2005/08
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.
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Temporary precast concrete barriers for TL-3 loading
3.
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.
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.
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.
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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.
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.
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.
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.
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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
60
(m)
70
45
25 5
0
45
25 5
0
0
100
80
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
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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.
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6.
7.
8.
9.
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
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APPENDIX ONE ACCEPTANCE LETTER FOR THE ITD PRECAST CONCRETE BARRIER
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vicroads
1996/001
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
AS/NZS 1554-PART 1
AS/NZS 1554-PART 3
AS/NZS 1554-PART 5
AS 2159
AS 3600
Concrete Structures
AS 3678
AS 3679
Structural Steel
AS/NZS 4671
AS 1311
AS 5100
Bridge Design
VicRoads
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2.0
DATE:
June 2005
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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
Geotechnical Strength
Reduction Factor g
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.
Driving energy at the top of the pile ie after hammer, helmet and cushion losses.
Driving energy nominally imparted by the hammer, ie before hammer, helmet and
cushion losses are accounted for.
Representative Pile
Representative Testing
Represented Pile
A pile whose capacity is calculated by extrapolation of the results from the testing
of a representative pile(s).
Splice
Test Piles
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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.
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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
30mm
45mm
-
30mm
35mm
50mm
25mm
30mm
-
25mm
25mm
35 mm
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Design Parameters for Driven Piles
6.
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
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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
The Pile Axial Test Loads shown on the drawings shall be calculated using appropriate geotechnical strength
reduction factors as follows:
1
3*
5#
*
#
Value
0.5
(b) Dynamic analysis of piles in cohesive soils using pile driving formula
(e.g. Hiley formula)
0.4
0.8
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
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
1.0
(b) variation in soil profile with depth and/or variation in soil profile
across the site
0.85
1.0
0.95
0.9
1.0
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
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Design Parameters for Driven Piles
6.5
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
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.
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.
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.
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Design Parameters for Driven Piles
9.
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.
10.1
CONCRETE PILES
The following information shall be shown on the drawings for precast concrete piles:
(i)
(ii)
(iii)
(iv)
10.2
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.
ULTIMATE
PILE TEST LOAD N (kN)
LIMIT STATE
HILEY
PDA TESTING
DESIGN AXIAL
FORMULA*
LOAD / PILE
REPRESENTED
INDIVIDUAL or
N* (kN)
PILE
REPRESENTATIVE
PILE
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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
2
4
5
0.8
0.7
1.0
1.0
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
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
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Design Parameters for Driven Piles
10.4
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
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
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
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
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
VERSION:
2.1
DATE:
July 2010
Page 4
MARIO FANTIN
PRINCIPAL BRIDGE ENGINEER
VERSION:
2.1
DATE:
July 2010
Page 5
vicroads
1999/006
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 :
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.
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.
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 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.
(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
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
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);
Approved
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
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
4.
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.
REFERENCES
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
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
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.
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.
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.
Page 3
BTN 1999/010
Design of precast culvert 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
Page 5
vicroads
1999/018
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
AS/NZS 1554-PART 1
AS/NZS 1554-PART 3
AS/NZS 1554-PART 5
AS 2159
AS 3678
AS 3679
Structural Steel
AS/NZS 4671
AS 1311
AS 5100
Bridge Design
VicRoads
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.
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.
Clause 620.03 of VicRoads specification requires a minimum concrete strength of 20 MPa for lifting
precast concrete units from forms.
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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.
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.
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.
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.
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.
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.
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.
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
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 :
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.
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DATE:
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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.
VERSION:
2.0
DATE:
June 2005
Page 2
BTN 2001/005
Approach Slabs
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
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.
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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.
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
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:
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Page 1
BTN 2002/002
Procedures for Testing Pot Bearings
ITEM
1
CLAUSE NO.
653.03
DESCRIPTION
Certification by an experienced structural engineer that the
proposed bearings comply with the specified requirements.
CHECK
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
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1.1
DATE:
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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:
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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
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)
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1.1
DATE:
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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)
(2)
(3)
(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
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.
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
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.
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.
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.
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
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
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
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
Site investigation
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
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
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
The following invert preparation is recommended prior to concrete lining of an existing BCMS:
4.3
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
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.
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2007/001
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.
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.
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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
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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.
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
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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;
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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
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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.
Condition state 2.
Condition state 3.
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.
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APPENDIX C
Examples of corrosion-damaged BCMS
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APPENDIX D
WARNING SIGN
Notes:
Freestanding sign to comply with AS1742.3:2002;
To be placed at each end of the BCMS;
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APPENDIX E
Item
1
Feature
Hazard
Unstable BCMS
- Propped (tommed)
- Deformed
- Corroded / missing areas of
metal
Risk
Crush injuries
Suffocation
Drowning
Being struck by falling objects
BCMS
Confined Space
Working at Height
Uneven Surfaces (Slips, Trips and Falls)
Water
Drowning
Laceration
Venomous creatures
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.
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2009/001
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
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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
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Situations where bridge supports are located close to entry and exit ramps from
freeways and major highways.
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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.
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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.
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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
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Figure 2 - Typical collision protection system for a median pier with vertical faces parallel to the
trafficked lanes
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Figure 3 - Typical collision protection system for a median pier with inclined faces parallel to the
trafficked lanes
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2009/002
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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.
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(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;
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(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.
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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
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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
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DATE:
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Page 6
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
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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
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
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RDG
CZ
Clear Zone
LON
Length of Need
--/--/--
Figure 1
Figure 1 Shows the Terminology used for determining Performance levels and Extents
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Figure 2
Figure 2 illustrates the transition from High Level Performance bridge barrier to Roadside barrier
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Figure 3
Figure 3 illustrates the transition from Medium Level Performance bridge barrier to Roadside barrier
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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
1.
2.
Introduction
3.
Design Life
5.
6.
2.
Geometry
Version 1.1
4.
2010/001
2
Vertical members
Towards carriageway
Away from carriageway
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
4.
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.
8.
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.
1.
Introduction
2.
Steel Grades
Ductility
Use
Low
500N
Normal
500E
Earthquake
(Seismic)
3.
2011/001
Version 1.0
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).
5.
Splicing
6.
Summary
References
AS
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