Existing Junction 7

Connection
Technical Proposal

ASHGHAL
Junction 7 Existing Bridge
J7 Layout
Plan

4 lanes CD road
2 lanes truck road

5 lanes Orbital road

5 lanes Orbital road

2 lanes truck road

4 lanes CD road

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J7 Layout
Cross Section

Symmetrical

2000

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 4 Span Continuous
28m – 30m – 30m -28m
Built
Around 2005
Designed to
AASHTO 16th Edition (1996)

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Stitching Option
Advantages

• Ride Comfort and Traffic Safety

• Maintenance
• Aesthetic (visual impact)

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Design Challenges

• Seismic design
• Creep and Shrinkage
• Parapets

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Basis of Design Proposal
Assumption

0.4

• Seismic Spectral Acceleration: 0.35

PGA=0.15g with properties given in KBR 0.3

Spectral Acceleration (g)

Memo (EXW-GENL-0000-PE-KBR-ME- 0.25
00324) KBR Proposed 7%
0.2 Probability in 75 years
• Essentially Elastic Design (RP 1000 Years)
0.15
(Response Modification Factor R=1) 0.1

• Road safety barriers to IAN002 0.05

0
0 1 2 3 4
Period (s)

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Articulation
Existing Bridge
Additional Sleeve Elastomeric Bearing Elastomeric Bearing Elastomeric Bearing Additional Sleeve

EJ EJ

New Approach slab New Approach slab

A1 P1 P2 P3 A2

In order to reduce seismic inertia force acting on the existing bridge:

• Replace all existing pot bearings at P1-P3 with elastomeric bearings
• Provide additional sleeve for abutment piles
• Provide expansion joint in line with widened bridge
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Articulation
New Widened Bridge
Elastomeric Bearing Elastomeric Bearing
Elastomeric Bearing
Elastomeric Bearing (fixed in the longitudinal) Elastomeric Bearing
EJ EJ

A1 P1 P2 P3 A2

Restrain bearings on P2 in the longitudinal

direction in order to attract the seismic force
Middle piers will increase in size

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Abutment Details
Existing Bridge
Expansion Joint

Approach Slab

Retaining
Wall
A gap is required to reduce the
force on the existing abutment
piles
Additional Sleeve

New MSE Wall

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Abutment Details
Widened Bridge

Expansion Joint
Follow standard main bridge detail

Abutment

Approach Slab

New MSE Wall

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Pier Size
New Bridge

• The diameter of the central new pier

P2 to be at the order of 1700mm (To
be confirmed in detailed design)
• Diameter of pier can be decreased
using plastic design (i.e. Response
Modification Factor R>1), to be
confirmed at detailed design

New Piers

Existing Piers

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Parapet
Existing Bridge

• Replace the existing parapets

with TL-5 class California
single slope concrete barriers
in accordance with Appendix
B-2 of IAN002
• Connect the adjoining existing
decks with a new in-situ
concrete slab to resist
accidental loads without
strengthening the existing
bridge

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 • Without the link slab,
Creep and Shrinkage Issues the, existing bridge
No Link Slab would be overstressed
Tension(-) due to the creep and
shrinkage.
• A significant period of
time needs to be
waited before stitching
Existing
in order to minimise
the effect of creep and
Compression
shrinkage
(+)

New

Total Stress due to Stress due to release of

stress restraint restraint
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16
 • The link slab will
Creep and Shrinkage Issues cancel the effect of the
With Link Slab horizontal bending
Tension(-) moments due to creep
and shrinkage.
New • A significant period of
time need not to be
waited before
Compression
stitching. The two new
Existing
(+) decks need to be
constructed in parallel
New

Existing

New

Total Stress due to Stress due to release of

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stress restraint restraint 17
Opportunities
Further Value Engineering
• Adopt a response modification factor given in Table 3.10.7.1-1 of AASHTO LRFD, which
allows the seismic response to be reduced (Plastic design).
 The diameter of the new P2 piers can be minimised
• Increase the lateral stiffness of the elastomeric bearings
 The higher the stiffness, the less the seismic force acting on the new P2 piers

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If PGA=0.05g as per
existing structure
Potential savings with PGA=0.05g

• The existing bearings on the existing piers can be retained

• The diameter of the new P2 piers will be 1200mm as per existing bridge

• The middle links slabs are still required to overcome creep/shrinkage and parapet issues.
• The sleeves are also required for the abutment piles to accommodate the deck
movement caused by a global temperature drop
• Seismic relaxation will apply to both bridges as they are now one structure

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Certification
Contractors proposal

• Existing structure was designed to AASHTO 16th edition. AASHTO typically requires a
design life of 75 years.
• Contractor takes no liability for existing structure except for works the Contractor will be
carrying out on the existing bridge
• Contractor will certify the widened bridge for the design life specified in the Contract (120
years) or 75 years to match the existing bridge if instructed so.
• Contractor takes no liability for any defects in the widened bridge caused by poor
performance of the existing bridge

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Construction stages
Phase 1
• Salwa Road diverted below Spans 3 and 4
• Route 55 remains on existing bridge (3 lanes)
• Spans 1 and 2 of widened bridges and
Truck/CD road bridges are built

Span 4
Span 1

Span 3
Span 2

Route 55

Salwa Road

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Phase 2
• Salwa Road diverted below Spans 1 and 2
• Route 55 remains on existing bridge (3 lanes)
• Spans 3 and 4 of widened bridges and
Truck/CD road bridges are built

Span 4
Span 1

Span 3
Span 2

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Phase 3
• Route 55 is diverted into new truck road bridges
• Abutment works completed first (removal of
approach slab, sleeves in piles, reinstatement of
MSE wall, new abutment backfill and approach
slab, new expansion joint)
• Span 3 and 4 stitches are constructed in
following order:
• Middle stitch connecting existing bridges

Span 4
Span 1

Span 3
Span 2

cast first
• Stitches connecting existing bridges to new
widened bridges cast simultaneously

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Phase 4
• Repeat of Phase 3 on spans 1 and 2
• Resurfacing and deck furniture works on
completed structure

Span 4
Span 1

Span 3
Span 2

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Completion
• 5 lanes on new stitched structure

Span 4
Span 1

Span 3
Span 2

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ASHGHAL