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Figure 1. Cross section of AHB extension bridge supporting the under-slung Pathway 1
3910504/ AHB Pathway Structural Feasibility Study Summary Rev 8 (April 2012)
Item 8.1 A
within the future 20 year period, however, it is recognised that these areas can be strengthened further to increase load-carrying capacity. For all options most areas of the bridge were found to have sufficient traffic load growth margins. However, the structural capacity of centre of the navigation span was the limiting factor and assessment findings described in this summary relate only to that critical area of the bridge. The 4.0m and 3.2m wide options were found not to satisfy assessment standards using full unrestricted pedestrian loading. The 2.5m wide option was assessed to have a traffic load growth margin representing approximately 10 years of estimated traffic load growth. This option, however, was deemed unacceptable by the Pathway Group on aesthetics and operational safety grounds. To summarise the assessment findings for an unrestricted access pathway: 4m wide pathway was found to have a shortfall in bridge capacity of approximately 8% of Assessment Loading and a shortfall of 18% for the anticipated traffic loads in 2031 3.2m wide pathway over spans 1,2 and 3 was found to have a shortfall in bridge capacity of approximately 1% of Assessment Loading and a shortfall of 11% for the anticipated traffic loads in 2031 2.5m wide pathway was found to comply with standards for the Assessment Loading but to have a shortfall in capacity of approximately 4% for the anticipated traffic loads in 2031
In conclusion the box girder structure was found to have insufficient capacity to carry the Assessment Loadings for unrestricted pedestrian use. In order to find an acceptable feasible solution that provided the required margin for NZTA's unrestricted future operation of the AHB a reduction in Pathway loading was found to be necessary.
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3910504/ AHB Pathway Structural Feasibility Study Summary Rev 8 (April 2012)
Special events would be specifically catered for, for example, by arranging traffic lane closures on the bridge. An appropriate operation and management plan will be prepared by the Pathway Working Group to identify measures to enforce the proposed load limiting strategy. If a reduction in standard code-derived pedestrian loading were permitted by NZTA a range of people numbers allowed on the Pathway at anyone time was estimated, depending on the weight of the facility and other load effects yet to be assessed fully. Further pathway design development and detailed bridge assessment is necessary before the full extent of load effects can be accurately determined and so the numbers of allowable pedestrians on the bridge are an approximation at this stage. The estimated maximum number of people that could be allowed on a 4m wide Pathway at anyone time are based upon anticipated traffic loading predicted from future growth in heavy vehicle percentages. Due to the uncertainties in estimating these people numbers they are not a reliable basis for any economic feasibility of the Pathway. The estimated number of people that could be allowed to use the Pathway at anyone time based upon March 2011 traffic loading for the critical 3-4pm weekday period was found to be approximately 600. Based on anticipated 3-4pm weekday period traffic loading predicted from future growth in heavy vehicle percentages, the estimated number of people that could be allowed to use the Pathway at anyone time in 15 years time was found to be approximately 350. Care must be taken when using historic data to predict future traffic growth as changes in lane use, heavy vehicle regulations, economic growth and other extemal factors can cause an increase in loading in a short period of time. The maximum pedestrian numbers would need to be reduced in the future if traffic loading increased. Traffic loading would need to be monitored at regular intervals to make sure the bridge capacity was never exceeded. Measured traffic loading would be used to determine the reductions in numbers of pedestrians that may be necessary to allow unrestricted vehicular use of the bridge. In the following stages of the project optimisation of these numbers will be sought by investigating the potential for: A lighter or narrower Pathway Control limits on pedestrians or segregation of cyclists in the critical spans Adjustment of traffic loading in the future.
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The key variables were assessed to be traffic and temperature load effects which have dominant impacts on the bridge. The final maximum people numbers estimated above cannot be determined until further assessment of these effects is available including the results of wind tunnel tests. At this feasibility stage normal load factors have been applied in the assessment. In addition to its proposal to control pedestrian live load the Pathway Working Group has also proposed to more accurately determine the weight of the final pathway by weighing units and components and thus apply a reduced dead load factor. The departure from the design standards for reductions in pedestrian loading would need to be approved by NZTA. The Pathway Group has also suggested that it would like to consider the possibility of a reduction in load factors using probabilistic analysis of loading combinations applying alternative approaches such as embodied in European standard EN 1990. This could be investigated as the project is progressed beyond feasibility. The further development of designs and the appraisal of alternative design criteria will form part of the next stages of the project.
5 3910504/ AHB Pathway Structural Feasibility Study Summary Rev 8 (April 2012)
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NZTA. approval of departures from NZ standards Risk assessment Design standards and design brief to be a~reed Preliminary design of pathway Wind tunnel testing of effects on AHB Concept design of strengthening Detailed assessment of box girder structure Cost estimates to be developed Detail design of pathway and bridge strengthening
A number of further issues are to be addressed for the project such as resource consents, funding, operational safety, maintenance and management arrangements that have not been included in this study. This summary outlines the findings of the technical feasibility study of the structural effects of the proposed pathway on the existing extension bridge.
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Item 8.1 B