Bridge Design Requirements Document

HS2-HS2-BR-STD-000-000004 |P03 | 08 April 2016
Bridge Design Requirements
Revision Date Issued for/Revision details Revised by

P01 01/07/2015 Initial Issue Ewan Jones
Retitled and coordinated with
P02 04/12/2015 Ewan Jones
other docs.
P03 08/04/2015 Retitled and minor update Ewan Jones
Name Data
FOI / EIR None
Document type Standard
Directorate Technical
MPL & Deliverables Ref
Keywords Architecture, Aesthetics, Specification, Civil Engineering
Authors Oliver Moen
Checker Ewan Jones
Approver Andy Tye
Owner C227 Atkins
Review Directorate Technical, Built Environment
Employer’s Lead Reviewer Tomas Garcia
Authorised for use
HS2 | Bridge Design Requirements
High Speed 2
BRIDGE DESIGN REQUIREMENTS

April 2016
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
HS2-HS2-BR-STD-000-000004 1 Revision P05 : April 2016

t s
en
m
om
C
ith
w
d
te
ep
Document number : HS2-HS2-BR-STD-000-000004
cc
Revision : P04
-A
Author : C227 Atkins / Grimshaw
2
e
Date : od 04 April 2016
C
Class 395 “Javelin” departing Stratford International eastbound, Revision details : For acceptance
© mattbuck / Wikimedia Commons

Simon Kirby Sadie Morgan
Foreword
Chief Executive HS2 Ltd. HS2 Design Panel Chair
t s
en
m
om
Great design is essential to HS2 and great civil designed. Even the simplest bridge should clearly
engineering design will be pivotal to its success. demonstrate great care and attention to detail in
C
The design of HS2’s bridges is crucial to the its design and construction.
ith
performance of the high speed train system.
w
Great design will ensure that HS2 achieves its HS2’s bridges will be designed to maximise
full potential and delivers Britain’s long term opportunities for off-site construction.
d
economic plans but also safeguards and enhances Systemisation and pre-fabrication will increase
te
our natural and cultural environment for this construction quality and efficiency. Off-site
ep
century and beyond. construction is safer and will minimise disruption
cc
to HS2’s neighbours and the users of existing
Bridges are significant elements in the landscape routes.
-A
and they will be some of the most visible parts
of HS2. The array of new bridges and viaducts This design requirements document provides
2
needed will include major new landmark the framework and inspiration to deliver bridge
e
structures as well as many straightforward design beyond ‘business as usual’, setting
crossings meeting the local needs of roads, od
new standards of design and efficiency for an
C
footpaths, railways and waterways. Every new infrastructure project. Cover image: road bridge over the southern approach to
structure shall be sensitive to its place and well the Hallandsås Tunnel near Förslöv, Sweden,
© Klaus with K / Wikimedia Commons

HS2 | Bridge Design
HS2 | Bridges DesignRequirements
Approach
Contents
Foreword 03 Bridge scenarios Bridge design library
Introduction 32 Introduction 60
Introduction
s
Purpose of this document 08 Underbridges 34 Landscape 62
t
en
m
High Speed 2 10 Viaducts 38 Deck structures 66
om
Bridge design 12 Pedestrian underpasses 42 Piers and bearings 70
C
ith
Design requirements 14 Overbridges 46 Parapets 74
w
Green bridges 50 Abutments and walls 78
d
te
ep
Footbridges 54 Materials and maintenance 82
Bridge design vision
cc
HS2 design vision 18 Steelwork 86
-A
People : Place : Time 20 Concrete 90
2
e
Bridge design approach 26 od Rainwater management 94
C
What success looks like 28 Services and rail systems 98
HS2-HS2-BR-STD-000-000004 4
4 Revision P05 : April 2016
Introduction >
Bridge design vision >
t s
en
m
om
Bridge scenarios >
C
ith
w
d
te
Mandatory clauses
Bridge design library >
ep
cc
Unlike the convention used in HS2 technical
standards this document does not differentiate
-A
mandatory clauses from main text by the use of a
‘black box’.
2
Instead, mandatory requirements will contain
e
the word ‘shall’ to indicate their status as a
requirement. od
C
Guidance is defined by the use of the words
‘should’, ‘consider’ or ‘may’.

C
od
e
2
-A
cc
ep
te
d
w
ith
C
om
m
en
ts
Introd
duction
t s
en
m
om
C
Introduction
ith
w
d
te
ep
cc
Purpose of this document 08
-A
High Speed 2 10
2
e
Bridge Design
od 12
C
Design Requirements 14
Introduction
Purpose of this document

This document provides guidance and
requirements for the design of bridges and HS2 design vision
associated civil engineering throughout HS2. It
defines design principles and best practice to
be applied to future design development of the
s
bridges for HS2. The design approach defined Common Common
t
Common Common
en
here embraces the HS2 vision and reflects the Landscape design design
design design
project’s commitment to exemplary design. design approach: approach:
m
approach: approach:
approach Open route Headhouses
om
Depots Stations
The scope of design and construction work elements & portals
considered here encompasses the majority of civil
C
engineering structures within HS2 Phase One.
ith
Although this guidance excludes tunnels, tunnel BRIDGES DESIGN
REQUIREMENTS
w
portals and stations, many of the considerations
in this document are applicable to tunnel portals
d
and major structures within stations.
te
ep
This document shall be read with, and be part Design ambitions: Common elements
significant structures design
cc
of, the “Common Design Approach: Open Route
Elements.” The adjacent diagram shows how
-A
these design requirements integrate with other
HS2 design documentation, including design
2
approaches for landscape and architecture. When Design development
e
read together this suite of documents provides
comprehensive guidance for HS2’s designers. od
C
Construction

The Bridges Design Requirements are presented in three sections as follows:
Bridge design vision Bridge scenarios Bridge design library

HSͮ | Bridges Design Requirements HSͮ | Bridges Design Requirements HSͮ | Bridges Design Requirements
s
Bridge design vision Bridge design scenarios Bridges design library
t
Bridge design approach Green bridges Piers and bearings
en
Design process Response to context Bridge design Green bridges will provide ecological connections Design Principles
across HS� for mammals, including bats, and
Appearance must be a major design imperative Each site is unique. The character of the local Each bridge should have a clear, understandable other fauna. Piers design must be consistent within each
alongside strength, safety, construction and cost. natural or urban landscape should be appraised design concept with scale and proportions structure and comply with an overall HSͮ line-
m
to inform the bridge design. Visibility and appropriate to its context. HS� will have two types of green bridge: wide identity
Aesthetics should be considered at project construction access must be considered. • narrow green bridges with limited planting,
conception and through each stage of design. Each structure must be elegant aesthetic typically in linear ‘troughs’
Design quality cannot be added on at the end. The visual signicance of each bridge must be composition, with a consistent design language • wide bridges with signifcant intensive
dened: will it be a low-key structure, will it be a used for all of its components. Simple repetition planting.
om
Bridges should be designed by multidisciplinary prominent landmark or within a sensitive setting? of standard parts or designs is not adequate,
teams, including engineers, landscape architects, Make the built and natural environment as visible broader thinking is required. Intensively planted green bridges, and green
urban designers and bridge architects, working as as possible through the bridge. tunnels, should be thoroughly integrated into
equals in a collaborative and integrated way. The design of a bridge should express its their landscape surroundings, maximising
The complexity of a bridge design should be fundamental structural anatomy: the structural connectivity of planting and animal habitats.
Construction should be considered at all design minimised in a rural setting. logic and ow of forces should be apparent. The These wide green bridges should, effectively, be
stages, with early contractor involvement. shapes of the structural members should reect perceived as short tunnels.
Remember that contractors’ expertise and Natural vegetation should be protected and the forces acting on them.
equipment varies: different contractors may lead augmented, with existing vegetation retained to The narrower green bridges should follow the
C
to different answers. the maximum extent practicable without impact Construction must contribute to the design guidance established for other overbridges,
opon operation of the railway. concept: how a bridge is built and how it looks including relevant footbridge design
Client, designers and contractors must all should work together not ght against each considerations. They should be clearly seen as
demonstrate a continuing commitment to design Designs shall minimise the footprint of bridges other. bridges.
quality. Aesthetics must be championed and (piers, abutments) so that local vegetation is
adequately weighted in selection and assessment maximised. Scale and proportion should be carefully
ith
processes. This commitment must be carried considered, including how these are affected by
through to construction where poor workmanship Designs shall minimise the presence and extent of context and daylight and shadow.
and design variations place quality at risk. hard surfaces in rural landscapes. Wide green bridge, over E�� highway, with thorougly integrated Special central span: piers and deck structure respond to
landscape design, Netherlands, ©urbanarchnow.com context, spanning over river, © Heiko Dassow
ͮͲ ͱͬ ͳͬ
w
d
This section presents the bridge The bridge scenarios present a range The bridge design library contains
te
design vision for HS2 and shows how of typical HS2 bridges, illustrating the detailed advice for elements of design
ep
this embraces the HS2 Vision and range of structures that will be required that are common across all bridge
cc
HS2 Design Vision. The bridge design along the route. Drawing from the types. Some key aspects of bridge
vision aims to demonstrate the highest bridge design vision these demonstrate design (e.g. response to landscape)
-A
standards of design and construction, the design approach required for HS2. are covered in more detail in other
a world class railway that creates a Clear design principles, with associated design guides (e.g. Landscape Design
2
positive lasting legacy and provides a guidance for each type of structure, Approach). This document defines how
e
benchmark for the civil engineering implement the bridge design vision and bridge design will be influenced by
design of major infrastructure projects. thus the HS2 Vision. od those key issues.
C

Introduction
High speed 2
HS2 is the largest infrastructure project ever
undertaken by the UK Government, and
construction is expected to commence in 2017.
Phase One of HS2 will run from London to
s
Birmingham, a total length of 225km. Stations are
t
en
proposed at Old Oak Common and Birmingham
Interchange in addition to termini at London
m
Euston and Curzon Street, Birmingham. The
om
route will connect to the West Coast Main Line at
Lichfield.
C
ith
The maximum design speed for Phase One is
w
400kph. It will carry up to 18 trains per hour, each
train being 400m long.
d
te
Phase Two of HS2 forms a ‘Y’ shape extending
ep
from the West Midlands towards Manchester
cc
and the North West, with a proposed station at
Manchester Airport; and towards Leeds and the
-A
North East with proposed stations in the East
Midlands and South Yorkshire.
2
e
od
C

text
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Eurostar train Fretin, France,
© Benjamin Smith / Wikimedia Commons

Introduction
Bridge design
Bridges will be an abundant and prominent Some bridges and viaducts, due to their scale or
element of High Speed 2. In place for 120 years, location, will be symbolic landmark structures,
they should provide a legacy of excellence for naturally attracting special attention. The
future generations. aesthetic principles defined in this document shall
be applicable to all of HS2’s bridges, the minor
s
Bridge aesthetics shall be considered, from structures as well as the special one-offs. Even
t
en
the outset, as an integral part of design and the humblest of HS2’s bridges should have good
procurement processes. Bridge design will not be manners and a degree of finesse.
m
successful if aesthetics are considered only in an
om
attempt to mitigate the impact of decisions that This document does not provide a formula
have already been made. for good bridge design and there are always
C
exceptions to design ‘rules.’ Unlike technical
ith
Bridges are engineering but also architecture. standards, hard and fast rules for appearance
w
There is a need to be constantly aware of the are not easily defined, but there is substantial
aesthetic implications of design decisions. A and useful guidance that should be followed. The
d
talent for, and understanding of, aesthetics is intent is to define principles and considerations
te
essential for excellent bridge design. This places that will eliminate the worst aspects of bridge
ep
a strong emphasis on the need for integrated design and encourage the best.
cc
design within a clear overall vision.
-A
HS2’s civil engineering designers are encouraged
to include architects, ideally with experience of
2
bridge design, within their teams: architects’
e
training can reinforce a focus upon integrated
design. od
C

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Maillart’s Salginatobel bridge, Switzerland produced the lowest tender
in a design / construct competition © Rama / Wikimedia Commons

Introduction
Design requirements
High speed railways Civil engineering design HS2 alignment
High speed rail is a relatively new type of Compliance with the UK Highways Agency’s HS2’s horizontal (plan) and vertical (level)
infrastructure in the UK, with only one line Design Manual for Roads and Bridges (DMRB) alignment is now substantially fixed, along with
currently in operation. Experience from this line, shall be used as the core bridge design standard existing highway and footway levels. Alignment
s
HS1, has been a key source in consideration for HS2. As design progresses there may be scope is largely defined by design for the Hybrid Bill,
t
en
of standards for HS2. In addition, there are to either reduce or increase the requirements including a series of amendments.
established International, European and British where this can be demonstrated to be
m
Standards that the works shall comply with. appropriate and justifiable. Limits of deviation will leave some scope for very
om
minor changes to alignment. Therefore, bridge
Whilst many of these standards deal with Guidance in the following core reference structures which could significantly affect the
C
‘technical’ matters, some will have a significant documents shall be applied to all HS2 bridge alignment can no longer be considered.
ith
impact upon appearance and user experience. design:
w
For example, requirements for the height and
construction of highway and footbridge parapets. • DMRB Volume 1, Section 3, Part 11: The
d
Design and Appearance of Bridges (BA 41/98,
te
1998)
ep
cc
• The Appearance of Bridges and Other
Highway Structures (Highways Agency, 1996).
-A
2
e
od
C

HS2 requirements Build off-site
The HS2 spatial requirements are defined HS2’s Efficiency Challenge Programme has led to It is important to recognize the significance of
within HS2-HS2-CV-STD-000-000001 ‘Technical a strategy to maximise off-site construction. On some asset types being very directly linked to
Standard, Spatial Arrangements’. It sets out the site construction should only be adopted as the the performance of the high speed train system
s
required dimensions for generic cross sections exception or to support an off-site solution. itself. Within HS2, there is a strong presumption
t
en
along the full route, including bridges and in favour of systemisation for viaducts and
viaducts. In addition, there are various span To pursue this agenda, HS2 has identified underbridges because the performance of the
m
and headroom clearance requirements for two distinctive routes to maximise off-site high speed train system needs to be thoroughly
om
overbridges. These are detailed in Sections 5 and construction: validated, including these elements. Verification
6 of the Requirements for Spatial Arrangements can be complex and there is a clear case for only
C
document. • Systematised: asset types that include doing this once and having a standard design
ith
repetition but need a degree of tailoring for concept for each asset that forms part of the
w
The design of structures shall comply with the their context. system. Once the designs and design rules have
technical specification for interoperability (TSI) been established they will need to be applied
d
for dynamic performance • Standardised: specific proprietary products rigorously.
te
and standard product designs
ep
All structures shall have a design life of 120 years. Standard designs may be developed for
cc
Bridges, viaducts, wing walls and retaining components that repeat throughout the HS2
HS2’s preference is to minimise future walls have all been identified as asset families system. Any standard designs may need multiple
-A
maintenance requirements. Accessibility appropriate for having systemised designs and suppliers for commercial or capacity reasons,
for maintenance is a critically important design rules. The objective is to avoid repeated whilst minimising the need to retest or certify
2
consideration and needs to be considered design activities and provide supply chains with multiple designs. Elements of the bridges works
e
throughout. This needs to include consideration the greatest scope for improving productivity. could become standard designs, for example,
of whether it is practicable to eliminate od
HS2’s current view is that there will be a need a family of precast concrete parapet panels or
C
maintenance altogether in critical locations, i.e. for limited customisation of some of these to precast concrete beams.
those that would require track possessions. accommodate alternative planning contexts.

C
od
e
2
-A
cc
ep
te
d
w
ith
C
om
m
en
ts
design
Bridge
ts
n vision
en
m
om
C
ith
w
d
te
ep
cc
HS2 design vision 18
-A
People : Place : Time 20
2
e
Bridge design approach
od 26
C
What success looks like 28
HS2 Design Vision

The HS2 Design Vision sets out the role that
design can play in making High Speed Two a
catalyst for growth across Britain. It sets out our
aspiration for designing the UK’s new national
high-speed rail network. It focuses on those
s
things that will lift us beyond the ordinary and
t
en
provides us with the means to constantly critique
and check that we are on course.
m
om
HS2 is a project that will set designers, from
the widest range of disciplines, the challenge of
C
reaching new heights of creativity and innovation
ith
in everything they design.
w
Given the scale and importance of HS2 to the
d
nation, every design task is critical. The system
te
will be delivered through all the designed
ep
elements coming together. All the fundamental
cc
principles of good design shall apply. It all has to
look good and work well and that means meeting
-A
rigorous requirements. But we are looking to
achieve even more – something transformational
2
– and this will call for great ingenuity.
e
od
“ We aim to enhance the lives of future generations of people in Britain by designing a
C
transformational rail system that is admired around the world.”
HS2 Design Vision, 2015

HS2
HS2
HS2
HS2| Landscape
| ||Bridge
Landscape
Landscape
Design
Design
Design
Design Approach
Approach
Approach
Requirements
t s
en
m
om
People
People Place
Place Time
Time
C
Design
Designforforeveryone
everyone Design
Designfor
foraa Design
Designtotostandstand
ith
totobenefit
benefitand
andenjoy
enjoy sense
senseofofplace
place the
thetest
testofoftime
time
w
d
te
1 11Design
Design
Design forfor
forthe
the
the
needs
needs
needs ofof
of
our
our
our 4 44Design
Design
Design places
places
places andand
and
spaces
spaces
spaces 7 77Design
Design
Designtoto
to
adapt
adapt
adapt forfor
for
future
future
future
ep
diverse
diverse
diverseaudiences
audiences
audiences that
that
that
support
support
supportquality
quality
quality
ofof
of
lifelife
life generations
generations
generations
cc
2 22Engage
Engage
Engage withwith
withcommunities
communities
communities 5 55Celebrate
Celebrate
Celebrate the
the
the
local
local
local
within
within
within a aa 8 88Place
Place
Place
a premium
aa premium
premium ononon
-A
over
over
over
the
the
the
lifelife
life
ofof
of
a project
aa project
project coherent
coherent
coherent national
national
nationalnarrative
narrative
narrative the
the
the
personal
personal
personal time
time
time
ofofof
thethe
the
3 33Inspire
Inspire
Inspire
excellence
excellence
excellence through
through
through 6 66Demonstrate
Demonstrate
Demonstrate commitment
commitment
commitment customers
customers
customers
2
creative
creative
creativetalent
talent
talent toto
to
the
the
the
natural
natural
natural
world
world
world 9 99Make
Make
Makethe
the
the
most
most
most ofof
of
thethe
the
time
time
time
toto
to
e
od design
design
design
C
TheThe
The
HS2HS2
HS2
Design
Design
Design
Vision
Vision
Vision
The HS2 Design Vision
19 19
19
People
User experience Stakeholders
Whilst passengers are the obvious “users” of HS2, Many people will be affected by the way roads, Multiple stakeholders will be affected by the
many other people will be affected by the design footpaths, railways and waterways cross the HS2 design and construction of HS2’s bridges
of HS2’s bridges. The needs of all of them shall be route. The bridges that provide these crossings and viaducts. The HS2 Design Vision strongly
s
considered, especially key impacts upon: will have a significant influence. advocates stakeholder consultation informing
t
en
• neighbours design development.
• views and the visibility of structures Those working to build and maintain HS2 shall be
m
• those travelling on routes crossing HS2 considered. Bridges and viaducts shall be safe to Discussions with stakeholders may also reveal
om
• maintenance and construction staff build, maximising off-site construction and pre- areas where HS2 designs could be modified to
fabrication. Structures shall be simple to maintain the benefit of both parties. Stakeholders should
C
The project’s neighbouring communities will, with convenient secure access and space to work be encouraged to describe and define their key
ith
initially, be affected by construction and then by safely. concerns for people and their environment,
w
impact upon views and/or noise once the line is including any special characteristics of their
operational. locations.
d
te
ep
cc
-A
2
e
od
C

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
FT
2
e
RA
od
C
D
Eurostar passengers at St Pancras station, London , Grand Union Canal users at the site of HS2’s Longhole viaduct, Delivery of pre-fabricated 7th23Street bridge arch,Fort Worth,
© Flickr / Simon Blackley © Canal and River Trust © Infinity Engineering (infinity-engineers.com)
1
Place
Context Uniformity or variety
HS2 passes through a broad variety of In designing and constructing HS2’s bridges and There is potential tension between HS2’s aim for
locations, from dense urban sites in London viaducts, particularly special care shall be taken standardisation and systemisation for off-site
and Birmingham to valued open countryside. where: construction and the HS2 Design Vision which
s
A number of locations are considered to be • users are passing by slowly seeks “design for a sense of place.”
t
en
especially environmentally or visually sensitive. • it is possible to get close to the structures
• many people can see the structures In creating identity, HS2’s Design Vision aims to
m
The context for each bridge shall be thoroughly • they are in a landscape acknowledged to be of “celebrate the local within a coherent national
om
analysed through a landscape assessment, visual importance narrative” where “local projects reflect their
including urban design in built-up areas. Bridge context but contribute to HS2’s overall identity.”
C
design shall be informed by place, with a sensitive All of these places require special attention to It is clear that local variation will be necessary and
ith
response to local character, history and future design because of the higher levels of scrutiny appropriate but a consistent linewide approach
w
needs and plans. The scale of the structure and that their structures will be subject to. will also have value.
its visibility shall be considered. Bridges shall be
d
integrated with the surrounding landscape and Careful design exploration is now needed to
te
shall not be examples of engineering design in define the appropriate balance between overall
ep
isolation. systematic linewide repetition and local variation.
cc
This shall be defined for each individual structure
or location based upon clear analysis of place.
-A
2
e
od
C

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
R
C
D
Grade 2 listed Lawley Street viaduct to be crossed by new HS2 viaduct structure, Birmingham Site for HS2 viaduct crossing meandering route of the Oxford canal, Wormleighton
© source info needed © Canal & Rivers Trust
1
Time
Design life Construction time Durability
High Speed 2 has a design life of 120 years. Within HS2 is the UK’s biggest infrastructure project. Its HS2’s design life is an onerous requirement
this overall lifespan, trains and railway equipment construction will take significant time, inevitably for bridge structures and materials. Long term
will be renewed at regular intervals. Experience affecting the line’s neighbours and users of durability is a fundamental design requirement.
s
strongly suggests that the stations will also be existing infrastructure crossing the route. Off- In addition to structural performance, and the
t
en
subject to significant change over their lives. site manufacturing, maximising the use of pre- impacts of corrosion and deterioration, long
fabrication, has significant potential to reduce term visual ‘performance’ shall be considered.
m
In this context the landscape and civil engineering the amount of time spent on site with benefits Structural forms, details and materials shall be
om
structures that define and support the HS2 for the construction workforce, neighbours and designed to weather well over time.
alignment will be the longest lasting parts of the local stakeholders. HS2’s bridge designs shall
C
project. Bridges and viaducts will be the most consider modern methods of construction and Maintenance and inspection regimes have the
ith
visible of these structures throughout HS2. The design for manufacture and assembly to reduce potential to disrupt regular operation of the
w
significance of this legacy for future generations the disruption that construction may cause to railway, affecting the reliability of train timetables
demands great care and attention to the quality communities along the line. and operations. This impact upon the valuable
d
of design, construction and maintenance for time of HS2’s passengers shall be controlled and
te
HS2’s bridges. They shall be of exemplary quality: minimised.
ep
a model of the very best practice.
cc
Bridge structures shall be designed to reduce the
need for inspection and maintenance to minimum
-A
levels without affecting durability or safety. This
requires maintenance to be considered from the
2
very earliest design stages. Where elements that
e
require inspection or maintenance cannot be
od eliminated, they should be located so that access
C
does not require track possessions.

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
120 year design life: Forth Rail Bridge now 126 years since its completion in 1899, © George Gastin Minimised maintenance time will be crucial: track maintenance team at work,
/ Wikimedia Commons © Network Rail

Bridge design approach

Design process Response to context Bridge design
Appearance shall be a major design imperative Each site is unique. The character of the local Each bridge shall have a clear, understandable
alongside strength, safety, construction and cost. natural or urban landscape shall be appraised design concept with scale and proportions
to inform the bridge design. Visibility and appropriate to its context.
s
Aesthetics shall be considered at project construction access shall be considered.
t
en
conception and through each stage of design. Each structure shall be elegant aesthetic
Design quality cannot be added on at the end. The visual significance of each bridge shall be composition, with a consistent design language
m
defined: will it be a low-key structure, will it be a used for all of its components. Simple repetition
om
Bridges shall be designed by multidisciplinary prominent landmark or within a sensitive setting? of standard parts or designs is not adequate,
teams, including engineers, landscape architects, The built and natural environment shall be as broader thinking is required.
C
urban designers and bridge architects, working as visible as possible through the bridge.
ith
equals in a collaborative and integrated way. The design of a bridge should express its
w
The complexity of a bridge design should be fundamental structural anatomy: the structural
Construction shall be considered at all design minimised in a rural setting. logic and flow of forces should be apparent. The
d
stages, with early contractor involvement. shapes of the structural members should reflect
te
Remember that contractors’ expertise and Natural vegetation should be protected and the forces acting on them.
ep
equipment varies: different contractors may lead augmented, with existing vegetation retained to
cc
to different answers. the maximum extent practicable without impact Construction shall contribute to the design
upon operation of the railway. concept: how a bridge is built and how it looks
-A
Client, designers and contractors shall all should work together not fight against each
demonstrate a continuing commitment to design Designs shall minimise the footprint of bridges other.
2
quality. Aesthetics shall be championed and (piers, abutments) so that local vegetation is
e
adequately weighted in selection and assessment maximised. Scale and proportion shall be carefully
processes. This commitment shall be carried od considered, including how these are affected by
C
through to construction where poor workmanship Designs shall minimise the presence and extent of context and daylight and shadow.
and design variations place quality at risk. hard surfaces in rural landscapes.

Line-wide identity
Where an essentially symmetrical concept is Where components repeat, order and rhythm HS2 bridges shall follow an identifiable pattern
proposed, the built result should be symmetrical shall be carefully considered. Modules and grids along the route. There should also be locations
in its setting out and in its detail. Where should be used to ensure that the relationships with special distinctive designs. This approach
s
asymmetric designs are proposed they should be (sizes, locations and alignment) between all aligns with precedents from other major
t
en
clearly and boldly asymmetric. elements are coordinated. engineering projects, for example the M1.
m
Simplicity is encouraged, but not crudity. Bridge design should not rely on colour, but may Families of bridge types, and their requirements,
om
Simplicity is seen as refinement, taking time and be enhanced by it. Self-finished materials are shall be defined. Each family should have model
effort, it is not a lack of detail or articulation. strongly preferred. There may be cases where designs with considerable flexibility for variation
C
pigmented concrete or painted steel could be (span, width, height, etc.). This will enable family
ith
Bridges’ form and detail should reflect the flow of considered. resemblance and systemised production of
w
forces, honestly showing structure and materials. standard pieces. The model designs will provide
Functional lighting shall be considered at the clear design intent for contracting teams
d
Articulation, the quality and quantity of outset and discreetly coordinated with the
te
expressed detail, is critical to the character of a structure. A few structures may justify feature Designs for component families shall also be
ep
bridge. Articulation of detail shall be consciously lighting but the benefits, impact and maintenance developed to provide a systemised kit of parts.
cc
manipulated and edited, choosing which costs shall be carefully considered.
elements or junctions to emphasise and which to It is appropriate to have carefully located specials
-A
hide or subdue. Facilities for maintenance shall be discreetly and one-off structures. Whilst having distinctive
integrated, not afterthoughts. The design, designs, they should adopt key components or
2
The character of components and details shall be location and coordination of doorways, hatches, characteristic from the families to provide a link
e
consistent and compatible with the overall design walkways and gantries shall be neat and to the broader line identity.
concept. This could include elements of contrast. unobtrusive. od
C
The HS2 bridges shall have family resemblance,
with variety: family members not identical clones!

What success looks like

à Each bridge shall have a clear, understandable In rural locations the landscape form shall be
à
design concept with scale, geometry and used to conceal vertical concrete faces before
proportions appropriate to its context. considering cladding or screening.
Each structure shall be an elegant aesthetic

à The design of structures used by pedestrians
à
s
composition, with a consistent design and cyclists shall recognise the increased level
t
en
language used for all of its components. of scrutiny that they will receive.
m
Civil engineering shall be fully coordinated
à Green tunnels and green bridges shall be
à
om
with the surrounding landscape design . thoroughly integrated into their surroundings.
C
The form and detail of spanning deck and
à All materials, components and systems shall
à
ith
beam structures shall be simple, continuous be capable of providing a 120 year design life,
w
profiles, minimising bulk and visual impact. subject to appropriate maintenance.
d
Viaduct, underbridge and overbridge parapets
à The need for maintenance shall be minimised,
à
te
shall have a consistent HS2 line-wide identity especially where it requires permanent way
ep
across a range of spans and structural forms. access or line possessions.
cc
Pier design shall be consistent within each
à Security and safety systems shall be fully
à
-A
structure and in groups of adjacent structures. coordinated with the civil engineering design.
2
All water run-off shall be fully managed,
à All services and rail systems shall be fully
à
e
controlled and collected. coordinated with the civil engineering design.
od
C
The visible extent of concrete walls and
à Services and rail systems containment and
à
abutments shall be minimised. routes shall be concealed from public view.

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Scherkondetal railway viaduct near Weimar, Germany,
© Deutscher Brückenbaupreis

C
od
e
2
-A
cc
ep
te
d
w
ith
C
om
m
en
ts
sece
Bridge
Bridge scenarios
ts
enarios
en
m
om
C
Introduction 32
ith
w
Underbridges 34
d
te
Viaducts 38
ep
cc
Pedestrian underpasses 42
-A
Overbridges 46
2
e
Green bridges
od 50
C
Footbridges 54
Bridge design scenarios
Introduction
“Bridges are forms seen in light and by means of
light.”
Design Manual for Roads and Bridges
t s
en
This section presents design scenarios for the six
bridge types that will be required for HS2.
m
om
The drawings and photographs are not location
specific. They illustrate the key design issues that
C
shall be considered within design of each type of
ith
structure.
w
d
te
ep
cc
-A
2
e
od
C

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
River mist and sunlight embrace the Vaalankurkku railway
bridge, Finland, © Teemu Vehkaoja / Wikimedia Commons

Underbridges
Underbridges are defined as structures
supporting HS2 where it crosses above roads,
railways, waterways and other obstacles that do
not require multi-span solutions.
s
There are significant variations in types of
t
en
underbridge to be developed, from short span
crossings with limited construction depth
m
available, to large, skew crossings requiring portal
om
substructures to span over existing infrastructure.
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Borough Market / High Street replacement rail overbridge,
London, © esgplc.com

Design considerations
• Assess what the appropriate minimum • Where existing structures are to be adapted,
clearance should be below low underbridge design features of existing works should be
decks. The landscape design or extents of respected if retained. The geometry of new
s
embankments shall be adjusted to achieve a works shall sit happily with the old and be
t
en
good result. adjusted to suit.
m
• Steel half-through decks will be used for some • High skew bridges with beams or boxes
om
replacement under-bridges. Their design shall spanning perpendicular to the obstacle below
be sympathetic to their locations and any create ‘redundant’ areas of deck at track level.
C
existing piers. These structures are difficult to integrate with
ith
surroundings and risk appearing awkward and
w
• The visual impact of junctions with, and poorly designed. If they cannot be avoided,
adaptations to, existing structures shall special attention shall be paid to their design,
d
be thoroughly considered. The resulting including the use and appearance of the
te
assemblies shall be well composed and visually triangles of left over space at deck level.
ep
coherent. Purely pragmatic adaptations are
cc
not acceptable.
-A
• Where existing masonry abutments are used
or extended, new works shall match and be
2
sympathetic to design of existing.
!
e
od
C
Redundant areas of deck created by structures spanning
perpendicular to obstacles with skewed alignment, © Grimshaw

Underbridges
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
! X
e
od
C
Low clearance beneath underbridges and viaducts is a feature of The benefit of the interesting steel structure for this HS1 underbridge is lost because of poorly designed and visually
the HS2 alignment and needs design care, © charentelibre.fr dominant noise barriers, brighter colour may also have helped under this wide deck, © David Anstiss / Wikimedia Commons

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Special structures may be appropriate for prominent Haunched girder form reflects geometry of single central pier in the water, Val-d’Oise, France
underbridges, colour should be carefully considered, © TUC Rail © Geralix / Wikimedia Commons

Viaducts
Viaducts are defined as structures with two
or more spans carrying HS2 track alignment
over flood plains or other obstacles, including
other HS2 tracks in some cases, at bifurcations,
junctions and spurs. They are essentially a specific
s
type of underbridge, with more than a single
t
en
span.
m
The majority of the viaducts will be in rural / open
om
landscapes. Although typically arranged as twin
parallel tracks, in some cases they are single
C
track, paired parallel tracks (4 track) or specials
ith
with 5 or 3 tracks plus merging / splitting lines.
w
The appearance of viaducts is particularly
d
important: they will be major features in the
te
landscape, potentially dominating the nature of
ep
the existing environment.
cc
HS2 will have a large number of ‘low-level’
-A
viaducts, with limited clearance over the ground
below. For aesthetic reasons, the height of the
2
viaduct soffit above ground level will be crucial in
e
determining appropriate spans.
od
C
Concrete motorway viaduct reinforced with steel for larger span,
Meaux viaduct, France, © MOSSOT / Wikimedia Commons

• The spans within each viaduct should be • Where viaducts are visible to the public at
rationalised and made equal. Shorter spans close range, care shall be taken to achieve neat
are permitted at abutments. joints between pre-cast segments.
t s
en
• Special long spans should only occur over • The ability to skew piers or use offset pairs of
significant special features, e.g. waterways, piers is crucial: to reduce long spans and to
m
major roads. improve the relationship with routes, spaces
om
and views below the deck. Where these issues
• Assess what the appropriate minimum are important, deck structures that allow
C
clearance should be below low viaduct skewed or offset piers shall be chosen.
ith
decks. The landscape design or extent of
w
embankments shall be adjusted to achieve a • Special conditions may dictate the design for
good result. viaduct structures. For example, where two
d
track viaducts divide into two single track
te
• Design proposals shall minimise the deck structures twin box structures shall be used.
ep
depth for low-level viaducts to maximise the
cc
views and clearance beneath them. • Special junctions and components shall be
handled neatly, junctions between forms shall
-A
• The soffit of many viaducts, particularly those be visually clean and well resolved.
passing over canals, pathways and urban
2
areas, will be easily visible to passengers or
e
passers-by so it is a crucial design feature.
od
C
Steel girder, sculptural piers and neat parapet for low clearance
viaduct on LGV Rhin-Rhône line, © G CHP / Wikimedia Commons

Viaducts
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Bold colour and flowing curved form of the Arsta railway viaduct, Stockholm, Haunched girders show flow of forces in TGV Viaduct, Avignon,
© Holger.Ellgaard / Wikimedia Commons © happypontist.blogspot.co.uk

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Sculptural piers and very slim deck structure, Viaduc de la Savoureuse, France, Combination of steel and concrete create distinctive aesthetic
© bmhmagazine.com for Meaux viaduct, France, © MOSSOT / Wikimedia Commons

Pedestrian underpasses
Pedestrian underpasses are defined as a specific
type of underbridge, conveying pedestrians
or accommodation routes beneath the HS2
alignment and with fill material between the
tracks and the underpass roof.
t s
en
Pedestrian underpasses are notoriously one of
the most unpleasant public environments and
m
many authorities have policies to minimise their
om
use. The design of pedestrian underpasses shall
recognise these risks and provide an exemplary
C
environment for users. High quality finishes are
ith
required.
w
Portal and wing wall design will be a prominent
d
part of the underpasses’ appearance but
te
secondary features shall be considered too. In
ep
particular, handrails around or above wing walls
cc
/ portals and continuity of security fencing to the
HS2 track.
-A
2
e
od
C
Extensive use of glazed brick within upgraded pedestrian
underpass beneath Reading Station, © Jim Stephenson

• Underpass cross-sections have a significant • Barriers to prevent vehicle access may be • Wall finishes are likely to suffer from graffiti.
impact on user experience. Although minimum required in some locations. These need to They shall be easy to clean. Exposed concrete
cross section sizes are defined, consideration be carefully designed if they are to prevent should have an anti-graffiti coating.
s
should be given to more generous dimensions, motorcycle access but not disrupt cyclist use.
t
en
particularly for long structures. Consider landscape design and use of street • Structural water-proofing will affect the
furniture to discourage motorcycle use. quality of the pedestrian environment. Water
m
• A rectangular cross-section is best suited to penetration and staining of finishes shall be
om
users’ needs, arched cross sections are not • Frequency and intensity of use shall prevented. Special attention should be paid to
preferred. be established to define maintenance any construction or movement joints.
C
requirements, e.g. commuter route v country
ith
• Approach routes and plan geometry have footpath v local farm access. • Floor finishes shall be compatible with the
w
a significant impact upon pedestrian surrounding footpaths. They shall provide
safety. Clear lines of sight are important for • Consider vandalism risks, including litter, good slip resistance and be well drained, with
d
pedestrians to feel confident that they will not graffiti, malicious damage (e.g. to luminaires), consideration to mud or ice build-up. (Note
te
be vulnerable. Use of mirrors to provide views theft (e.g. of surface mounted metal that most underpasses will incorporate buried
ep
around blind corners should be considered as components) and arson. services routes, including piped drainage).
cc
a failure. This applies to fenced approaches as
well as to underpasses. • Large areas of plain finishes can be a more • In rural locations, it is assumed that footpaths
-A
attractive target for graffiti. Higher quality and underpasses will not be lit at night. In
• Separate ‘lanes’ for pedestrians and cyclists or patterned finishes shall be considered, urban locations illumination levels shall be
2
are unlikely to be effective, with potential for especially in more intensely used locations. carefully considered to avoid strong contrast
e
conflict at crossing points. An environment Finish options could include: brick, glazed or glare when moving between underpasses
that is clearly shared is more likely to be od
brick, ceramic tile, self-finished metals. and surrounding environments.
C
understood by all users.

Pedestrian underpasses
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Wider underpasses are desirable for safety and overall user experience, Well lit spaces and textured walls reduce likelihood of vandalism,
© Lombard North Group © halfrain / Flickr.com

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X
e
od
C
Clear lines of sight increase sense of safety for pedestrians, Blind corners and graffiti: typical underpass problems to be Patterned tiles create bright environment and deter graffiti in
© mick lobb / Wikimedia Commons considered in design proposals, © Szilas / Wikimedia Commons Elephant and Castle underpass, © classicalmusicmagazine.org

Overbridges
Overbridges are defined as all crossings over the
HS2 alignment. There is a wide range of types of
overbridge from small accommodation bridges
carrying existing or diverted highways to broad
green bridges.
t s
en
Design issues applicable to all overbridges
are considered under this heading, with the
m
additional issues specific to green bridges and
om
footbridges dealt with on subsequent pages.
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Distinctive single span overbridge across M1 motorway, south
of Leeds, Yorkshire, © Klaus with K / Wikimedia Commons

• 3 span overbridges with bank seats shall be • In three span overbridges, the central span
used in slope-sided cuttings to promote an should larger than the side spans. The side
open appearance. spans should be equally sized.
t s
en
• The appearance of single spans with • Where overbridges have more than three
substantial concrete or earth abutments / spans, the spans should be rationalised and
m
walls is not preferred, except for green bridges made equal. Shorter spans are permitted at
om
within green slope sided abutments. abutments.
C
• Long single span structures across slope-sided • Leaf piers to support multi-beam decks are
ith
cuttings, between bank-seat abutments, are acceptable for 3 span overbridges.
w
also acceptable.
• Elaborately ‘shaped’ sculptural piers are not
d
• Across vertical sided (retaining wall) cuttings, appropriate for overbridges piers within HS2
te
single span structures are preferred. railway cuttings.
ep
cc
• Where bearings are unavoidable, integral
piers are preferred with bearings at abutments
-A
where access is easier and less disruptive to
rail operations.
2
e
od
C

Overbridges
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X
e
od
C
Large concrete abutments interrupt continuity of open slope sided cutting, 3 span overbridge maintains continuity of cutting and significantly reduces visible
© Grimshaw extent of concrete, © Grimshaw

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
3 span geometry preferred for typical highway and Bank seat abutment maintains open continuity of cutting below Bold asymmetric overbridge design works with strongly with
accommodation overbridges, © Grimshaw overbridge, © Roads and Maritime Services NSW gradient of Snow Hill Lane crossing the M6, © David Humphreys

Green bridges
Green bridges will provide ecological connections
across HS2 for mammals, including bats, and
other fauna.
HS2 will have two types of green bridge:
s
• narrow green bridges with limited planting,
t
en
typically in linear ‘troughs’
• wide bridges with significant intensive
m
planting.
om
Intensively planted green bridges, and green
C
tunnels, should be thoroughly integrated into
ith
their landscape surroundings, maximising
w
connectivity of planting and animal habitats.
These wide green bridges should, effectively, be
d
perceived as short tunnels.
te
ep
The narrower green bridges should follow the
cc
guidance established for other overbridges,
including relevant footbridge design
-A
considerations. They should be clearly seen as
bridges.
2
e
od
C
Green bridge over E25 highway with thoroughly integrated
landscape design, Netherlands, © urbanarchnow.com

• The lightly planted green bridges, with hedge • In rural locations, it is assumed that the
planting in linear troughs, should be treated footpaths passing over green bridges will not
like road overbridges, with 3 span structures. be lit at night.
t s
en
• The intensively planted green bridges should • Green bridges shall have step free access.
be single span, recognising increased loads Steel or concrete ramps should be avoided in
m
and the solidity of appearance that should rural locations. Earthworks ramps should be
om
complement the sense of this planting being in designed to avoid the need for handrails and
‘solid’ earth. balustrades / guarding.
C
ith
• The single span length of intensively planted • Hard vertical abutment surfaces and retaining
w
green bridges should be minimised with slope- walls (e.g. concrete) are likely to be visually
sided earth embankments across the cutting intrusive in rural locations and their use for
d
leading up to the span. green bridges shall be minimised and subject
te
to specific justification in each location where
ep
• Adjacent slope angles should be matched they are proposed.
cc
and the junction between them radiussed to
provide a smooth natural-looking transition.
-A
• The “portals” for intensively planted green
2
bridges should be coordinated as a family with
e
tunnel and green tunnel portals, recognising
their function to provide significant landscape od
C
continuity over the HS2 route.

Green bridges
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Excellent continuity of wildlife routes and planting,
Kibeek Ecoduct, Netherlands, © Yves Adams

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Green bridge over highway 464, Böblingen, Germany Continuity of landscape more important than continuity of
© KlausFoehl / Wikimedia Commons A21 Lamberhurst bypass, © Fira cutting profile, B38 Birkenau, Germany, © designweed.com

Footbridges
Footbridges are defined as specific forms of
overbridge carrying only footpaths, cycleways or
bridleways over the HS2 alignment.
Footbridges will have a high impact upon
s
their users, who will not be in the sheltered
t
en
environment of a vehicle. The design of
footbridges shall recognise the increased level
m
of scrutiny that they will receive. Higher quality
om
finishes are required.
C
There are three generic types of footbridge
ith
planned:
w
• typical 3 span structure, or adaptable to this
format
d
• single spans between abutments or retaining
te
walls
ep
• long multiple span footbridges.
cc
-A
2
e
od
C
Kick Pruijs Bridge across A4 motorway, south of Schiphol Airport
© Chriszwolle / Flickr

• Footbridge cross-sections have a significant • In urban locations illumination levels shall be

impact on user experience. Although minimum carefully considered to avoid strong contrast
cross section sizes are defined, consideration or glare when moving between footbridges
s
should be given to more generous dimensions, and surrounding environments.
t
en
particularly for long structures.
• Continuous LED lighting, mounted within
m
• Footbridges shall have step free access. Steel handrail profiles is preferred, to provide
om
or concrete approach ramps should be avoided discrete and even illumination for footbridge
in rural locations. Earthwork ramps should be decks. Light levels and light distribution shall
C
designed to avoid the need for handrails and be sufficient to identify the faces of other
ith
guarding. users.
w
• Approach routes and plan geometry have • Separate ‘lanes’ for pedestrians and cyclists
d
a significant impact upon pedestrian are unlikely to be effective, with potential for
te
safety. Clear lines of sight are important for conflict at crossing points. An environment
ep
pedestrians to feel confident that they will not that is clearly shared is more likely to be
cc
be vulnerable. Use of mirrors to provide views understood by all users.
around blind corners should be considered as
-A
a failure. This applies to fenced approaches as • Barriers to prevent vehicle access to
well as to footbridges. footbridges may be required in some
2
locations. These shall be carefully designed if
e
• In rural locations, it is assumed that footpaths they are to prevent motorcycle access but not
and footbridges will not be lit at night. disrupt cyclist use. od
C

Footbridges
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Weathering steel footbridge: structure and containment Urban bridge over railway provides new place to meet within Verboekhoven Square,
combined, © happypontist.blogspot.co.uk Brussels: steel fabrication installed in one piece, © NEY & Partners

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
!
e
od
C
1800mm parapets hinder pedestrian views from bridges, but Villetaneuse-University Station, footbridge form provides Bridge truss structure provides integrated ‘cage’ to protect rail
mesh or perforation permitted at upper levels, © Grimshaw protection to pedestrians and tracks below, © Cyril Sancereau line below, La Roche sur Yon ©Hugh Dutton

C
od
e
2
-A
cc
ep
te
d
w
ith
C
om
m
en
ts
design
Bridge
Bridge design library
t s
n library
en
m
om
C
ith
w
Introduction 60 Materials and maintenance 82
d
te
ep
Landscape 62 Steelwork 86
cc
Deck structures 66 Concrete 90
-A
Piers and bearings 70 Rainwater management 94
2
e
Parapets 74 Services and rail systems
od 98
C
Abutments and walls 78
Bridges design library
Introduction
The Bridges Design Library contains detailed
design approach advice and requirements under
10 component headings. For each component,
design principles are defined, accompanied by a
series of design considerations.
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
Sir John Fowler and Benjamin Baker, who designed the Firth of
od
C
Forth bridge, provide the supports. The central “weight” is
Kaichi Watanabe, one of the first Japanese engineers
who came to study in the UK, © Imperial College, London

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C

Landscape
Design Principles
Landscape design shall be fully and carefully

integrated with the civil engineering design. Refer
to HS2’s “Landscape Design Approach” for further
s
guidance.
t
en
Security and safety systems shall be fully
m
coordinated with the landscape and civil
om
engineering designs.
C
ith
w
”It is the landscape design that will provide the
d
unifying design mechanism (the ‘glue’) to create a
te
seamless and integrated scheme.”
ep
HS2 Landscape Design Approach
cc
-A
2
e
od
C
Impact of long viaduct in Colne Valley: design shall be sensitive
to place, character and nature of the site, needing thorough
analysis to inform design, © Grimshaw / Ordnance Survey

• Each bridge location shall be subject to a • Make landscape and embankment forms as • Areas below bridge decks may be inhospitable
landscape character analysis. This context simple and natural as possible. for natural vegetation. Assess where
analysis should inform the design of the civil vegetation will flourish or struggle, and
s
engineering and the new landscape proposals. • Where appropriate, extend and soften propose appropriate finishes.
t
en
embankment slopes to blend with surrounding
• In locations where bridges are close or topography and create a more sympathetically • Do not place security fences at the top of
m
alongside each other, ensure that the natural appearance. embankments (i.e. on the horizon line).
om
bridge designs are considered together and
coordinated as one composition. • Minimise use of hard surfaces in natural / rural • In sloped cuttings, side slopes below bridge
C
locations. Where vegetation cannot flourish decks should use riprap finishes in locations
ith
• Identify particularly sensitive locations that use finishes that are sympathetic to the that cannot support vegetation. Concrete side
w
will need special attention during design and natural environment, e.g. rip-rap. slopes are not acceptable.
construction. Identify opportunities for local
d
engagement or variation. • Surrounding landscape finishes should • Develop and integrate design proposals for
te
continue smoothly and continuously up to the security and safety elements, including:
ep
• Extensive landscape works should be subject face of piers without local variations to conceal i) fencing
cc
to comprehensive landscape architect foundations. The top of foundations shall ii) signage
designed proposals. be set deep enough below the surrounding iii) security
-A
surface level to allow this. iv) gates
• Localised soft landscaping “repairs” v) bollards / access barriers
2
should match existing species and planting • In soft landscape provide sufficient soil vi) handrails, including guarding to tops of
e
arrangements. depth for vegetation to flourish, without portals and wing walls
od
compromising operation of the railway. vii) acoustic screens.
C
• Localised hard landscaping “repairs” should
match existing conditions and materials.

Landscape
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
!
e
od
C
Bold use of colour in the landscape, Viaduc de Corcelles, France, Pedestrian underpass in embankment: wing walls and fall
© A.BourgeoisP / Wikimedia Commons protection are prominent features, © Grimshaw

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Well integrated green bridge over HS1, Soft landscape continues up to face of piers, Findhorn viaduct, Security fence should fit neatly below parapet panels to
© Arup Tomatin, © happypontist.blogspot.co.uk maintain security line at abutments, © Grimshaw

Deck structures
Design Principle
The form and detail of spanning structures

shall be simple, continuous profiles modelled to
minimise bulk and visual impact.
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Continuous deck edge: uninterrupted deck structure provides
consistent clean profile within the landscape, © Yee Associates

• Deck soffits should provide a clean, smooth • If crossheads are required to link pier heads to
continuous profile. Multi-beam decks are multiple deck beams, the crosshead should be
acceptable in this context. contained within the overall depth of the deck
s
to maintain continuity of the bridge soffit line.
t
en
• Deck edges should be cantilevered, with
beams set back from deck edges, creating • Most HS2 bridges and viaducts will have
m
a shadow line to break up the bulk of the spanning structures that are below deck level.
om
elevations. Set backs should vary to suit Truss structures and other one-off specials
different beam depths and deck widths. shall be designed to suit their specific context
C
and constraints, whilst adhering to any
ith
• Standardised pre-cast cantilever units should applicable rules in this document.
w
be used to form deck edges.
• Decks for bridges that are set-out to a curve in
d
• Steel edge beams should be a J profile with plan shall be designed to provide a continuous
te
the web over-sailing the lower flange to create smoothly curved appearance. Whilst straight
ep
drip profile. components may be suitable, the extent of
cc
any faceting shall be carefully assessed and
• Visible down-stand crossheads are strongly controlled to achieve the required appearance.
-A
discouraged and shall be subject to design For example, 3m long pre-cast viaduct
review. segments are acceptable on a curve. 30m
2
long straight pre-cast beams would not be
e
acceptable unless the curve was of very large
radius. od
C

Deck structures
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X
e
od
C
Precast concrete deck edge: deck spine beam is cast into Cantilevered deck edge: deck spine beam is cast into shadow, Exposed crossheads interrupt line of viaduct soffit, Pulandian
shadow, © merseygateway © Grimshaw Bay, China, © Jinzhou New District Information Center

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X
e
od
C
Recessed crossheads maintain clean line of viaduct soffit, River Precast pre-stressed concrete beams: poorly resolved interface Precast pre-stressed concrete beams: simple repetitive units
Yare Viaduct, Norwich Bypass © Maunsell between precast beams’ ends, © Rail Technology Magazine provide neat clean appearance for soffit, © Grimshaw

Piers and bearings

Design Principles
Piers design shall be consistent within each

structure and comply with an overall HS2 line-
wide identity
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Special central span: piers and deck structure respond to
context, spanning over river, © Heiko Dassow

• Pier aesthetics and setting-out shall be • Where practicable, place piers outside train
consistent within each structure. The number impact protection zone to avoid increased pier
of variants within any structure shall be sizes.
s
minimised. Pier proposals will be subject to
t
en
design review by HS2. • The pier surface area needed for bearing
replacement / jacking should be defined to
m
• Pier design should be proportionally elegant permit consistent maintenance procedures.
om
and must be able to accommodate significant There is an option for bolt on jacking frames to
variation in their heights. minimise pier top size, but this will need line-
C
wide coordination across line to avoid multiple
ith
• Pier sizes should be minimised and piers set different solutions.
w
back from the edge of deck structures.
• Bearings shall be accessible for inspection,
d
• A clean, simple, uncluttered appearance is maintenance and replacement. A consistent
te
required. No handrails, ladders, pipes, cables, bearing zone should be used across all piers.
ep
etc. are to be fixed to any piers (or portal
cc
structures). • Do not place bearings directly under
movement joints / vulnerable waterproofing
-A
• The use of leaf piers shall be minimised, details.
especially where skewed geometry creates
2
long leaf piers. • Where bridges are close or alongside each
e
other, ensure that the pier designs and
• Exposed pile caps, sheet piles and foundations od
locations are coordinated and aligned.
C
are not permitted in any location. Promote open views below the bridge decks.
Elegant tapered piers: Millau viaduct pier construction, France
© PERI GmbH / Creative Commons Licence

Piers and bearings
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Elegant concrete piers: piers and deck structure designed as one Pier functions expressed in design: slim integral piers with special piers to
coherent system, © Ferrovial resolve braking and bracing forces, © Holger Althaus / SBP

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X X X
e
od
C
‘Special’ pier design: pier form badly adapted to solve one-off Wall of piers: oblique view provides no visibility through array of Exposed concrete foundation: pile caps formed above
condition, © Grimshaw leaf piers, © TBC surrounding ground surface level, © Grimshaw

Parapets
Design Principles
Viaduct, underbridge and overbridge parapets

shall have a consistent HS2 line-wide identity
across a range of span lengths and structural
s
cross-sections / forms.
t
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Angled planar parapet matches aesthetic defined for viaduct
girder and piers, © MOSSOT / Wikimedia Commons

• Parapet panels shall be a standardised design • Parapets shall prevent trespass by eliminating
and sizes, used across the entire system. climbable ledges and toe-holds on the
outer faces where they are accessible from
s
• The parapet design shall be flexible enough to embankments or adjacent structures.
t
en
cope with structures that have curved setting-
out, either in plan or camber in long section. • Viaduct and underbridge parapets providing
m
guarding for personnel shall extend to at least
om
• Parapet lines shall be clean, simple and 1100mm above the adjacent walkway surface
uninterrupted. Parapets shall be set-out to use
C
whole panels only. ‘Blisters’ in the parapet line • Road overbridges will require a minimum
ith
or special parapet panels are not permitted. parapet height of 1500mm, increasing
w
to 1800mm over the tracks and OHLE
• Services and rail systems, including OHLE, installation. 1800mm high parapets are
d
shall be fixed on decks between and within required within 500mm of any live overhead
te
the deck parapets only. Nothing should be equipment, including the return conductors.
ep
mounted on the top, outer face or underside
cc
of parapets. • Where equestrian use is expected 1800mm
high parapets are required for the full length of
-A
• Parapets should have a down-stand that the bridge deck.
extends below deck edge cantilever. The
2
down-stand should incorporate drip grooves • Caged enclosures to footbridges shall not be
e
to control water discharge and the potential installed unless a site specific risk assessment
for staining structures below. od
clearly demonstrates that they are needed.
C

HS2 | Bridge Design Requirements 46 G - ROAD OVERBRIDGES
FAMILY PREFERRED STRUCTURAL SOLUTION

4.7
Parapets 18.0
8.1
t s
en
14.7
A2
m
om
PIER >10m
C
ith
41.5
18.1
w
d
PRECAST SEGMENTAL
te
CONCRETE BOX
ep
cc
31.5
G1
-A
0
2
X SPAN <30m
X
e
o
SKEW <30
od
PRECAST PRESTRESSED
C
Visual impact of H4a barriers plus pedestrian barrier and Closer view of H4a barriers plus pedestrian barrier and additional Pre-cast concrete parapets have potential to contribute to 4
additional higher protection above track / OHLE, © Grimshaw higher protection above track / OHLE, © Grimshaw
CONCRETE BEAMS
a line-wide identity for HS2, © Grimshaw
STRUCTURAL SCOPING
arapet is proportionally too deep, a crease line or kink can help visua
lly break down the apparent
dge at Banora point. the parapet is on a continuous curve to avoid
the faceted appearance of the
t s
en
m
om
2L
C
ith
w
d
te
ep
cc
-A
L
2
X
e
od
C
Concrete parapets should extend below the deck edge and use Poorly designed acoustic barrier parapets, not coordinated with Canted girder parapet and perforated panels improve sense of Stratford
creates asloped
visua llyto create
faces confu lightsing
superstructure as structure,
and shade contrast, © Grimshaw
in thisM2bridg
Sydney, © Roads and Maritime Services NSW
e over the m2 motorway at Beecroft.
space for pedestrians, Stratford, London © Knight Architects
c outcome. Client: Lend Lease

Architect: Knight Architects
HS2-HS2-BR-STD-000-000004 77 Consulting Engineer: Arup Revision P04: April 2016
Programme: 2009-11
Abutments and walls

Design principle
HS2 makes extensive use of retaining walls,

typically with retained heights exceeding 3m.
In visually sensitive locations, especially rural
s
ones, the visible extent of concrete walls and
t
en
abutments shall be minimised, before considering
cladding or screening. Walled abutments can reduce the slender appearance of the bridge,
m
block the flow of the landscape and confine views.
om
C
ith
w
d
te
Reducing the abutments can create a more refined and better looking bridge. It
ep
does however increase the span and therefore depth of the beam.
cc
-A
2
e
od
Continuing the superstructure of the parapet above the abutment allows the shadow line to
C
Diagrams from ‘Bridge Aesthetics’ by the New South Wales
reduce the dominance of the abutment, and makes the bridge appear longer and more elegant.
Government, Australia, © Roads and Maritime Services NSW

• Minimise and avoid the use of vertical walls • In urban areas with hard landscaping, vertical • Design pre-cast wall units’ size, shape and
(including abutments, wing walls, side walls faces for abutments and wing walls are finish to be in proportion and scale to the
and retaining walls) in rural areas where they preferred. whole structure and sympathetic to the
s
will be visible to the public: they are an alien location.
t
en
element. • Design and detailing shall manage water flow
to prevent leakage from drainage behind walls • Details at edges / interfaces will have a
m
• Wing walls for viaduct abutments shall be and prevent staining or poor weathering of considerable impact upon appearance and
om
parallel to the HS2 track alignment. front faces. weathering. Careful coordinate copings,
handrails, connections to other construction,
C
• Underbridge wing walls in embankments • Assess visibility from publicly accessible access / inspection hatches, etc.
ith
should be aligned at approximately 45 degrees locations. There will be locations where cutting
w
so that a slope continues in front of the wing walls are visible, especially the upper most
wall, minimising the overall length of wall. parts, walls near the ends of cuttings and in
d
areas where the land form affords views into
te
• Bank seats (or their appearance) should the cutting. In these locations, a higher quality
ep
be used for overbridges across slope-sided finish shall be required.
cc
cuttings, in preference to visible full height
concrete abutments. • Assess impact upon passenger experience.
-A
High speed glimpses of walls through carriage
• Minimise hard landscape finishes around windows will not be a concern. However, for
2
abutments in rural areas. Use vegetated earth retaining walls alongside a station and other
e
slopes. Use riprap in areas where planting will locations easily visible to passengers, the
not thrive. od
quality of construction, finish and appearance
C
shall be important.

Abutments and walls
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X X
e
od
C
Poor abutment design: substantial concrete abutments and Refinement of abutment design: bank seat abutments, visible Secant pile embedded wall: not suitable for walls visible to the
retaining walls, © Grimshaw extent of concrete abutment minimised., © Grimshaw public, © Grimshaw

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X
e
od
C
Side slope below bridge deck: concrete face to earth Side slope below bridge deck: riprap face to earth embankment Preferred single span deck with green slope sided abutments for
embankment, vegetated slopes preferred, © Grimshaw where vegetation will not thrive, © Grimshaw green bridge across slope sided cutting, © Grimshaw

Materials and maintenance

Design Principles
All materials, components and systems shall 01

be capable of providing a 120 year design life,
subject to appropriate maintenance. 05
t s
en
The need for maintenance shall be minimised, 1.80m
03
especially where it requires permanent way
m
(min)
02 04
access or line possessions.
om
Although there is an engineering presumption
C
that structures should be accessible for
ith
inspection, some elements will inevitably be
w
concealed, for example foundations and the back
of retaining walls. Where cladding of structures
d
is proposed pay special attention to durability
te
of the structure and consider how the cladding
ep
may be removed for maintenance or repair of the
cc
structure.
01 bridge deck
-A
02 bearings & jacking points
1.00m
(min) 03 inspection gallery
2
04 inspection gallery opening
e
od 05 access to gallery
C
Design for durability: abutment bearing inspection gallery
© TBC

• Self-finished materials are strongly preferred. • Netting or wires shall not be relied upon • Assess and mitigate vandalism risks including
If coatings are used, very long life factory to prevent bird perching. They have litter, graffiti, malicious damage (e.g. to
applied coatings (e.g. galvanising, anodising) poor durability, collect dirt and impede luminaires), theft (e.g. of metal components)
s
are preferred to paint, powder coating, etc. maintenance access. and arson.
t
en
• Do not use paint finishes where access for re- • Deck finishes should be compatible with the • Integrate design of secure access to bearing
m
painting requires permanent way possessions. surrounding environment. They shall provide locations / abutments for inspection and
om
good slip resistance and be well drained, maintenance. Maintenance access routes,
• On-site cutting or drilling of coated with consideration to mud or ice build-up: steps and handrails should be included in the
C
(galvanised, painted, etc.) components is not overbridges are often more vulnerable designs.
ith
permitted: this will require careful detailed to ice formation than their surrounding
w
design and fabrication. environments. Deck finishes should also be • Where exposed concrete finishes are not
resistant to small scale fires. acceptable, consider:
d
• Movement joints should be minimised. Where i) masonry cladding (brick, block or stone)
te
they are essential, they should be properly • Large areas of plain finishes may suffer from ii) other cladding (timber, metal, mesh, etc.)
ep
detailed to be concealed or coordinated with graffiti: they shall be easy to clean. Consider iii) screening with vegetation.
cc
the geometry and appearance of the whole anti-graffiti coatings for concrete, but there
structure. shall not affect the concrete’s appearance.
-A
Higher quality finishes should be considered in
• Detail structures, including piers and intensely used locations.
2
abutments, to avoid creating ledges which
e
could be used by roosting birds or for climbing
the structure. od
C

Materials and maintenance
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
! !
e
od
C
Anti-graffiti coatings: testing coatings for use of Crossrail GRC Facing materials for concrete: potential to make inspection of Facing materials for concrete: opportunity to introduce local
panels, © Grimshaw structures more difficult, © Matthijs Borghgraef / Flickr.com character, © NHSavage/ Wikimedia Commons

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Concrete finishes: consistent finish used across all structural Precast concrete retaining walls: potential for texture and Reinforced earth wall: potential for texture and pattern in pre-
elements, © Schlaich Bergermann Partner pattern in pre-cast panels, © Glen Waverley / urban.melbourne cast panels, © Prekast Beton

Steelwork
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Off-site fabrication: mast base for Newport City Footbridge at
Rowecord works, South Wales, © Atkins

• Use weathering steel to minimise • In urban locations, weathering steel may

maintenance requirements in steel and steel be felt to be inappropriate in pedestrian
composite structures. accessible locations due to risk of rust marking
s
to clothing. Where necessary, physical
t
en
• Note that weathering steel is produced as flat separation by handrail and/or balustrade
plate. Rolled hollow sections are not produced. design or paint the inside face of weathering
m
steel parapets.
om
• Detail weathering steel structures to fully
manage, collect and direct water run-off. • Cleaning of graffiti from weathering steel
C
Prevent staining of adjacent surfaces and can remove part of the sacrificial surface
ith
finishes. layer. Define how this will be dealt with if
w
the structure is located in a high risk area for
• Fasteners and accessories for weathering steel graffiti.
d
structures shall be in compatible materials.
te
• Smaller components could be galvanised or
ep
• Consider weathering steel columns to mitigate zinc coated (e.g. flame sprayed). Galvanised
cc
the risk of concrete columns being stained by steel is unlikely to provide a service life of
water run-off from weathering steel. 120 years, therefore resolve how galvanised
-A
components will be replaced or painted.
• All metalwork installations shall isolate
2
dissimilar metals to prevent electrolytic
e
corrosion. Water run-off from one type
of metal to another shall also be carefully od
C
considered and managed.

Steelwork
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Weathering steel deck beams: Paint finish not required, Crisply detailed structural steelwork, St Elmo breakwater bridge, Steel has potential for dramatic structural form, Stratford City
© Commonwealth of Kentucky Valetta, © Hector Beade Bridge 14, London © Knight Architects / Arup

Stratford City Bridg
London
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X
e
od
C
Stained concrete pier: uncontrolled water run-off from Weathering steel column: form controls and directs rainwater Weathering steel footbridge: projecting handrail protects
weathering steel beam, © Z22 / Wikimedia Commons run-off, © happypontist.blogspot.co.uk pedestrians from rusty surface, © Xavier Font / Dezeen.com

Concrete
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Off-site fabrication: installation of 300 ton arch segment for new
West 7th Street bridge, Fort Worth, © equipmentworld.com

• Visible concrete should be Class F3: the finish • Do not use internal ties and embedded metal • Design pre-cast units’ size, shape and layout to
should be smooth and of uniform texture and parts. be sympathetic in proportion and scale to the
appearance. whole structure.
s
• Avoid horizontal construction joints. Where
t
en
• Concrete should be light grey. Ordinary possible, pour walls and piers full-height or • Where the ‘rear’ face of pre-cast units will be
Portland cement produces a beige colour. pre-cast. visible to the public, ensure that the finish is
m
Ground granulated blast-furnace slag cements high quality.
om
are preferred. • Unplanned cold / day-work joints are not
acceptable in any visible works. If construction • Consider application of texture and patterning
C
• Concrete colour shall be consistent within each joints are unavoidable conceal with to concrete surfaces, especially to break up
ith
structure. Concrete colour shall be consistent appropriate detailing. large surfaces. Patterning and applied finishes
w
across all structures that can be seen together. provide an opportunity for local customisation.
• Matching pre-cast and in-situ concrete
d
• Control aggregate choice and concrete colours will be very difficult. Design structures • Where a higher quality finish is required
te
batching to ensure colour consistency. and production methods to avoid visible consider these concrete finishes before
ep
differences in colour. considering cladding:
cc
• Formwork lining shall not stain the concrete i) cast-in concrete finishes and / or patterns
and shall be joined and fixed to prevent • Where pre-cast elements are joined end to ii) post-casting finishes: e.g. acid wash, polish
-A
blemishes. Use one formwork type and source end, in-situ concrete ‘stitching’ shall not be
in each structure. visible in the completed outer faces (e.g. edge • Where cladding is considered refer to the
2
beams). considerations defined in ‘Materials and
e
• Plan shuttering to define all joints and to maintenance’ above.
prevent minor variations causing pattern od
• Prevent rust staining from temporarily
C
staining. exposed reinforcing bars and other mild steel
components.

Concrete
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X X
e
od
C
Pre-cast parapet panels: visible colour mis-match between Pre-cast concrete finishes: buff coloured concrete, acid wash, Pre-cast retaining wall panels: poor quality finish visible to rear,
adjacent panels, © Grimshaw machine polished raised areas, © Grimshaw © Grimshaw

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X X
e
od
C
Temporarily exposed reinforcement: concrete column stained by Concrete jointing: daywork joint between pours not aligned with Concrete daywork joints coordinated and expressed in finish,
rainwater run-off from rebar, © The Masterbuilder recesses in formwork, © Grimshaw Viaduc de Corcelles, © A.BourgeoisP / Wikimedia Commons

Rainwater management
Design Principle
All water run-off, including from bridge decks,

shall be fully managed, controlled and collected
to prevent staining of finishes and damage to
s
materials.
t
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C

• All rainwater on bridge decks shall be collected • Special attention shall be paid to • Ensure that robust kerbs and OHLE mast bases
and discharged remotely from the structures. waterproofing of movement joints. Water shall are carefully detailed to avoid compromising
be collected at movement / expansion joints. deck waterproofing systems and drainage
s
• Waterproofing systems shall be complete, and Movement joints shall prevent the passage of falls.
t
en
durable for their intended design life. moisture.
• Salt and grit will be used to prevent icing.
m
• All rainwater pipes shall be concealed within • The design shall allow any expected Manage the impact of salted water run-off
om
the normal structural profiles. maintenance or replacement of water control on materials and finishes, including potential
elements to be carried out during HS2 staining.
C
• Water collection points and deck falls shall be engineering hours only.
ith
designed to facilitate concealed pipework. • Flexible joint / funnel details in drainage
w
• Access to drainage routes is to be at deck and pipework may be needed at movement /
• Structural lines shall be kept clean, clear and ground level only. Access at ground level is to bearing locations.
d
uninterrupted. ‘Blisters’ in the structure / soffit, be through manhole pits not access panels in
te
special cover panels and other additions to piers.
ep
conceal pipework are not permitted.
cc
• Access hatches, rodding eyes, etc. are not
• Water shall not discharge over or onto permitted in the surface of piers.
-A
bearings. Joints shall not be located directly
over bearings. • Service conduits and rainwater pipes should
2
be fully recessed into the piers and completely
e
• Manage water flow to stop leakage from concealed behind robust panels that are
construction and movement joints. removable for access. od
C

HS2 | Bridges Design Approach
Rainwater management
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X X X
e
od
C
Leaking joints: water leaking through deck joints will stain the Staining: concrete marked by rainwater leakage through joint Viaduct expansion joint: poor / temporary waterproofing at
pier below, © Grimshaw above pier, © unknown structural joint, © Grimshaw
96
text
t s
en
m
om
01 02
01
C
ith
03 02
w
04
d
te
ep
03 01 drainage system
02 pipework reccessed
cc
into face of column
01 waterproofing to deck 03 cover plate
-A
02 expansion joint
waterproofing
2
03 water collection for full
X width of deck joint
e
04 discharges to deck
drainage system od
C
Viaduct rainwater collection: exposed rainwater collection pipes, If simpily supported structures are used, fit secondary rainwater Pier rainwater routes: pipework recessed into face of pier behind
©Timothy Reichard / m-plex.com collection below joints in deck, © Grimshaw cover plate, © Grimshaw

Services and rail systems

Design Principle
Services and rail systems routing and

containment shall not be visible on any
structures. Services shall be concealed from any
s
location where there is public access, including
t
en
where there is public access below bridges.
m
All services and rail systems shall be fully
om
coordinated with the civil engineering design. A
clean, simple, uncluttered appearance is required.
C
No handrails, ladders, pipes, cables, earthing
ith
straps, etc. are to be fixed in any locations visible
w
to the public.
d
te
ep
cc
-A
2
e
od
C
OHLE setting out: OHLE and structural spans coordinated on
Viaduc de la Savoureuse, France, © Réseau Ferré de France

• All service conduits and equipment shall be • Access to service conduits and drainage routes • OHLE masts, communications masts, etc.
discreetly positioned and concealed within the shall be at deck and ground level only. Access should not be mounted on short spanning
normal structural profiles. Exposed conduit at ground level is to be through manhole pits structures (bridges). Where OHLE masts,
s
and pipes are not acceptable. not access panels in piers. Access hatches, communications masts, etc. are required on
t
en
rodding eyes, etc. are not permitted in the longer spanning structures (viaducts) their
• Structural lines shall be kept clean, clear and surface of piers. positions should be carefully considered and
m
uninterrupted. ‘Blisters’ in the structure / soffit, coordinated to manage visual impact.
om
special cover panels and other additions to • Avoid placement of highway lighting / lamp
conceal pipework are not permitted. posts on bridge decks for shorter spans. • Any lighting for maintenance access on
C
Consider location carefully and coordinate viaducts and under-bridges should default to
ith
• Designs shall be fully detailed and coordinated with views of structure when required on off and only be switched on when required
w
with local authorities, Highways Agency, utility longer decks to manage visual impact. Match by staff. Automatic reset switching shall be
suppliers and other stakeholders to ensure existing lighting / lamp post designs where few used to ensure that it stays switched off after
d
that services can be fully concealed whilst new units are required. overnight use.
te
working to third party standards.
ep
• Pay special attention to continuity of • Utilities cabinets and other third party
cc
• Comprehensive details and interfaces shall be cross-section for HS2 rail systems routes equipment cabinets shall be carefully
drawn and agreed with third parties to provide and containment from adjacent tracks, positioned, ideally off the bridges, and
-A
adequate control. embankments and cuttings leading up to civil integrated into the surrounding landscape
engineering structures. Changes of size or design.
2
• Some overbridges have utility services routes location are vulnerable to construction and
e
built into the structures. Utility services shall maintenance problems. Wherever practicable • Cables between piers and bridge decks should
be carefully integrated so that they do not od
walkways, OHLE, cableways and drainage ideally connect at fixed bearing points only
C
project below the structure and they shall not should continue at same size and alignment in
be placed near or at the edge of the structure. cuttings, on and below bridges and viaducts.

Services coordination
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X X !
e
od
C
Deck drainage pipework: should be concealed from public view, Rainwater collection from deck surface: should be concealed Deck end movement / expansion joint: needs careful design and
© Grimshaw from public view, © Grimshaw coordination of waterproofing system, © Grimshaw

t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
X ! !
e
od
C
Earthing straps: should be concealed from public view, Utility and rail systems cabinets: should be located neatly, out Cable containment and OHLE mast: needs careful design and
© Grimshaw of public view and not on bridge decks, © Lyddrail / rmweb.co.uk coordination of waterproofing system, © Grimshaw

Document status
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C

Heading 1
Heading 2
Text
t s
en
m
om
C
ith
w
d
te
ep
cc
-A
2
e
od
C
Document Number: HS2-HS2-BR-STD-000-000004
Revision: P04 April 2016
Document © High Speed 2 Limited, 2016

C227‐ATK‐ST
‐S PE‐000‐000008 |P01 | 01 May 2015
HS2-HS2-BR-STD-000-000004
C227-ATK-ST-SPE-000-000008 | P05 | 04 April 2016

C227‐ATK‐ST‐SPE‐000‐000008 |P01 | 01 May 2015

<Report title>
BRIDGE AESTHETIC DESIGN APPROACH

<Report title>

Revision Date Issued for/Revision details Revised by
P01
P01
Revision 06/05/2015
01/07/2015
Date Initial Initial issue
issue
Issued for/Revision details Ewan Jones
Ewan Jones
Revised by

P02
P01
04/12/2015
06/05/2015 coordinated
with other docs.
Retitled and Initial issue Ewan
Jones
Ewan Jones
Revised by HS2 to change document title to
P03
08/12/2015

“Bridge Design Requirements” Tomas Garcia,
HS2
103

P04
15/03/2016 Text revised to clarify
mandatory items
Ewan Jones

P05
04/04/2016
For acceptance
Ewan Jones

Name
C Data
FOI / EIR
Name None
Data
od
FOI / EIR
e
Document type Report
None
2
Directorate
Document type -A London West Midlands
Report
MPL & Deliverables Ref
Directorate cc
London West Midlands
Keywords
MPL & Deliverables Ref architecture, aesthetics, specification, civil engineering
ep Architecture, aesthetics, specification
Authors
Keywords Moen
Architecture, aesthetics, specification
te Oliver
dEwan Jones
Checker
Authors Oliver Moen
Ewan
Ewan Jones
w Jones
Approver
Checker Andy Tye
Oliver Moen
ith
Owner
Approver C227 Atkins
Andy Tye C
o
Review Directorate
Owner LWM TD
C227 Atkins m
Employer’s Lead Reviewer
Review Directorate Tomas Garcia
LWM TD
m
en
Authorised for use
Employer’s Lead Reviewer Tomas Garcia
ts
Authorised for use

Bridge Design Requirements Document

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Bridge Design Requirements Document

Uploaded by

Copyright:

Available Formats

HS2-HS2-BR-STD-000-000004 |P03 | 08 April 2016

Bridge Design Requirements

Revision Date Issued for/Revision details Revised by

BRIDGE DESIGN REQUIREMENTS

HS2-HS2-BR-STD-000-000004 1 Revision P05 : April 2016

HS2-HS2-BR-STD-000-000004 2 Revision P05 : April 2016

Simon Kirby Sadie Morgan

HS2-HS2-BR-STD-000-000004 3 Revision P04 : April 2016

Bridge design vision >

HS2-HS2-BR-STD-000-000004 5 Revision P04 : April 2016

Purpose of this document

HS2-HS2-BR-STD-000-000004 8 Revision P04 : April 2016

The Bridges Design Requirements are presented in three sections as follows:

Bridge design vision Bridge scenarios Bridge design library

HS2-HS2-BR-STD-000-000004 9 Revision P04 : April 2016

Phase One of HS2 will run from London to

HS2-HS2-BR-STD-000-000004 10 Revision P05 : April 2016

HS2-HS2-BR-STD-000-000004 11 Revision P05 : April 2016

HS2-HS2-BR-STD-000-000004 12 Revision P05 : April 2016

HS2-HS2-BR-STD-000-000004 13 Revision P05 : April 2016

HS2-HS2-BR-STD-000-000004 14 Revision P04 : April 2016

HS2 requirements Build off-site

HS2-HS2-BR-STD-000-000004 15 Revision P04 : April 2016

Bridge design vision

HS2 Design Vision

HS2-HS2-BR-STD-000-000004 18 Revision P04 : April 2016

Bridge design vision

HS2-HS2-BR-STD-000-000004 20 Revision P04 : April 2016

Bridge design vision

HS2-HS2-BR-STD-000-000004 22 Revision P04 : April 2016

Bridge design vision

HS2-HS2-BR-STD-000-000004 24 Revision P04 : April 2016

HS2-HS2-BR-STD-000-000004 25 Revision P04 : April 2016

Bridge design vision

Bridge design approach

HS2-HS2-BR-STD-000-000004 26 Revision P04 : April 2016

HS2-HS2-BR-STD-000-000004 27 Revision P04 : April 2016

Bridge design vision

What success looks like

Each structure shall be an elegant aesthetic

HS2-HS2-BR-STD-000-000004 28 Revision P05 : April 2016

HS2-HS2-BR-STD-000-000004 29 Revision P05 : April 2016

Bridge design scenarios

HS2-HS2-BR-STD-000-000004 32 Revision P05 : April 2016

HS2-HS2-BR-STD-000-000004 33 Revision P05 : April 2016

Bridge design scenarios

HS2-HS2-BR-STD-000-000004 34 Revision P04 : April 2016

HS2-HS2-BR-STD-000-000004 35 Revision P04 : April 2016

Bridge design scenarios

HS2-HS2-BR-STD-000-000004 36 Revision P04 : April 2016

HS2-HS2-BR-STD-000-000004 37 Revision P04 : April 2016

Bridge design scenarios

HS2-HS2-BR-STD-000-000004 38 Revision P04 : April 2016

HS2-HS2-BR-STD-000-000004 39 Revision P04 : April 2016

Bridge design scenarios

HS2-HS2-BR-STD-000-000004 40 Revision P04 : April 2016

HS2-HS2-BR-STD-000-000004 41 Revision P04 : April 2016

Bridge design scenarios

HS2-HS2-BR-STD-000-000004 42 Revision P04 : April 2016

HS2-HS2-BR-STD-000-000004 43 Revision P04 : April 2016

Bridge design scenarios

HS2-HS2-BR-STD-000-000004 44 Revision P04 : April 2016

HS2-HS2-BR-STD-000-000004 45 Revision P04 : April 2016