚𝑒𝑛𝑡 = 𝐴𝑖𝑚𝑝𝑒𝑟𝑣𝑖𝑜𝑢𝑠 × %𝑔𝑟𝑎𝑝ℎ

𝐴𝑡𝑟𝑒𝑎𝑡𝑚𝑒𝑛𝑡 = 2417 × 1.68%

𝐴𝑡𝑟𝑒𝑎𝑡𝑚𝑒𝑛𝑡 = 40.6 𝑚2

The total treatment area requirement for each section is tabulated in Table D.9 below.

Table D.9 Bioretention system surface area requirement

Total surface area requirement (m2)

Section
Short lane present No short lane
S1 40.6 40.6
S2 9.0 21.4
S3 7.4 -
S4 5.0 -

A road strip of 2.5m has been allocated in the Transportation team’s road design for the
bioretention basins. To provide provision for the external features of the bioretention basin, a width
of 2.2m is adopted. The length is selected as 3m. This yields a proposed bioretention basin surface
area of 6.6m per unit.

The number of bioretention units required for each section is then calculated by dividing the total
area requirement by the surface area of one unit. The results are tabulated in Table D.10.

Table D.10 Number of bioretention units for each section

Number of Bioretention Units

Section
Short lane present No short lane
S1 7 7
S2 2 4
S3 2 -

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 S4 1 -

The bioretention basins will be located at regular intervals along South Road. The interval between
bioretention basins can be determined as follows:

𝐿𝑠𝑒𝑐𝑡𝑡𝑖𝑜𝑛 − (𝐿𝑏𝑖𝑜𝑟𝑒𝑡𝑒𝑛𝑡𝑖𝑜𝑛 ×𝑁𝑢𝑛𝑖𝑡 )

𝐿𝑖𝑛𝑡𝑒𝑟𝑣𝑎𝑙 = (7)
𝑁𝑢𝑛𝑖𝑡

Where Linterval = interval between two bioretention unit (m)

Lbioretention = length of bioretention basin (m)

Nunit = number of bioretention units in the section

For section S1, which will have 7 bioretention units, the distance between each bioretention unit
is:

327.45 − (3 ×7)
𝐿𝑖𝑛𝑡𝑒𝑟𝑣𝑎𝑙 = = 43.8 𝑚
7

The distances for all sections are listed in Table D.11.

Table D.11 Interval between bioretention units for each section

Distance between bioretention units (m)

Section
Short lane present No short lane
S1 43.8 43.8
S2 33.3 83.3
S3 27.0 -
S4 37.0 -

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 3. Bioretention basin inlet design
The runoff from the surface roads are conveyed by a kerb-and-gutter system to the entrance of the
bioretention basins. For a 2-laned 60km/h road, the Austroads Guide to Road Design requires flow
widths to be less than 1.5m for minor events and at least 3.0m trafficable road for major events.
Hence, the inlet flow conditions need to be checked. An appropriate kerb opening is also necessary
to facilitate flow into the bioretention basins.

The components of the bioretention basin have been designed based on the design flowrates for
the largest section, Section S1. As bioretention basins are designed primarily in terms of
accommodating the minor flood event (5-year ARI), this approach can provide a degree of
protection against major flood events (100-year ARI).

(a) Flow width at basin entry

The gutter width is specified to be 0.5m. The flow width at the entrance is checked by substituting
Manning’s equation (Equation 9) into the flowrate equation (Equation 8):

𝑄 = 𝑣𝐴 (8)

Where Q = flowrate (m3/s)

v = water velocity (m/s)

A = cross-sectional area of flow channel (m2)

𝑅 0.667 𝑆 0.5
𝑣= (9)
𝑛

Where 𝑅 = ℎ𝑦𝑑𝑟𝑎𝑢𝑙𝑖𝑐 𝑟𝑎𝑑𝑖𝑢𝑠 = 𝐴⁄𝑃 (𝑚)

A = cross-sectional area of flow channel (m2)

P = wetted perimeter (m)

S = longitudinal gradient of gutter = 1%

n = Manning’s roughness coefficient = 0.012 for finished concrete (cement)

168
Hence, the equation becomes:

𝐴 1.667 0.5
( ) 𝑆
𝑄= 𝑃 (10)
𝑛

The concrete gutter will have a crossfall of 2.5%, which is the same crossfall for the surface roads.
Thus, the channel area can be calculated as a right-angled triangle:

1
𝐴𝑐ℎ𝑎𝑛𝑛𝑒𝑙 = × 𝑑 × 𝑊 (11)
2

Where d = depth of flow (m)

W = width of flow (m)

The flow depth and width along the gutter are calculated using an iterative process, with depth and
width modified until Equation 9 yields a similar value to the design flows Q5 and Q100. Both width
of flow and depth of flow are checked to be contained within the gutter.

(b) Kerb opening at entry

Assume that water flow according to broad-crested weir flow conditions as it enters the
bioretention basin. Hence, the flowrate can be related to kerb opening width by the broad-crested
weir equation:

𝑄 = 𝐶×𝐿×𝐻1.5 (12𝑎)

Where Q = minor design flowrate (m3/s)

C = weir coefficient = 1.7 for broad-crested weir

H = flow depth (m)

L = kerb opening width (m)

Rearranging Equation 12a and substituting known values yields:

𝑄
𝐿= (12𝑏)
𝐶×𝐻1.5

169
 0.038
𝐿= = 0.4𝑚
1.7 × 0.141.5

Therefore, the bioretention basin should have a kerb opening width of 0.4m.

(c) Vegetation scour velocity check

To prevent vegetation scouring, the inflow velocity needs to be checked and ensured to be below
the following limits:

 Minor system: velocity less than 0.5m/s

 Major system: velocity less than 1m/s
Assumptions
 The 5-year and 100-year ARI flows will pass through the bioretention basin
 Incoming runoff flows at a depth equivalent to the ponding depth and to the full width of
the basin
Hence, the following equation, which is a rearrangement of the flowrate relationship, may be used
to check for vegetation scouring potential:

𝑄 𝑄
𝑣= = (13)
𝐴 𝑊× 𝑑𝑒

Where v = velocity across vegetation (m/s)

Qin = minor or major design flowrate (m3/s)

A = bioretention basin cross-sectional area (m2)

W = width of bioretention basin (m)

de = extended detention depth (m)

Using the check for the minor event velocity as an example,

0.038
𝑣5−𝑦𝑒𝑎𝑟 𝐴𝑅𝐼 =
2.2 ×0.2

170
 𝑣5−𝑦𝑒𝑎𝑟 𝐴𝑅𝐼 = 0.09 𝑚/𝑠

This value is below the maximum allowable velocity (0.5m/s for five-year ARI). A similar process
is carried out to check the 100-year ARI velocity. A velocity of 0.25m/s was obtained through the
same process, which is below the maximum of 1.0m/s.

Hence, vegetation integrity is ensured for both major and minor flood events.

4. Bioretention underdrainage system design

The underdrainage system provides the outflow pathway to filtered water. The maximum
infiltration rate through the filter media serves as the design flow used to design this system.

(a) Filter media selection

First, a filter media is selected for providing the filtration layer of the bioretention basin. Sandy
loam is selected. The saturated hydraulic conductivity for this media is obtained from Table 6.1 of
the WSUD Engineering Procedures (Melbourne Water 2005). Table D.12 tabulates the filter media
specifications.

Table D.12 Specifications of filter media for the bioretention basins

Parameter Value
Media Sandy loam
Saturated hydraulic conductivity, ksat (m/s) 5 x 105
Maximum pondage depth above filter media, hmax (m) 0.2
Depth of media, d (m) 0.6

(b) Maximum infiltration rate

The maximum infiltration rate can be calculated using the following equation:

ℎ𝑚𝑎𝑥 + 𝑑
𝑄𝑚𝑎𝑥 = 𝑘 × 𝐴𝑏𝑎𝑠𝑒 × (14)
𝑑

171
Where Qmax = maximum infiltration rate (m3/s)

k = saturated hydraulic conductivity (m/s)

Abase = Area of bioretention zone (m2)

d = depth of media (m)

hmax = maximum pondage depth above filter media = extended detention depth

Assumptions
 Assume no blockage of pathways for water filtration through the voids of the filter media
Substituting the values in Table D.12 into Equation 8 gives:

0.2 + 0.6
𝑄𝑚𝑎𝑥 = 180 × 5 × 105 ×
0.6

𝑄𝑚𝑎𝑥 = 0.00044 𝑚3 /𝑠

(c) Design of Perforated Collection Pipes

Perforated pipe Selection
WSUD Engineering Procedures (Melbourne Water 2005) recommends the use of slotted PVC
pipes with maximum diameter for the pipes up to 100mm. Vinidex provides PVC slotted
stormwater pipe at 100mm. This pipe is selected for this project. However, product specifications,
such as slot dimensions and total opening area, are not available. The values available in the WSUD
Engineering Procedures (Melbourne Water 2005) are used as approximations.

Assumptions
 Assume orifice flow conditions as water flows through perforations
 50% of slotted area is blocked, so as to provide redundancy to the design
The equation for flow through a sharp-edged orifice is:

𝑄𝑝𝑒𝑟𝑓𝑜𝑟𝑎𝑡𝑖𝑜𝑛𝑠 = 𝐶 × 𝑁𝑠𝑙𝑜𝑡𝑠 × 𝐴 √2𝑔ℎ (15)

Where Qperforations = flowrate through perforations (m3/s)

172
 C = orifice coefficient = 0.61 for sharp-edged orifice

A = orifice area (m2)

g = gravitational acceleration (m2/s)

h = total head on perforated pipe (m)

The total head on the perforated pipe is the sum of the following parameters:

ℎ = 𝑑𝑒 + 𝑑𝑓 + 1⁄2 𝑑𝑝𝑖𝑝𝑒 (16)

Where de = extended detention depth = 0.2 m

df = filter depth = 0.6 m

dpipe = diameter of perforated pipe = 0.1m

Hence:

ℎ = 0.2 + 0.6 + 1⁄2 ×0.1 = 0.85𝑚

Table D.13 provides the pipe dimensions, as available in the WSUD Engineering Procedures
(Melbourne Water 2005).

Table D.13 Slot dimensions for perforated pipe design

Parameter Value
Total clear opening, Oc (mm2/m) 2100
Slot width, Ws (mm) 1.5
Slot length, Ls (mm) 7.5
Number of rows of slots 6

The number of slots per metre of pipe can be found as follows:

𝐵×𝑂𝐶
𝑁𝑠𝑙𝑜𝑡𝑠 = (17)
𝑊𝑆 × 𝐿𝑆

173
Where B = blockage factor = 0.5

Thus:

0.5 × 2100
𝑁𝑠𝑙𝑜𝑡𝑠 = = 93.3 𝑠𝑙𝑜𝑡𝑠 𝑝𝑒𝑟 𝑚𝑒𝑡𝑟𝑒 𝑜𝑓 𝑝𝑖𝑝𝑒
1.5×7.5

Orifice area is calculated:

𝐴𝑜𝑟𝑖𝑓𝑖𝑐𝑒 = 𝑊𝑆 × 𝐿𝑆 (18)

1.5 7.5
𝐴𝑜𝑟𝑖𝑓𝑖𝑐𝑒 = × = 1.13×10−5 𝑚2
1000 1000

The flow through perforations is then calculated using Equation 15:

𝑄𝑝𝑒𝑟𝑓𝑜𝑟𝑎𝑡𝑖𝑜𝑛𝑠 = 0.61 × 93.3 × 1.13×10−5 × √2×9.81 ×0.85

𝑄𝑝𝑒𝑟𝑓𝑜𝑟𝑎𝑡𝑖𝑜𝑛𝑠 = 0.00262 𝑚3 /𝑠 𝑝𝑒𝑟 𝑚𝑒𝑡𝑟𝑒 𝑜𝑓 𝑝𝑖𝑝𝑒

For the nominated bioretention basin length of 3m, the flow through perforations is:

𝑄𝑝𝑒𝑟𝑓𝑜𝑟𝑎𝑡𝑖𝑜𝑛𝑠 = 0.00785 𝑚3 /𝑠

The maximum infiltration rate through the filtration layer is 0.00044 m3/s, which is less than the
inlet capacity (i.e. Qperforations). Hence, this pipe diameter is accepted.

(d) Check of perforated pipe capacity

The perforated pipe capacity is checked by estimating the flowrate inside the perforated pipe using
the Colebrook-White equation:

0.5 𝜈 0.5
𝑄 = [−2(2𝑔𝐷𝑆𝑓 ) 𝑙𝑜𝑔10 (𝑘⁄3.7𝐷) + 2.51 (2𝑔𝐷𝑆𝑓 ) ] ×𝐴 (19)
𝐷

Where D = pipe diameter = 0.1m

174
 A = area of pipe (m2)

Sf = slope of perforated pipe (m/m)

k = wall roughness = 0.007 for PVC pipes

v = kinematic viscosity of water = 1.007 x 10-6 m2/s

To allow for flow under gravity, pipes should be laid at a minimum slope of 0.5%. An initial slope
of 0.5% is used in determining the flowrate through the pipe. Should the maximum infiltration rate
exceed the discharge rate, the slope will be increased to increase the flowrate exiting the system.

Substituting values into the equation gives the flowrate as:

𝑄𝑝𝑖𝑝𝑒 = 0.0054 𝑚3 /𝑠

This exceeds the maximum infiltration rate. Hence, a perforated pipe with a diameter of 100mm
placed at a slope of 0.5% is suitable for the underdrainage system.

5. Overflow pit design

The overflow pit is to contain the 5-year ARI safely from the bioretention basin into the
underground pipe network. Hence, the overflow flowrate for consideration is Q5.

Selection of a commercially-available pit is carried out based on the required weir length, which
sets the minimum requirements for the pit perimeter.

As runoff enters the overflow pit with minor debris trapping, the overflow pit is sized based on the
assumption that the outlet is half blocked. The blockage factor is taken as 0.5.

Assumptions
 Assume water flows freely into the overflow pit
 Outlet is half blocked
Two checks are required for selecting the appropriate overflow pit size:

175
 (a) Required weir length
The overflow pit is sized using a rearranged flowrate equation for a broad-crested weir:

3⁄
𝑄5 = 𝐵×𝐶×𝐿 ×𝐻 2 (20𝑎)

𝑄5
𝐿= 3⁄ (20𝑏)
𝐵×𝐶 ×𝐻 2

where L = required weir length (m)

B = blockage factor = 0.5

C = 1.7 for broad-crested weir

H = head above weir crest (m)

WSUD Engineering Procedures recommends placing the overflow pit inverts at a minimum of
100mm below the maximum ponding depth. This prevents ponding to reach the maximum depth,
thereby mitigating the risk of back-flooding from the basins onto the roadside gutters. Hence, a
value of 100mm is adopted.

0.0383
𝐿= 3⁄ = 1.42 𝑚
0.5 ×1.7 ×0.1 2

The required weir length, L is 1.42m, which would require a pit of at least 360mm x 360mm.

(b) Drowned outlet flowrate

The flowrate equation for an orifice is used:

𝑄5 = 𝐵×𝐶×𝐴 ×√2𝑔ℎ (21𝑎)

Where A = orifice area (m2)

B = blockage factor = 0.5

C = orifice coefficient = 0.6

176
 g = gravitational acceleration (m2/s)

h = head above weir crest (m)

Rearranging the equation for A:

𝑄5
𝐴 = (21𝑏)
𝐵×𝐶√2𝑔ℎ

0.38
𝐴 = = 0.091 𝑚2
0.5×0.6 ×√2×9.81×0.1

This area is equivalent to a grated pit of 300mm x 300mm. The required weir length necessitates a
larger pit size.

Hence, the overflow pit is selected based on the required weir length. The smallest pit availale
from Humes is 450 mm x 450 mm.

This selected pit size is checked on its capacity to partially accommodate (50%) the major flood
event. Using the same equations with Q5 replaced with Q100, the following values are obtained:
𝐿 = 2.04 𝑚

𝐴 = 0.13 𝑚2

The required pit size is then 510mm x 510mm. Hence, to provide a level of protection against
major flood events, the commercially-available pit size of 600mm x 600mm is selected.

D.3 Sedimentation Basin Design

1. Design objectives
The sedimentation basin is designed to achieve:

 90% target removal of sediments with particle size of 125µm or coarser

177
 2. Design flow estimation
Assumptions:
 Critical storm duration, tc is 10minutes
The design flowrates are calculated by following the same calculation steps in Section D.1. To
design the sedimentation basin, a single flowrate is obtained for the ARI of interest. This flowrate
is calculated as a function of the urban catchment consisting of surface roads and overpass, such
that catchment area is:

𝐶𝐼𝐴
𝑄𝑑𝑒𝑠𝑖𝑔𝑛,𝑦 = (1)
360

where:

𝐴𝑐𝑎𝑡𝑐ℎ𝑚𝑒𝑛𝑡 = 𝐴𝑜𝑣𝑒𝑟𝑝𝑎𝑠𝑠 + 𝐴𝑠𝑢𝑟𝑓𝑎𝑐𝑒 𝑟𝑜𝑎𝑑 (22)

The sedimentation basin is designed based on the minor flood event for a 5-year ARI. The design
flowrate is:

𝑄5 = 0.19 𝑚3 /𝑠

3. Sedimentation basin size

From Table 4.11 in the WSDU Engineering Procedure (Melbourne Water 2005), the settling
velocity of 125µm particle size is 11m/s.

Sedimentation basins can have different configurations and width-to-length ratio, depending on
project constraints.

For this project, a 1:4 width-to-length ratio is selected. This would allow the sedimentation basin
to be located within available surplus land from road expansions. The sedimentation basin will
have the following configuration (Figure D.5):

Figure D.5 Selected sedimentation basin configuration

178
For this aspect ratio, the parameter signifying flow hydrodynamic conditions, λ is 0.4. The
corresponding turbulence, n is then:

1
𝑛= (23)
1−λ

1
𝑛= = 1.67
1 − 0.4

The removal efficiency, R is given by:

−𝑛
1 𝑣𝑠 (𝑑𝑒 + 𝑑𝑝 )
𝑅 = 1 − [1 + × × ] (24)
𝑛 𝑄⁄ (𝑑𝑒 + 𝑑 ∗ )
𝐴

The required sedimentation surface basin area, A can then be estimated by rearranging Equation
24 for A, and using an iterative procedure until values convergence.

The depths are as tabulated in Table D.14.

Table D.14 Nominated values for sedimentation basin parameters

Parameter Value
Extended detention depth, de 0.25 m
Depth of permanent pool, dp 1m
Depth below permanent pool, d* 1m

Substituting known values into the equation and iterating until convergence yields the following
required surface area

𝐴 = 37.2 𝑚2

For the aspect ratio that has been specified (λ =0.4), the required width and length of the basin can
then be determined:

𝑊 = 3.0 𝑚

179
 𝐿 = 12.2 𝑚

Available storage volume

The permanent pool provides the storage area for sediments. The storage volume can be calculated
by dividing the sedimentation basin area by the permanent pool depth. This gives:

𝑉𝑠𝑡𝑜𝑟𝑎𝑔𝑒,𝑎𝑣𝑎𝑖𝑙𝑎𝑏𝑙𝑒 = 18.6 𝑚3

Required storage volume for 5-year cleaning frequency

Next, the required sediment storage volume is determined to ensure cleaning frequency is more
than 5 years per clean. This is estimated using the equation:

𝑆𝑡 = 𝐶𝑎 × 𝑅 × 𝐿0 × 𝐹𝑟 (25)

Where St = required storage volume

Ca = contributing catchment area = 1.28 ha

R = removal efficiency

L0 = sediment loading rate = 1.63 m3/ha.year for developed catchments

Fr = desired cleaning frequency

Substituting known values gives the required storage volume as:

𝑆𝑡 = 9.2 𝑚3

The available volume for storage exceeds the required storage volume. Hence, the sedimentation
basin dimensions are accepted.

Applying Equation 25 in a rearranged form and using available storage area gives the cleaning
frequency as: 𝐹𝑟 = 10 𝑦𝑒𝑎𝑟𝑠

180
 4. Vegetation scour velocity check
The inlet velocity is checked to determine if scouring will occur, thereby necessitating rock
beaching to be provided. The flowrate equation Q = vA is used, with area given by pipe area. The
incoming velocity for minor flood events was determined to be 0.51 m/s, which did not satisfy the
maximum permissible velocity. Hence, rock beaching is necessary to minimise scouring and
protect vegetation.

181