Anda di halaman 1dari 111

vicroads

2005/08

Bridge Technical Note

TEMPORARY PRECAST CONCRETE BARRIERS FOR


TL-3 LOADING
1.

GENERAL

This technical note supersedes technical note 2005/003 Retrofitting of temporary precast concrete barriers
for TL-3 loading. It is for use on all Victorian roads.
From 1 January 2006, the Worksite Safety Traffic Management Code of Practice, introduced under the
Road Management Act in December 2004, imposes new requirements.
The 6 m New Jersey profile concrete barriers which have commonly been used by VicRoads contractors
with steel box section connectors have not been tested for compliance with the NCHRP 350 test level 3 (TL3) requirements.
Six metre New Jersey profile concrete barriers fitted with pin and loop connections have been tested in
America and have met the NCHRP 350 test level 3 (TL-3) requirement.
This technical note provides drawings for both the retrofitting of pin and loop connections to VicRoads
existing 6 m New Jersey profile concrete barriers and for new barriers to comply with the performance
requirements of successfully tested systems. The retrofit and new barrier designs comply with Clause 2.3.16
of AS/NZS 3845-1999.
2.

DEFINITIONS

Temporary concrete median barrier The barriers referred to in this technical note are those shown on
standard drawings 181702 and 181703 (refer Appendix Three).
Test Level 3 (TL-3) Is a test level specified in the Transportation Research Board-National Cooperative
Highway Research Program Report 350 (TRB-NCHRP 350) Recommended Procedures for the Safety
Performance Evaluation of Highway Features.

VERSION:

1.0

DATE:

December 2005

Page 1

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading
3.

WORKSITE SAFETY TRAFFIC MANAGEMENT CODE OF PRACTICE AND


AUSTRALIAN STANDARD REQUIREMENTS

The Worksite Safety Traffic Management Code of Practice states that AS/NZS 3845-1999: Road Safety
Barriers, shall be used to determine barriers that are to be used at worksites. In particular the Code states that
AS 1742.3-2002 provides that all safety barriers shall conform to the requirements of AS/NZS 3845-1999.
AS/NZS 3845-1999 provides that
(a) all road safety barrier systems and crash attenuators shall be tested in accordance with the
procedures specified in this (AS/NZS 3845-1999) Standard; and
(b) NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of
Highway Features (NCHRP 350) shall be the basis of testing procedures for safety barriers.
AS/NZS 3845-1999 states that barrier systems shall be tested. For all barrier systems including precast
concrete pin and loop barriers AS/NZS 3845-1999 allows for modifications through clause 2.3.16.
Clause 2.3.16 Modifications
Modifications shall not be made to any road safety barrier system, unless crash testing, computer
simulation or other professionally accepted methods show that the change is acceptable.

4.

DESCRIPTION OF THE IDAHO TRANSPORTATION DEPARTMENT (ITD) BARRIER

The VicRoads retrofit and new barrier designs are based on the successfully tested pin and loop style
connection system developed by the Idaho Transportation Department (ITD). The ITD barrier has been
accepted by the American Department of Transportation Federal Highway Authority (FHWA) as meeting the
TL-3 requirement (refer Appendix One).
Drawings of the barrier are attached in Appendix Two. The barrier consists of two loops projecting from
each end of the precast barrier. The loops are formed from 19 mm diameter bar of grade A36 steel which
has a nominal yield strength of 250 MPa (36 ksi). Loops from adjacent units overlap so that a 32 mm
diameter pin can be inserted through the loops. The loops project from the concrete surface to allow
approximately 10% rotation between barrier units.
Details of tests on the ITD barrier (with deflection data) are given in Appendix One.

5.

RETROFIT OF EXISTING VICROADS TEMPORARY CONCRETE BARRIERS

A retrofit to VicRoads concrete median barriers and standard drawings for the barriers are shown in
Appendix Three. The retrofit designs are based on the ITD connection system.
Anchor Mk A
A 16 x 30 mm steel plate, Grade 350 to AS/NZS 3678, galvanised and bent around a 64 mm diameter pin
forms the lower loop.
Anchor Mk B
A 16 x 30 mm steel plate, Grade 350 to AS/NZS 3678, galvanised and bent around a 64 mm diameter pin
forms the upper loop. The upper loop is connected through a 20 mm thick steel plate that is anchored by two
20 mm diameter plain Grade 500 E bars. The bars are embedded so that they will transfer load into the mesh
reinforcement of the existing barrier. The E Grade bars were chosen for their strength and ductility to
provide an additional factor of safety over the ITD system.
The existing VicRoads barriers have a F718 mesh which provides less reinforcement longitudinally than the
ITD system which utilises 3 No. 16 mm diameter bars on each face of the barrier. The VicRoads barrier is
100 mm wider than the ITD system.
VERSION:

1.0

DATE:

December 2005

Page 2

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

The retrofit provides for approximately 8-10 degrees of rotation at the connection compared to 10 degrees
with the ITD system. The difference in rotation capacity is not considered to be significant with respect to
modifying the performance of the temporary barrier system.
The mass of the retrofit barrier is approximately 4500 kg compared to the ITD tested segments weights of
3630 kg.
Prior to retrofitting, it shall be certified by a firm prequalified with VicRoads to CS level that the barrier to
be retrofitted was designed in accordance with the drawings shown in Appendix Three. This may involve
the use of a cover meter to confirm the details of reinforcement and taking physical measurements of the
units.

6.

NEW TEMPORARY PRECAST CONCRETE BARRIERS

A new VicRoads temporary concrete median barrier design is shown in Appendix Four. The design is based
on a modification to the ITD tested system (refer to Appendix Two).
The new VicRoads temporary concrete median barrier utilises the New Jersey shape as the ITD barrier has
this shape. The FHWA has no plans to limit the use of the New Jersey shape or require the use of F-shape
barriers for temporary applications. The FHWA has found that as temporary barriers deflect upon impact,
there is not as much difference in the performance of the two barriers. (Reference 8).

7.

ALTERNATIVE DESIGNS

Temporary barrier designs consistent with Clause 2.3.16 of AS/NZS 3845-1999 shall be designed by firms
prequalified to CS level and proofed by firms of PE level. For details of VicRoads Prequalification scheme
refer to the VicRoads website (www.vicroads.vic.gov.au).

8.

INSPECTION OF TEMPORARY ROADSIDE BARRIERS

Barriers shall be inspected in accordance with AS/NZS 3845-1999 Section 2 Road Safety Barrier Systems
and Crash Attenuators. Barriers which show damage such as cracking and spalling of concrete from a
collision shall be removed from service.
9.

INSTALLATION OF TEMPORARY ROADSIDE BARRIERS

Temporary barriers as detailed on Drawings 479899, 479917 and 479918 shall be connected with connecting
pins as shown. The barrier installation shall be in accordance with this technical note and the requirements
shown on the ITD barrier drawing G-2-A-1.
The ITD barrier was tested for installation onto aged chip-sealed asphalt. Installation on other materials
needs to be justified.
The position of the barrier in relation to the asphalt shall consider both the installed and deflected positions
from impact. Refer to G-2-A-1 drawing by ITD (Appendix Two).
The end treatment for the barrier shall be site specific. The end of the barriers may be tapered until they are
outside the clear zone. The clear zone width which varies due to factors such as 85th percentile speed can be
assessed based on Figure 3.9.2 of the VicRoads Road Design Guidelines, Part 3 Cross Section Elements.
Appropriate end treatments as listed in Road Design Note 9-12a should be used unless the barrier can be
terminated outside the clear zone.

VERSION:

1.0

DATE:

December 2005

Page 3

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading
Where barriers cannot be terminated outside of the clear zone, barriers shall be placed to shield the worksite
from errant vehicles that leave the traffic lane upstream of the worksite. The length of barrier required
beyond the worksite to provide protection from errant vehicles is defined as the Barrier Length of Need, LON
-Refer Fig 1. The LON required for barrier installations parallel to traffic lanes and flared away from traffic
lanes at a rate of 1: 10 are provided in Tables 1 & 2 respectively.

Roadworks
Speed Limit
(km/h)
Barrier
Offset
(m)
1.0
3.0
5.0
7.0

100

80

Barrier Length of Need, LON


90
70
45
25 5

60

(m)

70
45
25 5
0

45
25 5
0
0

Table 1 Length of Need for Barriers Parallel to Traffic Lane


Roadworks
Speed Limit
(km/h)
Barrier
Offset
(m)
1.0
3.0
5.0
7.0

100

80

Barrier Length of Need, LON


45
35 5
25 5
15 5

35 5
25 5
15 5
0

60

(m)
25 5
15 5
0
0

Table 2 Length of Need for Barriers Flared at 1:10 from Traffic Lane
Notes:

1.
2.

VERSION:

Roadworks speed limit is the speed limit applicable during working hours for the work site.
Barrier offset is the distance between the barrier and the edge of the nearest approach direction
traffic lane.

1.0

DATE:

December 2005

Page 4

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading
3.
4.
5.
6.
7.
8.

Barrier Length of Need (LON) is the length of barrier required measured from the point in the
work site closest to approaching traffic to the end of the barrier. The length of any barrier end
treatment should be added to the LON
Where the LON is less than the minimum length of barrier required for the barrier to be
effective at the appropriate NCHRP 350 Test Level at the start of the work site, the minimum
length of barrier required for it to be effective shall be adopted instead of the LON.
Those lengths annotated in Tables 1 and 2 are less than the minimum length of barrier required
beyond the work site for the VicRoads retrofit design to be effective to NCHRP 350 Test
Level 3 at the start of the work site.
Flaring of barriers away from traffic lanes at taper rates of up to 1:10 is only acceptable where
the terrain between the traffic lane and barrier is traversable and relatively flat, with a
maximum cross slope of 10 (H): 1(V).
Interpolation of LON within Tables 1 & 2 for barrier offsets other than those listed and between
Tables 1 & 2 for barrier flare rates less than 1:10 is acceptable.
Where site constraints prevent the adoption of LON as per Tables 1 & 2, the maximum length
of barrier possible beyond the worksite shall be installed together with other appropriate
measures to minimise the risk posed by errant vehicles.

For the VicRoads retrofit design, it is considered that at least 36m of barrier shall extend past each end of the
areas of works to be protected to ensure that the barrier will be effective to NCHRP 350 Test Level 3
throughout the work site. At least 18 metres of the barrier that extends past the area of works shall be
parallel with the road alignment. To comply with AS 3845 Clause 2.3.16 lesser lengths shall not be used
unless crash testing, computer simulation or other professionally accepted methods show that a lesser length
is acceptable.
For alternative temporary barrier designs, the length of barrier required past the work site for the barrier to be
effective at the appropriate NCHRP 350 test level shall be determined as part of the design.
For proprietary barrier systems, the length of barrier required past the work site for the barrier to be effective
at the appropriate NCHRP 350 test level shall be determined in accordance with the manufacturers
specifications.

10.

BARRIER IDENTIFICATION

Barriers shall be identified in accordance with AS/NZS 3845-1999 clause 2.3.5. In addition to the
requirements of AS/NZS 3845-1999, the performance level, date of construction, and VicRoads drawing
number for all retrofitted and new barriers shall be clearly marked on the barrier. For alternative designs,
VicRoads drawing numbers can be obtained from the VicRoads Plan Filing Department located within
VicRoads Design. A copy of the drawings shall be lodged with the Plan Filing Department so that VicRoads
can monitor the performance of these barriers.

11.

REFERENCES
1.
2.
3.
4.
5.

VERSION:

Idaho Transportation Department standard drawings G-2-A-1 sheets 1 and 2 of 2 (refer


Appendix Two).
Road management Act 2004, Worksite Safety Traffic Management, Code of Practice ,
Victoria Government Gazette No. S276 (available on VicRoads website
www.vicroads.vic.gov.au)
TRB-NCHRP Report 350. Recommended Procedure for the Safety Performance Evaluation of
Highway Features (available from
www.safety.fhwa.dot.gov/roadway_dept/road_hardware/nchrp_350.htm)
AS/NZS 3845-1999 Road safety barrier systems (available from www.standards.com.au).
AS 1742.3-2002 Manual of uniform traffic control devices (available from
www.standards.com.au)
1.0

DATE:

December 2005

Page 5

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading
6.
7.
8.

9.

VicRoads website (www.vicroads.vic.gov.au) for details of the VicRoads prequalification


system.
Road Design Note 9-12a Accepted safety barrier products (available from VicRoads website
www.vicroads.vic.gov.au)
Letter dated July 17, 2000 from James E. St. John, Federal Highway Administration to Mr
Freddie Simmons, Florida Department of Transportation (available from
http://www.dot.state.fl.us/construction/download/ConstConf04/pdf%20files/Temporary%20Tra
ffic%20Railing%20Barrier.pdf)
VicRoads Road Design Guidelines, Part 3 Cross Section Elements (available from VicRoads
bookshop www.vicroads.vic.gov.au)

MIKE VEREY
PRINCIPAL BRIDGE ENGINEER
Contact Officers
Author: Dr Andrew Sonnenberg
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: vereym@vrnotes.roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded.
Bridge Design File No: 4688
This technical note supersedes technical note 2005/003 Retrofitting of temporary precast concrete barriers
for TL-3 loading

VERSION:

1.0

DATE:

December 2005

Page 6

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

APPENDIX ONE ACCEPTANCE LETTER FOR THE ITD PRECAST CONCRETE BARRIER

VERSION:

1.0

DATE:

December 2005

Page 7

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

VERSION:

1.0

DATE:

December 2005

Page 8

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

VERSION:

1.0

DATE:

December 2005

Page 9

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

VERSION:

1.0

DATE:

December 2005

Page

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

VERSION:

1.0

DATE:

December 2005

Page

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

APPENDIX TWO DRAWINGS FOR THE ITD PRECAST CONCRETE BARRIER

VERSION:

1.0

DATE:

December 2005

Page

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

VERSION:

1.0

DATE:

December 2005

Page

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

APPENDIX THREE RETROFIT TO VICROADS TEMPORARY MEDIAN BARRIER

VERSION:

1.0

DATE:

December 2005

Page

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

VERSION:

1.0

DATE:

December 2005

Page

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

VERSION:

1.0

DATE:

December 2005

Page

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

APPENDIX FOUR NEW TEMPORARY MEDIAN BARRIER


VERSION:

1.0

DATE:

December 2005

Page

BTN 2005/008
Temporary precast concrete barriers for TL-3 loading

VERSION:

1.0

DATE:

December 2005

Page

vicroads

1996/001

Bridge Technical Note

DESIGN PARAMETERS FOR DRIVEN PILES


1.

INTRODUCTION

This Bridge Technical Note (BTN) specifies the minimum VicRoads requirements for the design and
specification of driven pile foundations for road structures, including vehicle bridges, pedestrian bridges,
sign structures, noise barriers and similar. It specifies the requirements for design of precast concrete piles
and steel piles (H section and shell piles). It supersedes the 1996 version of this BTN
This BTN shall be read in conjunction with AS 2159 Piling- Design and Installation, AS 5100 Bridge
Design and VicRoads Standard Specification for Roadworks and Bridgeworks and shall take precedence
over these documents. Reference shall also be made to BTN 99/018 Manufacturing Details for Precast
Concrete Piles.
2.

STANDARDS

This Technical Note is based on the requirements of VicRoads Standard Specification for Roadworks and
Bridgeworks and relevant Australian standards, including but not limited to the (current edition) of the
following:
AS 1012-PART9

Method for the Determination of the Compressive Strength of Concrete

AS/NZS 1554-PART 1

Structural Steel Welding - Welding of Steel Structures

AS/NZS 1554-PART 3

Structural Steel Welding - Welding of Reinforcing Steel

AS/NZS 1554-PART 5

Structural Steel Welding - Welding of Steel Structures Subject to high


levels of Fatigue Loading

AS 2159

Piling - Design and Installation

AS 3600

Concrete Structures

AS 3678

Structural Steel - Hot-rolled Plates, Floor Plates and Slabs

AS 3679

Structural Steel

AS/NZS 4671

Steel reinforcing materials

AS 1311

Steel tendons for prestressed concrete -7 wire stress-relieved steel strand

AS 5100

Bridge Design

VicRoads

Standard Specification for Roadworks and Bridgeworks

VERSION:

2.0

DATE:

June 2005

Page 1

BTN 1996/001
Design Parameters for Driven Piles

3.

DEFINITIONS

Calculated Set

The calculated average penetration per blow from 10 consecutive blows to achieve
the required resistance.

Contract Level

Reduced level of the pile toe shown on the Drawings.

Geotechnical Strength
Reduction Factor g

Refer to AS 5100.3 and AS 2159.


Previously referred to as the Material Factor in 1996 version of this BTN.

Design Pile Load N*

Ultimate limit state design axial pile load. Refer to Clause 4.3.

Hiley formula

A method of estimating pile capacity based on empirical values for the pile and
driving system using impulse-momentum principles. The formula specified is
based on Chellis (1941, 1961) modified version of an equation attributed to A.
Hiley (1930).

Minimum Penetration
Depth

Minimum length of pile below existing surface level or other specified surface
level at pile location shown on the Drawings.

Net Driving Energy

Driving energy at the top of the pile ie after hammer, helmet and cushion losses.

Nominal Driving Energy

Driving energy nominally imparted by the hammer, ie before hammer, helmet and
cushion losses are accounted for.

Pile test load N

The measured axial load capacity of a test pile or representative pile.


It is equivalent to the characteristic ultimate limit state axial resistance of the pile.
Refer to Clause 4.3.

Representative Pile

A pile that represents a number of piles (which are to be driven to a resistance)


for the purpose of determining driving parameters using Dynamic Testing.
Representative Piles which are driven prior to the manufacture of the represented
piles are also Test Piles.

Representative Testing

Dynamic Testing on a representative pile to determine the driving parameters for a


number of piles.

Represented Pile

A pile whose capacity is calculated by extrapolation of the results from the testing
of a representative pile(s).

Splice

Structural connection between lengths of pile sections that may be subject to


driving.

Test Piles

Piles manufactured and driven to enable the Superintendent to confirm or alter, as


necessary, the pile lengths shown on the Drawings.
Test Piles which represent piles driven to a resistance are also Representative Piles.

VERSION:

2.0

DATE:

June 2005

Page 2

BTN 1996/001
Design Parameters for Driven Piles
4.

MATERIALS

4.1

GENERAL

Reference should be made to AS 2159, AS 5100.5, AS 5100.6, VicRoads Specification for Roadworks and
Bridgeworks, BTN 99/018, other relevant Australian Standards and this BTN to determine material
properties to be used for the design and manufacture of driven steel and precast concrete piles.
4.2

CONCRETE

Concrete for precast reinforced and prestressed concrete piles shall comply with the requirements of this
BTN, BTN 99/018, AS 5100.5 and VicRoads Standard Specification for Roadworks and Bridgeworks,
Sections 610 and 620.
4.3

STRUCTURAL STEEL

Structural steel for driven piles shall comply with the requirements of AS 5100.6 and Section 630 of
VicRoads Specification for Roadworks and Bridgeworks. Welding of structural steel shall comply with the
requirements of AS/NZS 1554 Part 1.
Where welds are subject to an alternating or fluctuating tensile or compressive stress they shall comply with
AS/NZS 1554 Part 5. The designer shall determine the appropriate number of cycles to be used and stress
limits for the component detail under consideration. Reference shall be made to the fatigue provisions of AS
5100.6.
4.4

REINFORCEMENT

Reinforcing steel for driven and cast insitu pile concrete shall comply with the requirements of AS/NZS
4671, AS 5100.5 and Section 611 of the VicRoads Specification for Roadworks and Bridgeworks.
Welding of reinforcement shall comply with the requirements of AS/NZS 1554 Part 3.
Where welds are subject to an alternating or fluctuating tensile or compressive stress they shall comply with
AS/NZS 1554 Part 5. The designer shall determine the appropriate number of cycles to be used and stress
limits for the component detail under consideration. Reference shall be made to the fatigue provisions of AS
5100.5.
4.5

OTHER MATERIALS

Other materials, not specified herein, shall comply with the appropriate Australian standard or if no such
standard is available, with Specifications or Standards approved by VicRoads.

5.

PILE DESIGN

5.1

DURABILITY

Specific reference shall be made to the requirements of AS 5100.5, AS 5100.6, AS 5100.3 Clause 11.3.4 and
AS 2159 Section 6.
Where steel, composite or jointed piles are anticipated the designer shall ensure that the geotechnical
information includes a report on soil reactivity and ground water movement.

VERSION:

2.0

DATE:

June 2005

Page 3

BTN 1996/001
Design Parameters for Driven Piles
The following factors may influence durability of steel, composite or jointed piles and shall be assessed by
the designer:
(a) Sites with possible electrolytic action due to stray currents, very low soil resistivity, high soil
permeability or soils with high or low pH;
(b) Where there is proven occurrence of Sulphate Reducing Bacteria (SRB) or where soils have a
pH-value above 9.5 or below 4.0 (Reference J. Bowles, Foundation analysis and design, 1984,
pp.227).
Precast monolithic piles or individual segments of jointed piles shall be classified as members in water
unless it is proven by geotechnical investigation that no part of the member is below the permanent water
table level.
5.2

CONCRETE PILES

5.2.1 Design Considerations


The minimum design requirements for reinforced and prestressed concrete piles shall be in accordance with
the requirements specified in AS 5100.
5.2.3 Concrete strength grade
The minimum concrete strength grade for reinforced and prestressed concrete piles shall be VR400/40.

5.2.2 Concrete cover


Minimum concrete cover shall comply with the requirements specified in AS 5100.5 Clause 4.10.3 for the
relevant exposure conditions, method of manufacture and concrete strength grade, except where specified
otherwise in Table 1 below.
The covers specified in Table 1 are based on tolerances of -0 mm and +5 mm for fixing of reinforcement as
per the requirements of VicRoads Specification Clause 620.27.
Exposure Classification as per AS 5100.5

Concrete Strength Grade


VR400/40
VR450/50

(a) For piles cast in rigid formwork and intense compaction *


B1
B2
C

30mm
45mm
-

30mm
35mm
50mm

(b) For piles manufactured by spinning or rolling #


B1
B2
C

25mm
30mm
-

25mm
25mm
35 mm

Table 1 Minimum cover to reinforcement

VERSION:

2.0

DATE:

June 2005

Page 4

BTN 1996/001
Design Parameters for Driven Piles
6.

AXIAL CAPACITY OF DRIVEN PILES

6.1

GENERAL

The design of driven piles shall comply with the requirements of AS 2159, AS 5100 except where specified
otherwise by this BTN, BTN 99/018 or VicRoads Specification for Roadworks and Bridgeworks.
Particular attention shall be given to complying with the requirements of AS 5100.3, Clause 11. The design
of driven pile foundations shall ensure that all ultimate and serviceability limit state requirements are
considered and specified.
The design shall include taking into consideration the uniformity of foundation material, soil-pile interaction,
negative skin friction and the use of appropriate geotechnical strength reduction factors when determining
pile design axial and flexural capacities and design toe levels.
6.2

SERVICEABILITY LOADS

Design for potential settlement of pile foundations shall include determining and specifying serviceability
limit state design pile loads, total and differential settlements.
6.3

ULTIMATE RESISTANCE

6.3.1 General
The designer shall calculate the characteristic ultimate limit state axial load capacity N, to be achieved in the
field, using the equation:N*= N.g
where
N* = ultimate limit state design axial load on the pile
N = characteristic ultimate limit state axial resistance of the pile (the pile test load to be
achieved in the field)
g = geotechnical strength reduction factor(s)
The designer shall determine value(s) of N based on appropriate partial geotechnical strength reduction
factors from Table 2 applicable to the proposed test method or pile driving and field measurements, the
potential use of pile joints and consideration of the results of geotechnical investigation.
6.3.2 Representative piles
The geotechnical strength reduction factor for the individual or representative piles shall be determined
from:g = 1.4
This factor reflects the method of determining pile capacity, as listed in Table 2, and whether the pile
contains mechanical joints.
6.3.3 Represented piles
The geotechnical strength reduction factor for represented piles in the pile group shall be determined from:g = 2.3.4.5

VERSION:

2.0

DATE:

June 2005

Page 5

BTN 1996/001
Design Parameters for Driven Piles
Where the test results for a test pile (representative pile) are used to determine the capacity of another pile
(represented pile) additional variables are introduced. The pile driving parameters, the properties of the pile
and the ground conditions will all be different to some degree.
This results in a reduced confidence in the capacity determination for the represented piles and thus different
geotechnical strength reduction factors are required.
6.4

GEOTECHNICAL STRENGTH REDUCTION FACTORS FOR AXIAL RESISTANCE

The Pile Axial Test Loads shown on the drawings shall be calculated using appropriate geotechnical strength
reduction factors as follows:
1

3*

5#

*
#

Partial Geotechnical Strength Reduction Factors for Ultimate Limit State


Representative Pile Factor

Value

(a) Dynamic analysis of piles in cohesionless soils using pile driving


formula (e.g. Hiley formula)

0.5

(b) Dynamic analysis of piles in cohesive soils using pile driving formula
(e.g. Hiley formula)

0.4

(c) routine proof load tested

0.8

(d) static load tested to failure

0.9

(e) piles subjected to dynamic load tests using measured field parameters
in a wave equation analysis with signal matching (e.g. CAPWAP)

0.8

(f) piles subjected to closed form dynamic solutions (e.g. Case method)

0.5

Represented Pile Factor


(a) piles subjected to closed form dynamic solutions (e.g. Case method)
correlated against static load tests or dynamic tests using measured
field parameters in a wave equation analysis (e.g. CAPWAP)

0.75

(b) piles driven to a set correlated against static load tests or dynamic tests
using measured field parameters in a wave equation analysis (e.g.
CAPWAP)

0.7

Geotechnical Variability Factor


(a) uniform soil profile and straight sided pile

1.0

(b) variation in soil profile with depth and/or variation in soil profile
across the site

0.85

Concrete pile joint factor


(a) no pile extension

1.0

(b) piles extended and not redriven

0.95

(c) piles extended using approved mechanical joints and redriven

0.9

Sample Size Factor


(a) 15% or more piles per group dynamically tested as representative piles

1.0

(b) 3% or less piles per group dynamically tested

0.85

The value of 3 shall be determined by the designer in consultation with the geotechnical engineer.
For intermediate values of 5 linear interpolation may be used.
Table 2 - Partial Geotechnical Strength Reduction Factors

VERSION:

2.0

DATE:

June 2005

Page 6

BTN 1996/001
Design Parameters for Driven Piles

6.5

ACCEPTANCE CRITERIA FOR PILE DRIVING

PDA testing shall be used for all pile driving except where otherwise approved by VicRoads.
Use of the Hiley formula to prove pile resistance may be permitted by VicRoads for bridges of low
significance, where soil types are suitable and dynamic testing is not economically justifiable.
Reference shall be made to VicRoads Specification for Roadworks and Bridgeworks Section 605.
6.6

SCOUR AND PREBORING

Where piles are located in an area of potential scour the effects of both general and local scour shall be
allowed for in the design of the foundations.
Unless a rigorous analysis is used, a minimum local scour allowance of 1.0 m shall be used in addition to the
general scour allowance.
When conducting a pile test to determine the loss of resistance due to scour, preboring to below the estimated
scour depth shall be specified.

7.

DESIGN BENDING MOMENT CAPACITY OF DRIVEN PILES

Calculation of ultimate limit state design bending moments (M*), shall include, in addition to determination
of other relevant design action effects, the following :

8.

(i)

The moment generated in a pile caused by the specified out-of-position tolerance and other
specified tolerance or measured displacement from the design location.

(ii)

For piles with mechanical joints, a moment effect about each principal axis caused by the
combination of the design axial load (N*) and the offset resulting from an angle change of
1:100 at each joint.

(iii)

A moment about each principal axis of N* times O.O5D where N* is the design axial load on
a cross-section and D is the overall width of the pile in the plane of the bending moment.

(iv)

Pile end fixity, soil-pile interaction and similar as per AS 5100.3 Clause 11.4.1.

MECHANICAL JOINTS FOR CONCRETE PILES

All mechanical joints for precast reinforced concrete piles shall comply with the requirements of AS 5100.3
Clause 11.4 and BTN 99/018.
Mechanical joints shall not be located within 5 metres of the underside of pilecaps, or in aggressive
groundwater or soil, in accordance with Clause 3.1 of this BTN.
The designer shall specify the allowable range of depths for the mechanical joints on the drawings.

VERSION:

2.0

DATE:

June 2005

Page 7

BTN 1996/001
Design Parameters for Driven Piles
9.

HANDLING OF CONCRETE PILES

Piles shall be designed for handling stresses after adding 50% to the static load to allow for impact and shock
or for the static load and mould adhesion whichever is greater.
Pile stresses during driving shall comply with the requirements of VicRoads Specification Clause 605.04.
Reference is made to BTN 99/018 for required minimum concrete strengths for lifting and driving.

10.

INFORMATION REQUIRED ON DRAWINGS

10.1

CONCRETE PILES

The following information shall be shown on the drawings for precast concrete piles:
(i)
(ii)
(iii)
(iv)
10.2

minimum characteristic concrete strength grade;


minimum concrete strength for lifting and handling;
minimum concrete strength for driving;
minimum cover and exposure classification

PILE TEST LOADS

The designer shall determine the pile ultimate limit state design loads based on structural requirements and
the site conditions. Where the designer knows the method of driving and the pile test procedure to be used
then these, together with the values of N and N* shall be shown on the drawings.
Alternatively, within the limitations specified in Clause 4 of this BTN, appropriate N values for use with the
Hiley formula may be specified on the drawings.

PILE AXIAL LOADS


PILE
LOCATION

ULTIMATE
PILE TEST LOAD N (kN)
LIMIT STATE
HILEY
PDA TESTING
DESIGN AXIAL
FORMULA*
LOAD / PILE
REPRESENTED
INDIVIDUAL or
N* (kN)
PILE
REPRESENTATIVE
PILE

* Included where applicable (refer Clause 4 of this Technical Note)


Table 3 Pile Ultimate State Axial Design and Test Loads

VERSION:

2.0

DATE:

June 2005

Page 8

BTN 1996/001
Design Parameters for Driven Piles
In the absence of better knowledge the designer shall calculate the values of N based on the following
assumed values for the partial geotechnical strength reduction factors:
Factor
1

Factor
value

Assumed pile test condition


(e) piles subjected to dynamic load tests using measured field parameters in
a wave equation analysis with signal matching (e.g. CAPWAP)
(b) piles driven to a set correlated against static load tests or dynamic tests
using measured field parameters in a wave equation analysis (e.g.
CAPWAP)
(a) no pile extension
(a) 15% or more piles per group dynamically tested as representative piles

2
4
5

0.8
0.7

1.0
1.0

Table 4 Partial Geotechnical Strength Reduction Factors


The value of 3 shall be determined by the designer in consultation with the geotechnical engineer.
The design partial geotechnical strength reduction factors used to determine the pile test loading and the
assumptions made in selecting these factors shall also be shown on the drawings as specified in Table 5.
Representative
Pile
Single
Spliced

Partial
Factor

Represented
Pile
Single
Spliced

n/a

2
3
4
5

n/a
n/a
1.0
n/a

n/a

n/a
n/a
1.0
n/a

Assumptions
e.g. PDA CAPWAP analysis with signal
matching
e.g. Set correlated against CAPWAP tests
e.g. Uniform soil conditions
e.g. no joints
e.g. >15% dynamically tested

Table 5 Design Partial Geotechnical Strength Reduction Factors


10.3

PILE JOINT LOADS

Where the designer proposes to use mechanical pile joints the designer shall specify the allowable range of
reduced levels for the joint.
Mechanical joints shall be designed so that they provide a permanent connection between the pile lengths.
The strength of the joint, as specified by AS 5100.3, shall be not less than that of the lengths of pile being
joined.
PILE
LOCATION

JOINT
MINIMUM
REDUCED
LEVEL
(metres)

JOINT
MAXIMUM
REDUCED
LEVEL
(metres)

DESCRIPTION OF
ENVIRONMENTAL
AGGRESSIVENESS

Table 6 Pile Joints

VERSION:

2.0

DATE:

June 2005

Page 9

BTN 1996/001
Design Parameters for Driven Piles
10.4

PILE TOE LEVELS

Pile toe levels shall be shown on the drawings, based on levels determined during design.
10.5

FOUNDATION SETTLEMENT

The values of serviceability limit state loads, settlements and differential settlements, used in the design,
shall be shown on the drawings.
10.6

CONCRETE PILE HANDLING DIAGRAMS

Diagrams specifying the allowable methods for handling the piles shall be included on the pile drawings.

11.

REFERENCES

In compiling this document material has been adapted from the following references:PRESTRESSED CONCRETE INSTITUTE, Recommended Practice for Design, Manufacture and
Installation of Prestressed Concrete Piling, PCI Journal Vol. 38 No. 2, March/April 1993
ROADS AND TRAFFIC AUTHORITY OF NSW, QA Specification B51, Driven reinforced concrete piles,
1995
J. Bowles, Foundation analysis and design, 1984, pp.227
VicRoads Standard Specification for Roadworks and Bridgeworks
Australian Standards listed in Clause 2 above.

Approved

June 2005

MIKE VEREY
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: mike.verey@roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded.

VERSION:

2.0

DATE:

June 2005

Page 10

1999/002

Bridge Technical Note

DESIGN OF DECK JOINTS FOR ROAD BRIDGES


1. SCOPE
This document gives VicRoads requirements for the design and specification of deck joints for
road bridges in the state of Victoria and should be read in conjunction with AS5100 Bridge design
and Section 660 of VicRoads Standard Specification.
The following technical note contains guidance relevant to this technical note:
2002/001 Reinforcement of deck joints
2. GENERAL
Deck joints must comply with the following requirements:

The design of deck joints must be in accordance with AS5100;

There must be documented evidence of satisfactory performance of the joint system in


service conditions.

The bridge designer may include one or more deck joints that comply with the foregoing
requirements on the drawings from which the Contractor can make a selection. Should the
Contractor wish to use an alternative deck joint, it must submit full design details for the proposed
alternative to the Superintendent together with evidence of satisfactory performance. The
Superintendent will then determine which joint system is to be adopted. Alternative joint systems
must comply with the requirements stated above.
3. DESIGN REQUIREMENTS
Deck joints and their associated anchorages shall be designed in accordance with the
requirements of AS5100 and in particular with reference to AS5100.4 Clause 17.
Repair and replacement of deck joints are among the most common, costly and potentially
dangerous maintenance tasks. It is, therefore, essential to design and install these systems in a
manner that minimises the future requirement for their maintenance.
3.1 General
The requirements for noise, vibration, sealing, covering, corrosion resistance and accessibility
shall be in accordance with AS5100.4 Clause 17.3.1.
3.2 Design Loads
Deck joints and their anchorages shall be designed in accordance with the requirements of
AS5100.4 Clause 17.3.2.
3.3 Fatigue
Deck joints shall be designed for fatigue in accordance with the requirements of AS5100.4
Clause 17.3.3.

VERSION:

2.1

DATE:

July 2010

Page 1

BTN 1999/002 Design of Deck Joints for Road Bridges

3.4 Movements
Deck joints shall be designed to accommodate Ultimate Limit State movements specified in
AS5100.4 Clause 17.3.4. Components of movement including temperature, creep, shrinkage,
prestress, and any additional construction or settlement movements likely to occur during the
life of the bridge should be considered. Ultimate load factors are given in AS5100.2. In cases
where the bridge joint cannot accommodate the full range of movement due to braking forces,
the designer should ensure that once the available travel of the deck joint has been exhausted,
the additional force due to braking can be resisted by passive earth pressure behind the
abutment in conjunction with the approach slab where this is present.
The ultimate joint movement requirements and installation gap at a temperature of 20C shall
be stated on the drawings.
3.5 Gap Width
Requirements for gap widths and definition of open joints are specified in AS5100.4 Clause
17.3.5.
3.6 Anchorage of Deck Joints
Anchorages for deck joints shall be designed in accordance with AS5100.4. Joints that include
tensioned bolts shall be installed in accordance with Specification Section 660. The use of
retro-fitted bonded or mechanical anchors to hold-down deck joints is not permitted.
3.7 Drainage
Sealing of the deck joint is recommended to prevent the penetration of the joint by water and
debris which may cause staining and deterioration of the bridge superstructure and
substructure. A drainage system should be provided with suitable connections to channel water
away from the substructure. When deck joint drainage is provided, it should be designed to
facilitate inspection and maintenance.
3.8 Installation
Deck joints shall be designed and detailed to follow the bridge deck geometry including the
profile of kerbs and parapets where these are present. Specification Section 660 provides
installation tolerances, and Clause 17.7 of AS5100.4 specifies a method of determining the
bridge temperature at installation.
Anchorage failure is a common defect affecting deck-joints and is often attributed to
inadequacy of the design or incorrect installation of the deck joint. In order to avoid defects
due to incorrect installation, all deck joints shall be installed by the supplier in accordance with
the requirements of VicRoads Standard Specification Section 660.
3.9 Maintenance
The supplier shall guarantee the serviceability of the joint for a minimum period of 10 years
after installation.
3.10 Joint Sealants
Flexible continuous joint sealants and fillers and pourable sealants may be used on short span
bridges which have a range movement of less than 20 mm. The movement range in this case
is limited to + or 25% of the installation width. The advantage of this type of deck joint is the
seal can be repaired without replacement of the full length of seal.
Cellular neoprene compression seals can be used to replace these types of sealant.
Compression seals may be used with a concrete or steel plate nosing refer to 4.1 below.
Where a compression seal is used it should be continuous for the full length of the deck joint

VERSION:

2.1

DATE:

July 2010

Page 2

BTN 1999/002 Design of Deck Joints for Road Bridges

3.11 Detailing
To simplify detailing and fabrication of deck joints on skew bridges the alignment of the joint
should be made square where the joint crosses kerbs and parapets.
4. JOINT SYSTEMS
4.1 Compression Seal Joints
Compression seal joints consist of a cellular neoprene seal held in position by a combination of
compression and adhesion. The most common cause of failure of compression seals is loss of
adhesion resulting in the seal springing out of the recess. Compression seal joints are not
suitable for skew joints as the cellular insert does not accommodate racking movements
leading to a loss of adhesion.
All compression seals shall be installed in accordance with the suppliers recommendations
using a lubricant/adhesive which is compatible with the seal material.
Where the traffic volume is less than 150 vehicles per day, the vertical faces of the joint may be
formed by casting or saw-cutting the concrete. For heavier traffic volumes, steel plates are to
be used. The seal should be supported so that it is 5mm below the deck level to prevent
damage by traffic.
Cellular compression seals come in a variety of sizes and configurations and each seal is
designed to work within a prescribed movement range. The seal must be sufficiently robust to
resist damage due to impact from stones and road debris. The walls of the seal may also fail as
a result of fatigue caused by thermal movement leading to tearing or splitting. Joint suppliers
shall provide a test certificate showing that the seal is made from an elastomer passing
appropriate material test criteria.
4.2 Strip Seal Joints
Strip seal joints consist of a continuous elastomeric membrane held in place by recesses in
steel or aluminium alloy edge protection strips. The edge protection strips are bolted down
using fully tensioned high tensile bolts. This type of joint is relatively easy to install and
maintain and the edge strips can be raised or replaced if required.
The movement range of this type of joint is limited in accordance with AS5100 by the maximum
allowable open gap width of 85mm. The minimum gap may be 0mm or 15mm depending on
the shape of the membrane. Joint suppliers shall provide a test certificate showing that the
seal is made from elastomer passing appropriate material test criteria.
4.3 Finger Plate Joints
Finger plate joints consist of overlapping steel or aluminium fingers which allow longitudinal
movements of up to 300mm. Water passes freely through the joint and is collected in a trough
or, alternatively, the joint may be fitted with a neoprene seal.
Design of the fingers and anchor bolts should be in accordance with AS5100.4. The gap width
between fingers should be limited to a maximum of 35mm where bicycle access is allowed.
Wide finger plate joints and joints located at turning lanes are not recommended unless a
suitable permanent surface treatment is employed to prevent vehicles skidding on the exposed
steel.
4.4 Asphaltic Plug Joints
These joints may be suitable for replacement of existing deck joints or for short span bridges
having expansion movements of less than 20mm. The joint consists of a mixture of flexible
binders and aggregate constructed in place to form a flexible layer across the expansion gap.
A flashing layer prevents the joint material from entering the gap and the joints is usually cured
using hot air. Serviceability of this type of joint is heavily dependent on quality control of

VERSION:

2.1

DATE:

July 2010

Page 3

BTN 1999/002 Design of Deck Joints for Road Bridges


materials and workmanship. Asphaltic plug joints are not suitable in locations where vehicles
may perform stopping / turning movements or where there are low or very high / heavy traffic
volumes.
4.5 Modular Joints
Provisions for modular deck joints are specified in AS5100.4 Clauses 17.3.2 and 17.6. Modular
or multi-seal joints are used on bridges having expansion movements in excess of the range of
finger plate joints. These joints have internal bridging members which support the joint
modules that carry the wheel loads. Modular joints contain sliding surfaces which are subject
to wear and can become noisy if not correctly maintained.
In addition to the requirements of Clause 3.8 of this note, maintenance of modular joints shall
be carried out by the supplier in accordance with a service agreement which must be
established as part of the Contract for supply of the joint.
Where it is practicable, access for maintenance of modular joints shall be provided from below
deck level.
4.6 Poured Sealant Joints
The joint shall be a proprietary system and shall comprise a poured sealant together with a
compatible nosing (header) material from the same supplier. Joints of this type shall comply
with the requirements of AS5100.4 Clause 17 and in particular Clause 17.8.
5. CALCULATION OF JOINT MOVEMENT
The following steps are typical of the design process required to determine the movement
requirements of deck joints for a particular bridge.
STEP 1: On the basis of the bridge geometry, support conditions and construction
sequence, calculate the horizontal stiffness of all supports, including substructure and any
stiffness of the deck joints being considered;
STEP 2: Determine the null-point or point of fixity of the bridge;
STEP 3: Determine the average age of the superstructure concrete at the time of
installation of the deck joints;
STEP 4: Calculate longitudinal and lateral movements due to temperature using the
temperature range from 20C and the coefficient of thermal expansion given in AS5100.5
Clause 6.1.6;
STEP 5: Calculate movement due to shrinkage in accordance with AS5100.5 Clause
6.1.7 to determine values of k1 for the appropriate environment and the average age of the
concrete and 30 years. Calculate the movement due to shrinkage using the net value of k1;
STEP 6: Calculate movement due to creep in accordance with AS5100.5 Clause 6.1.8 to
determine values of k2 and k3 for the appropriate environment and the average age of the
concrete and 30 years;
STEP 7: Calculate the movement due to braking forces using the longitudinal force
obtained from AS5100.2 Clause 6.8.2 divided by the stiffness calculated in STEP 1;
STEP 8: Tabulate all joint movement components and ultimate load factors from
AS5100.2, and then calculate the worst combinations of ULS movements. Braking force
movements do not need to be included in the total movement provided that the designer

VERSION:

2.1

DATE:

July 2010

Page 4

BTN 1999/002 Design of Deck Joints for Road Bridges


ensures that once the available travel of the deck joint has been exhausted, the additional
force due to braking can be resisted by passive earth pressure behind the abutment;
STEP 9: Show the following on the drawings:
Suitable alternative deck joints that have sufficient movement capacity;
Joint gap at 20C;
Maximum joint gap;
Dimensions of deck joint profile including kerbs and parapet (if any).

MARIO FANTIN
PRINCIPAL BRIDGE ENGINEER

For further information please contact:


Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: mario.fantin@roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded

VERSION:

2.1

DATE:

July 2010

Page 5

vicroads

1999/006

Bridge Technical Note

DESIGN CRITERIA FOR NOISE BARRIERS


1.

INTRODUCTION

This document sets out VicRoads requirements for the structural design of noise barriers.
The type (reflective or absorptive), material (timber, concrete, steel, polycarbonate, or other composite
materials) and location (including height) of noise barriers are usually determined by others prior to the
requirement for structural design.
Version 2.1 includes updated reference in Clause 3 (b) (ii) to the current wind code, AS/NZS 1170.2 2002.
2. GENERAL REQUIREMENTS
The following summarises general requirements for the physical properties, location and structural design
requirements for noise barriers.
2.1 PHYSICAL PROPERTIES
(a) General
General requirements for the physical properties of noise barrier materials are :

Barriers should have a density of at least 15 kg/m2 of face area;

Sound transmission loss through the barrier should be at least 30 dB(A) - to be verified by a
certificate of compliance from an approved laboratory, using AS1191 (Reference 1);

Barriers should be constructed from durable materials having a minimum design life of 50
years, and be guaranteed for this period without deterioration of appearance or the
requirement for regular cleaning or painting;

Barriers should have no holes or gaps , and should not be subject to the likelihood of this
occurring by natural causes such as rot, or attack by insects or vermin;

All components should have physical durability with respect to exposure to sun (UV), water,
wind, air pollutants and temperature changes;

All components should have low flame, fuel and smoke ratings;

Barriers should be designed and built so that noise will not pass underneath them due to soil
erosion or settlement or digging animals;

Barrier materials should be resistant to vandalism such as impact damage, and components
should be readily replaceable;

VERSION:

2.1

DATE:

June 2006

Page 1

BTN 1999/006
Design Criteria for Noise Barriers

Barriers should be designed so that they will not reverberate or deflect excessively;

Surface finishes on noise barriers should facilitate removal of graffiti in accordance with
VicRoads specification Section 685.

(b) Absorptive Barriers


In addition to the above general requirements, absorptive noise barriers should comply with the following

Absorptive barriers should have a coefficient of absorption equal to or exceeding that shown
in the table below. In determining the coefficient of absorption, a representative sample of
the barrier having a surface area of not less than 12 square metres shall be used. A
certificate of compliance from an approved testing laboratory is required.
Frequency - Hz

125

250

500

1000

2000

Coefficient of absorption

0.70

0.80

0.90

0.90

0.80

Sound absorptive materials should have acoustical durability consistent with the design life
of the barrier.

(c) Transparent Barriers


When considering use of transparent barriers, the following general requirements should be included :

Potential reflection of sunlight or vehicle headlights;

Resistance of the proposed material to scratching or discolouration with age;

Possible maintenance requirements for dust removal;

May be subject to bird strike;

Panels should be mounted in rubber gaskets due to high coefficient of expansion;

Nylon fibres may be incorporated in the material to increase strength.

2.2 LOCATION
General requirements for location of noise barriers are :

Noise barriers may be freestanding, or located on top of earth mounds or traffic barriers;

Where noise barriers are located on the edge of bridges over another road or pedestrian path,
the barrier and its supporting structure shall be designed to prevent panels or fragments of
panels from falling on to traffic or pedestrians as a result of vehicle impact (eg. a continuous
galvanised cable could be used to connect or support the panels);

Where noise barriers are located on traffic barriers, they should have sufficient clearance to

VERSION:

2.1

DATE:

June 2006

Page 2

BTN 1999/006
Design Criteria for Noise Barriers

avoid impact by high/wide vehicles, and noise barriers should not have components which
could spear impacting vehicles);

Barriers should be easily accessible for construction, repair and maintenance;

Barriers on earth mounds or on batters should have a 1 metre minimum berm (in accordance
with the foundation design requirements discussed below) between the barrier and the top of
batter to provide for foundation stability (sliding and overturning), foundation protection,
prevention of gaps below the barrier, and access for construction and maintenance; spread
footings should be located no closer than 1.5 metres from the edge of a fill batter;

Where barriers are located on earth mounds, the designer should specify the required
material properties of the fill and the level of compaction to provide the design assumptions
for settlement and strength. Typical VicRoads requirements are Type B fill, or better, placed
and compacted to a minimum dry density ratio of 98% Standard compaction.

3.

STRUCTURAL DESIGN REQUIREMENTS

(a)

General

Structural design standards shall be in accordance with AS 5100 and additional criteria for wind loading as
specified in Clause 3(b) below.
Designs based on use of materials not covered by AS 5100 shall be in accordance with relevant Australian
Standards.
(b)

Wind Loading

Wind loads on barriers shall be calculated as specified in AS 5100.2 Clause 24 including reference to
AS/NZS 1170.2, using the net design wind pressure (pn) for both serviceability and ultimate limit states.
In AS1170.2 multipliers are used to adjust the design wind speed to match local terrain and topographic
conditions. Suitable multipliers should be selected in accordance with :
(i)

Site conditions during the life of the structure. Site conditions leading to the highest
design wind pressure shall be assumed; for example, buildings and trees in the vicinity may
not always be present.

(ii)

Appendix D2 of AS/NZS 1170.2 Design should allow for increased wind load near the
ends of noise barriers in accordance with this Appendix. For this reason, consideration
should be given to reducing the height of noise barriers at the ends to reduce wind loads and
improve appearance

(c) Foundation Design


Noise barriers may be supported on foundations comprising either spread footings, driven precast concrete
piles or steel piles, or bored cast-in-place piles.
Noise barrier foundations should be checked for both serviceability and ultimate limit states, and designed to
limit deflections to specified tolerances based on the limits recommended below.
Where the barrier foundation is located on disturbed material, such as earth mounds, both initial and long
term soil parameters should be used in the design of the foundations.

VERSION:

2.1

DATE:

June 2006

Page 3

BTN 1999/006
Design Criteria for Noise Barriers
For serviceability limit state, long term settlement and lateral movement of the barrier due to causes such as
embankment consolidation, should be considered together with serviceability loads such as wind. For
barriers at the edge of an embankment, foundation design should take into account the likely foundation
movement. The following tolerances on total barrier deflection are recommended where appearance is
considered important :
Straightness in plan
Straightness in elevation
Rotation from the vertical

1 in 200 over a barrier length of 10 metres


1 in 300 over a barrier length of 10 metres
1 in 200 over the full barrier height

These tolerances are advisory, and may be exceeded in particular circumstances; for example, alignment may
have a greater tolerance for a curved noise barrier.
The designer should specify the following on the drawings or in the specification:

4.

The required material properties and level of compaction of fill for earth mounds (when
noise barriers are mounted on earth mounds);

The required construction tolerances.


REFERENCES
(1)
(2)
(3)

Approved

AS 1191 Acoustics Method for laboratory measurement of airborne sound transmission


loss of building partitions
AS 5100 Bridge Design 2004
AS/NZS 1170.2 Loading Code - Part 2, Wind Loads

June 2006

MIKE VEREY
PRINCIPAL BRIDGE ENGINEER
Contact Officers
Author: David Payne
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: mike.verey@roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded.

VERSION:

2.1

DATE:

June 2006

Page 4

vicroads

1999/008

Bridge Technical Note

DETAILING OF REINFORCED SOIL FACING PANELS


1.

SCOPE

This Technical Note provides guidelines for detailing of precast concrete facing panels for
Reinforced Soil Structures (RSS).
These guidelines do not apply to alternative facing systems for RSS such as masonry blockwork,
geotextiles or gabions.

2.

GENERAL

Reinforced Soil Structures considered in this Technical Note consist of a composite system of
compacted select fill and reinforcing material with precast concrete facing panels. RSS are
designed, supplied and erected by specialist contractors in accordance with the geometric
requirements of the particular site, and Section 682 of VicRoads Standard Specification which
specifies the requirements for the design, supply of materials including select fill, manufacture and
construction.

3.

VERSION 1.1

Version 1.1 of this Technical Note includes reference to AS 5100.

4.

CONCRETE FACING PANELS

Concrete facing panels should consist of reinforced concrete deigned and detailed in accordance
with the requirements of AS 5100 and VicRoads Standard Specification Section 610 Structural
Concrete, Section 620 Precast Concrete Units and Section 682 Reinforced Soil Structures.
Design and detailing requirements for wall facing panels are summarised below :
To control cracking due to shrinkage and temperature, a minimum reinforcement of 500
mm2 per metre in each of two directions at right angles to each other and located at middepth of the panels. Note that this requirement has been adopted despite the serviceability
requirement in AS 5100 Clause 2.8 for thickness greater than 150 mm for 500 mm2 per
metre in each face.
Sufficient reinforcement to provide strength for handling, transport, storage, placing and
loading due to soil pressure including any future extension of the retaining wall.
Concrete cover to reinforcement in accordance with AS 5100.
Embedded fittings with suitable corrosion protection (minimum design life of 100 years) for
connection to the soil reinforcing elements.
VERSION:

1.1

DATE:

June 2005

Page 1

BTN 1999/008
Detailing of Reinforced Soil Facing Panels

5.

Minimum concrete grade of VR330/32.


Surface finish on exposed faces of Class 3, unless a special finish is specified.
Method of connecting panels to prevent relative displacement normal to the wall face.
Provision of chamfers on exposed edges to prevent spalling during handling.

REFERENCES

AS 5100 Bridge Design 2004


VicRoads Standard Specification Section 610 Structural Concrete
VicRoads Standard Specification Section 620 Precast Concrete Units
VicRoads Standard Specification Section 682 Reinforced Soil Structures

Approved

June 2005

MIKE VEREY
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: mike.verey@roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded.

VERSION:

1.1

DATE:

June 2005

Page 2

vicroads

1999/010

Bridge Technical Note

DESIGN CRITERIA FOR LARGE RECTANGULAR


PRECAST R.C. CULVERT UNITS
1.

SCOPE
This Technical Note defines the design criteria for the design of large rectangular reinforced concrete culvert units
(from 1500 mm span up to and including 4200 mm span and 4200 mm height) and link slabs used as road
structures in the State of Victoria.
Designers should note that culvert units may be designed for the passage of water, vehicles, pedestrians or animals,
and should be designed with appropriate clearances, finishes and lighting where required by VicRoads.
This Technical Note does not cover the design nor manufacture of smaller box culverts which are covered by
AS1597 Part 1 and VicRoads Specification Section 619, and are accepted on the basis of proof loading.

2.

STANDARDS
a.

Reference Documents
The structural design of precast culvert units shall comply with the following reference documents:
VicRoads Standard Specifications
Section 610
Section 611
Section 620
Section 626

- Structural concrete.
- Steel reinforcement.
- Precast concrete units.
- Installation of precast concrete crown unit culverts.

Australian Standards
AS 5100 (2004) - Bridge design
AS 1597 Part 2 - Precast reinforced concrete box culverts; Part 2: Large culverts.
AS/NZS 4680 - Hot-dip galvanized (zinc) coatings on fabricated ferrous articles.
b.

Precedence of standards
Where conflict exists between requirements of the reference documents then the documents shall be observed
in the following order, highest precedence first:
i.
ii.
iii.
iv.
v.

This document
VicRoads Design Technical Notes
VicRoads Standard Specifications
AS 5100 (2004) Bridge design
Other Australian Standards

VERSION: 1.1 DATE: January 2006

Page 1

BTN 1999/010
Design of precast culvert Units

3.

MATERIAL REQUIREMENTS
a.

Concrete
i.

General
Concrete shall be in accordance with VicRoads Standard Specification, Section 610. The minimum
Concrete Grade shall be VR400/40.

ii.

Durability
The minimum exposure classification for standard culvert units shall be B1.
Precast culvert units designed for use in livestock underpasses shall be designed for exposure
classification C.

iii.

Cover
The minimum covers specified in AS 1597.2, Table 2.4 shall be used.
The tolerance on cover shall be as specified in AS 1597.2 (ie: 0 +10mm).

b.

Steel Reinforcement
Steel reinforcement shall be in accordance with VicRoads Standard Specification, Section 611.

c.

Soil properties
For design purposes, soil adjacent to culverts shall be assumed to be free draining granular fill with an angle
of internal friction not greater than 30 degrees and a gravity force per unit volume of not less than 20 kN/m3.

d.

Foundation material
Foundation material properties used for the design of U shape and one-piece culverts for a particular site
shall be determined from a suitable geotechnical investigation.
Where a geotechnical investigation has not been undertaken or for standard culvert unit design intended to
cover the full range of possible foundation materials, the foundation material shall be assumed to be no better
than non-reactive soft clay.

4.

DESIGN REQUIREMENTS
a.

Designer
Culvert units shall be designed by a qualified structural engineer having:
i.

Relevant experience in the design of culvert units.

ii.

Design and verification procedures complying with the requirements of AS/NZS ISO 9001 (Design
Control).

iii. Professional indemnity insurance and insurance of employees in accordance with the requirements of
Clause 1.13 of VicRoads Consultancy Agreement (July 1997). Professional indemnity insurance shall be
for an amount of not less than $10,000,000 and shall be maintained during the currency of the design and
for a period of 6 years after installation of the culvert units.
b. Design life
The basic design life of standard culvert units approved for use as road structures shall be 100 years, in
accordance with AS 5100.1.
VERSION: 1.1 DATE: January 2006

Page 2

BTN 1999/010
Design of precast culvert Units

c.

Design loads
i.

General
Culvert units shall be designed using the requirements and design loads specified in AS 1597.2, Section 3
except that for traffic loads, the A160 and M1600 traffic loads including dynamic load allowance, as
described below, shall be used.

ii.

Traffic Loads, A160 and M1600 Loads


Culvert units shall be designed for the A160 Axle Load and M1600 moving traffic load, detailed in AS
5100.2. The dynamic load allowance factor as specified in AS 5100 with appropriate load factors shall be
used for these loads. The methods described in AS 1597.2, Clause 3.2.2.6.1 and Clause 3.2.2.7 (c) may
be used to determine vertical and horizontal pressures due to these loads.

iii. Site specific loads


Culvert units shall be designed for site specific loads such as barrier loading on the end walls, wingwall
loads and/or settlement of foundations.
iv. Handling
Provision shall be made for lifting and handling the culvert units in accordance with AS 5100 and AS
1597 Part 2, Clause 2.13 and Clause 3.2.5.
Lifting devices and methods of handling precast units shall in accordance with designers requirements.
v.

Construction Loads
Construction loads on culverts shall be in accordance with VicRoads Standard Specifications, Clause
626.10, or as specified.

d.

Strength
The theoretical design strength Ru shall be determined in accordance with AS 5100.5. The critical section for
shear shall be taken as shown in AS 1597 Part 2, Figure 3.2.

e.

Serviceability
Serviceability parameters shall be calculated in accordance with AS 5100.5. However the minimum
distribution reinforcement shall be in accordance with AS 1597 Part 2, Clause 3.5.

f.

Reinforcement Detailing
Reinforcement detailing shall be in accordance with AS 1597 Part 2, Clause 3.5.

g.

Hydraulic requirements
Where culverts are designed for conveying water, the culvert walls shall present a smooth continuous surface
to the water flow to prevent entrapment of debris.

h. Settlement
Precast base slabs and one piece culvert units shall not be used, except where bases are connected by means of
shear keys designed to prevent differential settlement between adjacent units. For hydraulic structures, shear
keys in the base slab shall be sealed to prevent leakage.

VERSION: 1.1 DATE: January 2006

Page 3

BTN 1999/010
Design of precast culvert Units

5. LOAD TESTING FOR DESIGN


VicRoads does not accept the simple approach of load testing 1 in 20 culverts to prove the design of Large
Culverts. However, a statistical failure load test method can be used for empirical assessment of the design
strengths in accordance with AS1597.2 Clause 4.7, provided that VicRoads receives copies of the drawings of each
culvert unit (refer to clause on Documentation). These drawings will be stamped as confidential documents and
will only be used by VicRoads in the case of future modifications or re-use of the culvert units; for example,
widening or attachment of endwalls or services.
The basic test loads specified in Tables J1 and J2 of AS1597.2, Appendix J for standard sizes shall be deemed to
conform to the design loads in AS 5100. Where basic test loads other than those in Appendix J are used, the basic
test loads used shall be supported by design calculations.
6. DOCUMENTATION
a.

Information supplied to VicRoads shall include:


i.
ii.

Two complete sets of final drawings.


The method of culvert installation inasmuch as it affects the design of the units.

b. Design calculations
A copy of the calculations used for the design of the culvert units shall be maintained by the designer, in
accordance with AS/NZS 9001, for a period of not less than 7 years, and shall be made available to VicRoads
if requested. Design records shall include calculations produced during the design and verification process.
c. Test Load Results
Where Failure Load Testing for design is used the results of all Load Testing shall be made available to
VicRoads if requested. If basic test loads other than those in Appendix J are used, the basic test loads used
shall be supported by design calculations, which also shall be available to VicRoads if requested.
When designs are based on prior Failure Load testing, records shall be provided of routine sampling and
testing in accordance with Section 5 of AS1597.2 to show that the strength enhancement factors for routine
testing comply with factors obtained in prototype testing.
d.

Drawings
Information shown on the drawings shall include:
i.
Complete dimensions including reinforcement details and tolerances.
ii.
Installation details for multi-cell culverts.
iii.
Concrete exposure classification.
iv.
Standard and grade of materials used in the manufacture of the units.
v.
Assumed foundation soil type.
vi.
Foundation serviceability and ultimate limit state design-bearing pressures.
vii.
Traffic design loads including Dynamic Load Allowance.
viii.
Assumed dead load, live load and soil factors.
ix.
Design fill depth over the culvert units.
x.
Provisions for lifting of the culvert units.
xi.
Culvert unit volume and mass.

7. CULVERT CLASSES
It should be noted that the culvert classes specified in AS1597.2 are for a fill height range. The minimum design
requirement for culverts for VicRoads use is Class 2-A. Units shall be marked in accordance with AS1597.2
Clause 2.16.
VERSION: 1.1 DATE: January 2006

Page 4

BTN 1999/010
Design of precast culvert Units

Approved

January 2006

MIKE VEREY
PRINCIPAL BRIDGE ENGINEER
Contact Officers
Author: Dennis Eastwood
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: vereym@vrnotes.roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded.
Bridge Design File No

VERSION: 1.1 DATE: January 2006

Page 5

vicroads

1999/018

Bridge Technical Note

MANUFACTURING DETAILS FOR PRECAST


CONCRETE PILES
1. SCOPE
This document provides background information for issues regarding the manufacture of precast concrete
piles.
VicRoads requirements for design and testing of precast concrete piles (and steel piles) are given in Bridge
Technical Note 1996/001 Design Parameters for Driven Piles.

2. STANDARDS
This Technical Note is based on the requirements of relevant Australian standards, including but not limited
to the (current edition) of the following:
AS 1012-PART9

Method for the Determination of the Compressive Strength of Concrete

AS/NZS 1554-PART 1

Structural Steel Welding - Welding of Steel Structures

AS/NZS 1554-PART 3

Structural Steel Welding - Welding of Reinforcing Steel

AS/NZS 1554-PART 5

Structural Steel Welding - Welding of Steel Structures Subject to high


levels of Fatigue Loading

AS 2159

Piling - Design and Installation

AS 3678

Structural Steel - Hot-rolled Plates, Floor Plates and Slabs

AS 3679

Structural Steel

AS/NZS 4671

Steel reinforcing materials

AS 1311

Steel tendons for prestressed concrete -7 wire stress-relieved steel strand

AS 5100

Bridge Design

VicRoads

Standard Specification for Roadworks and Bridgeworks

VERSION:

1.1

DATE:

June 2005

Page 1

BTN 1999/018
Manufacturing Details of Precast Concrete Piles
Precast concrete piles shall be supplied in accordance with the contract drawings, VicRoads Specification
and in accordance with industry standards approved by VicRoads.
Piles shall be designed in accordance with the requirements of AS 2159 except where specified otherwise in
AS5100 and BTN 96/001.
All welding of reinforcement shall be in accordance with the requirements of AS/NZS 1554.3.
When considering Contractors submissions for changes which are based on previous drawings or
specifications, contract administrators should ensure that all circumstances are similar. The following factors
can change from a previous job :a) revised standards or specifications, and/ or
b) site conditions, including design loads, geotechnical conditions, and exposure classification.
Changes to specified details shall only be undertaken with the agreement of the designer.

3. MANUFACTURING ISSUES
This clause provides guidance on VicRoads procedures and practices relevant to common manufacturing
issues.
3.1 Concrete strength

Concrete strength for piles shall be not less than the value given in Table 1 of BTN 96/001 for the
relevant exposure classification.

Contract administrators should ensure that the Contractors proposed concrete mix complies with the
strength requirements and VicRoads specification Section 610 mix requirements.

The concrete strength requirements for precast piles are often determined by the loads for lifting or
handling of the piles. High early strength may be required by the Contractor to allow removal of the
piles from the forms.

3.2. Concrete temperature

Clause 610.17 (a) of VicRoads Specification requires the temperature of the concrete before placing
to be between 10C and 32C, and Clause 610.22 requires a maximum temperature differential
across the pile of 20C during curing.

3.3. Curing

Curing requirements are given in VicRoads specification Section 610 Structural Concrete.

Contract administrators should note that durability of the concrete is a function of not only the
concrete mix, but also the way in which the pile is cured. An increase in the concrete strength grade
will provide higher early strength and allow the manufacturer to lift the pile earlier, but higher
strength does not reduce the specified requirements for curing.

3.4. Concrete strength at lifting

Clause 620.03 of VicRoads specification requires a minimum concrete strength of 20 MPa for lifting
precast concrete units from forms.

VERSION:

1.1

DATE:

June 2005

Page 2

BTN 1999/018
Manufacturing Details of Precast Concrete Piles
3.5. Concrete age and strength at driving

Clause 605.08 of VicRoads specification requires that piles shall not be driven until the specified
design concrete strength has achieved, and not less than 14 days after casting when moist curing of
all exposed surfaces is used, or 7 days minimum after casting for steam curing.

Contract administrators should note that both the minimum strength and minimum age requirements
must be complied with to ensure concrete durability.

3.6. Concrete surface finish

Clause 620.02 of VicRoads specification requires all precast concrete piles to have a Class 1 surface
finish and be manufactured using steel forms, .. except where otherwise approved by the
Superintendent.

For square piles, an acceptable hand finished surface of the pile similar to the formed surfaces can be
produced using either a steel trowel or wood float.

VicRoads practice is to accept square piles with either a steel trowelled or wood float surface
provided that surface finish meets the requirements of VicRoads specification Section 620.

3.7. Precast square piles without chamfers

Clause 11.4.2.1 of AS 5100.3 specifies that any square corners (of precast reinforced concrete piles)
shall have a 25 mm chamfer

The purpose of the chamfers is to prevent damage to the corners of the piles during handling, and to
minimise stress concentrations during driving.

VicRoads practice is to accept piles without chamfers provided that


a) the piles will not be exposed to view, eg. they are unacceptable for a pile bent pier.
b) the piles are not in exposure environments U or C (refer to AS 5100.5 Clause 4.3 for definitions
of exposure environments), eg. Old tip sites, salt-rich arid areas, tidal or splash zones.
c) there is no risk of damage to the piles during driving due to the presence of rock floaters or
similar (e.g. gravels, limestone layers) in the soil.
d) care is taken in handling the piles to prevent damage to the corners. All piles should be inspected
prior to driving and any damage immediately repaired or the piles rejected.

3.8. Reinforcement

When not governed by design or other loading such as handling, minimum reinforcement for RC and
PSC piles shall comply with AS 5100.3 Clause 11.4.2.

3.9. Equivalent reinforcement

Where anchor bars on mechanical joints interfere with longitudinal reinforcement, alternative
arrangements, that provide equivalent longitudinal reinforcement, may be used.

VERSION:

1.1

DATE:

June 2005

Page 3

BTN 1999/018
Manufacturing Details of Precast Concrete Piles
3.10. Details of lateral ties and helices

AS 5100.5 Clause 10.7.3.4 specifies details for anchorage and splicing of rectangular and circular
ties and helices.

3.11. Pile toe protection

Unless piles are to be driven wholly in soft soils, all toes shall be protected to ensure that piles can be
driven through hard materials without damage.

The type of pile toe protection shall be suitable for the job specific foundation conditions. Where
there is doubt about the suitability of the Contractors proposed pile toe protection details, contract
administrators should refer questions to Geopave or the Principal Bridge Engineers section.

Pile protection fittings shall be made integral with the pile by using anchor bars welded to these
fittings.

3.12. Pile driving ring or head band

Pile driving rings shall be used to prevent splitting or bursting of the top of reinforced concrete piles
during driving, as required by AS 5100.3 Clause 11.4.2.1..

Pile driving rings or head bands shall be detailed using full penetration butt welds and backing
plates.

3.13. Mechanical joints

AS 5100.3 Clause 11.4.2 requires mechanical joints to provide a permanent joint with a strength ..
not less than that of the lengths of pile being joined.

Design of mechanical joints shall comply with the durability requirements of AS 5100.3 Clauses 9.3
and 9.4.

Mechanical joints shall be located at the level and within the soil strata assumed by the designer for
both strength and durability considerations.

Contract administrators should ensure that the proposed joints have been tested or independently
proof engineered to confirm that they comply with the requirements of AS 5100 and the designers
requirements.

VERSION:

1.1

DATE:

June 2005

Page 4

BTN 1999/018
Manufacturing Details of Precast Concrete Piles

Approved

June 2005

MIKE VEREY
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: mike.verey@roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded.

VERSION:

1.1

DATE:

June 2005

Page 5

vicroads

2001/005

Bridge Technical Note


APPROACH SLABS

1.

GENERAL
This Technical Note provides guidelines for the warrants and use of approach slabs on VicRoads
structures.

2.

SCOPE
This Technical Note explains the purpose of approach slabs, and covers criteria for use, standard
dimensions, design and AS 5100 references to the use of approach slabs.

3.

DEFINITION
Approach slab is the term used by VicRoads for the reinforced concrete slab located between a
roadway and bridge abutments or culverts or behind a retaining wall to permit a smooth transit of
traffic. Other commonly used terms are relieving or run-on slabs, and the terminology used by
AASHTO is transition slabs.

4.

DISCUSSION
4.1 Purpose
Approach slabs provide a transition between road and structural surfaces and reduce the step
caused by settlement of approach embankments to bridges/culverts or behind retaining walls.
Settlements occur due to consolidation of embankment material or the underlying foundation
material. Consolidation of filling adjacent to bridge abutments, culverts, or adjacent to retaining
walls is partially due to the difficulty, during construction, of compacting material close to a wall.
It has been shown that approach slabs reduce vehicle impact on bridges by providing a smooth
transition of road surface level.
4.2 Criteria for use
VicRoads practice is to use approach slabs for bridges :

On Freeways, State Highways, Arterial Roads and Urban Roads,


On Local Roads where AADT exceeds 300 vpd and embankment height exceeds 1.5 metres, or
where long term settlement is expected.

VicRoads practice is to use approach slabs on culverts where the above criteria apply, and there is
insufficient depth over the culvert for the road pavement. This situation may occur when culverts
are located on a floodway.
VicRoads practice is to use approach slabs on retaining walls where traffic lanes are close to the
retaining wall to prevent loss of road profile. This situation may occur at interchanges where
retaining walls are required because of restrictions on the location of ramps.

VERSION:

2.0

DATE:

June 2005

Page 1

BTN 2001/005
Approach Slabs

4.3 Length
Approach slabs should be provided for the full width of roadway (and footway where necessary)
and the length should be 4.0 metres minimum measured square to the abutment centreline.
Designers should provide longer approach slabs where large settlements are expected.
4.4 Design and detailing of approach slabs
Approach slabs are designed for vehicle live load and dead load assuming they are simply
supported with a span of 0.9 times length. Approach slabs should be detailed to provide fixity at
the support, but allowing rotation without spalling of the slab or support.
One side of the bridge deck joints is usually fixed to the approach slab, and the type of deck joint
should have capacity for rotation and vertical movement (uplift) compatible with expected
settlement of the approach slab.
Designers should provide adequate lateral clearances from other parts of the structure (e.g. from
wing walls) to allow settlement of approach slabs. The gaps between approach slabs and wing
walls should be sealed to prevent entry of drainage water.
Where approach slabs have 2-way crossfall, designers should detail the support to allow the slab to
rotate about a single hinge line.
A bedding layer consisting of 100 mm of compacted crushed rock is used under approach slabs,
and an edge beam or additional reinforcement is used on the transverse free edge.
Alternatives to VicRoads normal design standards for approach slab designs are acceptable
provided they meet equivalent or higher performance standards.
4.5 Design of supports
Designers should be aware that AS 5100.2 Clause 13.2 states that the support structure (e.g.
abutment or retaining wall) should be designed for live load surcharge irrespective of whether or
not there is provision for an approach slab in the bridge design. The reason for this is given in the
Commentary to the above Clause.
4.6 Drainage
Pavement settlement is a common problem at the end of approach slabs due to the entry of water in
the interface between the pavement and approach slab. A sub-surface drain should be installed at
this location unless specified otherwise.

REFERENCES
1.

AS 5100 Bridge Design, 2004.

VERSION:

2.0

DATE:

June 2005

Page 2

BTN 2001/005
Approach Slabs

Approved - June 2005

MIKE VEREY
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: mike.verey@roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded.

VERSION:

2.0

DATE:

June 2005

Page 3

vicroads

2002/001

Bridge Technical Note

REINFORCEMENT OF DECK JOINTS


1.

INTRODUCTION

This Bridge Technical Note (BTN) provides guidelines to enable designers to provide adequate
reinforcement in bridge decks adjacent to deck joints.
These requirements apply to the design of all types of deck joints including compression seal, strip seal,
finger plates, and asphaltic plug types. Major deck joints using a modular type of joint should be
designed using more rigorous analysis, but all deck joints on all VicRoads bridges shall have not less
than the amount of transverse reinforcement recommended in this BTN.
Guidelines on selection and design of deck joints are given in BTN 99/002 (Version 1.1 June 2005),
Design of Deck Joints for Road Bridges (Reference 1).

2.

DESIGN REQUIREMENTS

2.1
Anchorage Reinforcement
In accordance with AS 5100 (Reference 2), each side of all deck joints shall be attached to the bridge
deck, abutment or approach slab so as to transfer all static and dynamic loads from the joint to the
structure. AS 5100 provides design rules for determining the axial capacity, spacing and length of high
tensile bolts or anchor bars cast into the concrete to transfer loads to the reinforced concrete substrate.
2.2
Transverse Reinforcement
The amount of transverse reinforcement (that is, reinforcement parallel to the joint) required to prevent
deterioration of the concrete adjacent to the joint, is dependent on many factors, including
Joint width (clear gap)
Skew
Traffic volume, speed, and percentage of commercial vehicles
Friction component of wheel loads
Dynamic Load Allowance (dependent on road profile, which depends on maintenance standards)
Bridge width (length of joint)
Temperature range
Concrete strength and durability, which is a function of construction standards, in particular
compaction and curing of concrete
Transverse moments in bridge deck
VicRoads bridge maintenance records show that many older bridges require repairs to deck joints and
concrete nosings which are also referred to as joint armour in Reference 3. Repair of bridge deck
concrete is usually expensive (depending on traffic management requirements), dangerous and disruptive
to traffic flow.

VERSION:

1.1

DATE:

June 2005

Page 1

BTN 2002/001
Reinforcement of Deck Joints
This Technical Note is based on prevention of early deterioration of concrete adjacent to deck joints by
use of conservative design methods based on VicRoads experience and testing carried in the United
States (refer to Reference 3).
The minimum amount of transverse reinforcement to be used at deck joints has been found to be 3 No.
16mm bars on each side of the joint, as shown on the attached sketch.. These bars may also be used as
anchorage reinforcement for longitudinal bars in the bridge deck or approach slab.
For purposes of illustration, a typical strip seal deck joint has been shown in the attached sketch.

Fig 1.

3.

Typical Deck Joint showing minimum transverse reinforcement

REFERENCES
1. VicRoads Bridge Technical Note 99/002 (Version 1.1 June 2005) Design of Deck Joints for Road
Bridges
2. AS 5100 Bridge Design, 2004
3. Koslov G S and Cosaboom B (1977) Preformed Elastomeric Joint Sealers for Bridges,
Transportation Research Record 651, Transportation Research Board pp 53 64, and subsequent
reports.

VERSION:

1.1

DATE:

June 2005

Page 2

BTN 2002/001
Reinforcement of Deck Joints

Approved

June 2005

MIKE VEREY
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: mike.verey@roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded.

VERSION:

1.1

DATE:

June 2005

Page 3

vicroads

2002/002

Bridge Technical Note

PROCEDURES FOR TESTING POT BEARINGS


1.

INTRODUCTION

This Technical Note provides a check list for review of testing carried out on pot bearings manufactured
in accordance with VicRoads specification Section 653 Pot Type Confined Elastomeric Bearings
(Reference 1).

2.

DISCUSSION

The attached check list is a summary of the requirements specified in Reference 1, including referenced
tests from AS 5100 (Reference 2), and does not contain any additional testing.
The check list is provided for the following uses
(a)

For designers of pot bearings, to enable all necessary information to be provided on the
drawings or in special clauses for a particular job, for example, combinations of test loads.

(b)

For surveillance of testing pot bearings or review of pot bearing test reports, to ensure the
relevant testing is carried out in accordance with VicRoads specification.

3.

REFERENCES
1. VicRoads Standard Specification for Roadworks and Bridgeworks, Section 653 Pot Type
Confined Elastomeric Bearings.
2. AS 5100 Bridge Design, 2004.

VERSION:

1.1

DATE:

June 2005

Page 1

BTN 2002/002
Procedures for Testing Pot Bearings

POT BEARING CHECK LIST


Unless approved otherwise, all pot bearings used on VicRoads bridges shall comply with the following
check list based on VicRoads specification Section 653 and AS 5100.

ITEM
1

CLAUSE NO.
653.03

DESCRIPTION
Certification by an experienced structural engineer that the
proposed bearings comply with the specified requirements.

CHECK

NOTE THIS IS A CONTRACT HOLD POINT


2

653.04

3
4

653.04
653.04

653.04

653.04

7
8
9

653.04
653.04
653.04

10
11
12
13
14

653.04
653.04
653.04
653.04
653.04

15

653.04

16

653.04

17

653.05

18

653.05

VERSION:

1.1

DATE:

Average pressure on elastomer < 50 MPa at maximum ULS


Elastomer diameter/thickness < 20
Maximum vertical strain in elastomer due to design rotation <
0.15
Meets AS 5100.4 requirements for shift in centre of pressure due
to rotation
Meets AS 5100.4 requirements for prevention of extrusion of
elastomer
Meets AS 5100.4 requirements for anchorage of bearing
PTFE thickness > 4 mm and < 6 mm
PTFE retained by recessing into backing material to 50%
thickness of PTFE
Stainless steel thickness to be 1.5 mm minimum
Adequate stiffness of PTFE backing plate
Average pressure on PTFE < 30 MPa at min. vertical SLS load
Average pressure on PTFE < 50 MPa at max. vertical ULS load
Peak pressure on PTFE under combined vertical and side loads
and concurrent rotation < 35 MPa under min. SLS vertical load
Peak pressure on PTFE under combined vertical and side loads
and concurrent rotation < 60 MPa under max. ULS vertical load
Guides (where provided) to consist of stainless steel fixed to the
top bearing plate and filled PTFE fixed to the opposing face on the
bearing
3 samples of elastomer to be tested and meet the criteria shown in
Table 653.051 for each of the following
a) Hardness
b) Ultimate tensile strain
c) Tensile strength
d) Tear resistance
e) Compression set
f) Ozone resistance*
g) Accelerated ageing
Hardness
Tensile strength
Ultimate tensile strain
* evidence of recent testing may be accepted
PTFE properties
a) unfilled
b) 100% virgin material
c) relative density between 2.13 and 2.23
d) durometer hardness between 50 and 65

June 2005

Page 2

BTN 2002/002
Procedures for Testing Pot Bearings
19

653.05
and
AS 5100.4
Clause 14.2

20

653.05

21

653.07

22

653.07

23

653.07

24

653.07

25

653.07

26

653.07

27

653.07

28

653.07

29

653.07

30
31

653.08
653.09

32
33
34
35
36

653.10
653.11
653.12
653.13
653.14

37

653.14

VERSION:

1.1

DATE:

PTFE permanently lubricated using


a) dimpled or grooved lubrication reservoirs
b) lubrication reservoirs cover between 10% and 30% of
total area of PTFE
c) volume of reservoirs between 3% and 20% of total
volume of unconfined volume of PTFE
d) max. depth of reservoirs < 50% of unconfined depth of
PTFE
e) long life silicone grease filled under factory conditions
Stainless steel properties
a) surface finish not rougher than 0.4 micron CLA
b) Brinell Hardness >125
Testing to be carried out on a minimum of 1 in 10 of each size and
type additional testing may be required if a bearing is rejected
see Item 29
Testing equipment to be NATA accredited for test method Refer to Note 1
Testing equipment to have accuracy of + or 3% for loads and +
or 1% for deflections
Load test in compression to 150% max. SLS load and hold for 3
minutes minimum
Where applicable, load to 150% lateral SLS load and min. vertical
SLS load hold for 3 minutes minimum
Where applicable, determine co-efficient of friction for both min.
and max vertical SLS loads value to be average of 5 tests with
lubricated PTFE. Average measured coefficients of friction shall
not exceed values in Table 653.071
Rotation test at design rotation (rounded up to nearest 0.005
radians) with max. vertical SLS load and if applicable lateral SLS
load
After testing, bearings to be dismantled and inspected
acceptance criteria area) no extrusion of elastomer
b) no tearing, cracking or permanent deformation of PTFE
c) no cracking or permanent deformation of sealing ring or
other part of bearing
d) no signs of contact between metal surfaces of bearing
If bearing is rejected, 2 additional bearings of same type to be
tested. If both pass testing, all remaining bearings accepted;
otherwise all remaining bearings shall be tested to determine
acceptance in accordance with Item 28.
Test certificates to be submitted prior to installation of bearings
Protective coating
a) bearings to have zinc-in-silicate to AS2105
b) bolts, nuts and washers to be hot dip galvanised
c) stainless steel to have no protective coating
Bearings to be fully shop assembled by manufacturer
When shown, bearings to have movement indicator
All bearings to have identification marking, transit clips or bolts
All bearings to be securely stored prior to installation
Contractor to ensure that installation tolerances are allowed for by
manufacturer
All bearings to be installed in accordance with the drawings and
the suppliers requirements for location and orientation, with a
tolerance of 0.5% on grade.
June 2005

Page 3

BTN 2002/002
Procedures for Testing Pot Bearings

Note 1

Approved

NATA testing labs are not available in all states, and VicRoads may accept testing carried
out in a non-NATA accredited laboratory subject to independent surveillance of testing.

June 2005

MIKE VEREY
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: mike.verey@roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded.

VERSION:

1.1

DATE:

June 2005

Page 4

vicroads

2003/001

Bridge Technical Note

DESIGN OF LAMINATED ELASTOMERIC BEARINGS


1.

GENERAL
This Technical Note provides a procedure for the design and specification of laminated elastomeric
bearings for use on VicRoads structures. Design recommendations are based on AS 5100 Bridge
design, Part 4 Bearings and deck joints (Reference 1).
This Technical Note supersedes Bridge Technical Notes 95/004 and 2001/002.

2.

VERSION 1.1
Version 1.0 of this Technical Note was prepared in January, 2003 prior to release of AS 5100, based on
a draft. This version, completed in March 2005, refers to AS 5100.4 - 2004, and includes minor
editorial changes.

3.

DESIGN PROCEDURE
The recommended procedure for design and specification of laminated elastomeric bearings consists of
the following steps :
(a)

Determine serviceability limit state effects - loads, movements and rotations should be in
accordance with Reference 1 and AS5100 Part 2: Design loads (Reference 2). Rotation due to
construction tolerances should be assessed on the basis of the method of construction including
the type of bearing plate, but should be not less than 0.005 radians (in accordance with Clause
12.4.2 of Reference 1).

(b)

Bearings should be chosen from the standard sizes given in Reference 1 to meet the design
requirements for combinations of loads, movements and rotation using the design formulae in
Reference 1.

(c)

Rated Loads given in the tables in Appendix A of Reference 1 are defined as the calculated
maximum permissible serviceability load which may be applied perpendicular to the surface of a
bearing in combination with the shear and rotation conditions shown in the Tables. Rated loads
are the least value determined from the allowable limits for total shear strain, mean compressive
stress and stability. Where a designer needs to check the Rated Load at conditions other than
shown in the Tables, the load should be calculated using the formulae in Clause 12.6 of Reference
1.

(d)

Bearings designed in accordance with this design procedure should be manufactured in


accordance with VicRoads Standard Specification Section 652 (Reference 3). Section 652
requires the physical properties of samples of the elastomer and the finished bearings to be tested.
Review of these test certificates should be carried out by the designer as part of the design
process.

VERSION:

1.1

DATE:

March 2005

Page 1

BTN 2003/001
Design of Laminated Elastomeric Bearings
4. SHEAR STIFFNESS OF BEARINGS
Since shear modulus (G) of elastomeric materials is not constant, shear stiffness has been defined by
Reference 1 to be the mean shear stiffness measured between 5% and 25% shear strain, which is
considered to be a typical working range of a bearing. If a designer needs to check the effects of the
maximum shear stiffness of elastomeric bearings (e.g. in calculating the maximum design loads on a
pier), the value may be taken as 110% of the measured or shear stiffness given in Appendix A of
Reference 1. Maximum shear stiffness of elastomeric bearings occurs at very small shear strains.

5.

FIXING OF BEARINGS
When checking slippage of elastomeric bearings, designers should assess the minimum vertical load (or
load acting in compression normal to the bearing surface) on bearings concurrent with the horizontal
load. In continuous bridges, different patterns of live load, long term creep effects and temperature
gradients can significantly reduce the vertical loads.
Bearings should be retained in position by galvanised steel retainers bolted to the upper or lower
pedestal. Restraints should be removable to allow bearing replacement, and designers should allow for
reduction in the shear capacity of retained bearings.
The practice of temporarily or permanently fixing elastomeric bearings in position with adhesive is not
permitted (refer to Clause 10.2 of Reference 1) because bond between the bearing and the adhesive will
eventually fail, leaving a very smooth contact surface. Use of dowels to fix bearings in position is not
recommended due to difficulty of future replacement of bearings (refer to Clause 7.4 of Reference 1).

6.

BEARING PEDESTALS
6.1 Materials
All elastomeric bearings should be installed in accordance with VicRoads Standard Specification
Section 656 Installation of Elastomeric Bearings and Pads (Reference 4), which requires concrete
bearing pedestals meeting the requirements of Section 610 Structural Concrete, including use of a
wood float finish. Use of proprietary non-shrink and self levelling products is not recommended
because, generally, they do not meet the required friction or flatness characteristics.
6.2 Edge clearance
VicRoads Specification Section 656 (and Clause 12.3 of Reference 1) requires bearing pedestals to
provide a minimum edge clearance of 25 millimetres beyond the edge of bearing to allow for spread of
the bearing, possible spalling of the pedestal edges, construction tolerances and future resetting of
bearings.
Designers should note that 25 mm is a minimum allowance, and an edge clearance of 50 millimetres
shall be adopted.
6.3 Height
Bearing pedestals should have a minimum height of 50 millimetres (above crosshead level) to facilitate
access for inspection and replacement, and to provide protection against water and dirt accumulation
from deck joints (refer to Clauses 7.7 and 7.8 of Reference 1). This height also allows for some
construction tolerances, e.g. to allow for excessive beam hogs. Higher bearing pedestals may require
reinforcement.

VERSION:

1.1

DATE:

March 2005

Page 2

BTN 2003/001
Design of Laminated Elastomeric Bearings
7.

TESTING
Testing requirements for elastomeric bearings are given in Reference 3. The number of bearings to be
tested for shear stiffness is dependent on the bearing size and the number of bearings of a particular
type.
Reference 3 requires bearing suppliers to submit test certificates for materials and completed bearings.
The test certificates should be reviewed by the designer or an experienced VicRoads Design engineer.
The results of material (Category 1) tests should comply with the acceptance criteria in Appendices B
and C of Reference 1 for Type 53H elastomer. Anti-ozonants should be included in all elastomeric
bearings used in VicRoads projects because they provide additional protection against surface cracking
at little extra cost. Ozone resistance testing is a relatively expensive test, and is carried out only when
specified by the designer.
All bearings should be tested in compression to 150% of their rated load and inspected for visual faults
such as splits, uneven bulging or local delamination due to loss of elastomer-to-steel bond. These faults
may indicate poor manufacturing techniques, inappropriate rubber formulation or curing, and can be the
cause for rejection of the bearings.

8.

REFERENCES
(1)

AS 5100 Bridge design, Part 4 : Bearings and deck joints

(2)

AS 5100 Bridge design, Part 2 : Design loads

(3)

VicRoads Standard Specification Section 652 - Supply of Elastomeric Bearings

(4)

VicRoads Standard Specification Section 656 - Installation of Elastomeric Bearings and Pads

VERSION:

1.1

DATE:

March 2005

Page 3

BTN 2003/001
Design of Laminated Elastomeric Bearings

Approved

March 2005

MIKE VEREY
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: mike.verey@roads.vic.gov.au
Bridge Tech Notes are subject to periodic review and may be superseded.

VERSION:

1.1

DATE:

March 2005

Page 4

BTN 2005/006
Bridge Traffic Barrier Performance Levels and Design Loads

2005/006

Bridge Technical Note

BRIDGE TRAFFIC BARRIER PERFORMANCE LEVELS


AND DESIGN LOADS
1.

GENERAL

This Technical Note is to be read in conjunction with AS 5100-2004 Bridge Design. It provides
specific information regarding VicRoads requirements for bridge traffic barriers.
This Technical Note is also intended to supplement the information provided in the AS5100
Commentary.
2.

TERMINOLOGY

AS 5100 Part 1: Scope and General Principles, Clause 10.5 and Table 10.4 make reference to the
following bridge traffic barrier performance levels:
(a)
(b)
(c)
(d)
(e)

No barrier;
Low;
Regular;
Medium; and
Special.

The Special performance level referred to in AS 5100 Part 2 Clause 10.5.6 is intended to
represent:
(a) Performance levels of greater containment capacity than Medium performance level which
includes the VicRoads-defined High performance level;
(b) Performance levels appropriate to site specific, unusual conditions at critical sites and
locations where it is essential that penetration or vaulting by vehicles specified by the
authority under impact conditions needs to be avoided.
3.

CRASH TEST VEHICLES AND CRITERIA FOR DIFFERENT PERFORMANCE LEVEL


BARRIERS

Reference should be made to AS 5100-2004 Part 1 Clause 10 in the first instance. This clause
specifies performance levels, acceptance criteria, geometric details and other information relevant
to the determination of an appropriate bridge traffic barrier system to be used at a specific location.
AS 5100-2004 Part 1 Clause 10.4 and Table 10.4 define the crash test vehicles and TRB-NCHRP
Report 350 test levels corresponding to the following performance levels:
(a) Low;
(b) Regular; and
(c) Medium.
The above criteria shall also be used for VicRoads bridge traffic barriers of the same performance
levels.

VERSION:

2.0

DATE:

May 2009

Page 1

BTN 2005/006
Bridge Traffic Barrier Performance Levels and Design Loads
AS 5100-2004 Part 1, Informative Appendix B, Clause B5 and Table B3 define crash test vehicles
and TRB-NCHRP Report 350 test levels where available, for three different Special performance
levels.
For corresponding VicRoads bridge traffic barriers the following criteria shall be used.
AS 5100
Performance
Level

Vehicles

0.8 t small car


2.0 t utility
44 t articulated van *

Special

Special

Test
Speed

Impact
Angle

km/hr
100
100
100 #

Degrees
20
25
15

To be specified by the
authority **

TRBNCHRP
Report 350
Test Level

Corresponding
VicRoads
Performance
Level

Above TL6

High

Other

Special

Table 1
Crash Test Vehicles and Criteria for VicRoads High and Special Performance Levels
Notes:
*
Controlling strength test vehicle is a typical Australian, 44 t, 6 axle tray-type semi-trailer;
**
VicRoads will determine and specify appropriate criteria to be used for Special performance
level barriers.
#
The design loads given in Table 2 are based on a design speed of approximately 100
km/hr.
The special performance level referenced in AS5100.1 Appendix B Table B3 which corresponds to
the TRB NCHRP Report 350 test level 6 has not been specified to date by VicRoads because the
introduction of an intermediate performance level between VicRoads Medium and High
performance levels was not considered to be warranted. There may be instances where VicRoads
determines that a Special performance level bridge traffic barrier system, which has been
demonstrated to satisfy NCHRP 350 TL6 requirements, is appropriate.
4.

BRIDGE PERFORMANCE LEVEL SELECTION

AS 5100-2004 Part 1 Informative Appendix B, Road Barrier Performance Level Selection Method,
provides a methodology to determine an appropriate bridge traffic barrier performance level. This
approach leads to the selection of a Low, Regular or Medium performance level, based on a series
of parameters for the specific site.
This Appendix may be used as a guide for selection of the same performance levels for VicRoads
bridge traffic barriers. Both are based on AASHTO, Guide Specification for Bridge Railings,
1989.
The above selection charts do not provide guidance on the selection of No Barrier or a Special
performance level, including VicRoads High performance level. Reference needs to be made to
AS 5100 Part 1 Clause 10 for guidance on the criteria and methodology to be used to determine
the warrant for use of these performance levels.

5.

DESIGN LOADS AND OTHER REQUIREMENTS FOR BRIDGE TRAFFIC BARRIERS

Reference should be made in the first instance to AS 5100 Part 2 Clause 11. This clause provides
direction on the purpose of the design loads and other information specified therein.

VERSION:

2.0

DATE:

May 2009

Page 2

BTN 2005/006
Bridge Traffic Barrier Performance Levels and Design Loads
For design and analysis of VicRoads Low and Regular performance level bridge traffic barriers, the
design loads and vehicle contact lengths specified in AS 5100 Part 2 Table 11.2.2 shall be used.
For design and analysis of VicRoads Medium, High and Special performance level bridge traffic
barriers, the design loads and vehicle contact lengths specified in Table 2 of this BTN shall be
used.

AS 5100
Corresponding
VicRoads
Performance
Performance
Level
Level

Ultimate
Transverse
Outward
Load
Ft

kN

Ultimate
Vehicle
Longitudinal
Contact
or
Length for
Transverse Transverse
Inward
Loads, LT
Load
and
FL
Longitudinal
Loads LL
kN
m

Ultimate
Vertical
Downward
Load
FV

Vehicle
Contact
Length for
Vertical
Loads
LV

kN
m

Medium

Medium

500

170

2.4

350

12.0

Special
Greater than
NCHRP350
Test Level 6

High

1000

330

2.5

450

15.0

Special

Special

# VicRoads to specify design loads and/or other criteria for Special performance level barriers.

Table 2
Design Loads and Vehicle Contact Lengths for VicRoads
Medium, High and Special Performance Levels

6.

EFFECTIVE HEIGHTS

The minimum effective heights to be used for VicRoads Low and Regular performance level bridge
traffic barriers shall be as specified in AS 5100 Part 2 Clause 11 Table 11.2.3.
The minimum effective heights to be used for VicRoads Medium, High and Special performance
level bridge traffic barriers shall be as specified in Table 3 below. These heights are based on
criteria specified in AS 5100 Part 2 Appendix A Table A3.
7.

CONCRETE PARAPET BRIDGE BARRIER GEOMETRY

AS5100-2004 Part 1 provides information on two alternative concrete parapet bridge traffic barrier
shapes.
For VicRoads bridge barriers, the Safety Barrier (F shape) profile shall be used for VicRoads
bridge barriers.

VERSION:

2.0

DATE:

May 2009

Page 3

BTN 2005/006
Bridge Traffic Barrier Performance Levels and Design Loads

AS 5100
Performance Level

Corresponding
VicRoads
Performance Level

Minimum Effective Height


He
Mm

Medium

Medium

1100

Special
Greater than NCHRP350
Test Level 6

High

1400

Special

Special

To be specified by VicRoads

Table 3
Minimum Effective Heights for VicRoads
Medium, High and Special Performance Levels

8.

REFERENCES
1
2
3
4

AS 5100 Bridge Design, 2004


AASHTO Guide Specifications for Bridge Railings, 1989
AASHTO LRFD Bridge Design Specifications
TRB-NCHRP Report 350 Recommended Procedures for the Safety Performance
Evaluation of Highway Features

MARIO FANTIN
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile:
(03) 9811 8329
Email:
mario.fantin@roads.vic.gov.au
Bridge Technical Notes are subject to periodic review and may be superseded

VERSION:

2.0

DATE:

May 2009

Page 4

vicroads

2005/009

Bridge Technical Note

BURIED CORRUGATED METAL STRUCTURES


1.

GENERAL
This Technical Note provides guidelines for the design of Buried Corrugated Metal Structures
(BCMS) for highway projects in the State of Victoria together with requirements for protection
of existing BCMS by means of reinforced concrete lining.

2.

SCOPE
BCMS include helical lock-seam corrugated steel pipes manufactured and installed in
accordance with AS 1761 and AS 1762, corrugated steel multi-plate pipes and arches
manufactured and installed in accordance with AS/NZS 2041, and long-span corrugated steel
structures manufactured and installed in accordance with AS 3703.1 and AS 3703.2.
Corrugated steel plate culverts shall not be installed in locations where part of the culvert is
below the watertable for extended periods.
In aggressive environments such as saline soil conditions, aluminium BCMS may be used
subject to VicRoads acceptance of the proposed material, manufacture, design and installation
details, which shall be based on AS 1761, AS 1762 and AS/NZS 2041 modified to suit the
properties of aluminium.
This Technical Note applies to all steel and aluminium BCMS having a clear height or width
greater than 900mm.
The maximum diameter of helical pipe culverts shall be 3600 mm, and the minimum cover
over helical pipe culverts shall be 600 mm for diameters up to 1200 mm and half the pipe
diameter for sizes in excess of 1200 mm.

3.

DESIGN
All BCMS shall be designed in accordance with AS/NZS 2401 Buried corrugated metal
structures and AS 5100 Bridge design as detailed below.
3.1

Design life

BCMS shall have a minimum design life of 100 years and the calculated design life shall be
determined by the designer.
The design life for each component shall be determined by recognised analytical methods
taking into account appropriate corrosion rates for exposure to the atmosphere, soil, and
groundwater determined by site investigation. In addition, the designer shall make allowance
for any chemicals carried by stream flow or spillage, and expected runoff resulting from future
changes in upstream land use.
Areas of significant corrosion of BCMS are the exterior surface at the invert and the interior
surface below the normal water level.

VERSION:

2.0

DATE:

Sep 2009

Page 1

BTN 2005/009Buried Corrugated Metal Structures

The calculated design life of BCMS is a function of the following:


Base metal thickness in excess of thickness required for load bearing;
Use of a hot-dip galvanized coating (in accordance with AS 1397 for helical lock-seam
pipes and AS/NZS 4680 for corrugated steel plate structures).
If necessary, the designer can achieve extra design life above that afforded by the base metal
thickness and galvanized coating by a number of options, for example:
Additional sacrificial base metal thickness;
A secondary polymer coating (helical lock-seam pipes and corrugated steel plate
structures) applied to the galvanized steel face;
By lining the invert with concrete.
The calculated design life of aluminium BCMS shall be determined by the designer in a similar
way to steel BCMS.
3.2

Site investigation

Design for BCMS shall be based on an assessment of aggressiveness of the surrounding


ground, groundwater, general embankment fill, backfill material, and any contained water,
effluent and abrasive materials to be carried by the structure.
3.3

Invert protection

In addition to the above requirements for design of BCMS, the invert of all new structures
carrying water shall be protected from the effects of abrasion and corrosion by means of a
reinforced concrete lining.
A period of at least 14 days shall elapse between backfilling around the structure and casting
of the concrete invert lining to ensure that settlement does not disrupt the bond between the
concrete and the corrugations as the concrete is gaining strength. The designer shall detail
the concrete lining to take account of predicted long term settlement of the structure.
3.4

Concrete lining details

The minimum thickness of concrete lining shall be 130mm above the crest of corrugations.
The minimum height of lining shall be normal water level plus 300mm or one third height of the
structure, whichever is greater. Top edges of concrete lining shall slope towards the centreline
of the structure to prevent ponding of water against the wall of the structure. At both ends of
the structure the concrete invert lining shall terminate with a 900mm deep reinforced concrete
cut-off wall. The cut-off wall depth shall be measured below the finished invert level, and the
wall shall be detailed to connect to the reinforced concrete headwall if this is present.
Concrete for the lining shall be special class performance concrete having a grade not less
than VR 330/32 as specified in VicRoads Standard Specification Section 610.
The concrete lining shall be reinforced with a steel fabric having a minimum steel area of
500mm2/m in both directions and mesh dimensions not greater than 200mm and bar size not
less than 8mm. Cover to the mesh at the edges of the concrete lining shall be not less than
50mm and not more than 100mm. Minimum cover shall be 50mm to all other faces, including
to the crest of the BCMS corrugations.

VERSION:

2.0

DATE:

Sep 2009

Page 2

BTN 2005/009Buried Corrugated Metal Structures

Concrete lining shall be placed, compacted, and cured in accordance with VicRoads Standard
Specification Section 610 and shall be screeded to a uniform grade and profile and then wood
float-finished with 10mm deep tooled transverse joints at 3m spacing.
Refer to Figure 1 for typical concrete lining details.
For steel BCMS, reinforcement in the concrete lining shall be lapped and welded for electrical
conductivity and supported by steel bars welded or bolted to the structure at 1.0m maximum
spacing in both directions.
For aluminium BCMS, there shall be no conductive connection between steel reinforcement
and the aluminium structure.
4.

EXISTING STRUCTURES
A reduction in steel wall thickness caused by corrosion and abrasion will reduce the structural
capacity of the BCMS. In order to slow the process of corrosion and to minimise further
damage by abrasion, all existing BCMS with a clear height or width greater than 900mm shall
be protected by means of a reinforced concrete lining as described below.
4.1

Inspection

Guidance on the safe inspection of BCMS is available in BTN 2007-001 Safety during
inspection and repair of corrosion-damaged BCMS. Inspection and maintenance of BCMS
shall be conducted in accordance with a safe system of working determined by a risk
assessment of each individual culvert. Access to BCMS may require installation of a
temporary support system.
4.2

Preparation of existing BCMS for concrete lining

The following invert preparation is recommended prior to concrete lining of an existing BCMS:

4.3

Temporarily divert water flow;


Remove sediment in culvert;
Pressure wash to remove sediment and debris;
Abrasive sweep blast area to be lined to equivalent to class 1 finish to AS 1627 Part
9;
For steel BCMS, paint penetrating primer 50 microns DFT over area to be lined using
Xymax MonoLock PP, Wasser MC- Prebond, Zinga or other approved equivalent;
For aluminium BCMS, paint with an approved bitumastic or coal tar epoxy coating.
Full depth corrosion

Where corrosion has penetrated the full depth of steel plate and areas of steel are either
perforated or missing, the BCMS must be inspected by an experienced engineer in
accordance with the Bridge Inspection Manual read in conjunction with the guidance contained
in Bridge Technical Note BTN 2007-001 Safety during inspection and repair of corrosiondamaged BCMS.
The extent and sequence of repairs to the corrugated metal shall be determined by a suitably
qualified engineer experienced in the design and refurbishment of BCMS.

VERSION:

2.0

DATE:

Sep 2009

Page 3

BTN 2005/009Buried Corrugated Metal Structures

Prior to the commencement of repair work, the requirement for temporary supports is to be
determined by a suitably qualified engineer experienced in the design of temporary works. The
temporary works shall be subjected to proof-checking by an engineer who is pre-qualified at
PE (Proof-Engineering) level in accordance with the VicRoads scheme for the pre-qualification
of design consultants.
Where directed by the engineer, damaged areas shall be cut back to sound metal and
concrete lined as shown in Figure 2.
Concrete lining shall be staged so that the length of plate removed does not de-stabilise the
culvert and result in its collapse. Sections of plate adjacent to newly placed lining concrete
shall not be removed until the concrete has achieved sufficient strength to support the loads
that may arise in the temporary condition and, in no circumstances, before the lining concrete
is 5 days old.
Reinforcement shall be spliced between adjacent sections of concrete lining.
5.

REFERENCES
AS 1397 Steel sheet and strip Hot-dipped zinc-coated or aluminium zinc-coated
AS 1627.9 Pictorial surface preparation standards for painting steel surfaces
AS 1761 Helical lock-seam corrugated steel pipes
AS 1762 Helical lock-seam corrugated steel pipes Design and installation
AS/NZS 2041 Buried Corrugated Metal Structures
AS 3703 Long-span corrugated steel structures
AS/NZS 4680 Hot dip galvanized (zinc) coatings on fabricated ferrous articles
AS 5100 -Bridge design
VicRoads Standard Specification Section 610 Structural concrete
UK Highways Agency Design Manual for Roads and Bridges, BD 12/01 Design of
Corrugated Steel Buried Structures with Spans Greater Than 0.9 Metres and up to 8.0
Metres
11. BTN 2007-001 Safety During Inspection and Repair of Corrosion-Damaged BCMS

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Approved Sep 2009


MARIO FANTIN
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
The Principal Bridge Engineer
3 Prospect Hill Road Camberwell
VIC 3124
Telephone:
(03) 9811 8307
Facsimile:
(03) 9811 8329
Email:
mario.fantin@roads.vic.gov.au
Bridge Technical Notes are subject to periodic review and may be superseded

VERSION:

2.0

DATE:

Sep 2009

Page 4

BTN 2005/009Buried Corrugated Metal Structures

VERSION:

2.0

DATE:

Sep 2009

Page 5

BTN 2005/009Buried Corrugated Metal Structures

VERSION:

2.0

DATE:

Sep 2009

Page 6

BTN 2005/009Buried Corrugated Metal Structures

VERSION:

2.0

DATE:

Sep 2009

Page 7

vicroads

2007/001

Bridge Technical Note

SAFETY DURING INSPECTION AND REPAIR OF


CORROSION-DAMAGED BURIED CORRUGATED METAL
STRUCTURES (BCMS)
Note: BCMS is used throughout this document as an abbreviation for Buried Corrugated Metal
Structure (both singular and plural) and signifies metal culverts and arches of round, elliptical or
compound cross-section.
1.

INTRODUCTION

In October 2006, on the basis of advice from the Principal Bridge Engineer, the Manager Corporate
Occupational Health and Safety issued a prohibition on entry into all corrosion-damaged BCMS with the
advice that inspection of these BCMS must be conducted from outside of the barrel. The Principal Bridge
Engineer subsequently recommended that inspection from within the barrel of corrosion-damaged BCMS
must not be attempted until a suitably qualified and experienced inspector had determined that it was safe to
do so.
This technical guidance note provides guidance on:
(Particularly for those involved in Level 1 inspections) the recognition of potentially unstable
BCMS and avoidance of exposure to dangerous workplace conditions;
Criteria for the selection of suitably qualified and experienced inspectors who:
o Are authorised to perform Safety Inspections (described in part 6) of severely corrosiondamaged, propped or deformed BCMS;
o May authorise entry into the BCMS for maintenance purposes by maintenance personnel;
o May determine whether it is safe for the public to continue to use a BCMS where it is
provided for pedestrian and agricultural use;
o May authorise remedial action such as propping;
The procedure for inspection and assessment of severely corrosion-damaged BCMS;
Actions that may be required in the event that a dangerously unstable BCMS is discovered.
The driving principle underlying the advice given in this note is the need to ensure the safety of the public
and the safety of those who inspect BCMS and those who may subsequently undertake rehabilitation works
for whom BCMS are a workplace. In this respect the readers attention is drawn to the requirements of the
Occupational Health and Safety Act 2004 and in particular sections 21 to 26 and section 28. The relevant
sections of the Act are listed in Appendix A.
2.

SCOPE AND APPLICATION

This guidance note is intended for the use of those who are:
Responsible for managing inspection and maintenance of BCMS;
Responsible for the training and selection of those who inspect BCMS;
Required to conduct inspections of BCMS;
3.

GENERAL

Corrosion of steel culvert panels commences when the galvanised (and / or other protective) coating is
damaged by impact or by abrasion resulting from the action of soil-particles in the flowing water or if the
coating is lost through the normal sacrificial process. Contact with aggressive water or soils (natural ground
or in the backfill) or other materials such as cattle droppings may also contribute to corrosion.
VERSION:

1.0

DATE:

December 2006

Page 1

BTN 2007/001 Buried Corrugated Metal Structures

It may only be possible to assess the loss of metal in the water-side (open side) surface of the BCMS walls
around the invert and within the splash-zone above water-level. There may be significant loss of metal
thickness to the buried (soil-side) faces of the BCMS and, unless the metal becomes visibly perforated or so
thin that it can be pierced with a hand pick or chisel point, it will not be possible to fully assess the degree of
corrosion on the soil-side. If a detailed assessment of soil-side corrosion is required, this can be achieved by
cutting samples from the wall-panels or by excavation to expose the BCMS. The extent and method of
cutting or excavation must be agreed with the Principal Bridge Engineer in order to prevent the risk of destabilising the BCMS. It may also be possible to use non-destructive methods of testing such as ultra-sound
to measure the thickness of the metal.
Issues that may require action to enable detailed inspection:
The invert of the BCMS may be obscured by debris and or submerged below water-level;
Where the BCMS is being used as a cattle underpass, the invert may be obscured by gravel and
cattle-droppings;
Where the BCMS is being used as a pedestrian underpass, the invert may be paved;
Features of a potentially unstable BCMS:
The walls may be deformed;
The soffit may be propped;
The invert may be severely corroded and there may be significant loss of metal;
The backfill may be eroded or softened.
4. SELECTION OF SUITABLY QUALIFIED AND EXPERIENCED INSPECTORS
For the purpose of this guidance note a suitably qualified and experienced inspector, who is authorised to
determine whether it is safe to enter a corrosion-damaged (possibly propped) BCMS for inspection and
maintenance works, is defined as a person who:
a. In the opinion of the Principal Bridge Engineer, has sufficient experience and engineering
knowledge of the structural features of BCMS and, in particular, the possible modes of failure; and
b. Is qualified to perform level 3 inspections as defined in the VicRoads Bridge Inspection Manual; or
c. Is authorised to make an inspection by the Principal Bridge Engineer or by the Regional Director in
consultation with the Principal Bridge Engineer;
i.e. the inspector must satisfy either 4a and 4b or 4a and 4c
5.

RISK MANAGEMENT

Confined Spaces Regulations


In all cases entry into BCMS must be managed in accordance with Confined Spaces Regulations together
with VicRoads confined spaces procedures.
Unaccompanied Inspection
Unaccompanied inspection should not be attempted whatever the anticipated condition of the BCMS. The
inspector should be accompanied by an assistant who is equipped with a mobile phone or some other means
of summoning help in the event of an incident or emergency.
Bridge Inspection Manual - Level 1 Inspection Requirements
A severely corrosion damaged BCMS may be discovered for the first time during a Level 1 inspection and in
this event there is a conflict with the Bridge Inspection Manual which requires that a Level 1 inspection is to
include checking of accumulations of debris growth and silt and propping for tightness of wedges
in temporary works. Under no circumstances is anyone to enter a BCMS during a Level 1 inspection if it

VERSION:

1.0

DATE:

December 2006

Page 2

BTN 2007/001 Buried Corrugated Metal Structures

is showing signs of corrosion damage, deformation or if it has been propped (tommed). Advice is given in
Part 6 on the procedure to be followed during inspections when there is debris obscuring the invert.
Risk Assessment
The inspector is advised to make a preliminary visit to the BCMS in order to assess the need for special
means of access such as a ladder or the clearance of dense vegetation and to enable the preparation of a sitespecific risk-assessment / Job-Safety Analysis. If a two-stage visit is impractical - due to the remoteness of
the location for example - the inspector is advised to conduct a preliminary inspection and risk assessment on
arrival at the BCMS and to continue with a detailed inspection only in the event that safe access is possible.
The inspection must be aborted if there is any safety concern that cannot be managed with the available
equipment and a further visit should be planned only when all outstanding safety concerns have been
satisfactorily resolved. Risk assessments must be in writing and must be recorded for future reference in
RAS and in the Principal Bridge Engineers structure file.
A checklist of common hazards is provided in Appendix E as an aid to risk assessment.
6.

RECOMMENDED PROCEDURE FOR INSPECTION

Note: The following advice is additional to and must be read in conjunction with the VicRoads Bridge
Inspection Manual.
Access to Records
Prior to the inspection of BCMS, the inspector or the manager responsible for the inspection is advised to
review the most recent inspection reports and inform the inspection team of the last known condition of the
BCMS together with any previously identified hazards.
In the normal course of events a Level 3 inspection will be arranged on the basis of a previously reported
condition 3 or 4 rating and there will be a known history of deteriorating condition. Where a BCMS is
already known to be severely corroded with significant loss of metal to the invert, or it is deformed or
propped, a Safety Inspection (as described below) must be arranged. In these circumstances the possibility of
instability must be assumed. However, a corrosion-damaged BCMS may be discovered for the first time
during a Level 1, 2 or 3 inspection. With this in mind the procedure described below is to be adopted in
accordance with the level of the inspection.
General Guidance Applicable to all Levels of Inspection
Adequate lighting must be available throughout the inspection;
In all cases an initial inspection should be conducted from outside of the BCMS to check for the
presence of propping, visible severe corrosion, deformation and erosion of the surrounding soil;
If the planned inspection is at Level 1, 2 or 3 and any of these defects is present, the inspection must
be aborted and a safety inspection, as described below, must be arranged;
Hand-tools (hammer, pick and chisel) must be available to take soundings and to probe the condition
of the metal surfaces;
Under no circumstances whatsoever shall propping be removed during an inspection unless there is
an alternative temporary works support system in place;
Condition states defined in the Bridge Inspection Manual are listed in Appendix B.
Notes

VERSION:

The inspection must be aborted if, at any stage, the inspector becomes concerned about
safety;

1.0

DATE:

December 2006

Page 3

BTN 2007/001 Buried Corrugated Metal Structures

Those managing inspections must ensure that if a potentially unstable BCMS is


identified:
Warning signs are erected promptly;
A Safety Inspection is arranged at the earliest opportunity;
The need for temporary closure is addressed promptly.
Level 1 Inspection
The fundamental principle is that an inspection at this level must only be attempted if the BCMS is in
condition 1 or 2 and there is no propping or deformation.
The inspector must be suitably experienced and qualified to conduct Level 1 inspections in
accordance with the requirements of the Bridge Inspection Manual for this level;
The BCMS is to be inspected from outside and, if the metal is rusting and has holes or there are
missing sections or the BCMS is propped or there is visible deformation, the inspection must be
terminated immediately and a report made to the appropriate manager;
If there is debris or other material obscuring the invert, the first 0.3 to 1m of the metal surface should
be exposed without entering the BCMS and its condition assessed as before;
If metal in the exposed area is badly rusted and there are holes or metal is missing, the inspection
must be terminated and a report made to the appropriate manager as before;
If the Level 1 inspection team considers the BCMS to be unsafe, they must place signs warning the
public and other workers of the potential hazard at both ends of the BCMS;
If invert metal is clearly visible and is sound and in good condition, clearing of debris may continue
in 0.3 to 0.5m steps unless the condition of the corrugated metal deteriorates and holes or missing
areas become visible - in which case the inspection must be terminated immediately and a report
made to the appropriate manager.
Level 2 Inspection
The Level 2 inspection shall be as the Level 1 inspection described above with the following additions:
The inspector must be suitably experienced and qualified to conduct Level 2 inspections in
accordance with the requirements of the Bridge Inspection Manual for this level;
Provided that it is safe to do so the Level 2 inspector may probe the exposed metal surface from
outside the BCMS and take soundings with a hammer and / or probe the metal with a pick or chisel
point to assess the condition rating;
If the visible part of the BCMS is in condition 1 or 2 the Level 2 inspector may enter the BCMS and
continue to assess its condition;
If the BCMS deteriorates to condition 3 or 4, the inspection must be aborted and a report must be
made to the appropriate manager. It is recommended that a Safety Inspection is then arranged;
Level 3 Inspection
The Level 3 inspection shall be as the Level 2 inspection above with the following additions:
The inspector must be suitably experienced and qualified to conduct Level 3 inspections in
accordance with the requirements of the Bridge Inspection Manual for this level;
If the inspector complies with the requirements of part 4 of this guidance note they must firstly
assess the stability of the BCMS. Then and, only if it is safe to do so, the inspector may continue to
inspect and quantify the condition of the BCMS and authorise removal of debris and other works to
facilitate the completion of the inspection;
Safety Inspection;
The Safety Inspection shall be as the Level 3 inspection above with the following additions:
The inspector must satisfy the requirements of Part 4 of this guidance note;
The inspector may recommend further and more detailed investigation;

VERSION:

1.0

DATE:

December 2006

Page 4

BTN 2007/001 Buried Corrugated Metal Structures

7.

Where the BCMS is used by the public (pedestrian and agricultural use for example), the inspector
may recommend its temporary closure in the interests of safety;
The inspector may if they consider that it is safe to do so, authorise access for maintenance and
repair work and determine the requirement for propping;
The propping system shall be designed by an engineer who is experienced in the design of
temporary works and who shall either be:
o qualified to Proof Engineer level in accordance with the VicRoads pre-qualification scheme;
or
o an engineer who meets with the approval of the Principal Bridge Engineer.

ACTIONS

Warning Signs
In the event that a serious defect is discovered and it is considered to be too dangerous for the inspection to
continue, warning signs should be erected immediately at both ends of the BCMS in order to inform both the
public and other VicRoads personnel of the hazard. A detail for such a warning sign is given in Appendix D.
Stability of the Highway
In the event that the inspector considers the BCMS to be unstable and that there is a potential risk to users of
the highway over the BCMS, the inspector must advise the Regional Director immediately.
Barricading of Unstable BCMS
If the inspector considers that a pedestrian underpass or a stock crossing (or any BCMS that is used for these
purposes whether formally or informally) is considered to be unsafe for entry, this must be reported to the
Regional Director immediately with the recommendation that the underpass is closed pending further
investigation and repair. The following should be considered prior to closure:
Consultation with users of the underpass and other affected parties (Police, catchment management
authority and landowners for example);
The route and signing of safe temporary diversions;
The choice of barricade particularly where the BCMS carries water;
Register of Occurrences and Actions
In order to ensure that information is properly recorded for future reference, the structure record in RAS and
in the Principal Bridge Engineers structure file should be updated with details of propping and any serious
defect that is discovered such as deformation or severe corrosion damage together with details of any
preventative action that is taken such as signing and barricading.
8.
1.
2.
3.
4.

REFERENCES
VicRoads Bridge Inspection Manual;
BTN2005 009 Buried Corrugated Metal Structures;
Confined Spaces Regulations;
VicRoads Safety Management System (SMS)
4.1 Restricted Space (Confined spaces) Entry VicRoads Bridges permit system;
4.2 Bridge Level 3 Inspection Task Risk Assessment;

VERSION:

1.0

DATE:

December 2006

Page 5

BTN 2007/001 Buried Corrugated Metal Structures

Approved July 2007

GEOFF BOULLY
Acting PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile: (03) 9811 8329
Email: geoff.boully@roads.vic.gov.au
Bridge Technical Notes are subject to periodic review and may be superseded

VERSION:

1.0

DATE:

December 2006

Page 6

BTN 2007/001 Buried Corrugated Metal Structures

APPENDICES
APPENDIX A
Relevant Duties under the OHS Act 2004
Main duties of employers
21. Duties of employers to employees;
23. Duties of employers to other persons;
Duties of self-employed persons
24. Duties of self-employed persons to other persons;
Duties of employees
25. Duties of employees;
Duties of other persons
26. Duties of persons who manage or control workplaces;
28. Duties of designers of buildings or structures;
APPENDIX B
Extract from the Bridge Inspection Manual 2004
BCMS Condition States
This element includes all steel pipes, painted or galvanised, circular, elongated or elliptical.
Condition state 1.

There is no evidence of rust or corrosion and the paintwork or


galvanising is in good condition. The line and invert of the pipe is
straight with no water being retained in the pipe.

Condition state 2.

Surface or spot rusting may be evident and the paint system is no


longer effective. There is no corrosion of the metal occurring. The line
of the pipe is straight, but minor settlement may be allowing some
water to be retained in the pipe.

Condition state 3.

The paint system has failed and pitting corrosion is prominent


especially at normal water level. Loss of section has occurred but
there is still adequate section left to not affect serviceability of the
pipe. There may be some deviation of the line of the pipes due to local
buckling, or moderate settlement of the pipe may be allowing a
significant amount of water to be retained in the pipe.

Condition state 4.

Heavy corrosion is occurring and the invert of the pipe may have
corroded out in areas. There may be large deviation of line of the pipe
due to buckling of plates or plates may have crinkled at the bolt line in
large diameter pipes. An excessive amount of water may be retained
in the pipe. Bolts may have torn through the plates or split the plate
edges allowing differential movement and buckling of plates.

VERSION:

1.0

DATE:

December 2006

Page 7

BTN 2007/001 Buried Corrugated Metal Structures

APPENDIX C
Examples of corrosion-damaged BCMS

SN8616 Bulleen Road


BCMS inspected on the 13 December 2006 by SW Consultants P/L and found to be unsafe for concrete
lining unless it is propped. The upper limit of corrosion-affected metal on the water-side is clearly visible.
th

Warburton/Woods Point Rd, Brahams Creek


The invert in this case has corroded away and water is flowing below the original invert level. The upper
limit of corrosion-affected metal on the water-side is clearly visible.

VERSION:

1.0

DATE:

December 2006

Page 8

BTN 2007/001 Buried Corrugated Metal Structures

APPENDIX D
WARNING SIGN
Notes:
Freestanding sign to comply with AS1742.3:2002;
To be placed at each end of the BCMS;

VERSION:

1.0

DATE:

December 2006

Page 9

APPENDIX E
Item
1

Feature

Hazard

Unstable BCMS
- Propped (tommed)
- Deformed
- Corroded / missing areas of
metal

Risk

Collapse of the BCMS


Falling objects

Crush injuries
Suffocation
Drowning
Being struck by falling objects

Or any of these in combination

BCMS

Confined Space

Poor access and egress (particularly in an


emergency)

Difficult access into BCMS

Working at Height
Uneven Surfaces (Slips, Trips and Falls)

Falling (into water)


Injuries to joints and limbs

Water

Working in near to water

Drowning

Corroded / missing areas of metal

Sharp metal edges

Laceration

- Voids in and behind BCMS walls


caused by corrosion and erosion
- Surrounding area

Venomous creatures

Snake or insect bites

Debris or water in invert (invert


condition obscured)

Hidden corrosion-damaged metal surfaces

As items 1 and 5

Possible Controls
Assess individual circumstances
Abandon inspection
Arrange safety inspection
Reporting
Warning Signs
Barricading
Propping / temporary support
Remedial work
Recording
Assess individual circumstances
Manage in accordance with Occupational
Health and Safety (Confined Spaces)
Regulations together with VicRoads confined
spaces procedures
Assess individual circumstances
Clear vegetation
Use ladder
Provide lighting
Use appropriate footware
No lone-working
Assess individual circumstances
Avoid deep and / or fast flowing water
Monitor weather conditions and avoid entering
water-courses prone to flash-flooding
No lone-working
Assess individual circumstances
Personal Protective Equipment
(Gloves, boots, helmet)
Provide lighting
Assess individual circumstances
No lone-working
Provide lighting
Avoid probing by hand into hidden voids / dark
areas
Assess individual circumstances
Clear debris and enter in stages only if safe to
proceed

Note: This is a list of the main hazards and is not exhaustive. A Risk Assessment based on site-specific conditions is necessary in order to identify all hazards that may be present.

VERSION:

1.0

DATE:

December 2006

Page 10

BTN 2009/001 Protection of Bridge Supports

2009/001

Bridge Technical Note

PROTECTION OF BRIDGE SUPPORTS FROM COLLISION BY ROAD


TRAFFIC
1.

SCOPE

This Technical Note provides guidance on the provision of collision protection for bridge
piers and other supports. It shall be read in conjunction with the provisions of AS5100
Bridge Design.
It does not address collision loads on bridge superstructures from over-height vehicles nor
impact from rail traffic.
2.

BACKGROUND

AS5100.1 Clause 11 COLLISION PROTECTION specifies the responsibilities of the


relevant authority in determining the requirement for provision of collision protection
systems for new bridges and other structures over roadways and railways.
It requires that:
An assessment be made of the risk of a vehicle impacting the bridge supports and
other elements;
A determination be made of the level of protection required and the appropriate
performance levels for such protection.
For the consideration of collision from road traffic, it requires that:
The relevant authority determine the minimum clearance of a pier or column from
the roadway beyond which a road traffic barrier protection system will not be
required;
Supports for pedestrian bridges be either located to avoid collision from road traffic
or be protected from such collision.
AS5100.2 Clause 10 COLLISION LOADS sub-clause 10.2 Collision from road traffic
specifies that where the supports for a bridge are not behind appropriate protective traffic
barriers, they shall be designed for a minimum equivalent static ultimate load of 2000kN in
combination with the ultimate design dead loads acting on the structure.
This design requirement ensures that new bridge piers are designed to have a minimum
level of robustness to protect them against minor impacts from road traffic. This force is
potentially orders of magnitude less than the collision load that would be applied to a
bridge support in the event of a head-on impact by an errant, high speed, heavy
commercial vehicle.

VERSION:

2.0

DATE:

June 2009

Page 1

BTN 2009/001 Protection of Bridge Supports

Existing bridge supports designed prior to the implementation of the 1992 Austroads
Bridge Code, were not required to be designed for the above minimum collision load and
thus may be less robust.
3.

DESIGN CONSIDERATIONS

3.1 Risk Assessment


A site specific risk assessment needs to be undertaken in conjunction with benefit / cost
considerations to determine whether a bridge support / pier protection system shall be
provided as part of the construction of a new roadway or a widening or a road safety
upgrading of an existing roadway.
Specific attention shall be given to bridge supports located within the centre median of
divided carriageways, adjacent to the outside edges of trafficked lanes and adjacent to
freeway exit and entry ramps and to other situations where impact could reasonably occur
on a bridge support.
The site specific risk assessment shall take into consideration all relevant parameters,
including, but not limited to the:
Class of road;
Design and operational speed of the road;
Total traffic volume;
Percentage of commercial vehicles;
Road crash records for this (if existing) and similar roadways;
Potential outcomes of a vehicle impact with pier support with consideration to both
vehicle occupants and third party persons and property;
Potential risks associated with introduction of bridge support protection system(s);
Road geometry;
Differences in levels between divided carriageways, surface levels and drainage
requirements in the central median area;
Distance from trafficked lanes to the face of new or existing bridge supports;
Presence of a sealed shoulder or emergency stopping lanes between the trafficked
lanes and the bridge supports;
The strength and robustness of existing and proposed bridge supports;
The geometry of the existing or proposed bridge supports, with particular attention
on tapered columns that might snag high vehicles.
There are several specific situations that will be referred to in this Technical Note:
An existing divided carriageway with a single continuous concrete median barrier
that is being widened on the outside;
An existing divided carriageway that is being widened into the median and that has
existing or proposed bridge supports within this median;
A new divided carriageway with bridge supports located within the median;
Situations where bridge supports are located close to the outside edges of trafficked
lanes;
VERSION:

2.0

DATE:

June 2009

Page 2

BTN 2009/001 Protection of Bridge Supports

Situations where bridge supports are located close to entry and exit ramps from
freeways and major highways.

3.2 Concept drawings


Figures 1 to 3 are provided to show concept details of typical systems currently being used
by VicRoads for the collision protection of existing and new bridge supports located in the
central median of freeways. Similar details can be used on major highways and arterial
roads with divided carriageways.
Figure 1 shows a plan view and a side elevation for a typical median pier collision
protection system.
Figure 2 shows a cross-section of a typical collision protection system for a median pier
with vertical faces parallel to the trafficked lanes.
Figure 3 shows a cross-section of a typical collision protection system for a median pier
with inclined faces parallel to the trafficked lanes. This arrangement increases the
potential risk for high vehicles to snag the pier and should be avoided.
This figure also has applicability to situations where the pier is skewed relative to the
trafficked lanes. In these circumstances, circular or elliptical pier columns should be used
or at least the ends of the piers should be rounded or angled to reduce the probability and
severity of impact..
Urban divided highways with lower speed environments may, for example, require collision
protection for existing pedestrian bridge supports located within the median at high risk
locations.
Similar details can be used for the protection of bridge supports on the outside of
roadways by providing a single barrier based on one side of the system shown in
Figures 1 to 3. These barriers also shall be protected by a secondary flexible (wire rope)
system except in circumstances where the ends of the barriers can be terminated within a
roadway batter cut or similar.
3.3 System components
The main component of the bridge support protection system, shown in Figure 1, is the
reinforced concrete coffer dam type section. This system is intended to avoid medium to
heavy vehicles directly imparting collision loads to the bridge support system.
This type of system is intended to provide protection to an existing, non-robust bridge
support system. It shall be designed to act independently of the bridge support system, by
relying on its self-weight and independent foundations. A clearance cavity shall be
provided around the bridge supports to minimise the probability of collision load transfer to
them.

VERSION:

2.0

DATE:

June 2009

Page 3

BTN 2009/001 Protection of Bridge Supports

In the case of new bridge supports or existing robust supports that satisfy AS5100
requirements, consideration may be given to designing a similar concrete pier protection
system that acts integrally with the bridge supports.
A secondary flexible (wire rope or similar) system is provided in front of the concrete
collision protection system to safely contain and redirect light to medium mass vehicles
without any contact with the rigid concrete barrier.
The combination of flexible barrier and tapered rigid concrete system is also intended to
safely redirect an errant medium to heavy vehicle impacting at a low angle of incidence. It
is also intended to partially contain and redirect heavier vehicles, particularly buses and
similar to minimise the severity of any collision with the rigid system and avoid head on
impact with the end of the system. The above features are aimed at minimising the risk of
serious injury to vehicle occupants.
The ends of the concrete barrier system potentially represent a hazard to multi-passenger,
medium mass vehicles such as buses. Such vehicles may have sufficient momentum to
deflect the flexible barrier system more than the minimum 2.5m offset specified in Figure 1.
Site specific consideration shall be given to the provision of additional end protection, such
as a crash cushion impact system.
3.4 Geometric details
The details shown in Figure 1 are based on a straight alignment and bridge supports
oriented parallel to the trafficked lanes. It also assumes a minimum median width of about
6m or 4.5m between the flexible roadside barrier systems along each carriageway.
The approach traffic face of the barrier is flared at a 1 in 10 slope away from the traffic
from a minimum offset of 1m at the bridge supports until a minimum offset of 2.5m to the
flexible (wire rope barrier) system is achieved at the approach end. This offset is based on
the requirements of Road Design Note 3-18F, Appendix A..
The trafficked face runs parallel with the trafficked lanes from a distance of approximately
1500mm prior to the bridge supports for the distance required to achieve the appropriate
offset from the flexible barrier system on the other carriageway.
If the road alignment is curved, the concrete protection system may have to be flared at a
rate of 1 in 10 on both sides to maintain the minimum clearance to the flexible barrier
system; this will result in a longer length of concrete barrier.
3.5 Height considerations
The height of the concrete bridge support protection system shown in Figures 1 and 2 is
1500mm in the region of the bridge supports. These figures are based on both
carriageways being at the same level and a horizontal median surface.

VERSION:

2.0

DATE:

June 2009

Page 4

BTN 2009/001 Protection of Bridge Supports

This height is equivalent to that of a High performance level bridge barrier and is required
to safely redirect a heavy commercial vehicle at an operational speed of about 100 km/hr.
The height is required to ensure that the barrier provides redirection to the tray of
commercial vehicles. This is important to:
Redirect the errant heavy vehicle;
Minimise the lateral rotation of an errant high heavy vehicle and potential for
snagging of the bridge supports.
The determination of appropriate height and clearance of the pier protection system from
the bridge supports, as shown in Figures 2 and 3, shall be based on the provisions of the
Austroads Guide to Road Design Pt 6: Roadside Design, Safety and Barriers Figure 6.20
and Table 6.11.
The height of the concrete system is gradually reduced away from the bridge supports to
reduce the size of the potential impact area at each end of the system. The height and
width of the barrier at each end should be minimises or shaped to reduce the severity of a
direct impact with the end of the barrier whilst simultaneously minimising the probability of
the barrier acting as a ramp and launching a heavy vehicle. The slope on the top surface is
of the order of 1 in 10.
For applications where the operational speed of the road is 80 km/hr or less, site specific
risk assessment might indicate that a reduced height of about 1100 to 1200mm might be
adequate to re-direct heavy vehicles, subject to considerations about the probability of
bridge support snagging and the robustness of these supports.
3.6 Structural details
The concrete protection systems that are designed to act independently of pier supports,
shall be designed for the following road traffic collision loads:
The collision loads specified in AS5100.2 Clause 10 to be applied to bridge support
systems; and
The traffic barrier design loads specified in AS5100.2 Clause 11 and BTN 2005/006
for a barrier of the same performance level
whichever has the greater effects.
A1500mm high system shall be designed as a High performance level barrier system
whilst an 1100 to 1200mm system shall be designed as a Medium performance level
barrier system.
3.7 Foundation details
Appropriate foundations, in the form of bored piles or similar, shall be provided to resist the
collision loads referred to above in accordance with the requirements of AS5100.

VERSION:

2.0

DATE:

June 2009

Page 5

BTN 2009/001 Protection of Bridge Supports

3.8 Urban design considerations


Consideration shall be given to the appearance of pier-protection barriers. For example,
flat surfaces may be divided by fluting and feature grooves parallel with the base of the
barrier. The upper surface of the barrier may be bevelled or formed into a V-shape. Where
grooves and shaping are used, the nominal cover to reinforcement shall be maintained at
the root of the feature and all surfaces shall be freely self-draining to prevent
accumulations of standing water.

MARIO FANTIN
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile:
(03) 9811 8329
Email:
mario.fantin@roads.vic.gov.au
Bridge Technical Notes are subject to periodic review and may be superseded

VERSION:

2.0

DATE:

June 2009

Page 6

BTN 2009/001 Protection of Bridge Supports

Figure 1 - Typical median pier collision protection system

VERSION:

2.0

DATE:

June 2009

Page 7

BTN 2009/001 Protection of Bridge Supports

Figure 2 - Typical collision protection system for a median pier with vertical faces parallel to the
trafficked lanes

VERSION:

2.0

DATE:

June 2009

Page 8

BTN 2009/001 Protection of Bridge Supports

Figure 3 - Typical collision protection system for a median pier with inclined faces parallel to the
trafficked lanes

VERSION:

2.0

DATE:

June 2009

Page 9

BTN 2009/002 Guidelines for Bridge Approach Barriers

2009/002

vicroads

Bridge Technical Note

GUIDELINES FOR BRIDGE APPROACH BARRIERS


1. GENERAL
1.1 Introduction
This Technical Note provides guidelines for new and replacement bridge approach
barriers. It shall be read in conjunction with AS5100 Bridge Design 2004, Bridge Technical
Note 2005-006 and VicRoads Road Design Guidelines Parts 3 and 9 and Road Design
Note RDN 12-1.
Current bridge barriers are designed for multiple performance levels with the aim of safely
containing and redirecting light cars and a range of commercial vehicles subject to
benefit/cost justification in accordance with site-specific risk factors.
The approach is based on the requirements stated in AS5100 Bridge design for multiple
performance level bridge and bridge approach barriers and references current VicRoads
Road Design Guidelines requirements relevant to bridge approach barriers.
1.2 Background
Severe decelerations and the consequent high risk of injury can occur if the transition from
a flexible approach barrier to a rigid bridge barrier is not properly detailed and transitioned
in strength and stiffness.
Such incidents represent a potentially major risk to the occupants of these vehicles. They
may also represent a high risk to third party persons and property if, for example, an errant
heavy vehicle impacts a major roadway or railway or highly developed area beneath the
bridge.
Another situation that requires specific consideration is the case of high occupancy
vehicles, such as buses. The departure of such a vehicle on a bridge approach represents
a high risk to vehicle occupants. In the particular instance where the area beneath the
bridge is a major roadway or railway, highly developed area, deep waterway or similar a
particularly high risk situation is created due to the combined risk faced by both the
multiple vehicle occupants and third parties.
2. SCOPE
This Bridge Technical Note is intended to expand on the provisions of AS5100 and
VicRoads Road Design Guidelines in providing guidance on the design of bridge approach
barrier systems for bridges on Victorias arterial road network.
It makes reference to barriers on approaches to bridges on major freeways and divided
highways where the use of rigid concrete bridge barriers is most prevalent.
It also makes reference to barriers on approaches to bridges on less heavily trafficked
roads where bridge barriers commonly comprise low performance level and more flexible
steel post and rail systems.
VERSION:

1.0

DATE:

June 2009

Page 1

BTN 2009/002 Guidelines for Bridge Approach Barriers

It provides guidance on the selection of multiple performance level bridge approach barrier
systems and considerations relevant to the determination of appropriate extents for each
performance level.
The objective of the guidance in this document is to reduce the severity of crashes on
bridge approaches and to achieve rational uniformity of standards.
3. STANDARDS AND REFERENCES
Selection, design and testing of bridge approach barriers shall comply with the
requirements of this Technical Note, relevant Australian Standards and Road Authority
guidance including :(a) AS5100 Bridge Design 2004 and AS5100 Bridge Design Supplement 2006
(b) VicRoads Road Design Guidelines, Parts 3 and 9 and Road Design Note 12-1.
(c) VicRoads Standard Specification for Roadworks and Bridgeworks
(d) AS3845 1999 Roadside safety barrier systems
(e) BTN 2005-006 Bridge traffic barrier performance levels and design loads

This Technical Note shall take precedence over provisions in other standards where there
is a conflict of information.
4.

DESIGN REQUIREMENTS

4.1 General
AS5100 specifies the following basic requirements:
(a) A transition barrier shall be provided on the approach to all bridge barriers;
(b) The strength and stiffness of this barrier shall vary to provide a transition in strength
and stiffness between any flexible roadside barrier and the rigid or semi rigid bridge traffic
barrier;
(c) A smooth face and tensile continuity shall be maintained throughout.

4.2 Requirements for determining bridge approach barrier performance levels and
extents
AS5100.1 Clause 10.6.3 Bridge Approaches, specifies that:
(a) The bridge approach barrier performance levels shall be determined in accordance
with the requirements of AS5100, including AS5100.1 Appendix B Road Barrier
Performance Level Selection Method.
VERSION:

1.0

DATE:

June 2009

Page 2

BTN 2009/002 Guidelines for Bridge Approach Barriers

(b) The length of each performance level provision shall take into consideration local factors
including, but not limited to the following:
(i) The distance and clearance to the right of way boundary as it may effect the risk to
occupants of errant vehicles and third parties;
(ii) The distance to hazards, including rigid objects and steep descents, as it may effect
the risk to occupants of errant vehicles and third parties;
(iii)The risk associated with the use of the crossing beneath the bridge and the proximity
of that crossing;
(iv) The risk associated with the existence of service roads or parallel walkways and the
like.
(c) Consideration shall also be given to the requirements of VicRoads Road Design
Guidelines and Road Design Technical Note RDN 12-1.
4.3 Terminology
Reference is made to Figure 1 which shows twin bridges on a divided carriageway with rigid
barriers on the external (verge) and median side of each bridge and on the bridge
approaches. It also shows the clear zone distances (C-Z), that must be determined for each
site, and typical right of way (ROW) boundaries.
This Figure is intended to assist in describing methodology that shall be used for determining
bridge approach performance levels and extents for twin bridges on divided carriageways. It
also provides the basis for considering a single bridge on a divided carriageway, where there
is continuous median barrier along the roadway on both sides of the bridge and a single
bridge on an undivided carriageway, where there is no median. Further reference is made to
this Figure below.
4.4 Methodology for determining performance levels and extents of external (verge)
bridge approach barrier systems
4.4.1 General
The following clauses describe in more detail the application of the requirements of Clause
4.2 to external (verge) approach traffic barrier systems.
4.4.2 Basic Methodology
The method of determining appropriate bridge barrier performance levels and extents shall
be based on the requirements of Clause 4.2 as follows:
(a) The requirements of AS5100.1 shall be followed to determine the appropriate external
bridge barrier performance level;
(b) The requirements of Clause 4.2 (a) and (b) shall be used to determine minimum
bridge approach barrier performance levels at successive cross- sections, along the
bridge approach;

VERSION:

1.0

DATE:

June 2009

Page 3

BTN 2009/002 Guidelines for Bridge Approach Barriers

(c) The requirements of RDN 12-1 shall be followed to determine the minimum length of
flexible bridge approach barrier systems.
For each cross-section on the approach, the highest of the performance levels determined by
the above methodology shall be adopted. The length of need for each performance level
shall be determined by applying this approach to successive cross-sections and considering
other constraints detailed below.
4.4.3 Performance level and extent required to contain errant vehicles
AS5100.1, as per Clause 4.2 (a) and (b), provides the basis for undertaking a risk based
assessment, in conjunction with benefit / cost considerations, to determine the risk and
consequences of a range of vehicles penetrating or vaulting the bridge and bridge approach
barriers at different cross sections, and thus determining the minimum appropriate
performance level at each cross section.
These assessments shall consider the relative probabilities and risks of different errant
vehicles, relevant to the site, penetrating or vaulting:
(a) The bridge barrier and landing on the area beneath the bridge, which may be a major
road or railway, a highly developed area or deep water or other high risk environment;
(b) The bridge approach barrier immediately before the bridge and also potentially ending
up within the area beneath the bridge,;
(c) The bridge approach barrier and rolling over a vertical retaining wall or steep descent,
or impacting a rigid object or encroaching on the right of way boundary or similar, as
per Clause 4.2(b);
(d) The bridge approach barrier at other locations.
4.4.4 Performance level and extent required to prevent errant vehicles entering high
risk areas behind approach barriers
These assessments shall also consider the relative probabilities and risks of different errant
commercial vehicles, leaving the trafficked roadway at the representative 15 degree
divergence angle from the left hand traffic lane, bypassing the end of the rigid bridge
approach system and travelling a sufficient distance to encroach on the:
(a) Area beyond the clear zone;
(b) Area beyond the right of way boundary;
(c) Continuation of the area beneath the bridge, particularly when this is a major roadway
or railway, high use land area, deep water or other high risk environment.
Consideration shall be given to the probable stopping distance of the errant vehicle.
Site specific consideration also must also be given to the possibility and the consequences of
the driver of a heavy vehicle falling asleep or becoming incapacitated and failing to brake
after leaving the roadway.
Consideration may also be given to constructing a secondary protection system to safeguard
against an errant vehicle entering the high-risk area under the bridge.
VERSION:

1.0

DATE:

June 2009

Page 4

BTN 2009/002 Guidelines for Bridge Approach Barriers

If there are additional factors which necessitate a long length of rigid barrier, it may be
appropriate to curtail the length of the rigid roadside barrier and to incorporate a secondary
barrier in front of the ROW boundary.
The length of non-rigid barrier shall be determined by using a nominal 3 divergence angle
from the nearest traffic lane (as shown in Figure 1) in order to provide a minimum protected
width of C-Z at the bridge. An additional length of barrier may be required on flat or near flat
terrain due to the greater probability and consequences of a vehicle travelling across the
terrain and behind the barrier towards the hazard.
Figure 1 is intended to show diagrammatically the path of an errant commercial vehicle and a
light car or similar, penetrating the zone behind the bridge approach barrier systems at
divergence angles of 15 degrees and 3 degrees respectively.
4.4.5 Concept Drawings
Three representative examples have been included, as Figures 2, 3 and 4 for the purpose of
illustrating and describing the recommended approach to the determination of appropriate
bridge approach barrier performance levels and extents.
Figures 2 and 3 illustrate typical of situations on high speed freeways and major divided
highways. Figure 4 represents a typical bridge on a two-way arterial road.
Figure 2 shows twin bridges on a divided carriageway with High performance levels barriers
on the bridges and a series of bridge approach barrier systems transitioning progressively
from a roadside barrier to Regular, Medium and then High performance level approach
barrier systems.
Figure 3 shows a similar situation with Medium performance level barriers on the twin bridges
and a bridge approach barrier systems transitioning from a roadside barrier system to
Regular and then to a Medium performance level approach barrier system.
Figure 4 relates to a bridge on a typical two way arterial road crossing a creek or similar low
risk site. The bridge has Regular performance level barriers. A roadside barrier system is
provided on the approaches, in accordance with the requirements of VicRoads Road Design
Guidelines with a local stiffening and transition section as shown in Figure 4 joining this
approach barrier to the bridge barrier.
Reference to Road Design Note RDN 12-1 2001, including Road Design Standard Drawings
SD4521, SD4531 and SD4541 provides additional guidance for bridge approach barriers on
embankments and flat terrain. This Technical Note shall take precedence over the lengths of
rigid barriers shown in drawings SD4521 and SD4531 for Medium and High performance
level bridge approach barriers, referenced in RDN 12-1. These drawings do not show any
transition in performance level over the lengths of approach barriers.
The flexible roadside barrier system on the approaches to a bridge must overlap or be
transitioned in stiffness at its connection to the rigid bridge approach barrier system. Where
practical, the rigid bridge approach barrier system should be flared away from the
VERSION:

1.0

DATE:

June 2009

Page 5

BTN 2009/002 Guidelines for Bridge Approach Barriers

carriageway to minimise the risk of impact with the end of this system as shown on SD4531.
4.4.6 Other considerations relevant to minimum lengths of different performance level
bridge approach barriers
In addition to the methodology specified above for determining the minimum allowable
performance level for bridge approach barriers at successive cross sections along the bridge
approach and departure, there are practical minimum lengths of each performance level that
shall be considered.
In the case of sites requiring a High performance level bridge barrier, where there is normally
a very high risk to third parties if a heavy vehicle penetrates or vaults the barrier and enters
the area beneath bridge, it is essential that a site specific risk assessment be made of the
minimum length of High performance level rigid or semi-rigid barrier to be provided
immediately prior to the bridge to provide a safe transition to the bridge including:
(a) Maintaining any errant heavy vehicle and its freight upright and redirecting it safely
onto and over the bridge;
(b) Preventing any errant heavy vehicle from penetrating or vaulting the barrier at a
cross section sufficiently close to the bridge that it would potentially have sufficient
remaining momentum for part or all of the vehicle or its heavy freight to continue into
the area beneath the bridge.
The above minimum length of High performance level bridge approach barrier shall generally
be preceded by a length of Medium performance level bridge approach barrier or the High
performance level barrier may be extended over the length of warrant for the High and
Medium performance level barriers and transition immediately to a Regular performance level
barrier. Reference is made to Figure 2.
Given the above site and considerations, the minimum length of a High performance level
barrier prior to a High performance level bridge barrier shall be determined by site specific
risk assessment.
Similar site specific considerations shall be given to the approaches to bridges requiring
Medium performance level bridge barriers. Reference is made to Figure 3.
In the case of a bridge with semi-rigid Regular performance level bridge barrier, as shown in
Figure 4, a non-rigid bridge approach barrier may be transitioned over a relatively short
length using appropriate local increase in strength, stiffness and height.
4.5

Methodology for determining performance levels and extents of median bridge


approach barrier systems

4.5.1 Median width greater than the clear zone distance


If the median width behind the extended rigid approach barrier is more than the clear zone
distance (C-Z), as shown on Road Design Drawing (SD 4501), the rigid barrier length shall
be sufficient to contain errant vehicles at the representative 15 divergence angle from the
nearest traffic lane, to protect as a minimum the C-Z width between the bridges.
VERSION:

1.0

DATE:

June 2009

Page 6

BTN 2009/002 Guidelines for Bridge Approach Barriers

The total barrier length including the non-rigid barrier shall be calculated by adopting the 3
divergence angle from the nearest traffic lane to protect a width equal to C-Z between the
bridges.
4.5.2 Median width less than the clear zone distance
If the median width behind the extended rigid bridge barrier is less than the C-Z, as shown in
Road Design Drawing (SD 4511), the same requirement as for 4.5.1 shall apply, with the
additional requirement that the extended rigid barrier shall be double-sided from its approach
end along the length exposed by a 15 divergence angle from the nearest point of the
opposite carriageway at the end of the bridge barrier.
4.6 Gore area
Reference is made to Road Design Note RDN 12-1 and drawing SD4541.
For sites where the required total length of approach barrier extends to the gore area
attenuator, the rigid barrier component shall be extended to the attenuator. For other sites the
extent and type of approach treatment should be based on benefit/cost considerations.
4.7 Freeway and highway ramps and side roads
Barriers in gore areas near to the bridge that include gaps for access or side roads shall be
designed to safely contain errant vehicles at all probable impact angles that might result from
an errant vehicle leaving the nearest traffic lane at an angle of 15.
If the bridge approach barrier is connected to a side road barrier, the side road barrier must
be continuous with the bridge approach barrier system. A transition from a flexible to a rigid
barrier system at the junction of the two systems is then the only requirement.
Appropriate barrier systems, normally the rigid bridge barriers, shall be extended down
freeway or major highway entrance and exit ramps a suitable distance to protect against
errant vehicles penetrating the freeway or highway trafficked lanes.
5. DESIGN AND TEST CRITERIA
5.1

General

The design and test criteria for rigid bridge approach barriers shall be in accordance with the
requirements of AS5100.
Concrete bridge approach barrier and foundation systems may be designed as rigid or semirigid systems.
Full continuity shall be provided throughout the length of the rigid bridge and bridge approach
barrier systems in the horizontal direction and with the foundations in the vertical direction. In
the case of steel railing, splices shall be provided by full penetration butt welds
VERSION:

1.0

DATE:

June 2009

Page 7

BTN 2009/002 Guidelines for Bridge Approach Barriers

The design and geometrical requirements for non-rigid barriers shall be in accordance with
the requirements of the VicRoads Road Design Guidelines.
5.2

Anchorages

Anchor bolts and other fixings cast into concrete shall be designed to minimise any damage
that might occur if the attached post or railing reaches its plastic capacity due to the effects of
an impact.
5.3

Transition barrier foundation

The loads transmitted to the barrier base/foundation shall be determined from an ultimate
strength analysis of the barrier system using the loads specified in AS5100 and BTN
2005/006.
In the case of foundations for rigid barrier systems, the capacity of the foundation at the base
of the barrier shall be not less than the barrier capacity in order to prevent failure of the
foundations.
In accordance with the requirements of AS5100, the bridge approach barrier, connections
and supporting system shall be designed as a progressive strength system to limit the
damage to the supporting system and potential reconstruction requirements that may arise
from a collision.
5.4

End treatment

Ends of approach barriers shall be crashworthy and shall be protected by a suitable


transitioned traffic barrier and/or proprietary impact attenuation device. The barrier
termination shall be designed to ensure acceptable performance on impact at the required
performance level for the vehicle(s) under consideration.
The ends of a rigid barrier that may be connected to and/or splay away from a non-rigid
approach system, shall be suitably terminated. End blocks, for example, shall be detailed to
ensure that the occupants of vehicles and others near by are protected during an end-on
impact. The end treatment shall be in accordance with the relevant sections of the VicRoads
Road Design Guidelines.

VERSION:

1.0

DATE:

June 2009

Page 8

BTN 2009/002 Guidelines for Bridge Approach Barriers

RDG

Road Design Guidelines

CZ

Clear Zone

LON

Length of Need

--/--/--

Right of Way Boundary

Figure 1
Figure 1 Shows the Terminology used for determining Performance levels and Extents
VERSION:

1.0

DATE:

June 2009

Page 9

BTN 2009/002 Guidelines for Bridge Approach Barriers

Figure 2
Figure 2 illustrates the transition from High Level Performance bridge barrier to Roadside barrier

VERSION:

1.0

DATE:

June 2009

Page

BTN 2009/002 Guidelines for Bridge Approach Barriers

Figure 3
Figure 3 illustrates the transition from Medium Level Performance bridge barrier to Roadside barrier

VERSION:

1.0

DATE:

June 2009

Page

BTN 2009/002 Guidelines for Bridge Approach Barriers

Figure 4
Figure 4 illustrates the transition from Regular Level Performance bridge barrier to Roadside barrier

MARIO FANTIN
PRINCIPAL BRIDGE ENGINEER
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone: (03) 9811 8307
Facsimile:
(03) 9811 8329
Email:
mario.fantin@roads.vic.gov.au
Bridge Technical Notes are subject to periodic review and may be superseded

VERSION:

1.0

DATE:

June 2009

Page

BTN 2010 / 001 November 2010

BRIDGE TECHNICAL NOTE

Design of Steel Cantilever and Portal Sign


Structures and High-Mast Light Poles

1.

Scope and Application

This technical note is intended for use by those who


are engaged in the design and construction of
cantilever and portal sign structures and high-mast
light poles for road projects in the State of Victoria.
The note supplements the requirements of AS5100
Bridge Design and must be read in conjunction with
that Standard. In particular this note provides
additional requirements for design and construction
which are intended to reduce the risk of fatigue
failure of sign structures and high-mast light poles.
Cantilever sign structures are defined as sign
structures comprising one principal vertical member
combined with one or more principal horizontal
members. Portal sign structures are defined as sign
structures comprising one or more horizontal or
sloped principal members supported by at least two
principal vertical members. The principal members
may be trusses. High-mast light poles are defined as
steel light poles with an overall height exceeding 17
metres.

2.

Introduction

Sign structures and high-mast light poles are


susceptible to fatigue-related failure, particularly of
their base connections arising from wind and
vehicle-induced oscillations. Failures of this type
leading to collapse of the structures have been
recorded in Australia in structures less than 10 years
of age. The risk of fatigue-related failure can be
minimised by ensuring that critical connections are
designed to resist fatigue effects.

3.

Design Life

5.

6.

Ultimate Limit State Design

Serviceability Limit State


Design

Portal sign structures shall be designed, fabricated


and erected so that for the completed sign structure
(including signs), the maximum deviation under the
action of self weight only shall comply with the
following tolerances:
Transverse members
Downwards deviation from a straight line between
the columns
0
Upwards deviation from a straight line between the
columns
L /200
Cantilever sign structures experience deflections due
to the self-weight of the cantilever-arm and the
sign-face and wind-loading together with possible
long-term creep deflection as a result of foundation
movement. Unless compensatory action is taken,
these deflections may be excessive leading to an
undesirable appearance of the structure. In extreme
cases, the structure may become unserviceable. In
order to prevent undesirable visual and structural
effects, the following actions are required for
cantilever sign structures:
1.

The completed structure shall comprise a


vertical column with a cantilever arm which is
horizontal, subject to compliance with the
minimum clearance requirements and as
required by the design.
This geometry is
termed the required profile.
The required
profile shall be defined on the drawings for all
cantilever sign structures.

2.

Cantilever sign structures shall be designed,


fabricated and erected so that for the
completed sign structure (including signs),
under the action of self weight only, the
maximum deviation from the required profile
shall comply with the following tolerances:

Geometry

Vertical clearance to signs and sign structures shall


be in accordance with the requirements of VicRoads
Traffic Engineering Manual.
For cantilever sign structures the maximum
horizontal length of the cantilever arm should not
exceed 9m. Further recommendations for the
treatment of cantilever arms of horizontal length
greater than 9m are given in the Appendix.

Version 1.1

The design wind speed and wind pressure for the


ultimate limit state shall be as specified in AS5100
Bridge Design except that the drag coefficients for
elevated sign panels shall be taken from
AS/NZS1170.2 Structural Design Actions Part 2:
Wind Actions.

The design life of sign structures and high-mast light


poles shall be 50 years.

4.

2010/001

2
Vertical members
Towards carriageway
Away from carriageway

(where H is the height from the base to the


intersection of the principal members)

Anchor-bolts shall be grade 4.6. A minimum number


of 8 anchor-bolts per base plate shall be provided
for sign structures. Anchor-bolts shall be fully
enclosed in concrete to the top surface of the
foundation or pedestal. Recess pockets or styrene
block-outs shall not be used.

Horizontal members
Downwards deviation
Upwards deviation

Base-plates
Base-plates shall be at least as thick as the anchorbolt diameter but not less than 40mm thick.

0
H/200

0
L/200

(where L is the length from the intersection of the


principal members to the tip of the cantilever arm)
3.

4.

Cantilever sign structures shall be designed,


fabricated and erected so that for the
completed sign structure (including signs),
under the action of serviceability wind loading
only, the maximum horizontal deflection at the
centre of the sign shall not exceed 1/125 of the
combined length of the post and arm.
For cantilever sign structures supported on a
single pile foundation, an assessment of the
creep deflection shall be made. The required
profile shall be adjusted to include the following
presets:

Vertical members
Away from carriageway - Assessed creep but not
less than 25mm at the top of the vertical member.
Horizontal members
Upwards - Assessed creep but not less than 25mm
at the tip of the cantilever arm.

7.

Fatigue Limit State Design

Fatigue limit state design shall be in accordance with


the current edition of the AASHTO Standard
Specifications for Structural Supports for Highway
Signs, Luminaires and Traffic Signals. All aspects of
the fatigue design shall be based upon AASHTO,
including drag coefficients, fatigue importance
factors, fatigue stress categories and constantamplitude fatigue limits.
Sign structures or high-mast light poles that could
fall onto marked traffic lanes shall be treated in
accordance with AASHTO requirements for Fatigue
Category I.
The potential for a resonant response of the
cantilever arm of cantilever sign structures to vortex
shedding originating from the column shall be
assessed, including designs in which steel boxsections are used for the principal members. If a
resonant response is possible, this shall be mitigated
in the design (for example by the installation of
impact dampers or wind-flow spoilers).
Base connections
Anchor-bolts
Anchor-bolts and base-plates shall be designed as
double-nut moment joints. Each anchor-bolt shall
comprise a levelling nut and washer below the baseplate together with a washer, lock-nut and top nut
above the base-plate. At least two full threads of the
anchor-bolt shall protrude above the top nut.

The maximum free-length of the anchor-bolt from


the top surface of the concrete to the underside of
the levelling-nut shall be no greater than the
anchor-bolt diameter.
Grout
The design shall be prepared on the basis that there
is no grout beneath the base-plate. i.e. all loads
shall be supported by the anchor-bolts.
The void under the base-plate shall be completely
filled with a proprietary pre-mixed, free-flowing,
non-shrink grout with a minimum strength 50MPa.
Dry-packed mortar shall not be used for this
purpose.

8.

Requirements for Design,


Proof Engineering and
Certification

Design
Designs for sign structures shall be prepared by a
designer that is prequalified at Structures Complex
level under the VicRoads scheme for prequalification
of consulting engineers
Proof Engineering
The design of sign structures shall be subjected to
proof-engineering by an engineer that is prequalified
at Proof Engineering level under the VicRoads
scheme for prequalification of consulting engineers.

References
AS/NZS1170.2 Structural Design Actions Part 2: Wind
Actions (2002), Australian Standard
AS5100 Bridge Design (2004), Australian Standard
AASHTO Standard Specifications for Structural Supports
for Highway Signs, Luminaries and Traffic Signs
(2004), 4th Edition, American Association of State
Highway and Transportation Officials
NCHRP Report 469 (2002), Fatigue-Resistance Design of
Cantilevered Signal, Sign and Light Supports,
Transportation Research Board, National Research
Council, National Academy Press, Washington, D.C.

MARIO FANTIN
PRINCIPAL BRIDGE ENGINEER
VicRoads

Contact
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone:
(03) 9811 8307
Facsimile:
(03) 9811 8329
Email:
nigel.powers@roads.vic.gov.au
Bridge Technical Notes are subject to periodic review
and may be superseded

Appendix
Construction
Installation of anchor-bolts
Following erection of the column to the requirements
of clause 6, all levelling nuts should be tightened to
snug-tight to capture the base-plate with nuts
effectively tensioned against both sides of the baseplate.
Top-nuts shall then be tensioned by the part-turn
method as follows:
Anchor-bolt diameter 37.5 mm 1/6 turn beyond
snug tight
Anchor-bolt diameter > 37.5 mm 1/12 turn beyond
snug tight
Anchor-bolt template
In order to maximise the fatigue performance of the
base-plate connection, it is recommended that a
double template is used in order to achieve correct
positioning and alignment of the cast-in anchor-bolts
and the bolt holes in the base-plate. A suitable
arrangement is described in NCHRP469 FatigueResistance Design of Cantilevered Signal, Sign and
Light Supports, Figure C-5.1 and comprises a pair of
steel ring with nuts on both sides - one ring cast in
at the lower end of the anchor-bolts, and one
removable ring at the upper end of the anchor-bolts.
Grout
Grout must be mixed in accordance with the
manufacturers
recommendations
using
a
mechanical mixer which has sufficient volume to mix
all of the grout required for one base-plate in a
single mix. Grout must be placed within the
maximum time limit recommended by the
manufacturer.
Formwork
If formwork is not properly sealed, grout leaks may
occur leading to the formation of voids under the
base-plate and potentially to a heightened risk of
corrosion of steel components. The following
procedure is recommended in order to avoid the
possibility of grout leakage.

Suggested Formwork Procedure


Formwork on three sides of the base-plate should be
set at to a minimum height of 50mm above the top
of the base-plate. Formwork on the fourth side is
then set to a level 10mm higher than the underside
of the base-plate.
The grout should then be poured into the side
opposite the low side in a continuous operation such
that the grout flows freely over the formwork on the
low side.
Neither the formwork, base-plate or grout should be
vibrated or tapped. Grout must then be cured in
accordance with the manufacturers instructions.
Grout-testing
Cube tests shall be taken at a minimum rate of 1 set
of four per day. The set of cubes shall represent the
whole of the days production of grout. Two cubes
shall be tested at 7 and 28 days respectively. The
results of the cube tests shall be reported to the
Superintendent within 7 days of the test.
Additional requirements for cantilever sign
structures with cantilever arms of horizontal
length greater than 9m
In order to ensure that cantilever arms of length
exceeding 9m will have an adequate fatigue
performance, it is advised that they should be
subjected to vibration monitoring for a period of 12
months. As a minimum, vibration monitoring shall
be achieved by measuring variations in strain at the
base-plate weld in order to establish that the strain
range is less than the relevant constant-amplitude
fatigue limit defined in the AASHTO Standard
Specifications for Structural Supports for Highway
Signs, Luminaires and Traffic Signals.
Proposals for vibration monitoring together with the
collection and interpretation of data shall be
subjected to proof-engineering by a company that is
prequalified at Proof Engineering level under the
VicRoads scheme for prequalification of consulting
engineers.

BTN 2011 / 001 NOVEMBER 2011

BRIDGE TECHNICAL NOTE

Bending, Splicing and Welding of


Grade 500 Reinforcement

1.

Introduction

The current Australian Standard AS/NZS 4671


details the requirements for Grade 500 reinforcing
steels.
Grade 500 reinforcement is a high strength
reinforcement material with several ductility levels.
Since the introduction of Grade 500 reinforcement a
number of instances of brittle cracking and fracture
have been reported during the bending, re-bending
and welding of this material.
This document includes the design, placement,
bending and re-bending of Grade 500 reinforcement
so as to avoid brittle cracking or fracture.

2.

Steel Grades

Grade 500 reinforcement shall be in accordance with


AS/NZS 4671 and is available in the following
ductility classes:
Ductility
Class
500L

Ductility

Use

Low

500N

Normal

500E

Earthquake
(Seismic)

Mesh and drawn wire up to


12mm diameter
Mesh (special order) and
bars
Where the ductility class is
in accordance with Table 2
in AS/NZS 4671

3.

Bending & Re-bending

3.1 Bending Diameters


Bending of Grade 500 reinforcement (including
bends designed to be subsequently straightened or
re-bent) shall be in accordance with Section 16.2 of
AS 5100.5. It should be noted that the minimum
bend diameters for bars that are to be re-bent are
larger than for bars not to be re-bent.
Table 4 (Mandrel Diameter and Angle for Bend and
Re-bend test) of AS/NZS 4671 gives re-bending
diameters for Grade 500 steels based on a 90

2011/001
Version 1.0

bend, ageing at 100C for 1 hour, cooling to room


temperature and then re-bending to straight. The
compliance criterion for this test is that there should
be no visible cracking for Grade 500N reinforcement.

3.2. Cracking and Brittle Failure


Notwithstanding compliance with the above test
requirement, problems have been found to occur in
practice, where minor re-bending of 12mm shear
ligatures to achieve a good fit inside the formwork
has been known to cause cracking and, in some
cases, fracture of the bar.
On a recent project, brittle fracture of Grade 500
ligatures occurred during minor re-bending that was
done to adjust ligature shape relative to the mould.
The re-bending was not part of the design and the
designer had not, accordingly, specified the need to
use the increased diameter required for re-bend as
required by AS 5100. In this example small
indentations were discovered on the bars close to
the bends and the brittle fracture appeared to be
associated with these indentations which may have
acted as crack initiators. The indentations were
subsequently attributed to the use of an incorrectly
adjusted bar-bending machine at the factory.

3.3. Recommendations on Prevention


of Cracking and Brittle Failure
To prevent the occurrence of brittle cracking and
fracture during the use of Grade 500 reinforcement,
the following practices should be adopted:

The designer should, as far as is possible, avoid


details such as pull-out bars that require rebending on site;

Where re-bending is an essential feature of the


design, this shall be noted on the drawings and
the need for larger bend radii shall be noted;

The designer shall include a note on the drawing


stating that re-bending is not permitted except
where noted on the drawings and subject to
bend radii being increased in accordance with AS
5100 requirements for re-bending;

Consultation should take place between the


reinforcement supplier and the contractor in
order to ensure that the correct shape is being

achieved during the initial bending thus avoiding


unplanned on-site re-bending;
The reinforcement supplier shall ensure correct
adjustment of bending machines to avoid
notching or other damage to the bars during
bending. Finished work shall be inspected and
any defective bars discarded;
The constructor shall carry out re-bending only
where this is shown on the drawings and in such
cases shall use proper bending tools which will
achieve
the
specified
re-bend
diameter.
Leverage applied to a pull-out bar is not an
acceptable means of adjustment since this will
result in a small diameter bend at the concrete
surface;
If a bar is found to be incorrectly bent and
adjustment is required, the designer shall be
consulted prior to any attempt at adjustment in
order to avoid the risk of brittle fracture. Where
the designer considers that adjustment is a
suitable solution, site-bending shall be done
using appropriate levers and proprietary
mandrels of the correct size. Reinforcement that
is to be adjusted shall be properly restrained to
allow controlled adjustment and any additional
bends shall be placed in positions that preclude
damage to pre-existing bends.

3.4. Bending Using Heat


Cold bending is the preferred method for Grade
500N reinforcement. Bending using heat in
accordance with AS 5100.5 is permitted in carefully
controlled workshop conditions provided that the
steel temperature does not exceed 600C. At this
temperature the reinforcing bar will start to change
colour and, if such a colour change is observed, the
reinforcement is to be discarded.
At temperatures over 600C, reinforcing steel
softens due to changes in the grain structure of the
metal. On cooling, the original or recovered yield
strength is likely to be less than originally depending
on temperature. If reinforcement is subjected to
temperatures in excess of 600C during hot-bending
and then allowed to cool; the yield strength of the
steel for design purposes must be reduced to
250MPa.
Accurate monitoring and control of temperature is
vitally important for these reasons. The use of heat
sensitive crayons offers a practical method of
monitoring temperature in the bar.

4.

Welding

4.1. General
AS/NZS 1554.3: Structural Steel Welding Welding
of Reinforcing Steel sets requirements for the
welding of reinforcing steel. This includes splices of
various types, load bearing welded joints and nonload bearing welded joints (tack welds).

4.2. Location of Welds


VicRoads Standard Specification Section 611 does
not permit welding within 50mm of the tangent
point of bends in reinforcement. This overrides the
permitted requirement of AS/NZS 1554.3, which
permits tack welding within a section of bent

reinforcement. The requirements of AS/NZS 1554.3


Clause 3.3 and Appendix C for qualification testing
will be achieved if welding is to occur within 80mm
of a bent portion of reinforcement.

4.3. Welding Procedure Qualification


VicRoads Standard Specification Section 611.13
requires qualification of procedures for all welded
splices in accordance with AS/NZS 1554.3. For
fusion welding, documentary evidence of a
satisfactory macro test is required (which can be
evidenced by a photograph at a minimum
magnification of 2). Mechanical testing for
procedure qualification and for production control is
required for flash butt welding.

4.4. Welding Consumables


Designers should note that the use of hydrogen
controlled electrodes is required for welding Grade
500N reinforcement without preheat. Welding
consumables not stored and conditioned in
accordance with the manufacturers instructions are
deemed non-hydrogen controlled electrodes. For
example, an appropriate quantity of hydrogencontrolled manual electrodes should be baked and
then stored in hot boxes operating at correct
temperatures, in accordance with the electrode
manufacturers instructions.

5.

Splicing

5.1. Lap Splicing


Lap splice lengths and locations shall be in
accordance with the requirements of AS 5100.5 and,
in addition, shall comply with any particular
requirements noted on the drawings.

5.2. Welded Splices


Welded splices shall be designed and fabricated in
accordance with AS/NZS 1554.3 and VicRoads
Standard Specification Section 611. The designer
shall show the locations and details of any welded
splices on the drawings.
AS 5100.5 does not specify design requirements for
welded splices but requires consideration by the
designer of the influence of strength, fatigue,
ductility and slip when designing welded splices.

5.3. Mechanical Splicing


Compression Reinforcement and Secondary
Reinforcement
Mechanical splices may be used provided that:

A proprietary connector is used; and

The connector has appropriate Dynamic Capacity


Where the structure containing the coupler
may be subjected to dynamic loads, the timedependant properties of the coupler system must
be established by testing for the effects of
cyclical loading. The chosen coupler must
perform satisfactorily over the design-life of the
structure;
Tension Reinforcement
Mechanical splices may not be used to join tension
reinforcement in structures when the maximum
permissible crack-width is less than 0.3mm.

Mechanical splices may be used to join tension


reinforcement when the maximum permissible crackwidth is 0.3mm or more provided that:

A proprietary connector is used in accordance


with the manufacturers recommendations;

Not more than 50% of the total area of tensible


reinforcement shall be mechanically spliced at
any one section;

The splice is not placed at a position of maximum


stress. For the purposes of this clause, the use of
mechanical splices shall be restricted to those
parts of the span at which the bending-moment
causing the tensile stress in the reinforcement
being coupled is not greater than 75% of the
maximum bending-moment causing the tensile
stress in the span being considered;

The following factors have been considered when


selecting a coupler:
o Minimum yield stress the coupler system
must be strong enough to develop the
characteristic yield stress of the smallest
diameter reinforcing bar in the connection;
o Dynamic capacity where the structure
containing the coupler may be subjected to
dynamic loads, the time-dependent properties
of the coupler system must be established by
testing for the effects of cyclical loading. The
chosen coupler must perform satisfactorily
over the design-life of the structure;
o Tensile strength / yield stress ratio to
maintain the ductility of the structure, the
Tensile Strength / Yield Stress Ratio of the
coupler system should not be less than 1.08,
measured for actual stress across the full
range of yield stresses (500MPa to 650MPa for
a grade 500N bar). Further consideration
should be given to the Tensile Strength / Yield
Stress Ratio in designs for seismic conditions;
o Uniform elongation a minimum uniform
elongation of 3.5% is required for mechanical
splices in order to maintain the ductility of the
structure. Care should be taken when locating
couplers to ensure the ductility of the structure
is not reduced below the requirements of the
design;
o The designer shall ensure that the performance
of the selected coupler and the design of the
reinforcement are consistent with the ductility
of the reinforcement;
o Slip slip in the coupler may lead to cracking
in the concrete above the coupler. In order to
limit the width of cracks in the concrete above
the coupler to 0.3mm, slip in the coupler
should be limited to 0.1mm at 67% of the yield
load. The effects of shrinkage, creep and
flexural cracking on the actual crack-width
must be combined for this purpose.
Cover to the Connector
Where the external diameter of the connector is such
that it will encroach into the cover zone, the designer
must consider the following:

The durability of the connector;

The minimum depth of concrete at the connector


consistent with the maximum aggregate size of
the concrete;
The effects on the strength of the reinforced
concrete section should it be necessary to reduce
the effective depth of reinforcement in order to
achieve adequate cover to the connector.

6.

Summary

(a) All reinforcement shall be in accordance with


AS/NZS 4671 and shall be Grade 500N unless
otherwise noted;
(b) Design details necessitating re-bending shall be
avoided if possible;
(c) Re-bending shall be done only when shown on
the drawings and shall be done so as to ensure
that the increased bend radii for re-bending
specified in AS 5100 are achieved;
(d) Machines and tools for bending and re-bending
shall be adjusted so as to ensure that the
bending process does not cause indentations,
notches or other damage to the reinforcing bar;
(e) In specific cases, hot-bending at temperatures
below 600C may be permitted;
(f) Where reinforcing steel has been heated above
600C, the design yield stress must be reduced
to 250MPa;
(g) Welding of Grade 500 reinforcement shall be
done in accordance with AS/NZS 1554.3 and
VicRoads Standard Specification Section 611;
(h) Lap splices shall be in accordance with the
details shown on the drawings and shall comply
with the requirements of AS 5100.5 and
VicRoads Standard Specification Section 611.

References
AS

5100 (2004) Bridge Design, Australian


Standard
AS/NZS 1554.3 (2008) Structural Steel Welding
Part 3: Welding of Reinforcing Steel,
Australian Standard
AS/NZS 4671 (2001) Steel Reinforcing Materials,
Australian Standard
Section 611 (2009) Steel Reinforcement,
VicRoads Standard Specification

MARIO FANTIN
PRINCIPAL BRIDGE ENGINEER
VicRoads

Contact
For further information please contact:
Principal Bridge Engineer
3 Prospect Hill Road Camberwell Vic 3124
Telephone:
(03) 9811 8307
Facsimile:
(03) 9811 8329
Email:
mario.fantin@roads.vic.gov.au
Bridge Technical Notes are subject to periodic review
and may be superseded

Anda mungkin juga menyukai