Professional Documents
Culture Documents
SDM Ch10 BridgeGeometry PDF
SDM Ch10 BridgeGeometry PDF
10
Chapter 10
Bridge Geometry
November 2011
TRADEMARKS ACKNOWLEDGEMENT
10
Terms mentioned in this document that are known or understood to be trademarks, whether
registered or not, have been identified. Where trademarks have been confirmed as registered in
Australia, this has been indicated by the addition of the symbol, otherwise the symbol is
used. While all care has been taken to identify trademarks, users should rely on their own
inquiries to determine trademark ownership. Use of a term in this document as a trademark
should not be regarded as affecting the validity of any trademark.
IMPORTANT INFORMATION
The requirements of this document represent Technical Policy of the department and contain
Technical Standards. Compliance with the departments Technical Standards is mandatory for
all applications for the design, construction, maintenance and operation of road transport
infrastructure in Queensland by or on behalf of the State of Queensland.
This document will be reviewed from time to time as the need arises and in response to
improvement suggestions by users. Please send your comments and suggestions to the
feedback email given below.
FEEDBACK
Your feedback is welcomed. Please send to mr.techdocs@tmr.qld.gov.au.
DISCLAIMER
This publication has been created for use in the design, construction, maintenance and
operation of road transport infrastructure in Queensland by or on behalf of the State of
Queensland.
Where the publication is used in other than the departments infrastructure projects, the State of
Queensland and the department gives no warranties as to the completeness, accuracy or
adequacy of the publication or any parts of it and accepts no responsibility or liability upon any
basis whatever for anything contained in or omitted from the publication or for the
consequences of the use or misuse of the publication or any parts of it.
If the publication or any part of it forms part of a written contract between the State of
Queensland and a contractor, this disclaimer applies subject to the express terms of that
contract.
COPYRIGHT
Copyright protects this publication. Except for the purposes permitted by and subject to the
conditions prescribed under the Copyright Act, reproduction by any means (including electronic,
mechanical, photocopying, microcopying or otherwise) is prohibited without the prior written
permission of the department. Enquiries regarding such permission should be directed to the
Contracts and Technical Capability Branch, Queensland Department of Transport and Main
Roads.
State of Queensland (Department of Transport and Main Roads) 2011
http://creativecommons.org/licences/by-nc-nd/2.5/au
November 2011
ii
Volume Contents
Chapter 1
Chapter 11
Introduction
Chapter 2
Chapter 12
Standard of Presentation
Chapter 3
Chapter 13
VOLUME 3
Chapter 4
Chapter 14
Computer Preparation of
Steel Schedules
Chapter 5
Chapter 15
Notes
Chapter 6
Chapter 16
Welding
Chapter 7
Chapter 17
Chapter 8
10
Chapter 18
Bridge Widening
Chapter 9
Chapter 19
Bridge Barriers
Chapter 10
Chapter 20
Bridge Geometry
November 2011
iii
Table of Contents
10
10.1
Glossary of Terms
10.2
10.3
General
10.4
10.5
10.6
10.7
10.8
Vertical Alignment
10.9
Bridge Crossfall
10.10
10
11
Bridge Width
12
10.11
10.12
November 2011
iv
Reference
Section
Description of Revision
First Issue.
Manager
(Structural
Drafting)
April
2011
Manager
(Structural
Drafting)
Nov
2011
10.10
10.11
Authorised
by
Date
10
November 2011
10
November 2011
vi
Chapter 10
Bridge Geometry
10.1 Glossary of Terms
For a complete glossary of terms refer Chapter 1 - Introduction.
10
10.3 General
Bridge geometry can be divided into two broad areas, horizontal alignment and vertical
alignment.
Horizontal Alignment
Layout of the bridge as viewed in plan. It provides a corridor or laneway that covers the
full pavement width of the road.
Vertical Alignment
Profile of the bridge as viewed in elevation. It conforms to the grading and the cross
sectional profile of the road.
November 2011
10
Figure 10.4-1 Bridge Offset 75mm Maximum
Bridge offset from the chord to the Road Control is greater than 75mm but
less than 150mm
November 2011
Bridge offset is greater than 150mm and span offset is less than 75mm
10
Figure 10.4-3 Span Offset 75mm Maximum
If the span offset from the span chord to Road Control is greater than
75mm and less than 150mm
November 2011
10
Special geometry required for bridges around small radius curves is dependant on
several criteria, but basically a bridge can be set out in a series of parallelograms from
the chords until the gaps between the units exceed 30mm in width.
Every endeavour should be made to use parallelograms, but in the event of that system
not working then the following system should be used.
When looking at a curved bridge, it will be noticed that, if parallelograms where used,
the bridge would increase in width in a particular direction depending on the orientation
of the curve and direction of the skew. Therefore the geometric calculations must
commence from the narrowest end.
After setting the span lengths along the Road Control, the commencing span is set up as
a parallelogram. For the next span, two parallel lines are set either side of the chord for
that span, representing the inside face of the cast insitu kerb or the outer edge of the
outer deck unit. These lines are then intersected by an arc (with a radius equal to the
span length) centred at the intersection of the pier centreline and the edge line for the
preceding spans. The connection of these points creates the centreline of the next pier.
Figure 10.5-1 PSC Deck Unit Bridges on Small Radius Curves and the procedure
explained below assists with the previous explanation.
It will be noted that this pier centreline is no longer parallel to the previous pier or
abutment centreline as the skew is slightly increased. Due to this effect the commencing
skew angle must allow the designed bridge skew to be correct (1) at the heaviest flow
section of the waterway. The same procedure is then repeated for each successive span.
Procedure
Refer Figure 10.5-1 PSC Deck Unit Bridges on Small Radius Curves.
Set up both the horizontal alignment and vertical alignment.
Locate the abutment and pier positions along the alignment (points 10 to 12)
At the commencement end, set up parallel lines, either side of the chord,
representing the bridge edge (inside face of the cast insitu kerb or the outer edge of
the outer deck unit) (points 15 to 18)
Find the intersection of these lines with the centrelines of the abutments and piers
(points 19 to 22)
Set up parallel lines in the second span to the same width as before (points 23 to 26)
November 2011
Intersect these lines with arcs (with a radius equal to the span length) centred at
points on the pier (points 21 and 22)
Join these points (27 and 28). Thus determining the bearing of the next pier
Repeat steps 5, 6 and 7 for the remainder of the bridge
10
Care should be exercised in locating the intersection of girder centre lines and abutment
and pier centre lines in order that:-
10
A maximum cantilever of 1.25m from centre line of girder to outside face of the
girder flange is maintained. Refer Chapter 14 - Prestressed Concrete Girders,
14.5 Girder Profiles
If deck drainage is required, enough width must be provided in the outer most
girder flange to fit scuppers and a drainage pipe
When factors of skew, span length and tightness of horizontal curve make the
above parameters unattainable, then girders should be splayed, i.e. spacing of
girders would vary from one end of span to the other end
November 2011
It is important to note that vertical curves as applied to TMR vertical geometry are
parabolic curves and not pure circular curves. The fact that vertical curves are denoted
on working drawings as having a particular radius, can create some confusion to
designers. It should be noted that, in fact, a radius calculated for a vertical curve is only
a nominal radius which applies at that part of the parabola which very closely resembles
a pure circular curve.
Vertical Alignment
With regard to positioning a bridge in a longitudinal vertical plane, it can be accepted
that the bridge will follow the vertical alignment of the Road Control. This may result in
the bridge being on a straight or curved grade, or in some cases a combination of both.
10
10.9
Bridge Crossfall
10
There are many controls in urban areas which force departures from the above values.
For further explanation refer to the TMR Road Planning and Design Manual, 7.7.3
Road Crossfall.
There may be good reasons why there is a deviation from the values, such as the
following example:
The bridge surface of a widened bridge may also need to be flatter than the TMR
Road Planning and Design Manual specifies to reduce the amount of dead load
caused by the additional DWS. Older bridges were not designed to carry the
same loads that modern bridges are.
November 2011
10
10
When planning a road alignment, the road designer should work closely with hydraulic
and structural engineers to determine the best design. Every bridge shall be accessed
individually, however the following general guidelines may assist in reducing
construction costs and simplify the design, drafting, and construction of a bridge:Crossfall/Superelevation
The bridge deck should be designed with a two way crossfall. There are advantages and
disadvantages when the deck is superelevated (see below), and therefore a two way
crossfall is the best compromise.
A superelevated deck falling to the upstream side will tend to be covered in debris and
silt after the flood water subsides. It will however, be safer to drive on, as there is less
chance of the vehicle being pushed downstream by the force of the water.
A superelevated deck falling to the downstream side may trap debris underneath the
deck. It will also be subjected to greater uplift forces. The deck however, should be
relatively clean after the flood water subsides.
Constant crossfall/superelevation is preferred.
Varying crossfall/superelevation can be accommodated but should be avoided.
Vertical Alignment
The deck should be level so that the deck acts as a weir when flood water over-tops it. If
the bridge is on a grade or a VC, the flood water will be directed to the low end of the
bridge. This may drastically alter the pattern and turbulence of flow and lead to scour
and erosion problems at the low end of the bridge.
Additionally, the deck should be level so that motorists crossing a flooded bridge do not
encounter an unexpected increase in water depth.
If extenuating circumstances prevent a level bridge, one on a small constant grade is
preferred.
Generally a VC is not preferred on bridge, however sometimes they can assist with
draining the deck when stormwater is not allowed to drain directly from the bridge deck
into the stream. This is achieved by putting the crest of the VC near the middle of the
bridge, and draining the water towards each abutment. Doing this may mean that a
drainage system is not required.
A combination of any of the above can be accommodated but should be avoided.
November 2011
10
November 2011
11
10
10
A bridge crossing a stream is usually skewed so that the abutments and piers are parallel
to the flood-water flow.
If the bridge needs to be skewed, try and limit it to 40 to suit standard precast beams.
Varying skew can be accommodated but should be avoided.
November 2011
12