Qatar Expressways Group 3 Design Basis Report For Bridge Structures

Qatar Public Works Authority
Qatar Expressways Group 3

Design Basis Report for Bridge Structures
Document Number: EXW-P008-0000-SE-PBR-RP-00001
Revision: K01
Date: 28 July 2013

Document information
Client: Qatar Public Works Authority
Project: Qatar Expressways Group 3
Title: Design Basis Report for Bridge Structures
Document No: EXW-P008-0000-SE-PBR-RP-00001
Date: 28 July 2013

Rev Date Details Prep Rev App
K01 28/07/2013 Issued for Review RL AG NB

Author, Reviewer and Approver details
Prepared by: Richard Lipianin Date: 28/07/2013 Signature:
Reviewed by: Andrew Gallagher Date: 28/07/2013 Signature:
Approved by: Neil Brownlee Date: 28/07/2013 Signature:

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Parsons Brinckerhoff International Inc. 2013
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Parsons Brinckerhoff | EXW-P008-0000-SE-PBR-RP-00001 Rev K01 i
Qatar Public Works Authority Qatar Expressways Group 3 - Design Basis Report for Bridge Structures
Contents
Page number
1. Introduction 1
1.1 Purpose of Document 1
1.2 Scope of Works 1
1.3 Abbreviations and Definitions 1
2. Project Requirements 3
2.1 Design Standards for bridges and highway structures 3
2.2 The Design Manual for Roads and Bridges (DMRB) 4
2.3 Other Standards and Specifications 5
3. Technical Details of Bridges and Other Structures 7
3.1 Road Bridges 7
3.2 Pedestrian Bridges 8
3.3 Retaining walls 9
4. Durability 11
4.1 Design Life 11
4.2 Durability Design 11
4.2.1 Durability Reporting 11
4.2.2 Concrete Durability and cover to reinforcement 11
4.2.3 Durability of Steel Structures (Road Bridges, Pedestrian bridges, lift
structures and miscellaneous Steelwork) 12
4.2.4 Miscellaneous Components Durability 13
4.3 Service life Deterioration Mechanism 13
4.3.1 Concrete Structures 13
4.3.2 Steel Structures 13
5. Project specific design criteria 15
5.1 Bridges and other structures design standard 15
5.2 Performance specific requirements 15
5.2.1 General 15
5.2.2 Design speed 15
5.2.3 Minimum Vertical Clearances for Bridges and Other Structures 15
5.2.4 Bridge Bearings 16
5.2.5 Expansion Joints 16
5.2.6 Bridge Parapets 17
5.2.7 Vehicle Collusion with Structures 18

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5.2.8 Waterproofing of Bridge Decks 18
5.2.9 Waterproofing of Structural Elements below Ground 18
5.2.10 Drainage 18
5.2.11 Concrete Surface Finishes 19
5.2.12 Protective Coatings 19
5.2.13 Bridge Inspections and Maintenance 19
6. Material Parameters and Specifications 21
6.1 General 21
6.2 Concrete 21
6.3 Reinforcement 21
6.4 Prestressing strands 21
7. Design Loads 23
7.1 Permanent Loads 23
7.1.1 Dead Loads 23
7.1.2 Superimposed Dead Loads 23
7.2 Live Loads 24
7.2.1 New Structure Highway Live Loads 24
7.2.2 Carriageway Width 25
7.2.3 Pedestrian Bridge Live Load 26
7.2.4 Live load surcharge loads 26
7.2.5 Temperature Effects 26
7.2.6 Early Thermal Cracking of Concrete 26
7.2.7 Earth and water Pressure Loads 27
7.2.8 Differential Settlements 27
7.2.9 Wind Loads 27
7.3 Centrifugal Load 27
7.4 Braking Force 27
7.5 Accidental Load due to Skidding 27
7.6 Creep and Shrinkage 27
7.7 Seismic Forces (Earthquake) 28
7.8 Load Combination 28
8. Specific Requirements - Segmental Bridge 29
8.1 General 29
8.2 Design Methodology 29
8.2.1 Shear at Segment Joints: 29
8.2.2 Longitudinal stresses through joints: 29
8.3 Design Standards 30
8.3.1 ASSHTO LFRD Section 4.6.29 30
8.4 Shear and Torsion Design of Box Girders 32
8.5 Design Loads 32

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8.6 Construction Loads 32
8.6.1 Design Assumptions during Construction 33
8.6.2 Construction Load Combinations at the Ultimate Limit State 34
8.6.3 Construction Load Combinations at the Serviceability Limit State 35
8.7 Typical Construction Sequence 35
8.8 Durability 35
8.9 Maintenance 36
9. Specific requirements steel composite bridges 37
9.1 Steel composite bridges general 37
9.2 Steel composite bridge design standards 37
9.3 Steel composite bridge design guidelines 37
9.4 Design Load 38
9.4.1 General Loads 38
9.4.2 Fatigue Loads 38
9.4.3 Construction Loads 38
9.5 Material Properties 39
9.6 Typical Construction Sequence 39
9.7 Durability 39
9.8 Maintenance 40
9.8.1 Internal and External 40
9.8.2 Ventilation and Drainage 40
9.9 Design Analysis 40
10. Specific requirements precast concrete girder bridges 43
10.1 Precast concrete girder bridges general 43
10.2 Precast concrete girder bridge design standards 43
10.3 Design load 43
10.3.1 General loads 43
10.4 Durability 43
10.5 Material properties 43
10.6 Design analysis 43
11. Interface with Railway Corridor 45
11.1 Interface with Railway Corridor 45
12. Geotechnical Conditions 47

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List of tables
Page number
Table 1-1 Abbreviations and Definitions 1
Table 3-1 Bridge Details and Locations 7
Table 3-2 Pedestrian Bridge Details and Locations 8
Table 4-1 Design Life Summary 11
Table 4-2 Minimum Concrete Durability Requirements 12
Table 4-3 Nominal Concrete Cover to Steel Reinforcement 12
Table 5-1 Bridges and Other Structures Minimum Clearances 15
Table 5-2 Minimum Height Requirements for Parapets 17
Table 6-1 Design Parameters for Prestressing Strands 22
Table 7-1 New Structure Live Loads 24
Table 7-2 HA and HB Live Loads 24
Table 7-3 Carriageway Width and Notional Lanes 25
Table 8-1 Design Standards for Segmental Bridge Design 30
Table 8-2 Erection Loads for Segmental Bridge Construction 32
Table 9-1 Design Standards for Steel Composite Bridges 37
Table 9-2 Design Guidelines for Steel Composite Bridges 37
Table 9-3 Analysis Methods 41
Table 10-1 Design Standards for Precast Concrete Girder Bridges 43

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1. Introduction
1.1 Purpose of Document
The purpose of the Design Basis report for Bridges is to define the design criteria for the project that is
consistent with the requirements of the project deed.
In addition, the report provides design input parameters and design methodologies to ensure consistent
design outcomes for bridges and other structures across the project.
1.2 Scope of Works
The scope of works for the Group 3 project is specified in SECTION C- PART I and the Preliminary and
Detail Design requirements are specified in SECTION C- PART II. The purpose of this report is to expand
on the structures technical criteria to assist in the design of bridges.
1.3 Abbreviations and Definitions
Definitions and abbreviations are summarised in the following table:

Table 1-1 Abbreviations and Definitions

AIP Approved in Principle by KEO
ASGHAL Public Work Authority, Qatar
AASHTO- LFRD
American Association of State Highway and Transportation
Officials- Design Specification for Bridges
BS
British Standard
BA
DMRB Bridges and Structures Advise Notes (BA Series)
BD
DMRB Bridges and Structures Advise Notes (BD Series)
CIRIA
Construction Industry Research and Information Association
DMRB Highway Agency (UK) Design Manual for Roads and Bridges
IAN ASGHAL Interim Advise Note
NCHRP National Cooperative Highway Research Program
QCS 2010 Qatar Construction Specification 2010

2. Project Requirements
The design requirements for the projects are defined in the following annexures:
Annexure 1 IAN 009 Design Criteria for Highway Structures (Revision 2)
Annexure 2 ASHGHAL Approval in Principle Document - Proposed Structures Report
(Bridges) (Sep 2012)
Annexure 3 ASHGHAL Approval in Principle Document - Proposed Structures Report
(Pedestrian Bridges) (Sep 2012)
Annexure 4 Qatar Rail Safeguarding the Doha Metro Railway Corridor
The design criteria documented in this report is intended to be consistent with the design criteria listed in the
above annexures to the project deed.
Extracts from the project deed Annexures 1 to 4 are generally in italics where repeated in this report
The design of permanent structures will be comply with the technical requirements of Volumes 1 and 2 of the
Highway Agency (UK) Design Manual for Roads and bridges (DMRB) and British Standards BS 5400 (or
Eurocodes if so directed by ASHGHAL).
2.1 Design Standards for bridges and highway structures
BS 5400 Steel concrete and composite bridges
Part 1:1988 General Statement (see BD 15)
Part 2: Specification for loads (as implemented by BD 37)
Part 3: 2000 CP for design of steel bridges (see BD 13)
Part 4: 1990 CP for design of concrete bridges (see BD 24)
Part 5: 2005 CP for design of composite bridges (see BD 16)
Part 9: 1983 Bridge bearings (see BD 20)
BS5930: 1999 Site investigation
BS 6031: 1981 Earthworks
BS 8002: 1994 Earth retaining structures
BS 8004: 1986 Foundations
BS 8110 Structural use of concrete
Part 1: 1997 Code of practice for design and construction
Part 2: 1985 Code of practice for special circumstances
BS 5950 Structural use of steelwork in building
Part 1: 2000 Code of practice for design- Rolled and welded sections
BS EN 14388: 2005 Road traffic noise reducing devises- Specification
DD ENV 1317-4: 2002 Performance classes, impact test acceptance criteria and test

2.2 The Design Manual for Roads and Bridges (DMRB)
Bridges and Structures, Advise Notes (BA Series)
BA 24/87 Early thermal cracking of concrete
[Incorporating Amendment No.1 dated Aug 1989]
BA 26/94 Expansion Joints for use in highway bridge decks: Nov 1994
BA 41/98 The design appearance of bridges: Feb 1998
BA 42/96 The design of integral bridges: Nov 1996
[Incorporating Amendment No.1 date May 2003]
BA 47/99 Waterproofing and surfacing concrete bridge decks: Aug 1999
BA 57/01 Design durability: Aug 2001
BA 58/94 Design of bridges and concrete structures with external and unbonded
prestressing: Nov 1994
BA 67/96 Enclosure of bridges: Aug 1996
BA 84/02 Use of stainless steel reinforced in highway structures: Feb 2002
BA 85/04 Coatings for concrete highway structures & ancillary structures: May 2004
BA 68/96 Crib retaining walls: Feb 1997

Bridges and Structures, Standards (BD Series)
BD 2/05 Technical approval of highway structures: Aug 2005
BD 13/06 Design of steel bridges. Use of BS 5400: Part 3: 2000
BD 15/92 General Principles for the design and construction of bridges.
Use of BS 5400: Part 1: 1998
BD 16/82 Design of composite bridges. Use of BS 5400: Part5: 1979
BD 20/92 Bridge Bearings. Use of BS 5400: Part 9: 1983
BD 24/92 The design of concrete bridges. Use of BS 5400: Part 4: 1990
BD 28/87 Early thermal cracking of concrete
[Incorporating Amendment No.1 dated August 1989]
BD 29/04 Design criteria for footbridges: Aug 2004
BD 30/87 Backfilled retaining walls and bridge abutments: Aug 1987
BD 31/01 The design of buried concrete box and portal frame structures: Nov 2001
BD 33/94 Expansion joints for use in highway bridge decks: Nov 1994
BD 37/01 Loads for highway bridges: Aug 2001
BD 42/00 Design of embedded retaining walls and bridge abutment: May 2000
BD 43/03 The impregnation of reinforced and prestressed concrete highway structures
using hydrophobic pore-lining impregnation: Feb 2003
BD 47/99 Waterproofing and surfacing of concrete decks: Aug 1999
BD 51/98 Portal and cantilever signs/ signal structures: May 1998
BD 57/01 Design for durability: Aug 2001

BD 58/94 Design of bridges and concrete structures with external and unbonded
prestressing: Nov 1994
BD 60/04 Design of highway bridges for vehicle collision loads: May 2004
BD 65/97 Design criteria for collision protector beams: Feb 1997
BD 67/96 Enclosure of bridges: Aug 1996
BD 68/96 Crib retaining walls: Feb 1997
BD 74/00 Foundations: May 2000
BD 78/99 Design of road tunnels
2.3 Other Standards and Specifications
Design of bridge structures to comply with the following specifications in addition to above standards:
Where design requirements are not covered by the above listed standards, the design will be based on
guidance provided in other international codes of practice and design guidelines. Relevant international
standards and design guidelines for bridges are summarised below:
American Standards (AASHTO LRFD)
European Standards (Eurocodes);
SA 2-1/2 Swedish Standard 055900 for steel work grit blasting
BS EN 1317: 2010
Part 1 - Road restraint systems. Terminology and general criteria for test methods
Part 2 - Road restraint systems. Performance classes, impact test acceptance criteria and test methods for
safety barriers including vehicle parapets
Part 3 - Road restraint systems. Performance classes, impact test acceptance criteria and test methods for
crash cushions
Part 4 - Road restraint systems. Pedestrian restraint system - pedestrian parapets
Steel sign gantries and cantilever sign supports will be designed for fatigue and wind loading in accordance
with AASHTO Standard Specification for Structural Supports for Highway Signs, Luminaires and Traffic
Signals, 4
th
Edition with Interims to 2006.

3. Technical Details of Bridges
and Other Structures
The primary objective of structural design will is to achieve safe, economic, sustainable, aesthetically
pleasing and buildable structures.
3.1 Road Bridges
Proposed bridges consist of multi-span post-tensioned concrete box girder superstructures supported on
intermediate piers and abutments. These bridges will be designed as cast-in-situ box girders supported on
false work unless a detailed assessment during preliminary design determines that the use of false work at a
particular location is not possible. At such locations precast segmental box girders, prestressed beams and
steel trough girders will be considered..
Superstructures will be supported on pot bearings at piers and abutments. Expansion joints will be located at
abutments and piers where the length of structure warrants intermediate expansion joints. The expansion
joints will be of a strip seal type or modular type as appropriate for the movement range.
Substructures will be founded on will spread footings or piles depending on the soil conditions and available
construction space.
Reinforced concrete barriers will be provided on both edges of bridge decks, and will be continued over the
wing walls and approach ramps. The proposed barrier system will be Test Level 5 (TL-5) to AASHTO Clause
13.7.2.
TL-6 barriers will be considered in following circumstances and unfavourable site conditions:
High volume of tanker-type trucks or similar high centre of gravity vehicles anticipated.
Reduced radius of curvature.
Steep downgrade on curvature.
Variable cross slopes.
Following table provides the details and location of the bridge.

Table 3-1 Bridge Details and Locations
Bridge
Designation
Location No. of spans Maximum
span/ (m)
Total Length
/(m)
No. of cells
J2-BR1 Junction J2 3 80 187 3
J3-BR1A Junction J3 4 37 134 4
J3-BR1B Junction J3 4 37 134 4

Bridge
Designation
Location No. of spans Maximum
span/ (m)
Total Length
/(m)
No. of cells
M1-BR1 Junction M1 5 40 168 3
3.2 Pedestrian Bridges
There are eight pedestrian bridges proposed in this project. Span arrangements are differed for each bridge
and shown in the table below. The proposed bridges consist of two steel plate girders with composite cast-in-
situ deck slabs supported on piers at mid span and at their ends. Elastomeric bearings are proposed at all
supports. Strip seal expansion joints will be provided at both ends of each bridge.
The deck will be provided with a pedestrian railing system and will be enclosed by curved glass panels
supported on curved steel members. Bridge deck drainage is not required due to the roof cover.
Pier columns will be founded on either willow pad footings or pile foundations. The type foundation will
depend on soil conditions and available space for construction.

Table 3-2 Pedestrian Bridge Details and Locations
Pedestrian bridge
Designation
Location Span 1
/(m)
Span 2
/(m)
PB1 E Ring Road 33 33
PB2 E Ring Road 32 28
PB3 Mesaimeer Road 30 27
PB4 Mesaimeer Road 33 34
PB5 Wholesale Market Road 22 32

3.3 Retaining walls
Retaining walls are proposed at elevated entry and exit ramps for the bridges. These structures will be
designed to IAN 009 Design Criteria for Highway Structures (Revision 2) and relevant British design
standards.
Elevated ramps will be designed either with conventional L-shaped cast-in-situ retaining walls or reinforced
soil type retaining walls.

4. Durability
4.1 Design Life
All bridgeworks and retaining walls will be designed and detailed to ensure an operational design life as
given in below Table 4 with anticipated maintenance but without major repair being necessary. Painting of
steel structures is considered normal maintenance. Repainting must not cause significant traffic disruption.
Table 4-1 Design Life Summary
Asset Design Life
Bridges, Underpasses, Tunnels and Retaining walls 120 years
Non replaceable elements of expansion joints (Metal runners and anchors) 50 years
Asphalt wearing course 20 years
Deck waterproofing systems, replaceable elements of expansion joints
(elastomeric seals), asphalt plug joints, cover plates, bearings, drainage
components
25 years
Protective coats 15 years
Road surface marks 5 years
Where part of an Asset including Asset Items and Asset Sub Items is not readily accessible for maintenance
or replacement, it must satisfy the Design Life requirements of the Asset of which it forms a part.
The following is the interpretation of the above design life requirements for bridges:
Bridges are structures supporting roadways or pedestrian structures of significant span;
Short span pedestrian structures forming part of landscaped pedestrian areas (e.g. boardwalks)
may be considered as roadside furniture for design life assessment;
The durability topic is not adequately detailed in BS 5400 and ASHGHAL AIP reports, and are further
referred to BA 57/01
4.2 Durability Design
4.2.1 Durability Reporting
The following sections provide a brief overview of the general requirements of the durability with respect to
bridges and other structures.
4.2.2 Concrete Durability and cover to reinforcement
Minimum concrete strengths and associated nominated concrete cover willwill comply with BS5400 Part 4:
1990 and IAN 009 Design Criteria for Highway Structures (Revision 2) are summarised as follows.

Table 4-2 Minimum Concrete Durability Requirements
Structural Element Concrete Strength
MPa/mm
Cast-in-place post-tensioned and reinforced concrete decks C50/20
Pre-stressed precast concrete girders C55/20
Reinforced concrete in tunnels, underpasses & retaining walls C40/20
Approach slab, abutments, piers, foundations, pile caps and piles C40/20
Traffic barrier, precast MSE walls C50/20
Blinding and mass (unreinforced) concrete C30/20
Pre and Post-tensioned concrete girders- at transfer C40/20

Table 4-3 Nominal Concrete Cover to Steel Reinforcement
Element Nominal Cover
Super structure: Internal and external face 50 mm
Sub structure: Earth face
Exposed face
75 mm
50mm
Foundation: Sides and top
Bottom
Piles/ Pile cap
75 mm
100 mm
100 mm
Tunnels, Underpasses & U-shaped or trough sections
Bottom
Earth face
Exposed face

100 mm
75mm
50mm
Notes:
1. The grade of concrete is denoted as cube strength/ maximum aggregate size (MPa/mm).
2. Cover to reinforcement is denoted clear concrete cover to steel reinforcement.
3. Proper curing for an extended period of at least 14 days from time of casting should be maintained.
4.2.3 Durability of Steel Structures (Road Bridges, Pedestrian bridges, lift
structures and miscellaneous Steelwork)
Exposed metalwork must be protected in accordance with BA 85/04 Coatings for Concrete Highway
Structures & Ancillary Structures.
i. Protected by a high grade protective coating having a minimum maintenance free life of 15 years
subjective to the client approval. At the end of that maintenance free life, the coating must remain
soundly adhered to the metal substrate and must be suitable for overcoating without removal. Lead
based coatings, chlorinated rubber based coatings and alkaloid based coatings must not be used.
The re-coating must have a minimum maintenance life of 15 years.
ii. Prior to painting the steel work will be grit blasted to SA 2-1/2 Swedish Standard 055900 or by other
approved method to equivalent standard.

iii. Steel work will be painted with minimum 4 layers coating of minimum thickness of 315 microns.
Individual coating thickness and type willwill be approved by the client.
iv. Finish coat colour willwill be decided by the Architect.
v. Manufacturer and applicator will provide individual warranties for the paint and application.
4.2.4 Miscellaneous Components Durability
The following additional requirements are applicable to maintenance and protection of paint systems:
Structures must be designed to enable items such as bearings, expansion joint seals, railing and drains to be
readily accessible for maintenance or replacement. Structures must be designed to enable all steel coatings
to be maintained.
4.3 Service life Deterioration Mechanism
4.3.1 Concrete Structures
The service life of structural concrete can be affected by construction deficiencies and physical impacts such
as accidental loading or abrasion. In chemically aggressive environments, the service life can be greatly
affected by degradation of concrete and corrosion of steel reinforcement.
The most common deterioration mechanisms for concrete are:
Carbonation of the concrete,
Acid attack, sulphate attack, chloride attack and alkali-silica reaction degrading the concrete
Concrete cracking and weathering which deteriorates the concrete and allows ingression of
moisture, chemicals or micro-organisms, which can accelerate corrosion of the reinforcement
4.3.2 Steel Structures
The service life of structural steelwork is largely determined by the initial application and ongoing
reapplication of the coating system. The deterioration mechanism for steel is corrosion leading to loss of
section. Other factors influencing the life of the steel are:
Coating type
Surface preparation and coating application procedures
Extremes in pH
High UV radiation
Intense rainfall and/or damp conditions
Prevailing winds
Exposure to chemicals and solvents
Regularity of maintenance

5. Project specific design
criteria
5.1 Bridges and other structures design standard
The design of Bridges and other structures will be accordance with the standards given in Sections 3.1, 3.2
and 3.3.
5.2 Performance specific requirements
5.2.1 General
The project bridge design specific requirements listed in the IAN 009 Design Criteria for Highway
Structures (Revision 2) are summarised in the sections below.
5.2.2 Design speed
Design speeds are relevant to structures design for determining the forces associated with vehicle centrifugal
effects.
The design speed will be determined in consultation with the highway designers, however, the following
generally applies:
140 km/hr for main roads
80 km/hr for slip roads
60 km/hr for loops unless other values are approved by ASHGAL due to geometric conditions.
5.2.3 Minimum Vertical Clearances for Bridges and Other Structures
The headroom stated below for bridges is between road surface and the structure soffit above. Lighting may
project 300 mm below the bridge soffit.
Table 5-1 Bridges and Other Structures Minimum Clearances
Category of Road/ Structure Type Required clearance
Bridges crossing over High Load routes,
Gantries & Light weight structures,
Pedestrian overpasses
6.5 m

All other road over road bridges,
underpass, camel under passes
6 m
Tunnels Vertical clearance to equipment (lighting, ventilation
plant etc.) will be the vehicle clearance plus 250 mm
in accordance with BD 78/99;
6.75 m on high load routes
6.25 m for other roads

Category of Road/ Structure Type Required clearance
Pedestrian underpasses 3.5 m
Road over rail bridges (unless agreed
otherwise with the railway authority)
7 m
OHPS are required only for structures
with vertical clearance less than 5.7 m
100 mm lower than the vertical clearance of the
protected structure
OHPS are required only for structures with vertical clearance less than 5.7 m and will be designed to resist
highway collision load in accordance with the UK Highways Authority DMRB BD 65/97 (Design criteria for
collision protector beams).
5.2.4 Bridge Bearings
Bridge bearings will comply with the requirements of BS5400: Part 9:1983 and BD 20/92 where applicable.
1. The design will provide for a minimum of 20 mm uplift between adjacent supports (piers and
abutments) during bearing replacement.
2. Typically bearing types which are acceptable for installation at bridge supports are elastomeric
bearings and proprietary mechanical bearings such as pot and spherical bearings.
3. The steel laminates used for reinforcement of elastomeric bearings are embedded in the elastomer
and should have a minimum elastomer cover of 6 mm. Holes for dowels through the bearings are not
permitted.
4. Elastomeric bearings will be positively located on bearing plinths to prevent them walking during
bridge expansion and contraction.
5. Proprietary bearings will be designed by the Contractor's specialist supplier.
6. All bearings will be replaceable. The bearing will be recessed into adaptor plates or be of such
construction as to facilitate removal of the bearing from the installed position without damage to any
part of the bearing or the surrounding material after the relevant structural member has been raised
by a maximum of 15mm or the distance specified. Mechanical bearings will be provided with top and
bottom adapter plates to allow for simple removal.
7. Tension/up-lift bearings will not be used.
8. Performance guarantees should be provided by the contractor to ensure that the bearings perform
as designed and are corrosion free for a period of 25 years after construction.
Friction Bearing Restraint
Loads due to frictional bearing restraint will be derived in accordance to BD 37/01 & BS 5400 Part 9.
Typically coefficient of friction of pot bearings which incorporates greased PTFE sliding surface will
be 4%
5.2.5 Expansion Joints
Expansion joint performance and installation will be referred to IAN 009 Design Criteria for Highway
Structures (Revision 2).

1. All expansion joints will comply with the requirements of BD 33/94 ((Expansion Joints for use in
Highway Bridge Decks) and a Departmental Standard and Advice note on Design for durability, BD
57/1 and BD 57/01.
2. Expansion joints are required to be approved by ASHGHAL before they may be installed on bridge
decks. The requirements for approval are set out in Annex A of BD 33/94
3. The number of expansion joints on a bridge will be kept to an absolute minimum and if possible will
be provided at the bridge abutments only.
4. Performance guarantees will be provided by the contractor to ensure that the expansion joint
systems perform as designed, remain watertight and are corrosion free for a period of 15 years after
construction
5.2.6 Bridge Parapets
1. Parapets will comply with either BS EN 1317 or NCHRP Report 350. The standard to be adopted will
be agreed with ASHGHAL in advance of design commencing. To avoid confusion, only one design
standard will be used on any construction contract.
2. The minimum level of containment, unless noted otherwise in this document, will be:
3. H2 as per BS EN 1317-2 or
4. TL4 as per NCHRP Report 350
5. For bridges crossing railways, bridges carrying High Load Routes and bridges crossing critical or
hazardous infrastructure, minimum level of containment will be:
6. H4a as per BS EN 1317-2 or
7. TL5 as per NCHRP Report 350
8. The minimum requirements for parapet heights are shown in the table below.
Table 5-2 Minimum Height Requirements for Parapets
Use Containment
Height (mm)
Not over railway Over railway
Bridges without pedestrian and
cyclist access
H2 / TL4 1000 -
H4a / TL5 1500 1500
Bridges with pedestrian access
H2 / TL4 1150 -
H4a / TL5 1500 1500
Bridges with cyclist access
H2 / TL4 1400 -
H4a / TL5 1500 1500
9. The dynamic deflection of the parapet as defined in BS EN 1317-2 will be such that, when the
parapet is displaced laterally by full dynamic deflection, no lateral gap exists between the parapet
and the edge of the supporting bridge deck.

10. Where parapets complying with BS EN 1317 are proposed, the Working Width will be indicated on
the drawings.
11. The exact height, pattern and material will be determined following consultation with ASHGHAL as to
reflect client aspiration for the integrated aesthetical and urban design for highways and structures.
12. Reinforced concrete parapets will be F Shape.
13. Other metallic post and rail parapet types, including aluminium, galvanised steel or stainless steel or
combined metal and F shape may be proposed for approval by ASHGHAL.
14. Visibility and sighting analysis will be carried out for all parapets.
15. Studies will be undertaken to determine if additional noise or privacy barriers are required. The total
height will be 2.4m.
16. All dowel bars used in parapets will be stainless steel.
5.2.7 Vehicle Collusion with Structures
1. Elements of structures located within 9000 mm to the edge of roadway, will be designed for vehicle
collision loads in accordance with the recommendations of BD 60/04 and BD 37/01.
2. Elements of structures in the median or adjacent to the carriageway will be protected by F Shape
concrete barriers. Barrier Units should be at least 6 m long, built on foundation and
connected/articulated horizontally (through hinge/rod or similar).
5.2.8 Waterproofing of Bridge Decks
1. All bridges will receive a liquid (spray applied) membrane of at least 2 mm in thickness on the peaks
of ridged surfaces and 3 mm on flat surfaces. The thickness will also not exceed 4 mm
2. All waterproofing membranes will comply with the requirements of BD 47/88 and BA 47/99.
3. Sheet membranes are not recommended.
4. The waterproofing should be continuous and cover the entire deck between parapet upstands
including footways, central reserves, verges, service bays and under kerbs. Particular attention
should be paid to sealing the waterproofing membrane at its edges and around interruptions.
5.2.9 Waterproofing of Structural Elements below Ground
All concrete surfaces below the ground level will be protected with waterproofing membrane conforming to
the project specification and as applicable to QCS 2010. The waterproofing will be terminated 150 mm above
the ground level, protective board or other means will be provided to protect the waterproofing membrane.
The protective coating will be applied over the below ground coating/waterproofing and will continue for a
minimum of 150 mm below the ground level.
5.2.10 Drainage
1. Bridges
Roadways will be designed to avoid the need to drains on bridges where ever possible. On long structures
where drains cannot be avoided they will be designed in accordance with the recommendations of IAN 009
Design Criteria for Highway Structures (Revision 2).

2. Retaining walls and Abutments
Perforated drainage pipes will be provided adjacent to the bottom of retaining wall / abutment stem to be
connected to the drainage system/network.
5.2.11 Concrete Surface Finishes
Concrete surface finishes will be as specified in IAN 009 Design Criteria for Highway Structures (Revision
2).
The finish to all surfaces will be as per Qatar construction specifications and supplemented by Manual of
Contract Documents for Highway Works, Volume 1, Specification for Highway Works, Series 1708. Concrete
surface finishes will be as follows:
5.2.12 Protective Coatings
1. All exposed concrete surfaces and internal surfaces of box structures and abutments, etc., will have
a penetrating film forming silane-siloxane acrylic hydrophobic primer applied as a flood coat. A
protective and decorative topcoat will be applied on top of this which will be a single component of
aliphatic acrylic coating applied in two coats to a minimum total thickness of 200 microns dry film
thickness.
2. The coating system will be a high performance; elastomeric, breathable and crack bridging coating
system (withstands substrate cracking up to 2 mm and cyclic movement up to 1 mm) with a proven
track record under local ambient conditions and will be specifically formulated to provide excellent
resistance against aggressive elements (CO2, water vapour and chlorides) whilst retaining its
chemical and physical properties.
3. The coating will be applied over the below ground coating and will continue for a minimum of
150 mm below the ground level.
4. Detailed guidance on the use of coatings is given in Concrete Society Technical Report 50, Guide to
surface treatments for protection and enhancement of concrete.
5. The protective coating will be guaranteed by the Contractor for a period of at least 15 years from the
date of application on the structure.
5.2.13 Bridge Inspections and Maintenance
1. For flyovers, two (one at each end) access holes of 800x1000 mm will be provided in the bottom slab
of each accessible cell (void) in single and multiple cell box girders, to ensure proper ventilation
during inspection and/or maintenance work. Access openings, 800 mm in diameter minimum, will be
provided through the deck diaphragms to facilitate the movement inside the deck between different
spans wherever this is possible.
2. Bridge joints and bearings at abutments will be accessible through an inspection gallery at each
abutment. The preferred location for the gallery doors will be on the front of the abutment; however
in special cases it will be acceptable to locate them on the sides of the abutment. Only one door will
be sufficient to access the gallery.
3. The exposed height of abutment below the soffit of the deck will never be less than 2m.

6. Material Parameters and
Specifications
6.1 General
Material parameters for bridges and other structures design are generally described in IAN 009 Design
Criteria for Highway Structures (Revision 2).
6.2 Concrete
The class of concrete, strength and application is given in Section 5.2.2.
6.3 Reinforcement
1. Reinforcement will be deformed round steel bars Type 2 Grade 460 complying with the requirements
of BS 4449 and cut and bent in accordance with BS8666.
2. The characteristic strength of reinforcement will be 460 N/mmwith a minimum modulus of elasticity
of 190 kN/mm.
3. Lap lengths are calculated in accordance with clauses 5.8.6.3 to 5.8.6.7 of BS 5400:Part4:1990.
4. Lap lengths will be increased by a factor of 1.4 if either of the following conditions apply:
5. Cover to lapped bars from top of the section <2 x bar diameter.
6. Gap between bars being lapped < 150 mm.
7. If both a. and b. apply, lap lengths will be increased by a factor of 2.0.
8. Laps will be avoided within high stressed regions. Laps will also be staggered by at least 40 x
diameter of the bars being lapped.
9. Stainless steel reinforcement will be Type 1.4436 Grade 500 to BS EN 10088
6.4 Prestressing strands
1. Prestressing steel will be in accordance with BS 5896-3 or alternatively, ASTM A416 subject to
ASHGHAL approval.
2. Properties of tendons assumed in the design (diameter, area, tensile strength etc.) will be clearly
indicated on the drawings such that the required prestressing forces can be easily calculated, to
avoid any uncertainty if the Contractor wishes to propose alternative strand properties.
3. The following tendon properties will be used in design (or equivalent to ASTM A416 subject to
ASHGAL approval):

Table 6-1 Design Parameters for Prestressing Strands
Type of strand 7 wire strand 7 wire super
Strand relaxation (%) 2.5 (Relax Class 2) 2.5 (Relax Class 2)
Nominal diameter (mm) 15.2 15.7
Steel area (mm
2
) 139 150
Nominal tensile strength (N/mm
2
) 1860 1770 or 1860
1. For design purposes, the following parameters will be used:
a. Friction coefficient, II = 0.14 /radian
b. Wobble factor, k = 0.0017 radians/m
c. Anchor slip, g = 6 mm
d. The exact value of these parameters are to be verified on site prior to stressing operations
by conducting friction tests and modified elongations are to be submitted for approval
2. Recommended tendon post-tensioning details:
a. Maximum Jacking force (% of GUTS)= 80%
b. Maximum force after anchor set at anchor (% of GUTS)= 70 %
c. Maximum force after anchor set away from anchor (% of GUTS) = 74 %

7. Design Loads
7.1 Permanent Loads
Design loads for bridges and other structures design are generally described in IAN 009 Design Criteria for
Highway Structures (Revision 2).
7.1.1 Dead Loads
The nominal dead load will be calculated from the dimensions shown on the drawings using the following
material unit weights:
Plain (mass) concrete = 24 kN/m3
Reinforced or prestressed concrete = 25 kN/m3
Steel = 78.5 kN/m3
Wearing surface = 23 kN/m3
Initial wearing surface (70 mm thick inclusive of the = 1.61 kN/m2
20 mm sand asphalt additional protective layer to bridge
deck water proofing
Future additional wearing surface (75 mm thick) = 1.73 kN/m2
Soil back fill = 20 kN/m3
Construction Loading = 2.5 kN/m2
Utilities (where no specific requirements given) = 1.0 kN/m2
Bridge barrier -based on the cross sectional area of the barrier but not less than = 10.5 kN/m
Dead load will be considered as the weight of the parts of the structure that are structural elements and any
non-structural elements that are considered unlikely to vary during construction and use of the structure,
such as parapets and kerbs of steel or concrete.
7.1.2 Superimposed Dead Loads
Superimposed dead load will be considered as the weight of all materials forming the loads on the structure,
which are not structural elements and which vary during construction and use of the structure. This includes
asphalt surfacing, footway filling, utilities, light poles, etc.
Appropriate allowances will be made for superimposed dead loads (where applicable) as follows:
Asphalt surfacing = 22 kN/m
Footway Filling = 20 kN/m

7.2 Live Loads
7.2.1 New Structure Highway Live Loads
All new structures will be designed for the live loads in accordance with BD 37/01 Loads for Highway
Bridges: Aug 2001 and IAN 009 Design Criteria for Highway Structures (Revision 2).

Table 7-1 New Structure Live Loads
Road Bridges HA loading
HB loading
Nominal Knife edge loading
Nominal single wheel load
Centrifugal load
Braking force
Live surcharge loads
Pedestrian Bridges 5 kN/m for loaded lengths < 36 m
k x 5 km/m where k=10 x nominal HA UDL for the
appropriate loaded length divided by (L+270). L is
the loaded length (in m)
Vehicle Underpasses and Ramps HA loading
HB loading

The design of highway structures will be designed for the more severe effects either HA loading or HA
loading combined with HB loading. The following table provides HA and HB loadings in accordance with BD
37/01: 2000 - Section 6.

Table 7-2 HA and HB Live Loads
Type of HA loading:
1. Nominal uniformly
distributed load
(UDL), W

2. Nominal knife edge
load (KEL)

3. Single nominal wheel
load alternative to
UDL and KEL

336(1/L
0.67
kN/m of notional lanes for loaded lengths 50 m
36(1/L)
0.1
kN/m of notional lanes for loaded lengths >50 m &
1600 m
The loaded length for the member under consideration, L, is
the base length of the adverse area of the influence line
diagram.

KEL = 120 kN per notional lane

The UDL and KEL will be taken to occupy one notional lane,
uniformly distributed over the full width of the lane.

One 100 kN wheel, placed on the carriageway and uniformly
distributed over a circular contact area assuming effective
pressure of 1.1 N/mm (ie 340 mm diameter).

Type of HB loading:
45 units of HB loading will
be used in all designs.
1 unit of nominal HB
loading:
10kN per axle
2.5kN per wheel

The longitudinal axis of the HB vehicle will be taken as
parallel with the lane markings.
Note:
When checking transverse cantilever slabs, transverse and
two spanning slabs and central reserves for SLS Class 1
check to Clause 4.2.2 of BS 5400 Part4, only 30 units of HB
loading need be considered in accordance with BD 24/92.

7.2.2 Carriageway Width
The carriageway width is defined as the full deck width between traffic faces of barriers. For application of
traffic loads width of carriageway width will be considered from edge of outer barriers ignoring any sidewalks
(footpaths) or service reserves.
Notional lane widths will be 2.5 m and 3.65 m.
Number of notional lanes will be taken as following table:

Table 7-3 Carriageway Width and Notional Lanes
Carriageway Width Number of Notional Lanes
5 m up to and including 7.5 m 2
Above 7.5 m up to and including 10.95 m 3

7.2.3 Pedestrian Bridge Live Load
The pedestrian bridges will be designed with following live loads as described in IAN 009 Design Criteria
for Highway Structures (Revision 2).
For loaded lengths 36m 5 kN/m
For loaded lengths > 36m k x 5 kN/m
Where, k = Nominal UDL for appropriate loaded length (in kN/m) x 10
(L + 270)
and, L = the loaded length (in m) in accordance to BD 37/01 Clause 6.5.1
7.2.4 Live load surcharge loads
Following live load surcharge will be used for designing highway bridges abutment structures, ramp
structures, underpasses and tunnels.
Live Load surcharge will be considered in the design in accordance with BD 37/01 clause 5.8.2. Live load
surcharge are as follows;
HA Load - 10 kN/m
30 HB Load - 12 kN/m
45 HB Load - 20 kN/m
RU loading - 50 kN/m2 (2.63 m of fill)
RL loading - 30 kN/m2 (1.6 m of fill)
7.2.5 Temperature Effects
Bridges will be designed for a shade air temperature range of 75C representing a change from the mean
temperature of +43C and -32C. The corresponding design average bridge temperature range will be from
a low of 5C to a high of 55C. The mean temperature for the determination of the required bearing
movement range will be 25C.
Bridges will be designed for temperature difference in accordance with BD 37/01 except that the positive
temperature differences will be factored by 1.5.
7.2.6 Early Thermal Cracking of Concrete
Early thermal cracking is the cracking that occurs due to restraint of a member as the heat of hydration
dissipates and while the concrete is immature. The amount of reinforcement required to prevent cracking
varies according to the conditions of the concrete pour. Cement content, ambient temperature and restraint
conditions of the element are all considered. The method used in determining the minimum reinforcement
quantities for the structural works is as set out in BA 24/87 and BD28/87 from the UK Highways Agency
Design Manual for Roads and Bridges and CIRIA report C660.
The following parameters are adopted for the design:
- Maximum cement content of 400 kg/m3
- 18 mm plywood formwork
- Construction in summer

The design temperature fall, T
1
, based on these parameter is= 43C for sections up to 500 mm thick and
53C for sections thicker than 500mm, - Concreting temperature, T
2
= 0 to 20C according to BD 28/87
clause 5.9
7.2.7 Earth and water Pressure Loads
For submerged and partially submerged structures including ramps, underpasses and tunnels, a minimum
factor of safety of 1.1 will be used in the design for uplift when taking dead load only. Dead load will not
include the top one metre of any fill placed over the structure.
The overall factor of safety of earth retaining structures at the Serviceability Limit State will not be less than:
for overturning
1.5 for sliding
for bearing capacity
1.5 for overall global stability
and will at all times be equal to or greater than the overall factor used in the geotechnical design.
7.2.8 Differential Settlements
Bridges will be designed to cater for differential settlements in accordance with the recommendations of the
Geotechnical Report but not less than 20 mm at supports founded on spread footings and not less than
5 mm for supports founded on piles.
7.2.9 Wind Loads
Wind loads will be calculated in accordance with BD 37/01 using a mean hourly wind speed, Vs, of 26 m/s, a
gust speed, Vd, of 45 m/s for bridges without live load and 35 m/s with live load. A live load height, dL, of
2.5 m will be used for calculation of wind loads with live load.
7.3 Centrifugal Load
Bridges with carriageway radii of less than 1000 m will be designed for centrifugal loads applied in
accordance to BD 37/01.
7.4 Braking Force
Bridges will be designed for a nominal longitudinal braking and traction load of 750 kN applied in one
notional lane.
7.5 Accidental Load due to Skidding
Bridges will be designed for a single point load of 300 kN applied on and parallel to the deck acting at any
point on the deck.
7.6 Creep and Shrinkage
Creep and Shrinkage Effects will be checked in accordance to BS 5400 Part 4. Relative humidity of air
corresponding to a value of 70% will be used for the creep and shrinkage computations.

As per BS 5400 Part 4, shrinkage strain at normal exposure for stressing of tendons at between 7 days and
14 days after concreting will be taken as 200 x10-6.
7.7 Seismic Forces (Earthquake)
The seismic design will follow the general principles set out in AASHTO-LRFD clause 3.10 for Zone 1. In
accordance with AASHTO-LRFD clause 4.7.4.1 Bridges in Seismic Zone-1 need not be analysed for seismic
loads, regardless of their operational classification and geometry. However, the minimum requirements, as
specified in AASHTO clauses 4.7.4.4 and 3.10.9 will apply.
Structures will be designed to resist earthquake motions with following;
Seismic Zone - 1
Acceleration coefficient of A = 0.09g = 0.88m/sec2
Importance Category - Essential Bridges
The horizontal design connection force in the restrained direction will not be less than 0.25 times the
vertical reaction due to the tributary permanent load and the tributary live loads assumed to exist
during an earthquake.
Site effects, site coefficient and soil profile will be in accordance with AASHTO clause 3.10.5.
For the earthquake event, the coincidental traffic load will be as defined in this document except that
a load factor yfi_ = 0.5 will be applied to the traffic loading.
The seismic loads are only checked for connections between deck and substructure.
When the deck is connected via the bearing to the substructure then only the connection (bearing)
need to be checked for the effect of the seismic loading
When the substructure is connected monolithically to the deck then the connection of the
substructure to both the deck and its foundation needs to be checked
7.8 Load Combination
To obtain the design dead loads and design live loads for ultimate and serviceability limit states, the nominal
dead loads and nominal live loads will be multiplied by the appropriate load factors as specified in BD 37/01
Table 1.

8. Specific Requirements -
Segmental Bridge
The viaducts and bridges will be constructed either as precast segmental balanced cantilevers or cast in situ
supported on temporary works. The following criteria are the basis for match-cast precast concrete box
girders.
8.1 General
External prestressing will not be utilised.
The joints between the precast sections are to be glued with epoxy.
For balance cantilever method, a key box segment will connect the cantilever spans taking into
account dimensional adjustments. The connection of the key segment will be with an unreinforced
cast-in-situ concrete stitch on both sides of the key segment. The stitch will have a maximum width
of 200 mm.
Key segment length is to be the same as the typical segment length.
The pier segment will comprise of two segments, each 2.0 m long.
The abutment segment will be the same length as the typical segments.
A residual compression of 0.3 MPa for all serviceability load cases will be maintained.
Minimum age of segments at the time of erection will be 28 days.
The design will incorporate continuity post-tensioning across all segment joints at both the top and
bottom flanges of the box section.
8.2 Design Methodology
8.2.1 Shear at Segment Joints:
Interfaces between elements such as webs and flanges, between concrete elements cast at different times
or at an existing or potential major crack will be designed for shear transfer in accordance with Clause
6.3.4.6 of BS 5400-4. or Clause 5.8.4 of the AASHTO LRFD Bridge Design Specification.
Shear keys in the webs of the precast segments will extend for as much of the web height as is compatible
with other detailing requirements. Alignment shear keys will also be provided in top and bottom flanges.
Shear keys will be tapered on each match cast joint.
8.2.2 Longitudinal stresses through joints:
For segmental construction utilising epoxy joints, tension across joints will not be permitted under all
serviceability limit state load cases.

The maximum concrete compressive stress will be limited to 0.40fcu under all serviceability limit
state load cases.
Serviceability Limit State Construction Loads
For bridges requiring controlled lowering the construction load serviceability condition will be
considered as the condition on completion of the lowering operations.
For segmental construction utilising epoxy joints, a prestressing system will provide a minimum
compressive stress of 0.30 MPa across the joint on initial erection of the segments. The load case
considered will be dead load plus temporary prestressing load. The temporary prestressing will not
be removed until permanent prestressing is installed and stressed across the joint, or until further
restrictions noted on the drawings are complied with.
The maximum concrete compressive stress will be limited to 0.4fcu under the construction load
serviceability limit state load cases.
8.3 Design Standards
BS 5400 will be the main reference for the design of match-cast segmental concrete box girders, however,
where this standard does not specifically address match cast box girders AASHTO LRFD will be used, as
noted in this section. The design will utilise the following standards:
Table 8-1 Design Standards for Segmental Bridge Design
Design Standard Section Description

AASHTO LRFD (4
th
Ed 2007) 5.8.5, 5.8.6 Combined Shear and Torsion
AASHTO LRFD (4
th
Ed 2007) 4.6.2.9 Analysis of Segmental Bridges
AASHTO LRFD (4
th
Ed 2007)
5.14.2

Segmental Construction

8.3.1 ASSHTO LFRD Section 4.6.29
Section 4.6.2.9 in the AASHTO LRFD code addresses the analysis of segmental bridges, in particular:
Specific requirements for the analysis of time dependent effects;
Specific requirements for transverse analysis of box sections;
Specific requirements for erection analysis;
The method of analysis for precast segmental bridges is specifically covered in AASHTO LRFD Section
4.6.2.9. The following issues are also to be considered:
Shear lag (effective flange widths);
Construction stage analysis;
Prestress stage analysis;

Analysis for time dependent effects, in particular the concrete segment creep and shrinkage
properties which vary with time;
Residual creep effects;
Torsional and distortional warping for box sections; etc. AASHTO LRFD Section 5.14.2
Section 5.14.2 in the AASHTO LRFD code addresses the segmental construction, in particular:
Specific requirements for construction analysis;
Definition of minimum construction loads (out of balance segments, erection equipment, etc.);
Specific requirements for limiting stresses during construction;
Construction load combinations;
Considerations for provisional post tensioning ducts and future deflection adjustment;
Specific requirements for minimum section dimensions
Specific requirements for seismic design;
Specific requirements for segmental joints (precast and cast-in-situ joints);
Specific requirements for balanced cantilever construction;
Specific requirements for force effects due to construction tolerances;
Segmental bridge design detailing requirements;
Specific requirements for segmental bridge substructures.
The following clauses from Section 5.14.2 in the AASHTO LRFD code are not applicable to the Project:
Section 5.14.2.3.6 Creep and Shrinkage
Creep and shrinkage calculations will be based on the Appendix C of BS 5400-4.
Section 5.14.2.3.7 Prestress Losses
Loss of prestress in tendon will be calculated in accordance with Sections 6.7.2 and 6.7.3 of
BS 5400-4.
Section 5.14.2.3.8 Provisions for extra ducts and anchorages
The provision of extra ducts and anchorages for the adjustment of the prestressing force is not
considered necessary.
Section 5.14.2.3.9 Post-tensioning Plan Presentation
The presentation of the drawings will be in accordance with the project requirements
Section 5.14.2.3.10a Minimum Flange Thickness
The last paragraph regarding the requirement for transverse prestress is not applicable
Section 5.14.2.3.10c Length of Top Flange Cantilever
This section quotes "should preferably" and is not necessarily applicable.
Section 5.14.2.3.10e Overlays
This section is not applicable.

Section 5.14.2.4.2 Details for Precast Construction
This section is not applicable and is to be covered by the project specifications.
Section 5.14.2.5 Use of Alternative Construction Methods
This section is not applicable.
Section 5.14.2.6 Segmental Bridge Substructures
This section is not applicable. Refer to section 12 of this Design Basis Report.
8.4 Shear and Torsion Design of Box Girders
The concrete precast segmental box girders will be designed for for shear and torsion in accordance with the
BS 5400-4 Clause 6.3.5.
8.5 Design Loads
Refer Section 8 for design loads.
8.6 Construction Loads
For the design of match cast concrete box girders, the following loads will apply during the erection stage:
Table 8-2 Erection Loads for Segmental Bridge Construction
Loading Criteria
Dead Load As per BD 37/01
Erection Live Load 0.5 kN/m on all deck surfaces (minimum), as defined
below
Differential Temperature 70% of BD 37/01 values
Wind Load ULS based on 20 years ARI
SLS wind based on AASHTO LFRD
Load Factors, Limit states AS per BD 37/01
Gantry Truss Loads As per gantry truss information
Differential settlement and construction tolerance allowances between bearing levels are to be specified by
design and must be monitored and controlled during construction.
Construction loads and conditions assumed in the design and that determine section dimensions, camber,
and reinforcing and/or prestressing requirements will be shown on the Drawings. In addition to erection
loads, any required temporary supports or restraints will be defined.
The following construction loads, in accordance with AASHTO LRFD code will be considered:
DC Weight of the supported structure
DIFF Differential load, applicable only to balanced cantilever construction, taken as 2 percent of
the dead load applied to one cantilever;
CLL Distributed construction live load: an allowance for miscellaneous items of plant,
machinery, and other equipment, apart from the major specialised erection equipment; taken as

0.5 kN/m of deck area; in cantilever construction, this load is taken as 0.5 kN/m on one cantilever
and 0.25 kN/m on the other cantilever
CE1 Specialised construction equipment: load from erection truss during launching operation
including longitudinal effects from the construction equipment and dynamic effects
CE2 Specialised construction equipment: load from erection truss during erection of segments
considering segment weight being handled, winch, gantry and other equipments attached to it,
longitudinal effects from the construction equipment and dynamic effects
CE3 Specialised construction equipment: Load from working platform attached to the end
cantilever segment including equipment on the platform for balanced cantilever construction.
IE Dynamic load from equipment: determined according to the type of machinery
anticipated. However these effects are included in CE1 & CE2 above.
CLE Longitudinal construction equipment load: the longitudinal load from the construction
equipment. However these effects are included in CE1 & CE2 above.
WS Horizontal wind load on structures.
WE Horizontal wind load on equipment; taken as 0.5 kN/m on exposed surface
WUP Wind uplift on cantilever; taken as 0.25 kN/m on deck area for balanced cantilever
construction applied to one side only, unless an analysis of site conditions or structure configuration
indicates otherwise
A Static weight of precast segment being handled
Al Dynamic response due to accidental release or application of a precast segment load or
other sudden application of an otherwise static load to be added to the dead load; taken as 100
percent of load A
CR Creep effects
SH Shrinkage effects
T Thermal: the sum of the effects due to uniform temperature variation (TU) and
temperature gradients (TG).
Wind loading during construction will be determined in accordance with BD 37/2001 using the following wind
speeds. For the Ultimate Limit State during construction a base wind speed of 35 m/s will be adopted. No
segments will be erected nor will the gantry truss or other erection equipment be launched during winds
greater than 20 m/s.
Accidental loads (Al) account for the dynamic response due to the accidental release or sudden application
of a precast segment load during the assembly process, and is allowed for at the ultimate limit state by
applying the load AI equal to the static weight (A) of the segment being handled.
The loads from the specialised construction equipment, such as the overhead gantry erection truss has been
provided by VSL for the worst case loads during erection and launching of the gantry truss..
8.6.1 Design Assumptions during Construction
The following assumptions are made for load combinations during erection of segments

1. Creep, shrinkage and temperature effects on substructure and foundation during construction
are considered negligible.
2. It is assumed that during high wind situation (speed more than 20 m/s), the gantry truss
launching operation and segment erection will be stopped.
3. SLS Earthquake effects are not considered during construction. However, ULS Earthquake
effects are considered for a minimum probability exceedence of 1/50 year return interval (i.e.,
ULS EQconstruction = 0.2 ULS EQservice
4. Earthquake force during construction is considered with importance factor of 1.05, as the
viaduct structures are essential to post-earthquake recover.
5. A load factor of 1.0 is considered for construction equipment load while it is combined with
wind or earthquake under ULS condition.
6. Although the working platform will be suspended from the launching gantry truss, a
concentrated load of 50 kN (CE3 above) is considered to apply at the end of the cantilever
segment.
7. A SLS load case of a single out-of-balance segment (with no dynamic factor) is considered.
8. Segments from the erection truss will be released before the permanent PT is installed. Hence
accidental release of segment (with 100% impact effect) on one side is considered as an ULS
load case.
9. The SLS out-of-balance case from 8 and the ULS accidental release case described in 10 are
assumed to occur with the maximum number of segments installed on the cantilever. This
generates the maximum load effects in the substructure and foundations.
10. Transverse wind and earthquake effects will be considered.
11. The accidental load (AI) will be applied to the tip of the erected cantilever span.
8.6.2 Construction Load Combinations at the Ultimate Limit State
The following construction load combinations will be considered at the ultimate limit state:
1. 1.1 (DC + DIFF) + 1.3CLL + 1.3CE1
2. 1.1 (DC + DIFF) + 1.3CLL + 1.3CE2 + 1.3CE3 +A + Al
3. 1.1 (DC + DIFF) + 1.3CLL + CE2 + CE3 + WS +WE + WUP
4. 1.1 (DC + DIFF) + 1.3CLL + CE2 + CE3 + 0.2EQ
5. DC + CE2
6. 0.85 DC + CE2 + 0.2EQ

8.6.3 Construction Load Combinations at the Serviceability Limit State
The following load combinations will be considered at the serviceability limit state:
1. DC + DIFF + CLL + CE2 + CE3 + A
2. DC + DIFF + CLL + CE1
3. DC + DIFF + CE2 + CE3 + 0.7WS + 0.7WUP + A
4. DC + DIFF + CLL (on maximum load side) + CE2 + CE3 + 0.7WS + WUP + A
5. DC + CLL + CE2 + CE3 + 0.3WS + A
8.7 Typical Construction Sequence
All construction will be in accordance with the Work Method Statement. A general description is provided in
this section.
The viaducts are to be constructed utilising the balanced cantilever method using an overhead truss or other
equipment to erect the precast segments.
Pier segments may be precast or cast in situ. Where segments are cast in situ, a 200 mm nominal width joint
will be included between the pier segment and the first precast segment. The pier head segment will be
supported on temporary bearings. Temporary vertical prestress will be used to tie down the pier segment to
the top of the pier column (known as "pier head nailing") to provide fixity during construction of the
cantilevers. Precast segments will then be erected such that the two cantilevers are never more than one
segment out of balance. Segments are initially tied to the previous segment with temporary prestress. Once
the matching segments in the two cantilevers have been erected permanent tendons are stressed and the
cycle is repeated for the remaining segments in the two cantilevers. Once the cantilevers are complete and
the trailing cantilever is connected to the previously completed superstructure pier nailing is released. The
superstructure is then jacked up and placed on the permanent bearings.
End span construction:
The end spans of each continuous section of viaduct are constructed as cantilevers from the adjacent pier
with the remaining end span segments supported on falsework. The falsework is removed once the mid span
joint is cast and the continuity tendons have been stressed.
8.8 Durability
A multi-redundant system will be used to prevent water ingress associated with the use of match cast
segmental systems:
All concrete will be cured for a minimum of 14 days. No reduction in curing standard will be
permitted.
All faces between match cast units will be coated with wet-to-dry epoxy.
No steel ducts will be used.
A proprietary seal will be used on all ducts at each match cast joint.

The entire top surface will be sealed with a high quality waterproof membrane in accordance with
BD 47/99.
8.9 Maintenance
Provision will be made for access to both the exterior and interior faces of all viaducts. The following
elements will be included in the Detailed Design of the viaducts for maintenance provisions:
The superstructure will be large enough to allow easy internal inspection and maintenance
access. Access into the box girder will be at the ends of the box girder from within the abutments.
Access holes will be provided at all internal pier diaphragms. Access holes will be large enough to
permit maintenance personnel access.
An inspection gallery will be provided at each abutment to allow inspection and maintenance of
bearings.
Provisions for the attachment of maintenance platforms by casting in stainless steel ferrules at the
top of the pier column. To facilitate erection of maintenance platforms permanent lifting points will be
provided in the soffit of the box girder adjacent to the Piers.
Ventilation holes in the box webs and floor waste holes in the box soffit will be provided at regular
spacing.
Access provisions will comply with workplace health and safety provisions which include, but are not
limited to, the provisions for the design of confined spaces.

9. Specific requirements steel
composite bridges
9.1 Steel composite bridges general
Steel composite construction will be used for pedestrian bridges and may be used for road bridges where
construction of cast-in-situ concrete superstructures is impracticable.
It is proposed that composite bridges will be constructed utilising steel plate girders or steel trough girders
acting compositely with a cast-in-situ reinforced concrete deck slab. The form of construction will be selected
based on satisfying several key criteria including:
Maximizing fabrication
Reducing construction duration
Reducing foundation loads
Accommodating large simply supported or continuous spans in excess of 40 m
Accommodating a curved horizontal alignment
9.2 Steel composite bridge design standards
The design standard for steel composite girder bridges is listed in Table 15 below for reference.
Table 9-1 Design Standards for Steel Composite Bridges
Design Standard Description
BS 5400 Part 5: 2005 Code of practice for design of composite bridges. Refer
BD 16 for the advice notes for BS 5400 Part 5
BS 5400 Part 3: 2000 Code of practice for design of steel bridges. Refer BD 13
for the advice notes for BS 5400 Part 3
BS 5400 Part 10: 1980 Code of practice for fatigue.
BD 37/01 Loading for highway bridges
9.3 Steel composite bridge design guidelines
For steel composite bridge design, the following design guides are used as guidance for design and
detailing:
Table 9-2 Design Guidelines for Steel Composite Bridges
Design Guideline Prepared by:
Design Guide for Composite Box Girder Bridges- SCI 1994 Steel Construction Institute (UK)
Steel Bridges Design Aid- January 1994 Canadian Institute of Steel Construction

9.4 Design Load
9.4.1 General Loads
Refer Section 8 of this report for design loads.
9.4.2 Fatigue Loads
Fatigue loads to be considered for highway bridge bridges.
Fatigue investigation for the bridge will be referred to BD 37/01 and BS 5400 Part 10.
9.4.3 Construction Loads
For the design of Steel Composite box girders, the following loads will be considered during the erection
stage:
Dead Load As per Section 8
Erection live load 0.5 kN/m on all deck surface, and 1.5 kN/m on all deck surface for concreting
Differential temperature 70% of BD 37/01
Wind Load 70% of BD 37/01
The following effects will also be considered in the design and construction of the Permanent Works:
a) Differential deflections and rotations between adjacent Box Girders will be considered in the design
of the permanent formwork.
b) Lateral concrete pressures resulting from super elevation of cross section or longitudinal grade.
c) Localised mounding of the concrete will be considered in the design of the permanent formwork.
d) The support of a temporary access walkway will be considered in the design of the permanent
formwork.
e) Differential settlement and construction tolerance allowances between bearing levels are to be
specified by design and must be monitored and controlled during construction.
f) Erection will not be carried out in strong winds.
g) Construction loads and conditions assumed in the design, derivation of camber, and reinforcing
requirements will be shown on the Drawings.
h) In addition to erection loads, any required temporary supports, bracing or restraints will be defined
on the drawings.
i) All construction will be in accordance with the Work Method Statement.
j) Erection of the Superstructure will not commence prior to completion of the mine void treatment.
k) Pre-camber will allow for dead, super imposed dead and live loads design effects and also take into
consideration the construction sequence.

9.5 Material Properties
Refer Section 7 for concrete properties.
All structural steel will be to British standards EN 10025, EN 10113, EN 10155 & EN 10210.
9.6 Typical Construction Sequence
a) Construct foundation and substructure
b) Place temporary and or permanent bearings,
c) Erect steel girders as per sequence detailed in design drawings,
d) Install permanent formwork panels as per sequence detailed in design drawings,
e) Install temporary walkways and access points,
f) Place deck slab reinforcement and concrete as per sequence detailed in design drawings,
g) Install precast concrete safety barriers,
h) Install movement Joints,
i) Install surfaces and finishes
9.7 Durability
Refer Section 5 and section 6.2.12 for durability and coating requirements.
All steel surfaces are to be protected from corrosion in accordance with the approved Structural
Steel Paint and Other Protective Coating specification.
All steelwork including internal faces will be protected by high build epoxy paint
Internal areas too small to paint (including maintenance repainting) will be sealed and filled with an
inert gas, grout or a water absorbing product.
Bolts will be provided with inspection tabs to monitor internal conditions for all sealed sections.
Mating surfaces for friction grip connections will be prepared to a clean bare metal finish
At the time of Handover, the contractor will ensure that:
a) There is no loss of structural section in any steel girder bridges; and
b) All surfaces have a complete coating system that complies with this specification, of which
no coating film is older than 18 months. This requirement applies to the coating system in its
entirety and to each coat that makes up the coating system.

9.8 Maintenance
9.8.1 Internal and External
Provision will be made for access to both the exterior and interior faces of all box sections.
The boxes will be large enough to allow easy internal inspection, maintenance and painting. A
minimum size of 1.6 m internal depth x 1.2 m wide.
Sufficient clearance beneath the bridge will be provided to allow inspection and painting without
interruption to the traffic underneath. A 6.5 m clearance has been provided to the soffit. This
clearance considers only the structural depth of the superstructure and does not allow for a
maintenance gantry or similar. Traffic management will be required in conjunction with a
maintenance gantry.
All steel box girders will have access holes suitable for inspection and maintenance access. Access
holes will be located in the bottom flange in areas of low stress. Access holes will be fitted with
hinged doors and provided with locks.
Access holes will be provided at all internal support diaphragms. Access holes will be large enough
to permit maintenance personnel access.
Access provisions will comply with workplace health and safety provisions which include, but are not
limited to, the provision for the design of confined spaces.
9.8.2 Ventilation and Drainage
Provision will be made for ventilation and drainage of the interior of all box sections.
All outside openings in steel box sections will be screened to exclude unauthorised persons, birds
and vermin.
Coating systems will be capable of being repainted by brush.
A trial test panel will be undertaken before repainting steel box girder bridges.
Coating systems will be applied in accordance with the manufacturer's specifications.
9.9 Design Analysis
The design philosophy for steel composite bridges is covered in BS 5400 Part 5. The following key issues
are considered in the analysis of the steel composite girder decks:
Shear lag (effective flange widths);
Ratio of elastic modulus between concrete and steel;
Concrete cracking (in particular over pier supports for continuous bridges);
Torsional and distortional warping for box sections;
Plate slenderness limits (compact vs. non-compact sections);
Element buckling

Member buckling (e.g. lateral torsional buckling)
Pre & post composite behaviour and loading;
Construction stage analysis and erection loads.
Table 9-3 Analysis Methods
Limit State Method of analysis
Serviceability Limit State Linear Elastic
Ultimate Limit State Two Dimensional "Grillage" Analysis for Global Effects
Three Dimensional Finite Element Analysis


10. Specific requirements
precast concrete girder
bridges
10.1 Precast concrete girder bridges general
Precast concrete girders in this section cover for Super-T girders to AS 5100-5 Appendix-H or other available
standard girders in Qatar.
10.2 Precast concrete girder bridge design standards
The design standard for precast concrete girder bridges is listed in Table 17 below for reference.
Table 10-1 Design Standards for Precast Concrete Girder Bridges
Design Standard Description
BS 5400 Part 4:
1990
Code of practice for design of concrete bridges. Refer BD
24 for the advice notes for BS 5400 Part 4
BD 37/01 Loading for highway bridges
10.3 Design load
10.3.1 General loads
Refer Section 8 of this report for design loads.
10.4 Durability
Refer Section 5 for durability of concrete structures.
10.5 Material properties
Refer Section 7 for concrete properties.
10.6 Design analysis
The design philosophy for precast concrete bridges is covered in BS 5400 Part 4. The following key issues
are considered in the analysis of the precast girder bridges:
Stress check at transfer Allowable tensile stress at transfer is 1.0 N/mm. Allowable
compressive stress limit is as per BS 5400 Part 4.

Stress check at service limit state (SLS) for prestress elements
1) The tensile stress in SLS combination 1 is checked using the design forces produced by full HA
loading only in accordance with BD24/92. No tensile stresses will be permitted under this
combination. Refer also to item 4 below for loading for transverse spanning elements.
2) The compressive stress in SLS combination 1 is checked using the maximum design forces
produced by full HA loads or HB 45 combined with HA loads, which ever produces the worst
effects. Allowable compressive stress limits is as per BS 5400 Part 4.
3) The tensile and compressive stresses in SLS combination 2 to 5 are checked using the
maximum design forces produced by full HA loads or HB 45 combined with HA loads which ever
produces the worst effects. Allowable tensile stress limits will correspond to Class 2 members as
per BS 5400 Part 4.
4) Transverse spanning elements: The tensile stress in SLS Combination 1 will be checked using
the design forces produced by full HA loading or HA loading combined with two number 30 unit
HB vehicles in accordance with BD 37/01 and BD24/92. Transverse spanning elements will not
be prestressed. The crack width limits specified in Table 1 of BS 5400 will apply.
Capacity check at ultimate limit state (ULS) - The moment and shear capacities of the concrete
sections in ULS combination are checked using the maximum design forces produced by full HA
loads or HB 45 combined with HA loads.
Permissible crack widths as defined in clause 8.8.8.2 of BS 5400 Part 4 for early thermal effects and
serviceability limit state as follow:
- Above ground protected with waterproofing 0.25 mm.
- Above ground unprotected (protective coatings, asphalt without waterproofing, etc.,
considered unprotected) 0.20 mm.

11. Interface with Railway
Corridor
11.1 Interface with Railway Corridor
The Qatar Rail has established railway protection zones around the railway infrastructures, where
construction activities which may affect the railway will be complied to the guidelines given in the report
Qatar Rail- Safeguarding the Doha Metro Railway Corridor-Version 00, revision date January 2013
(Doc.No:QIRP-RAIL-CTO-REP_000001 Rev 0.0 09/01/13).


12. Geotechnical Conditions
Geotechnical conditions for the foundation design will be referred to Geotechnical Condition Report.

Qatar Expressways Group 3 Design Basis Report For Bridge Structures

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