3.3 Lecture Notes Master Vs V1 RH - Combined

Sydney Program Alliance Lecture Notes:
Structural Design Criteria, Analysis and Design

Methodology
Rev Date Prepared by Reviewed by Approved by Remarks

Name Name Name
1 15/04/2021 Vince Scolaro Richard Hao Andrey Kandic
This document is the property of Sydney Program Alliance and may not be copied, distributed or used without the express written consent of Sydney Program Alliance
Methodology
An unincorporated alliance between Roads and Maritime Services (RMS), John Holland Group (JHG), Freyssinet
and Jacobs to undertake a program of work in and around the Sydney Harbour Bridge Precinct. Individual work
packages will be scoped and priced with the resultant TOC being provided to the Alliance Leadership Team for
approval.
John Holland Group has been appointed as the Principal Contractor and as such the John Holland (JH) Integrated
Management System (IMS) will prevail whenever there are discrepancies between this document and the John
Holland IMS.
Within this document the terms Sydney Program Alliance (SPA) and John Holland (JH) / John Holland Group (JHG)
are interchangeable.
Revisions and Distribution

Revisions
Draft issues of this document are identified as Revision A, B, C etc. Upon initial issue (generally Contract Award) this
will be changed to a sequential number commencing at Revision 00. Revision numbers will continue at Revision 01,
02 etc.
Distribution List
This document will be available on the document management system in an electronic version only.
If required it will be made available to subcontractors as part of their contract documents. The document
will either be issued in full or relevant information extracted and supplied as a ‘subby pack’.
The controlled master version of this document is available for distribution as appropriate and
maintained on the document management system being used on the project. All circulated hard copies
of this document are deemed to be uncontrolled.
Disclaimer
This document is meant to be a quick reference guide.
It is up to the reader to use and make their own engineering judgement as to the accuracy of this document
applicability to any design.
Revision No: 1 Page 2 of 35

Methodology
Table of Contents
1 Introduction ...........................................................................................................6
1.1 Bridges Overview ...................................................................................................... 6
1.2 Functions / Types of Bridges ..................................................................................... 6
1.3 Scope of Document ................................................................................................... 6
1.4 Standard Units........................................................................................................... 6
1.5 Aesthetic and Visible Criteria ..................................................................................... 7
1.6 Engineering Standards .............................................................................................. 7
1.6.1 Order of Precedence ........................................................................................... 7
1.6.2 Standards and Reference Documents ................................................................. 7
2 Design Parameters ................................................................................................9
2.1 General ..................................................................................................................... 9
2.2 Design Life ................................................................................................................ 9
2.3 Geometric Requirements ........................................................................................... 9
2.3.1 Bridge widths / clearances ................................................................................... 9
2.3.2 Edge Protection ................................................................................................. 10
2.3.3 Deck Drainage................................................................................................... 11
2.4 Durability ..................................................................................................................11
2.4.1 Concrete Exposure Classification and Cover to Reinforcement ......................... 11
2.4.2 Provision for Future Cathodic Protection ........................................................... 12
2.4.3 Use of Stainless Steel ....................................................................................... 12
2.4.4 Steel Exposure Classification and Corrosion Rates ........................................... 12
2.5 Utilities......................................................................................................................12
3 Design Loads....................................................................................................... 13
3.1 Dead Loads ..............................................................................................................13
3.2 Superimposed Dead Loads ......................................................................................13
3.3 Road Traffic Loads ...................................................................................................13
3.3.1 Standard Vehicle Loads .................................................................................... 13
3.3.2 Heavy Load Platform (HLP) Loads .................................................................... 13
3.3.3 Distribution of Road Traffic Loads Through Fill .................................................. 14
3.3.4 Construction ...................................................................................................... 14
3.3.5 Centrifugal Loads .............................................................................................. 14
3.3.6 Braking Loads ................................................................................................... 15
3.3.7 Fatigue Load Effects.......................................................................................... 15

Methodology
3.3.8 Traffic Barrier Loads .......................................................................................... 15
3.4 Rail Traffic Loads......................................................................................................15
3.4.1 Standard Rail Loads .......................................................................................... 15
3.4.2 Light Rail Loads................................................................................................. 15
3.4.3 Centrifugal Loads .............................................................................................. 16
3.4.4 Braking / Traction Loads .................................................................................... 16
3.4.5 Nosing Loads .................................................................................................... 16
3.4.6 Fatigue Load Effects.......................................................................................... 16
3.5 Kerb and Barrier Design Loads.................................................................................16
3.6 Pedestrian, Cyclist Path & Maintenance Traffic ........................................................16
3.7 Other Loads..............................................................................................................17
3.7.1 Wind Loads ....................................................................................................... 17
3.7.2 Earthquake ........................................................................................................ 18
3.7.3 Minimum Restraint Capacity (Lateral and Vertical) For Superstructure .............. 18
3.7.4 Thermal Effects ................................................................................................. 18
3.7.5 Earth Pressure and Surcharge Loads ................................................................ 19
3.7.6 Hydraulic Requirements .................................................................................... 19
3.7.7 Creep and Shrinkage......................................................................................... 21
3.7.8 Collision Loads .................................................................................................. 21
3.7.9 Fire .................................................................................................................... 22
3.7.10 Dynamic Behaviour ........................................................................................... 22
3.7.11 Attachment of OHW........................................................................................... 23
3.7.12 Stray Currents and Electrolysis ......................................................................... 23
3.7.13 Earthing and Bonding ........................................................................................ 23
3.8 Load Factors and Combinations ...............................................................................23
3.8.1 Load Factors ..................................................................................................... 23
3.8.2 Load Combinations............................................................................................ 23
3.8.3 Deck Joints ........................................................................................................ 24
3.8.4 Bearings ............................................................................................................ 24
3.9 Construction Sequence ............................................................................................25
4 Design Process ................................................................................................... 26
4.1 Preliminary Design Stage .........................................................................................26
4.2 Detailed Design Stage ..............................................................................................26
4.3 Final Detailed Design Stage .....................................................................................27
4.4 Issued for Construction .............................................................................................27

Methodology
5 Preliminary Design - Analysis Methodology..................................................... 28

6 Detailed Design - Analysis Methodology .......................................................... 29
6.1 Geometry .................................................................................................................29
6.2 Structure Modelling...................................................................................................29
6.2.1 Superstructure ................................................................................................... 29
6.2.2 Substructure ...................................................................................................... 30
6.3 Section Properties ....................................................................................................33
7 Design Methodology ........................................................................................... 35
7.1 Superstructure Design and Detailing ........................................................................35
7.2 Substructure Design and Detailing ...........................................................................35
Appendix A – Design Example ................................................................................. 36

Methodology
1 Introduction
1.1 Bridges Overview

There are numerous types of bridges. The choice of bridge generally reflects its environment and construction
constraints.
These lectures cover the requirements for general bridges that comprise:
1. Spans within the range of 10m to 100m

2. Rail bridges where train speeds are less than 160km/hr
3. Bridges of Standard construction
For bridges outside the above ranges or bridges of a complex construction nature, including cable stayed,
suspension, balanced cantilever, incrementally launched, stress ribbon and arch bridges, the provisions of AS5100
shall be supplemented by other appropriate standards and specialist technical literature..
1.2 Functions / Types of Bridges

Permanent bridge infrastructure covered within these lectures include:
• Road / Rail Underbridges
• Road / Rail Overbridges
• Pedestrian Bridges (includes railway concourse structures)
• Miscellaneous Bridges
o Aircraft Runway / Taxiway Bridges
o Water pipeline bridges
o HV Cable Bridges
This Structural Design Criteria is applicable to the detailed design of the above structures.
1.3 Scope of Document

This document sets out the basis upon which the detailed structural design of bridge structures is generally
developed. The Description of Services is generally outlined in a Scope of Works and Technical Criteria (SWTC)
document for the Project. This document aims to expand on the general requirements to provide clear and
consistent interpretation for the detailed design. Exceptions to the SWTC should only be adopted after agreement is
reached with the relevant authorities, such as TfNSW.
1.4 Standard Units

• SI units are used throughout.
• All design levels are to Australian Height Datum (AHD) unless otherwise noted.
• All plan coordinates shall be to MGA94 Zone 56 coordinates, based on the Government Datum of
Australia (GDA).

Methodology
1.5 Aesthetic and Visible Criteria

All visible elements of the Project Works are to have an attractive appearance of no lesser standard than the
urban and landscape design requirements specified for each project. Not-withstanding, all bridges should as a
minimum adhere to the principles outlined in the NSW Government Bridge Aesthetics – Design Guideline to
improve the appearance of bridges in NSW document https://www.rms.nsw.gov.au/business-industry/partners-
suppliers/documents/centre-for-urban-design/bridge-aesthetics-guidelines.pdf.
1.6 Engineering Standards

1.6.1 Order of Precedence
The designs of structural works are generally designed in accordance with specified design documents in an order
of precedence. An example for a road underbridge designed as part of the Pacific Hwy Upgrade project is listed
below:
• Description of Services (Detailed Design Brief - SWTC);
• Upgrading the Pacific Highway Design Guidelines
• RMS and RTA publications including Bridge Technical Directions;
• AUSTROADS publications;
• AS5100 – 2017 Bridge Design;
• All other relevant Australian Standards; and
• Other Reference Documents and Standards.
1.6.2 Standards and Reference Documents

The requirements of the relevant standards in Table 1- are generally incorporated into the design:
Table 1-6.2: Design Standards and Other Reference Documents
Australian Standards and Other Reference Documents

AS1170.1 – 2002 Structural Design Actions Part 1: Permanent, Imposed and other actions
AS1170.2 – 2011 Structural Design Actions Part 2: Wind Actions
AS1170.4 – 2007 Structural Design Actions Part 4: Earthquake Actions in Australia
AS2159 – 2009 Piling Design and Installation
AS3600 – 2018 Concrete Structures
AS3610 – 1995 Formwork for Concrete
AS4100 – 2020 Steel Structures
AS4678 – 2002 Earth Retaining Structures
AS5100 – 2017 Bridge Design
CIRIA C660 Early age thermal crack control in Concrete
RMS Bridgeworks Specifications
RMS Bridge Technical Directions
RMS Structural Drafting and Detailing Manual
RMS Standard Bridge Drawings
Bridge Waterway Manual – RMS – October 1994
AUSTROADS – Waterway Design (A Guide to the Hydraulic Design of Bridges, Culverts and Floodways) –1994

Methodology
Australian Standards and Other Reference Documents

AUSTROADS – Guide to Road Design Part 6A: Pedestrian and Cyclist Paths
RTA - Aesthetics of Bridges – Design Guidelines to improve the Appearance of Bridges in NSW -2019
ASA Manuals, Specifications, Standard Plans and Standards - https://www.transport.nsw.gov.au/industry/asset-
standards-authority/quick-search

Methodology
2 Design Parameters
2.1 General
This section covers the requirements for the detailed design of the structural aspects of the Bridge Structures.
2.2 Design Life

The design life is generally defined in the project SWTC. In NSW, the minimum Design Life for Bridge Structures
not within a rail corridor shall be 100 years and for Bridge Structures within the rail corridor shall be 120 years (as
noted in ASA Standard T HR CI 12002 ST Durability Requirements for Civil Infrastructure).
The minimum design life specified in the SWTC is taken to include the inspection and maintenance period as
outlined in Maintenance Diaries (developed for each bridge) with a sample included in Appendix G. Table
2- identifies the major structural components and lists the respective design life that is to be adopted for each
element of a Bridge, NOT within a rail corridor:
Table 2-2: Design Life
Asset Item Asset Sub-Item Design Life (years)
Substructure Bored Piles 100

Driven Steel Tubular Piles 100
Abutments 100
Wingwalls 100
Superstructure PSC Super T Girders 100
Bridge deck 100
Approach slabs 100
Precast parapets and cast insitu barrier elements 100
Miscellaneous Items Expansion joints 20
Laminated elastomeric bearings 30
Elastomeric Bearing Strips 100
Cyclist barrier rails and baseplates 100
Surface coatings 15
Stainless steel dowels 100
AC wearing course 15
Sealants 15
2.3 Geometric Requirements

The geometric design requirements shall generally comply with the Detailed Design Brief and appropriate
Guidelines. Road bridges may require allowance for future widening.
2.3.1 Bridge widths / clearances

Bridge widths / clearances will generally be derived from road / rail alignment constraints. As a minimum, the widths
/ clearances shall be in accordance with the following:

Methodology
1. Road Bridges – AS5100.1 (section 13)
2. Rail Bridges – ASA Standards, with clearances in accordance with ESC 215 Transit Space Requirements. In
particular the requirements of section 3.1 and 3.2 are noted below:
a. All clearances between track and structures, and other tracks, shall meet the requirements of one of the
following Structure Gauges:
i. Normal Structure Gauge 1994. Calculation of the Normal Structure Gauge 1994 is outlined in
section 7.1.
ii. General Kinematic Structure Gauge. Calculation of the General Kinematic Structure Gauge is
outlined in section 7.2.
In circumstances where the requirements of General Kinematic Structure Gauge cannot be met, design
approval of the Chief Engineer Track is required. Approval shall be granted by the issuing of a Transit
Space Waiver in accordance with the requirements of Section 7.4.
b. Infrastructure Service Requirements. The minimum Infrastructure Service Requirements are outlined in
section 6. Any new work or major reconstruction that results in a structure infringing the Minimum Service
Requirements, but complying with the General Kinematic Structure Gauge, requires the approval of the
relevant Rail Authority Civil Maintenance Engineer.
c. For Rail Under-bridges, the requirements of T HR CI 12020 ST Underbridges (section 10) apply.
d. In some circumstances, additional vertical clearances may be required such as ARTC requirements for the
use of double stacked containers on their lines resulting in a minimum vertical clearance requirement of
7.1m
3. Pedestrian Bridges. Bridge widths and clearances shall be in accordance with AS5100.1 (clauses 13.11 and
16).
4. Bridges over waterways. Flood immunity and SLS ARI for road structures should comply with the requirements
of AS5100.1, clause 11.1 and table 11.1. There may also be specific requirements for vertical clearances
above navigable waterways. These requirements would be determined by the relevant authority.
5. Clearance to electrical services within the rail corridor are to comply with the requirements of ASA T HR CI
12030 ST, clause 12.1.
2.3.2 Edge Protection

Bridges shall have edge protection comprising the following (as applicable):
1. Road Traffic Barriers. These barriers come in different Performance Levels. A procedure to assist in the
selection of an appropriate barrier performance level is given in AS5100.1 (Appendix A). The barrier geometry,
including treatment of bridge approaches and end treatments is specified in AS5100.1 (section 14.6).
2. Pedestrian / cyclist barriers. The requirements for these barriers are outlined in AS5100.1 (section 16).
3. Kerbs and Medians. These are rarely encountered on bridges as edge protection, however, where required,
they will need to comply with the requirements of the Austroads Road Design Guidelines. For pedestrian
bridges, generally the front face of the kerb is to be located 150mm minimum away from the front face of the
handrail.
4. Safety Screens. Safety Screens are a physical barrier that provides protection against direct contact with
exposed 1500 V dc OHW equipment. The requirements for these screens are outlined in the relevant ASA
standards.
5. Protection Screens. Protection screens are generally installed on bridges to restrict objects from falling off or
being thrown off bridges. The requirements for these screens are generally determined by the relevant
Authority. Where required, the details are to be in accordance with AS5100.1 (section 16.4 and BTD 2012/01).
For clarity, the title BTD 2012/01“SAFETY SCREENS” is incorrect and should be “PROTECTION
SCREENS”.
6. Noise Barriers. These barriers are for noise mitigation and the requirements are subject to specialist
assessments carried out. The design will generally be directed by Urban Design and Aesthetic considerations.

Methodology
2.3.3 Deck Drainage

AS5100.1 (section 18) outlines general requirements for bridge drainage requirements.
In general, however, the deck drainage system should be designed to ensure that a minimum amount of water
flows across deck joints. To achieve this requirement, generally a maximum width of flow from a 10 year ARI storm
is limited to within the shoulder width. Where scuppers are required, they will be sized and located to ensure that
the width of flow criterion is satisfied on the bridge deck.
Scuppers can be free draining except within class I waterways. Scuppers within class I waterways will be drained
via a drainage pipe and discharged in accordance with longitudinal drainage plans.
For clarity, ideally there should be no scuppers or drainage lines on overbridges.
2.4 Durability
A Durability Assessment Memorandum should be prepared and included as an Appendix to each design report.
The memorandum should be developed and amended during the detailed design stages, taking into account further
environmental and sample test data and analyses taken for verification of the initially assumed exposure conditions.
The durability requirements presented at various stages of design development may therefore be amended.
Designers are to make reference to BTD 2014/02 for the requirements associated with the preparation of a
Durability Plan and BTD 2008/12: Provision for Concrete Structures in Acid Sulphate Soils in determining exposure
classification.
Designers should also make reference to ASA Standard T HR CI 12002 ST Durability Requirements for Civil
Infrastructure.
Bridge structures shall be designed to enable items such as bearings, expansion joints and seals, railings and
drains to be maintained or replaced.
Items that cannot be readily accessed for maintenance or replacement shall be designed to function for the
minimum design life of the structure with no maintenance.
2.4.1 Concrete Exposure Classification and Cover to Reinforcement

The exposure classification and design requirements for cover to reinforcement are to be determined in accordance
with AS5100.5 and RMS Bridge Technical Direction BTD 2008/12. For the PSC Super-T girders, RMS Bridge
Technical Direction BTD 2011/06 and Standard RMS Standard Bridge Drawings B0200 and B0300 (Super Tee and
Planks) are also to be considered. The design requirements determined from these documents will be included in
the durability report and drawings of each bridge structure.
In relation to Atmospheric Exposure for a 120 year design life structure, ASA Standard T HR CI 12002 ST Durability
Requirements for Civil Infrastructure suggests:
“As a guide for maintenance class 5, assets with a design life of 120 years and 40 MPa concrete a
minimum cover of 50 mm would be expected to prevent carbonation to the depth of the
reinforcement within the design life”.
This equates to the provision of an additional 5mm of cover to reinforcement. Specific durability assessments
should be made for such structures, including review of materials and specifications to be adopted.

Methodology
2.4.2 Provision for Future Cathodic Protection

Except where Stainless Steel reinforcement or corrosion inhibitors are used, the provision for future cathodic
protection as specified in Bridge Technical Direction BTD2019/01 must be provided for all reinforced concrete
elements with an exposure classification of B2 or more severe. Electrical continuity must be able to be
demonstrated for each reinforced concrete element for which allowance for cathodic protection has been provided.
The electrical continuity must be tested in accordance with AS 2832.5 – 2002, Australian Standard Cathodic
Protection of Metals, Part 5: Steel in Concrete Structures.
2.4.3 Use of Stainless Steel

As an alternative to the provision of cathodic protection, stainless steel reinforcement may be used. Generally,
reinforcement within tidal zones/splash zones should be stainless steel. Where bridge structure elements have
exposure to a spray zone with high chloride contamination, stainless steel reinforcement shall also be provided.
All cast in items that cannot be maintained are also to be stainless steel.
2.4.4 Steel Exposure Classification and Corrosion Rates

Atmospheric Corrosivity Categories, Environment Zones and Corrosion Rates are determined in accordance with
the requirements of AS 4312.
2.5 Utilities
Where required, or where anticipated, provision is to be made for the attachment of utility services, as permitted by
the relevant authority.
The attachment of utility services is to comply with the requirements of AS5100.1, clause 20.
Confirmation of all existing and future proposed utility requirements should be made with the relevant authorities.
These include, but are not limited to the following:
• Power (HV and LV)

• ITS…!!!
• Communications, including NBN
• Gas
• Water
• Sewer
• Lighting
• OHW

Methodology
3 Design Loads
The bridge designs are to be in accordance with the Standards and Reference Documents previously outlined. The
following loads should be considered in the design of the bridges:
3.1 Dead Loads

Dead loads are derived from unit material weights and structural component dimensions. Weights of materials are
typically allowed for as follows:
• Prestressed Concrete – 26.0 kN/m3

• Reinforced Concrete – 25.0 kN/m3
• Steel – 77.0 kN/m3
• Unit weight of soil – TBD (typically 20 kN/m3)
• Water – 9.81 kN/m3
The weight of the barrier is determined on a bridge-by-bridge basis.
3.2 Superimposed Dead Loads

A 75 mm thick layer of asphalt is to be allowed for in the design. The weight of the asphalt layer is determined using
the following unit material weight:
• Asphaltic concrete – 22 kN/m3
Deck wearing surfaces and additional concrete to compensate for prestress girder hogs or for geometric
requirements will be taken as superimposed dead loads for the purposes of determining design loads.
A future allowance for services of 0.25 kPa should be included. Other services allowances are calculated on a
bridge-by-bridge basis.
3.3 Road Traffic Loads

3.3.1 Standard Vehicle Loads
Traffic SM1600 to AS5100.2 Cl. 7.2 and be designed for:
• Design lane width of 3.2 m (as per AS5100.2 Cl 7.5).
• Lane factors: 1.0 for first lane, 0.8 for second lane, 0.4 for third and subsequent lanes (as per AS5100.2
Cl. 7.6)
• Dynamic load allowance of (as per AS5100.2 Cl. 7.7):
a) α = 0.3 for M1600, and
b) α = 0.0 for S1600
• Deflection limits for road bridge superstructures shall comply with the requirements of AS5100.2, clause
7.11.
3.3.2 Heavy Load Platform (HLP) Loads

A HLP400 load to AS5100.2 cl. 7.3 is to be designed for:
• Dynamic load allowance of α = 0.1.

Methodology
• The lateral position of the centre of the HLP400 shall be positioned as follows:
a) One Lane Bridge: Within +/- 1.0 m either side of the centreline of the carriageway.
b) Two Lane Bridge: Within +/- 1.0 m either side of the centreline of the carriageway.
c) Three (or more) Lane Bridge: Within any two marked travel lanes with the vehicle travelling +/‐
1.0 m either side of the centreline of the two marked lanes, or +/‐ 1.0 m either side of the
centreline of the carriageway, whichever produces the most critical effect. The bridge must be
designed for one half of the SM1600 loading on any adjacent unoccupied marked travel lane in
conjunction with the HLP400 Loading. The accompanying lane factor for both the HLP400
loading and the one half of the SM1600 loading shall be taken as 1.0.
3.3.3 Distribution of Road Traffic Loads Through Fill

Loads through fill shall be determined in accordance with the requirements of AS5100.2, clause 7.12
3.3.4 Construction
Construction vehicles are to be assessed and any nominated vehicle configurations are to be shown on the
drawings.
Sample construction vehicles adopted for the Pacific Hwy Upgrade project W2B are as follows:
• 651 Scraper
• 773 Rock Truck (Caterpillar)
The loading diagrams for the critical vehicles including axle loads and dimensions are provided in Figure 3-.
Figure 3-3.4: Construction Vehicle Loading Diagrams
Note:
• Loads represent maximum working wheel loads;

• Design dynamic load allowance not included in these loads;
• The design adopts a dynamic load allowance of 0.1 and an ultimate limit state load factor of 1.5;
• Vehicle speed is restricted to 10 km/h on the bridge;
• All construction trucks are to be restricted to one vehicle at any time running within the central 5 m of deck
with no co-existing loading; and
• For the 773 vehicle, the wheel contact area is assumed to be 750 mm (transverse) x 250 mm
(longitudinal).
3.3.5 Centrifugal Loads

For bridges on horizontal curves, the design centrifugal loads shall be determined in accordance with AS5100.2 Cl.
7.8.1.

Methodology
3.3.6 Braking Loads

The design longitudinal braking load shall be determined for the most adverse effects from single lane or multi-lane
scenarios in accordance with AS5100.2 Cl. 7.8.2.
3.3.7 Fatigue Load Effects

The fatigue design traffic load and the number of fatigue cycles shall be determined in accordance with AS5100.2
Cl. 7.9.
3.3.8 Traffic Barrier Loads

The required performance level is derived on a bridge-by-bridge basis. Barrier loads shall be determined in
accordance with AS5100.2 (section 12) for low, regular and medium performance barriers, and AS5100.2 Appendix
A2 for special performance barriers.
All overbridges generally will have medium performance barriers.
3.4 Rail Traffic Loads

3.4.1 Standard Rail Loads
The Standard rail loading is the 300LA design rail traffic load as described in AS5100.2 (section 9.2).
• Design track width is the Standard Gauge (1435mm measured between inside faces of running tracks,
taken 16mm below top of rail)
• Multiple track factors are as noted in AS5100.2 (Table 9.4)
• Dynamic load allowance is calculated based on a Characteristic Length parameter as noted in AS5100.2
(section 9.5)
In addition to the above, train derailment load effects are to be also considered acting on bridge superstructures as
noted in AS5100.2, clause 11.5. There are two Derailment Load cases as noted in clauses 11.5.2 and 11.5.3.
The distribution of Rail Traffic Loads shall be in accordance with the requirements of AS5100.2, clause 9.6.
The deflection limits of a rail bridge shall comply with the requirements of AS5100.2, clause 9.10.
3.4.2 Light Rail Loads

Light Rail Loads are based on 150LA loading. This is derived in accordance with AS5100.2 (section 9.3) by multiplying
the 300LA load by a factor of 0.5. In addition to this, there are only 9 axles (one simulated locomotive axle plus two
groups of 4 trailing axles) considered as follows:
• Dynamic load allowance in accordance with AS5100.2 (section 9.5).

• Distribution of rail loads in accordance with AS5100.2 (section 9.6).
Notwithstanding the above, ASA have Light Rail civil design and construction standards T LR CI 12500 ST and T LR
CI 12520 ST that adopts 125LA / 100LA loads. This is derived in accordance with AS5100.2 (section 9.3) by
multiplying the 300LA load by a factor of 0.42. In addition to this, there are only 9 axles (one simulated locomotive
axle plus two groups of 4 trailing axles of 100LA loading).

Methodology
3.4.3 Centrifugal Loads

For bridges on horizontal curves, the design centrifugal loads shall be determined in accordance with AS5100.2 Cl.
9.7.1.
3.4.4 Braking / Traction Loads

Rail bridges of all deck types shall be designed for loads arising from braking and traction forces in combination
with their coexisting rail traffic loads. These forces shall be applied at the top of rail and determined in accordance
with AS5100.2 Cl. 9.7.2.
3.4.5 Nosing Loads

Rail bridges designed for the 300LA rail traffic load shall be designed to resist a lateral nosing load (lateral shock
load), as stated in AS5100.2, clause 9.7.3, of 100kN applied at the top of rail level in either direction and at any
point along the structure.
3.4.6 Fatigue Load Effects

The fatigue design traffic load for rail bridges shall be the design rail traffic load and half of the design dynamic load
allowance in accordance with AS5100.2 Cl. 9.8.
3.5 Kerb and Barrier Design Loads

Kerbs shall be designed to resist an ultimate design load of 15kN/m applied laterally at the top of the kerb.
For barriers, the design criteria, including loads (ULS with a load factor of 1.0) are to be in accordance with
AS5100.2, clause 12 and Table 12.2.2.
Anchor bolts for the barriers shall be designed with a load factor of 1.05 to ensure that the barrier system fails prior
to failure of the anchor bolts to ensure a ductile failure mechanism.
The bridge deck is to be designed for a minimum load of 1.1 times the design ultimate capacity of the barrier, again
to ensure a ductile failure mechanism.
Expansion Joint treatment and end barriers shall be designed in accordance with the requirements of AS5100.2,
clause 12.4.
Pedestrian and cyclist barrier loads shall be in accordance with AS5100.2, clause 12.5.
3.6 Pedestrian, Cyclist Path & Maintenance Traffic

These loads shall be determined in accordance with the requirements of AS5100.2, clause 8
Deflections due to pedestrian and cyclist path loads shall be assessed for the SLS load case in accordance with the
requirements of AS5100.2, clause 8.4.

Methodology
3.7 Other Loads

3.7.1 Wind Loads
Wind loads are to be determined in accordance with AS5100.2 cl. 17 and AS/NZS 1170.2 with the following
parameters:
• Average Return Interval

a) Serviceability = 20 yrs
b) Ultimate = 2000 yrs
• Geographical location (Region) = To be determined (TBD).
• Wind Directional Multiplier = TBD, however generally taken as 1.00 (wind in any direction)
• Terrain category = TBD. TC 2 adopted for this site
• Shielding Multiplier, Ms = TBD (generally 1.0)
• Topographic Multiplier = TBD
• Height to top of concrete parapet = varies for each bridge structure
Typical values for the Canal Road Bridge are shown below.
• Average Return Interval

a) Serviceability = 20 yrs
b) Ultimate = 2000 yrs
• Geographical location (Region) = A2.
• Wind Directional Multiplier = 1.00 (wind in any direction)
• Terrain category = TC 2
• Shielding Multiplier, Ms = 1.0
• Topographic Multiplier = 1.0
• Height to top of concrete parapet = Approximately 10m
The Regional wind speeds (and site wind speeds) are determined based on AS1170.2 table 3.1 for the various
regions. For Sydney (region A2), the regional wind speeds are:
• V20 = 37 m/s (Vsit = 37m/s)

• V2000 = 48 m/s (Vsit = 48m/s)
The design wind speeds for the Canal Road Bridge have been calculated to be:
• Vs = 37 m/s
• Vu = 48 m/s
Transverse wind load shall be calculated in accordance with AS5100.2, clause 17.3. For the Canal Road Bridge,
the transverse wind load is calculated as:
• Cd, for (b/d = 46.0/4.0 = 11.36) = 1.0 (refer to AS5100.2 Figure 17.3.3)
• At = Area of structure under consideration, refer to AS5100.2 clause 17.3.2.
• Wt = 0.821 x At
• Wt* = 1.382 x At
Vertical wind loads shall be determined in accordance with AS5100.2 clause 17.5. For the Canal Road Bridge, the
vertical wind load is calculated as:
• CL = Lift Coefficient = 0.75

• Ap = Bridge Area in Plan = 46.0 x 33.535 = 1,542m2
• Wv (ULS) = 1.60kPa

Methodology
• Wv (SLS) = 0.95kPa
3.7.2 Earthquake
Earthquake design loads and analysis methods are to be determined in accordance with AS5100.2 cl.15 (Force-
based approach) and AS1170.4 – 2007 (Dynamic analysis).
The Force-based design procedure (most common approach) is defined in AS5100.2, clause 15.3 and is
summarised below:
• Determine the bridge earthquake design category and design performance level (clauses 15.4 and 15.5)
• Determine the probability factor and the hazard factor (clause 15.6)
• Determine the site subsoil class and the acceleration spectral shape factor (clauses 15.7 and 15.8)
• Calculate the design action coefficient for earthquake response (clause 15.9)
• Calculate the earthquake forces and their distribution (clause 15.10). Adopt clause 15.11 if Dynamic
Analysis is adopted, see below.
• Determine the required design strength of bridge members (clause 15.4), determine the abutment forces
(clause 15.15) and provide structural detailing for earthquake effects (clause 15.16)
Earthquake forces determined from Dynamic Analysis is defined in AS5100.2, clause 15.11. This states that the
analysis is to be carried out in accordance with the requirements of AS1170.4 with exceptions defined in AS5100.2,
clause 15.11.
Displacement-based earthquake design principles are outlined in AS5100.2, Appendix B. In addition, where
approved by the relevant authority, a displacement-based design may be undertaken using a non-linear static
pushover analysis if:
• The structure is first mode dominant.

• The seismic demand is based on a response spectrum defined by 1.5kpZCh(T).
3.7.3 Minimum Restraint Capacity (Lateral and Vertical) For

Superstructure
A minimum ultimate force of 500 kN, or 5% of the superstructure dead load at the support (whichever is greater) is
to be designed for in accordance with AS5100.2 Cl. 9 and RMS Bridge Technical Direction BTD2011/05.
This load is to be applied at any inclination between horizontal and (upward) vertical applied at any potential impact
points on the superstructure, concurrent with minimum permanent downward vertical load acting on the support
multiplied by 0.75. The impact force will be taken to act at the level of the soffit of the superstructure.
3.7.4 Thermal Effects

Thermal effects for each bridge are to be calculated in accordance with AS5100.2 Cl. 18 with the following local
parameters identified:
• Location
• Height above sea level
• Average reference temperature. This is referenced back to local average temperatures, generally obtained
from the Bureau of Meteorology (BOM). For Sydney, this temperature is generally taken as 20 degrees
Celsius.

Methodology
• Concrete superstructure type 1 (winged planks) or 2 (super tees)
3.7.5 Earth Pressure and Surcharge Loads

Earth pressure and surcharge loads are to be determined in accordance with AS5100.2 Cl. 14 and using the soil
parameters provided by the geotechnical engineer. Some typical values are as follows:
• Soil density (Engineered fill), ɣ = 20 kN/m3

• Angle of internal shearing resistance, Ф = 30 degrees
• Cohesion of soil, c = 5 kPa
• Active earth pressure coefficient, Ka = 0.33
• Passive earth pressure coefficient, Kp = 3.0
• At rest lateral/vertical stress ratio, Ko = 0.5
A compaction pressure of 20 kPa during construction from backfilling behind abutments prior to erection of girders
shall be applied.
In addition to loads, filling and compaction of fill behind abutments results in lateral displacements of abutments.
The sequence of construction will have an impact on the design detailing of the bearing mortar pads and the
bearings themselves that support the girders at these abutments.
Actual displacement values (elastic and long term) will be normally derived from geotechnical assessment
modelling (“Plaxis” or “LPile” or similar). Typical values for abutments supported on piles are between 5 - 10mm
(elastic) and 10 – 20mm (long term).
3.7.6 Hydraulic Requirements

Hydraulic requirements include assessment of the waterway to take account of the following:
• Forces resulting from water flow. This requires both SLS and ULS assessment and requires input as
follows:
o Flood levels
o Associated flood water velocities
• Scour assessment at both SLS and ULS conditions.
3.7.6.1 Forces Resulting from Water Flow
Water flow loads are to be determined in accordance with AS5100.2 Cl.16, with the following clarification to Cl.16.6
Forces due to debris:
The depth of the debris mat (Cl.16.6.1) is to be taken as half the flow depth including general scour, but not local
scour around piers and abutments, between the limits of 1.2 m and 3.0 m.
The cases for debris acting on piers (Cl.16.6.2) is to be taken as depicted in Figure 3.7.6.1A and Figure 3.7.6.1B.

Methodology
Figure 3-7.6.1A: Example of the full length of debris mat acting on a single pier (or abutment) only (i.e. Span
1/2 + Span 2/2 < 20 m)
Figure 3-7.6.1B: Example of 60% of the length of the debris mat acting on each of two adjacent piers (i.e. 1.2
x Span 2 < 24 m)
The average return intervals for water flow loads are as follows:
• Serviceability = As defined in AS5100.1, clause 8.3 and Table 11.1 with a load factor equal tom 1.0.
• Ultimate = As defined in AS5100.1, clause 8.3 for floods up to and including the 2000 yr ARI flood.
In addition to water flow and debris forces, the following additional water forces are to be considered:
• Forces due to moving objects. These include:

o Log impact, clause 16.7.2.
o Large item impact (including floating containers etc…), clause 16.7.3.
o Buoyancy and lift, clause 16.8.
3.7.6.2 Scour
Bridges that span creeks and flood plains are susceptible to scour erosion at the pier and abutment substructures.
It is generally required that the bridge must be designed to withstand the scour that occurs at the structure for the
100 year ARI flood event, and 2000 ARI year flood events, for SLS and ULS respectively. Estimations of scour
depth are to be included in each bridge design report.
Scour generally comprises of two components as follows (however construction activity related scour could also
occur):
• Contraction Scour or general scour

• Local scour

Methodology
Scour protection will generally be required and provided at piers and abutments to prevent localised scour during
smaller events. Generally, permanent scour protection must be designed as a flexible and adaptive measure to
minimise maintenance requirements over a 50 year Design Life. In order to achieve this, scour protection is
generally designed for the 100 year flood event. The bridge design does not rely on scour protection as a
permanent countermeasure and is provided only to minimise maintenance requirements of the area surrounding
piers and abutments.
• Scour material to be designed for the 50 year ARI flood event.

• Scour material at abutments to be placed up to the 100 year ARI flood level.
Clarifying the above:
• Piers – design taking into effects 100yr and 2000yr scour as appropriate, ignoring scour protection.
• Abutments (wall type) – design taking into effects 100yr and 2000yr scour as appropriate, ignoring scour
protection.
• Abutments (spill-through embankment type) – if the design assuming the 100yr scour depths does not
work, scour protection may be designed for the 100 year ARI flood event and an embankment of not
steeper than 1:1 may be assumed to remain after the 100 year ARI flood event for the design. If this
cannot be demonstrated hydrologically, the scour protection shall be designed for the 100yr flood event
(level and rock size).
• The substructure shall be designed taking into account scour as specified in the Hydraulic Memo specific
to each bridge. For events greater than the 100 year flood event, inclusive of the 2000 year flood event –
scour at abutments is assumed to be an equal height in front and behind the abutments.
3.7.7 Creep and Shrinkage

Creep and shrinkage effects are to be calculated for each bridge in accordance with AS5100.2 Cl. 19 and
AS5100.5 Cl. 3 using the following parameters:
• Location of works = TBD

• ε*csd,b = TBD (taken as 800x10-6 for Sydney and Brisbane)
• th = 2Ag/U, where U is the perimeter of the girder (is enclosed, U = outer perimeter + half the enclosed
perimeter)
• f’c = TBD (generally taken as 65 MPa for long term effects of precast girders with f’c = 50MPa).
3.7.8 Collision Loads

3.7.8.1 Collision from Waterway Traffic
This is calculated in accordance with AS5100.2, clause 11.6.
An equivalent static load shall be calculated in accordance with AASHTO LRFD Bridge Design Specifications. The
new bridge superstructure soffit levels are to match the existing bridge soffit levels to ±50 mm. The new bridge pile
cap levels (top and bottom) are to match any existing adjacent bridge pile cap levels as a minimum.
3.7.8.2 Collision from Road Traffic
Vehicle impact on piers is to be assessed in accordance with the requirements of AS5100.2, clause 11.2.
This is a ULS load and is defined as the application of a static load of 2700kN acting in any direction in a horizontal
plane and applied 1.2m above ground level, with a load factor of 1.0.

Methodology
3.7.8.3 Collision from Rail Traffic
Consideration of these loads is generally restricted to structures located within 20m of a rail track (taken as the
centre-line of rail tracks).
1. Collision loads on support elements. These are calculated in accordance with the requirements of AS5100.2,
clause 11.4.2 and are split into two categories as follows:
a. Supports within 10m of track centre-line (clause 11.4.2.3).
b. Support elements located between 10m and 20m from track centre-line (clause 11.4.2.4).
2. Collision loads on any other bridge or structural components within 10m of the centre-line of the rail track
(clause 11.4.3). For clarity, this is also split into two categories as follows:
a. Elements that are within 10m horizontally and 5m vertically of the centre-line of the nearest railway
track.
b. Elements above 5m and up to 10m vertically above the rail track level.
3. Collision loads within the bridge due to derailment. Unless the bridge is designed for collision loads from a
derailed train anywhere within the bridge, containment is to be provided as outlined in clause 11.4.4.2. Any
primary structural element higher than 2.0m above the rail tracks shall be designed for the collision loads
outlined in clause 11.4.3. Deviation from these requirements, including redundancy provisions for stay cables
and hangers will require approval of the relevant authority.
4. Additional requirements for bridges adjacent to railway lines are contained within ASA standard T HR CI 12030
ST, clause 18.
5. Collision Protection requirements are outlined in AS5100.1, clause 15.
a. For collision from rail traffic there are specific requirements for the protection of bridge supporting
elements as noted in clause 15.3.2. There are two approaches for pier protection as follows:
i. Use of frangible piers (clause 15.3.3).
ii. Piers other than frangible piers. This includes piers protected by deflection walls (clause
15.3.4). Design requirements for deflection walls is discussed in clause 15.3.6.
b. Protection of abutments are covered in clause 15.3.5.
c. Protection from waterway collisions is covered in clause 15.4.
3.7.9 Fire
Fire load requirements are outlined in AS5100.1, clause 22.
In addition, bridges may require having a fire resistance level specified by the relevant authorities. As an example,
ASA standard T HR CI 12030 ST, clauses 27.7 and 28.10 requirements.
3.7.10 Dynamic Behaviour

Vibration shall be considered at the SLS
Road Bridges:
• With walkways shall be assessed in accordance with AS5100.2, clause 13.2.1

• Without walkways shall be assessed in accordance with AS5100.2, clause 13.2.2
• Where deflection limits (noted in AS5100.2, clauses 7.11 and 13.2.1) are exceeded, a detailed dynamic
analysis shall be carried out in accordance with the requirements of AS5100, clause 13.2.3.
Rail Bridges
• Criteria and assessment methodology to be determined by the relevant Rail Authority.
Pedestrian & Cyclist Path Bridges:
• Dependent on Resonant Frequencies as follows:

Methodology
o Resonent frequencies for vertical vibration less than 5Hz, the vibration of the superstructure is to
be assessed as a SLS. The requirements of AS5100.2, clause 13.4 shall be applied. The
maximum vertical acceleration can be calculated in accordance with clause 13.4.2.
o Where the fundamental frequency of horizontal vibration is less than 1.5Hz, special consideration
should be given to the possibility of excitation by pedestrians of lateral movements of
unacceptable magnitude.
3.7.11 Attachment of OHW

OHW infrastructure should not be attached to Overbridges or Footbridges.
Where this is not practical due to the length or width of the bridge or constraints in the design of the OHW system,
agreement to attach OHW supports shall be obtained from the rail infrastructure manager (RIM).
Requirements shall be in accordance with the requirements of ASA T HR CI 12030 ST, clause 15.
As noted in ASA T HR CI 12030 ST, clause 24, in electrified areas the design of underbridges and associated
elements such as walkways, refuges, safety and protection screens, shall provide for earthing and bonding of
metallic components in order to mitigate touch potential hazards and corrosion of steel. Note: Electrified areas
cover the section of railway provided with 1500 V dc overhead wiring, nominally bounded by Hamilton in the north,
Kiama in the south, Bowenfels in the west and Glenlee in the south west. The design requirements for earthing and
bonding of all under-bridges in the electrified areas shall comply with the requirements set out in T HR EL 12005 ST
Bonding for 1500 V DC Traction Systems.
3.7.12 Stray Currents and Electrolysis

The designer shall assess the requirements for stray current and electrolysis prevention in the overbridge and
footbridge design. Requirements for any ongoing monitoring shall be specified in the durability plan and technical
maintenance plan (TMP).
3.7.13 Earthing and Bonding

In electrified areas, the design of overbridges and footbridges shall provide for earthing and bonding of metallic
components on the overbridge or footbridge in order to mitigate touch potential hazards and electrolysis initiated
corrosion of steel.
The design for earthing and bonding of all overbridges and footbridges in the electrified area shall comply with the
requirements in T HR EL 12005 ST Bonding for 1500 V DC Traction Systems. Earthing and bonding requirements
for low voltage shall be in accordance with ASA T HR EL 12004 ST Low Voltage Distribution and Installations
Earthing.
3.8 Load Factors and Combinations

3.8.1 Load Factors
Load factors applied to the loads described above for SLS and ULS are found in the relevant sections of AS5100.2
and summarised in Table D1.
3.8.2 Load Combinations

ULS and SLS load combinations described in AS5100.2 Cl.23 shall be considered in the design. A summary of ULS
Load Combinations is found in Table D3. Some typical combinations are shown below.

Methodology
3.8.2.1 ULS Load Combinations
1. PE + ultimate thermal effects
2. PE + ultimate thermal effects + serviceability traffic loads
3. PE + ultimate traffic loads
4. PE + ultimate traffic loads + serviceability flood loads*
5. PE + ultimate traffic loads + serviceability thermal loads
6. PE + ultimate collision load
7. PE + ultimate wind load
8. PE + ultimate wind load + serviceability thermal loads
9. PE + ultimate flood loads
10. PE + earthquake
* Not as per AS5100.2, however PC specified this additional load case to be checked as the bridges are required to
be open to traffic under 1 in 100 year ARI flood events.
3.8.3 Deck Joints

The deck joint movement shall be assessed under the load combinations in Table 3-.
Refer to BTD 2008/10 for Bridge Deck Joint Selection, Design, Installation and Maintenance.
Table 3-8.3: Deck Joint Movement Criteria
Load Case Comments (Typical for standard

bridges using strip seal type joints)
Opening Movements
ULS PE (Creep and Shrinkage) + ULS Thermal (cold) + SLS Opening must not exceed 125 mm
Braking
ULS PE (Creep and Shrinkage) + ULS Thermal (cold) Opening must not exceed 85 mm
Closing Movements
SLS PE (Creep and Shrinkage) ULS Thermal (hot) + SLS Braking Opening must not close to zero
Notes:
• Limit stated in notes includes the joint opening at installation of 38 mm.

• Movements due to live load surcharge need not be considered.
• Movements due to earthquake need not be considered.
• Joint closing to zero is permitted immediately after installation (no creep and shrinkage, ULS Thermal (hot)
+ SLS Braking).
3.8.4 Bearings
The bearings will be designed under the following horizontal load cases:
1. SLS PE (Creep and Shrinkage) + SLS Thermal (worst case under hot or cold)

Methodology
Notes:
• The bearing design need not include earthquake loads, however for BEDC I and BEDC II bridges the use
of friction to transfer loads through the bearings may be used.
• Braking loads to be designed for on a bridge-by-bridge case basis. If bearings cannot resist braking forces,
a buffer bearing may be provided at the abutments with the load resisted by passive pressure.
3.9 Construction Sequence

For analysis and design purposes, the following sequence is typically adopted:
• Girders erected 30 days after casting of girders.

• Deck poured 60 days after casting of girders.
• Link slabs poured 90 days after casting of girders (Refer to BTD 2008/09).

Methodology
4 Design Process
The design process is generally dictated by the client with deliverable stages and requirements noted in the SWTC.
This generally comprises the following stages:
4.1 Preliminary Design Stage

This stage roughly represents a 25% complete stage. It is common for a reference design to be provided by the
client which can be used for the development of this stage. In some instances, such as Tender Designs, the
process actually stops at this stage and there is a preceding stage – Options Development and Assessment. It is
also sometimes common for more than one option to be developed to Preliminary Design Stage. The following is
generally the requirement for a preliminary design, based on a specific reference design of one carried forward
option only.
At this stage the geometric form and behaviour of the bridge is determined. This stage basically locks in the bridge
concept for development during Detailed Design. This submission forms the basis for inter-discipline coordination.
Changes affected beyond this stage pose major project risks. Approval from the client to proceed beyond this stage
is required.
The general items requiring resolution include:
• Bridge Alignment (both horizontal and vertical). This is developed in association with the road designers and
includes:
o Required bridge width between kerbs
o Requirements for walkways.
o Clearances
o Constraints
o Utilities requirements
o Maintenance access requirements, such as requirement for access benches and access stairs at
abutments
• Bridge form including:
o Site envelope requirements
o Span configuration
o Superstructure type and required depths
o Substructure envelopes
o Containment and edge protection types
• Bridge behaviour including:
o Vertical Load Paths
o Longitudinal Load Paths
o Transverse Load Paths
o Articulation:
▪ Joint locations
▪ Substructure / Superstructure Interface and bearing types
• Review Environmental Compliance requirements and have these incorporated within the design.
• Develop Design Criteria.
• Determination of the proposed construction methodology.
• Preparation of a Preliminary Design Report.
4.2 Detailed Design Stage

This stage roughly represents a 50% - 80% complete stage. It is sometimes split into Initial Detailed Design Stage
(approximately 40% complete) and Substantial Detailed Design (approximately 80% complete). For the 50% - 80%

Methodology
combined submission, the geometric form and behaviour of the bridge has been inherited from the Preliminary
Design. This stage basically locks in the bridge concrete outlines and detailing of associated bridge furniture
including barriers (traffic and pedestrian), screens, joints and bearings. It also includes typical reinforcement details
(both prestressed and non-prestressed), sufficient for a proof check to occur. At this stage an updated report
(Detailed Design Report) accompanies the drawings and together form the basis for independent proof checking
and verification. The following items are typically addressed at this stage:
• Detailed design of the bridge superstructure and substructure. This will take into account the inputs
received from the other disciplines including (but not limited to):
o Topographic survey results.
o Geotechnical investigation and interpretive assessment.
o Hydraulic assessment
o The results of this design are typically captured in a design actions summary within the report.
• Detailed design of any precast concrete pretensioned girders including calculation of girder hogs and
bearing mortar pads. This is used in order to determine set-out levels for the bridge substructure as well as
concrete deck thicknesses along the length of the bridge.
• Incorporation of Durability requirements (including identification of appropriate specifications) identified by
the SWTC, Standards and any specific Durability Assessments (including testing) carried out. It is
common for the inclusion of a preliminary maintenance diary with this stage submission.
• Carry out a Safety-in-Design, Constructability, Risk and Human Factors Workshop with mitigation
measures included within the design.
• Incorporation of all stakeholder comments that were based on the Preliminary Design submission.
• Formal approval from the client is generally not required to continue beyond this stage.
4.3 Final Detailed Design Stage

This stage roughly represents a 100% complete stage. This stage is generally used as an “Approval for
Construction” issue and can sometimes be called an AFC Issue.
At this stage the following generally occurs:
• All relied upon inputs have been checked, signed off and details incorporated into the design.
• All details are completed including addition of all reinforcement, modelled and drafted in accordance with
the requirements of the SWTC.
• All durability details are incorporated into the design including any modified specifications required and
finalised maintenance diaries. This may also include a list of Hold and Witness Points (taken from the
specifications) that get included within the construction team’s ITP’s.
• Carry out an updated Safety-in-Design, Constructability, Risk and Human Factors Workshop with final
mitigation measures included within the design and risks to be passed on to the contractor identified and
reported.
• Incorporation of all stakeholder comments that were based on the Detailed Design submission.
• Certification process completed with certificates received and included in the submission as follows:
o Designer certification
o Proof Checking / Independent Verification certification
4.4 Issued for Construction

This stage is the final submission. This is the submission that contractor’s rely upon for construction and should
contain all necessary information required for the construction of the bridge.
This issue is generally limited to a drawing issue (including any 3D models) only. There is generally no IFC report
with the submission.

Methodology
5 Preliminary Design - Analysis Methodology

A preliminary design example – SYDNEY GATEWAY (PROPOSED BRIDGE SB02) is included in Appendix A

Methodology
6 Detailed Design - Analysis Methodology
6.1 Geometry
Refer to the Initial Detailed Design (IDD) issue General Arrangement drawings for the geometry and layout of each
bridge.
The analysis methodology as described in the following sections is relevant for simply supported prestressed super
tee girder bridges. The substructures differ between bridges, however the general methodology described can be
applied to all.
6.2 Structure Modelling

6.2.1 Superstructure
6.2.1.1 Grillage Model
As all the girders are simply supported, a simple grillage of the girders and deck only will be used. It is anticipated
that only one grillage model per type of girder be used and the same results used for the different substructures. A
separate model shall be run for the shear and torsion analysis (see Table 6-1 for section properties).
The grillage should have transverse members running perpendicular to the main members even if the bridge is on a
skew.
The grillage is set up with the members shown in Figure 6-1.
Figure 6-1: Indicative Superstructure Grillage Model
The deck grillage will be setup horizontally, with the cross fall across the deck and vertical curvature ignored
(vertical curvature will be considered in the sub structure model). Both the longitudinal and transverse members are
modelled in the same plane.
Longitudinal girder members: each composite beam will be modelled as a spine beam along the beam centreline.
The longitudinal spine beams will be given section properties appropriate to the construction staging of the bridge.

Methodology
Determine section properties for composite section. Include the effective width of deck. Use gross section
properties for composite girder. Note, use the transformed section since the deck has a different Young’s Modulus
(E) than the girder. The torsional stiffness of the girder is assumed to be 100% or 20% of the gross torsional
stiffness – refer to Table 6-1 for when to consider each stiffness, and AS/RMS 5100.5 section 6.2.3.
Transverse slab members: the deck slab will be modelled as discretely spaced transverse members spanning
between the girders. The transverse members at the edge will follow the horizontal curvature of the deck (if any) to
represent the correct tributary area.
The members will have rigid offsets located from the longitudinal girders to the centreline of the webs. The spacing
of transverse members is chosen to be 10% of the girder length or 2.5m max. A reduced spacing to say 1m should
c = 2i? be used at the end of the girders to ensure accurate shear force output at the design location.
Use cracked I section properties for deck (Ie =0.5Ig). The same stiffness reduction value is used to determine the
effective stiffness of the slab in both directions. The torsional stiffness of the transverse member is assumed to be
0.5J where J = b.d3/3. The transverse member is a portion of a slab, and the torsional stresses derived in the model
are effectively bending moments in a direction other than the principal directions. Therefore, the same effective
stiffness will be used i.e. 0.5J.
Edge member: Additional dummy members will be placed along each longitudinal edge of the carriageway for the
application of barrier loads. The edge barriers are jointed to prevent composite structural action i.e. acting like a
longitudinal stiff member.
End diaphragm (if applicable): use cracked I section properties (I e=0.5Ig). Torsional stiffness is either zero, or use
0.1J (allowing for a cracked section). If the torsional stiffness is used, check that the section can carry the torsion
forces derived from the model or the results will be invalid.
• n = Esteel / Econc
• For the analysis of long term shortening effect, 0.5 Ig of concrete section will be used for the columns and
piles. This assumption should be reviewed by checking extent of transformed cracked section.
6.2.1.2 Loads
Apply each load case separately to the model, i.e. only use one live load lane for one load case rather than
combining several live load lanes for one load case. By doing this, it will allow the loads to be combined to provide
the worst load cases for both superstructure design, and also substructure reactions. Note, using the moving load
generator, it is simpler to have each scenario considering one, two or three lanes.
The reactions from this model are applied to the separate substructure models.
6.2.1.3 Link Slabs
The link slabs will be designed using an equivalent bending moment derived from the rotation of the girders due to
live load, as shown in Figure 6-2. The length of the member is the length of the debonded zone.
Figure 6-2: Link Slab Design
6.2.2 Substructure
The substructure will be analysed using three simple models.

Methodology
6.2.2.1 Longitudinal Load Distribution
A simple line model with spring supports will be used to determine the distribution of the longitudinal loads (i.e.
creep, shrinkage, thermal and braking) between supports.
Each horizontal spring has the longitudinal stiffness derived from the support frame and shear stiffness of bearings
i.e. Ktotal from 1/Ksupport frame + 1/Kbearings = 1/Ktotal
The output reactions are then inputs as each load into the 3D substructure models.
Figure 6-3: Indicative Longitudinal Load Distribution Model
6.2.2.2 Substructure Frames
Substructure support frames are modelled as 3D frames with Winkler springs as appropriate for the soil profile at
each bridge. The longitudinal analysis of the substructure frames is treated separately, with the loads applied being
the reactions from the longitudinal load distribution model.
The frames are set up with the members shown in Figure 6-4.
Figure 6-4: Indicative Substructure Frame Model
Outriggers: Rigid outriggers from the crosshead are modelled to apply the reactions from the superstructure grillage
to account for unbalanced loads. The lengths of the outriggers are from the centreline of the piers to the bearing
centrelines, also taking into account the tolerances from girder installation. This tolerance is in RMS specification
B110, Table B110.1, and is the greater of 0.06% L or 10 mm. The out of tolerance limit of bearing installation is ±
20 mm. The larger of these tolerances shall be used, and not added.

Methodology
Piles: If a column extension is less than 1500 mm, then the pile casing shall be taken up to the crosshead.
Steel tubes with concrete plugs: To take into account the non-composite action between the steel tube and
concrete at the ends of the plug, the capacity of the cased piles shall be assumed to be:
Figure 6-5: Cased Pile Capacity
The capacity of the pile is to be taken as the superimposed capacities of the concrete and steel, and the true
composite capacity only calculated if the pile demands are required. Corrosion of the steel tube should be taken
into account in the calculation of the capacity.
Winkler springs are to be removed to take in to account the effects of scour. A sensitivity analysis should be
undertaken with 50% and 200% spring values.
If precast crossheads are used, the out of tolerance of the piles are ± 25 mm for the cast-in-situ column extensions,
and ± 75 mm for piles. This out of tolerance should be taken into account in the capacity of the pile to crosshead
connections.
6.2.2.3 Transverse Load Distribution
For horizontal loads in the transverse direction, the substructure frames are to be connected with a single rigid
spine beam representing the superstructure to distribute the transverse loads between the piers and abutments.

Methodology
Figure 6-6: Indicative Substructure Model for Transverse Load Distribution
Alternatively, a 3D spine model including the bearing elements may be used to simulate longitudinal and transverse
load distribution between substructure frames, in place of the three simple models described above.
6.3 Section Properties

Engineering judgement should be used to specify the section properties depending on the element and scenario
under consideration.
A guide to the member properties of each element is shown in Table 6-1:
Table 6-1: Member Properties
Element Cross Section, A Moment of Inertia, Ie Torsional Stiffness, Je

Composite Super Tee beams Gross Area Ig (approximate as a
and slab rectangular tube)
0.2 Jg for ULS and
calculation of
torsional
reinforcement.
Jg for SLS* and checking
requirements for torsional
reinforcement.
Pinned Rigid Stiff Stiff Zero
Transverse Outriggers

Methodology
Element Cross Section, A Moment of Inertia, Ie Torsional Stiffness, Je

Girder Crossbeam Gross Area 0.5 Ig 0.1 Jg
(Abutment diaphragm),
where applicable
Deck slab Gross Area 0.5 Ig 3
0.5 x bd / 3
Abutment crosshead Gross Area 0.5 Ig 0.1 Jg
Pier crosshead Gross Area 0.5 Ig 0.1 Jg
Bored Piles Gross Area 0.5 Ig** Zero
Cased Piles/Columns Gross Area 0.8 Ig conc** + Zero
Conc + Steel x n Ig steel x n
Pier column Gross Area 0.5 Ig** Zero
*Based on a check against Tuc.
** Based on a check against Mcr.

Methodology
7 Design Methodology
7.1 Superstructure Design and Detailing

• Generally in accordance with the requirements of AS5100. Concrete elements are to be designed in
accordance with BTD 2017/02
• Super T’s requiring partial prestress design to note limiting stress range given in AS5100.5 Cl 8.1.6.2 for
stresses at transfer and Cl 8.6.2 for crack control
• Deck reinforcement is to be a minimum of N16-150 each face, each way.
• Deck joints are to be positioned such that the maximum deck length between joints is compatible with the
type of deck joint and bearings being used. For the use of strip seal type joints, this is typically 120 m.
Deck joints are to be detailed as per manufacturer’s requirements. For strip seals, there is typically a 38
mm installation gap.
• Protection screens are to be provided on all overbridges. Protection screens shall extend to the EJ’s at
each end of the bridge with their height tapering to nothing over 3 panels. Notwithstanding this, the full
height section of screens shall extend 6 m beyond the extent of road carriageways below. Protection
screens shall be in accordance with BPC2003/08.
• Approach slabs shall typically be 6 m in length unless noted otherwise in the SWTC..
• Super Tee girder end diaphragms shall be designed as follows:
a) 1000 deep girders to have scabbled ends for a depth of 600 mm from top of girder with couplers.
b) 1200 deep girders to have scabbled ends for a depth of 750 mm from top of girder with couplers.
c) 1500 deep girders to have a blockout of 600 mm from top of girder.
d) 1800 deep girders to have a blockout of 600 mm from top of girder.
7.2 Substructure Design and Detailing

• Generally in accordance with the requirements of AS5100. Concrete elements are to be designed in
accordance with BTD 2017/02.
• For super tee girders, lateral restraint blocks shall be in accordance with RMS Standard Drawing B0216.
• For super tee girders, bearing details shall be in accordance with RMS Standard Drawings B0214 and
B0215.
• For any bridge which is adjacent to an existing bridge, the new bridge piers should generally be aligned
with the existing bridge piers.

Methodology
Appendix A – Design Example
Revision No: A Document Number: SPA-JGA-TEM-ENG-PWE-0-0038 APPENDIX

PROTECTED
BREAKING
LOADS
EARTH
PRESSURE

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Sydney Program Alliance Lecture Notes:

Structural Design Criteria, Analysis and Design

Rev Date Prepared by Reviewed by Approved by Remarks

Revisions and Distribution

Revision No: 1 Page 2 of 35

Revision No: 1 Page 3 of 35

Revision No: 1 Page 4 of 35

5 Preliminary Design - Analysis Methodology..................................................... 28

Revision No: 1 Page 5 of 35

1.1 Bridges Overview

1. Spans within the range of 10m to 100m

1.2 Functions / Types of Bridges

1.3 Scope of Document

1.4 Standard Units

Revision No: 1 Page 6 of 35

1.5 Aesthetic and Visible Criteria

1.6 Engineering Standards

1.6.2 Standards and Reference Documents

Australian Standards and Other Reference Documents

Revision No: 1 Page 7 of 35

Australian Standards and Other Reference Documents

Revision No: 1 Page 8 of 35

2.2 Design Life

Table 2-2: Design Life

Asset Item Asset Sub-Item Design Life (years)

Substructure Bored Piles 100

2.3 Geometric Requirements

2.3.1 Bridge widths / clearances

Revision No: 1 Page 9 of 35

2.3.2 Edge Protection

Revision No: 1 Page 10 of 35

2.3.3 Deck Drainage

For clarity, ideally there should be no scuppers or drainage lines on overbridges.

2.4.1 Concrete Exposure Classification and Cover to Reinforcement

Revision No: 1 Page 11 of 35

2.4.2 Provision for Future Cathodic Protection

2.4.3 Use of Stainless Steel

2.4.4 Steel Exposure Classification and Corrosion Rates

• Power (HV and LV)

Revision No: 1 Page 12 of 35

3.1 Dead Loads

• Prestressed Concrete – 26.0 kN/m3

The weight of the barrier is determined on a bridge-by-bridge basis.

3.2 Superimposed Dead Loads

• Asphaltic concrete – 22 kN/m3

3.3 Road Traffic Loads

3.3.2 Heavy Load Platform (HLP) Loads

• Dynamic load allowance of α = 0.1.

Revision No: 1 Page 13 of 35

3.3.3 Distribution of Road Traffic Loads Through Fill

Figure 3-3.4: Construction Vehicle Loading Diagrams

• Loads represent maximum working wheel loads;

3.3.5 Centrifugal Loads

Revision No: 1 Page 14 of 35

3.3.6 Braking Loads

3.3.7 Fatigue Load Effects

3.3.8 Traffic Barrier Loads

All overbridges generally will have medium performance barriers.

3.4 Rail Traffic Loads

3.4.2 Light Rail Loads

• Dynamic load allowance in accordance with AS5100.2 (section 9.5).

Revision No: 1 Page 15 of 35

3.4.3 Centrifugal Loads