project title south road & outer harbour grade...
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Rail Grade Separation From South Road Detailed Design
185 | P a g e
Additional settlement of pile group (station)
Figure 1: Side view of pile foundation
The thickness of clayey sand layer under bottom of pile approximately is 2 metres.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Design (Station)
Job Number: RB 1010(i) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Xinben Zeng
Sheet: Sheet 13 of 19 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
186 | P a g e
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Design (Station)
Job Number: RB 1010(i) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Xinben Zeng
Sheet: Sheet 14 of 19 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
187 | P a g e
1.1 Pile cap design (station)
Table 1: Pile Properties and Pile cap dimension
Design pile cap depth
The pile cap is design as the bored cast-in-place pile cap, the design life is 100 years. According to AS
3600 table 4.3, the exposure classification will be B1. Then based on AS 3600 table 4.4 the minimum
characteristic strength , and the minimum cover is 45 mm in accordance with AS 3600
table 4.10.3.2. And the pier is designed as square cross section. .
single pier 5000 kN
no. of piles
pile diameter 900 mm
no. of piles required 4 piles
pile cap 1250.0 kN
pile spacing
centre to centre
1800 mm
centre of pile to cap edge
900 mm
pile cap dimension
width 4500 mm
length 4500 mm
min. spacing to edge of pile cap
(one pile diameter)
min. spacing (2*pile diameter)
total design load from pier
design load on each pile
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Cap Design (Station)
Job Number: RB 1010(ii) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Yuanchi Li
Sheet: Sheet 15 of 19 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
188 | P a g e
Table 2: Pile Cap Properties
In accordance with AS 3600 clause 9.2.3, will be taken the lesser of
Therefore,
The design punching shear , depending on AS 3600 table 2.2.2, capacity
reduction factor for shear.
, where
Combine above two equations: , round up to 480 mm.
Thus, the pile cap depth will be designed
design life 100 years
type of pile cap
exposure classification B1
minimum characteristic strength f`c 32 MPa
minimum cover 45 mm
βh 1 for square column
bored cast in place pile cap
properties
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Cap Design (Station)
Job Number: RB 1010(ii) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Yuanchi Li
Sheet: Sheet 16 of 19 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
189 | P a g e
Reinforcement for pile cap (station)
Design minimum bending reinforcement
According to AS 3600 clause 16.3.1,
(governing value)
The spacing is designed as the maximum bar spacing 300 mm.
Therefore, adopt N24@300 cts ( ) (satisfied)
Design minimum shear reinforcement
According to AS 3600 clause 8.2.8, the minimum shear will take larger of
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Cap Design (Station)
Job Number: RB 1010(ii) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Yuanchi Li
Sheet: Sheet 17 of 19 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
190 | P a g e
Or
(governing value)
Therefore, adopt 2N20 ligs ( ) (satisfied)
Pile cap bending check
Design bending moment:
Level arm
According to AS 3600 table 2.2.2, the reduction factor for bending
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Cap Design (Station)
Job Number: RB 1010(ii) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Yuanchi Li
Sheet: Sheet 18 of 19 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
191 | P a g e
(Governing value)
Therefore, N24@300 cts ( ) is adopted
Pile cap punching shear check
According to AS 3600 clause 9.2.3
Therefore, punching shear is satisfied.
For the detailed drawings of the pile caps under the station consult drawing 16.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Cap Design (Station)
Job Number: RB 1010(ii) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Yuanchi Li
Sheet: Sheet 19 of 19 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
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1.2 Piles
Vertical capacity of pile
( is recommended where proof loads apply working piles)
Try the diameter of single pile is 900mm, and pile depth is 25 metres in the design
Skin friction of pile, where is coefficient of skin friction, and is cohesion of soil
Table 3: Calculation of side friction load, Qs
Depth (m) (m) cu (kPa) fs (kPa) As (m2) Qs (kN)
0 to 2 2 200 0.50 100.0 5.65 565
2 to 6 4 200 0.50 100.0 11.31 1131
6 to 8 2 200 0.5 100.0 5.65 565
8 to 13 5 120 0.55 66.0 14.14 933
13 to 15 2 90 0.55 49.5 5.65 280
15 to 20 5 80 0.55 44.0 14.14 622
20 to 22 2 0 1 0 5.65 0
22 to 25 3 150 0.55 82.5 8.48 700
Example of calculation: Depth from 0 to 2 m
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 1 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Rail Grade Separation From South Road Detailed Design
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(From geotechnical team)
Therefore, ultimate shaft load capacity,
Ultimate bearing load, , where is pile end area and is unit end bearing
Thus,
So ultimate capacity of the shaft pile:
Allowable capacity of the shaft pile:
Assume the 5x5x1.5 pile cap self-weight:
And the axial load from pier is approximately 17500 kN.
So the total axial load act on pile from above is approximately 18500 kN, which is much larger than
pile capacity.
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 2 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
194 | P a g e
Therefore, the number of piles needed for the footing:
For each pile cap, there needs 9 piles to support it.
Horizontal capacity of pile
The total depth of pile is 20m. Therefore, this kind of pile will be designed as long pile. The diameter
of pile is 900 mm. The table below illustrates pile properties in this design.
Table 4: Pile Properties
Pile depth, L 25 m
Pile diameter, D 900 mm
yield moment (equals to
maximum moment)
Elastic modulus of
concrete, E
250
20
kNm
Gpa
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 3 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
195 | P a g e
e is the distance between the top face of pile and the ground surface. Assumed to be 200 mm.
The design load , which is satisfactory. And from bridge design partner, the earthquake
force is 500.65 kN
The number of pile required by horizontal loading is
, which will be rounded up to 4
pile, which means 9 piles will be sufficient for horizontal loading.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 4 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
196 | P a g e
Pile reinforcement design
Figure 2: Pile Properties
Design parameters
According to AS 3600 clause 10.1.2, the minimum design bending moment:
Try to use N12 for ligature and N32 for reinforcement.
The effective length:
type Bored - cast in place
design life 100 years
diameter 900 mm
exposure classification A , mild
min f'c 32 MPa
min cover 40 mm
minimum embedment to pile cap 50 mm
Max spacing for helical reinforcement 150 mm
Min clear spacingfor longitudinal bars 75 mm
Gross area (Ag) 636172.5 mm2
minimum spacing centre to centre (2*diameter) 1800 mm
Pile properties
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 5 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
197 | P a g e
According to AS 3600 table 2.2.2, the reduction factor for both axial load and bending moment is
0.6.
Horizontal:
Vertical:
According to the reinforced concrete charts shown below, the value in both charts is in the safe
zone, which means the minimum reinforcement is sufficient for this design.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 6 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
198 | P a g e
Figure 3: : Reinforced Concrete Column, g = 0.8
These two intersection points in both charts (g=0.8 and g=0.9) illustrate piles are in the safety zones,
which proves the designed minimum reinforcements are sufficient
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 7 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Figure 4: Reinforced Concrete Column, g = 0.9
Rail Grade Separation From South Road Detailed Design
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Minimum reinforcements for longitudinal reinforcement
Gross Area
According to AS 5100.5 clause 10.7.1,
Try 8N32, (satisfied)
According to AS 5100.3 clause 11.4.2.3 (a), the spacing will be:
(Satisfied)
According to AS 5100.5 table 10.7.3, the minimum diameter of helix reinforcement will 12mm.
Therefore,
Lastly, based on AS 5100.5 clause 10.7.3.3 (b) (iii), the max spacing for helical reinforcement is 300
mm.
Figure 5: Summary of Piles
32 MPa
900 mm
number of reinforcement 8N32 /
spacing 90 mm
type helical reinforcement /
diameter 12 mm
spacing 300 mm
longitudinal reinforcement
restraint for longitudinal
reinforcement
concrete grade
pile diameter
Summary
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 8 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
200 | P a g e
Settlement of pile group
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 9 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
201 | P a g e
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 10 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
202 | P a g e
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 11 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
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Settlement affected by eccentricity
Table 5: Coordinates of Each piles
Pile no. x-coordinate (m) y-coordinate (m) x2 y
2
1 -1.80 1.80 3.24 3.2400
2 0.00 1.80 0.00 3.2400
3 1.80 1.80 3.24 3.2400
4 -1.80 0.00 3.24 0.0000
5 0.00 0.00 0.00 0.0000
6 1.80 0.00 3.24 0.0000
7 -1.80 -1.80 3.24 3.2400
8 0.00 -1.80 0.00 3.2400
9 1.80 0.00 3.24 0.0000
19.44 16.20
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 12 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
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Table 6: Pm and WT value of each pile
Pile no. Pm (kN) wt(mm)
1 1978 5.41
2 2056 5.62
3 2133 5.83
4 1978 5.41
5 2056 5.62
6 2133 5.83
7 1978 5.41
8 2056 5.62
9 2133 5.83
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 14 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
205 | P a g e
Additional settlement of pile group
Figure 6: Side view of pile foundation
The thickness of siltyclay layer under bottom of pile approximately is 4 metres.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 15 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
206 | P a g e
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Piles
Job Number: RB 1011(i) Contract: Rail Bridge
Date: 7/06/2013 Prepared: Xinben Zeng
Sheet: Sheet 16 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
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1.3 Pile cap design (rest of bridge)
Table 7: Pile properties and pile cap dimension
Design pile cap depth
The pile cap is design as the bored cast-in-place pile cap, the design life is 100 years. According to AS
3600 table 4.3, the exposure classification will be B1. Then based on AS 3600 table 4.4 the minimum
characteristic strength , and the minimum cover is 45 mm in accordance with AS 3600
table 4.10.3.2. And the pier is designed as square cross section. .
single pier 17900 kN
no. of piles
pile diameter 900 mm
no. of piles required 9 piles
pile cap 1988.9 kN
pile spacing
centre to centre
1800 mm
centre of pile to cap edge
900 mm
pile cap dimension
width 5400 mm
length 5400 mm
min. spacing to edge of pile cap
(one pile diameter)
min. spacing (2*pile diameter)
total design load from pier
design load on each pile
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Cap Design
Job Number: RB 1011(ii) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Yuanchi Li
Sheet: Sheet 17 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
208 | P a g e
Table 8: Pile Cap properties
In accordance with AS 3600 clause 9.2.3, will be taken the lesser of
Therefore,
The design punching shear , depending on AS 3600 table 2.2.2, capacity
reduction factor for shear.
, where
Combine above two equations: , round up to 1250 mm.
Thus, the pile cap depth will be designed
design life 100 years
type of pile cap
exposure classification B1
minimum characteristic strength f`c 32 MPa
minimum cover 45 mm
βh 1 for square column
bored cast in place pile cap
properties
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Cap Design
Job Number: RB 1011(ii) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Yuanchi Li
Sheet: Sheet 18 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
209 | P a g e
Reinforcement for pile cap
Design minimum bending reinforcement
According to AS 3600 clause 16.3.1,
(govern)
The spacing is designed as the maximum bar spacing 300 mm.
Therefore, adopt N28@300 cts ( ) (satisfied)
Design minimum shear reinforcement
According to AS 3600 clause 8.2.8, the minimum shear will take larger of
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Cap Design
Job Number: RB 1011(ii) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Yuanchi Li
Sheet: Sheet 19 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
210 | P a g e
Or
(govern)
Therefore, adopt 2N20 ligs ( ) (satisfied)
Pile cap bending check
Design bending moment:
Level arm
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Cap Design
Job Number: RB 1011(ii) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Yuanchi Li
Sheet: Sheet 20 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
211 | P a g e
According to AS 3600 table 2.2.2, the reduction factor for bending
(governing value)
Therefore, N28 @300 cts ( ) is adopted
Pile cap punching shear check
According to AS 3600 clause 9.2.3
Therefore, punching shear is satisfied.
For the detailed drawings of the pile caps under the station consult drawing 16.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pile Cap Design
Job Number: RB 1011(ii) Contract: Rail Bridge
Date: 7/6/2013 Prepared: Yuanchi Li
Sheet: Sheet 21 of 21 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
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1.4 Lift opening through deck
The lift opening through the deck is situated in between Queen St and the immediate piers next to
it. Either, two of the girders will be removed to accommodate the lift, or a shear wall will be
designed to support the two girders that will be affected by the lift access.
Figure 7: girder configuration with lift
The dimension of the opening will be 3.6 m x 3.6 m. Hence, the deck will be cantilevered by 0.3 m on
both sides of the opening. Since the deck is designed as a one-way slab, checks have to be done for
the primary direction (lateral direction) and ensure that the bending moment does not exceed the
ones in deck design. If not, additional reinforcement has to be designed.
Loadings:
Loadings consist of self-weight and pedestrians. Considering 1 m strip.
Self-weight = 24 * 0.2 * 1 = 4.8 kN/m
Live load = 5 * 1 = 5 kN/m
Factored loads = 1.2 * 4.8 + 1.5 * 5 = 13.26 kN/m
Maximum BM = - (13.26 * 0.3) * 0.15 = - 0.6 kNm
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Lift Opening Through Deck
Job Number: RB 1012 Contract: Rail Bridge Design
Date: 8/6/2013 Prepared: Wang Yuanchang
Sheet: Sheet 1 of 3 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
213 | P a g e
The bending moment is less than the ultimate bending moment in deck design, hence no additional
reinforcement is needed. Trimmer bars are added at the four corners of the opening for both top
and bottom reinforcement to increase crack and shrinkage control.
Refer to drawing for more details in Appendix.
For the rest of the length, the deck is simply supported over 5.4 m if the two girders are removed.
From Prokon Output:
Figure 8: Graph from Prokon
The ultimate bending moment is 48.33 kNm, which is more than the deck design. Hence, additional
reinforcement is required at the bottom.
Bottom Reinforcement (Positive)
Try N16 bars at 200cts (1000mm2/m)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Lift Opening Through Deck
Job Number: RB 1012 Contract: Rail Bridge Design
Date: 8/6/2013 Prepared: Wang Yuanchang
Sheet: Sheet 2 of 3 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
214 | P a g e
Use N16 at 200cts bottom, and N12 at 250cts top as per deck design. Secondary direction
reinforcement shall be as per deck design, N12 at 175 cts for both top and bottom.
Refer to drawing 20 for more details.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Lift Opening Through Deck
Job Number: RB 1012 Contract: Rail Bridge Design
Date: 8/6/2013 Prepared: Wang Yuanchang
Sheet: Sheet 3 of 3 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
215 | P a g e
1.5 Stormwater Railway Drainage Calculations
Pit details:
The factors to consider when picking a type of pit to implement were its ability to endure service
loads (i.e. construction machinery), internal size, and maximum pipe diameter that it can
connect to. Hence because there is limited space on the depth of the deck and girder, a small
custom made 450x450x150 with cast iron grate cover supplied by Frankston concrete products
pit was chosen for all sections of the bridge. The dimensions of this pit allow it to be seated
within the deck of the bridge and rest atop the super-T girder. (Additional pit details in Appendix
A)
Internal size (Width x Breadth x Height) = 450 x 450 x 150mm
Mass = 114kg
Determine the required pipe capacity
The first part of determining the required pipe capacity is to construct the deck such that the water
will flow off the tracks and into an area where the water can be collected by pits and fed into the
pipe network. Hence the deck was designed with a 1% slope toward the outer edges of the track,
and the inner edge of the bike track and station, as seen in the cross sectional drawings of the bridge
and at the station. (Note because both sides of the track are exactly the same i.e. the pipe running
either side of the railway track, only the calculations for one side are shown because the other side
will mirror the same area/flows etc.)
The next part is to determine an adequate pit spacing, which was determined to be 40m as advised
in Part 1035 of PTSOM's Code of Practice which has been adopted by DPTI. Next the bridge was split
into separate catchment areas (for the water flowing to each sump pit due to the cross section and
long section slopes) which are displayed in the table in sheet 2 of Stormwater Railway Drainage
Calculations.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 1 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
216 | P a g e
Table 9: Catchment area of Sump location
Sump Location Area track(m2) Area station(m2) Area path(m2)
NW 237.6 0 160
1 237.6 0 160
2 237.6 0 160
3 237.6 0 160
4 237.6 0 160
5 237.6 0 160
6 237.6 0 160
7 237.6 0 160
8 237.6 0 160
9 207.9 0 140
10 211.5 0 100
11 237.6 336 160
12 237.6 336 160
13 237.6 336 160
14 300.6 0 160
15 237.6 0 160
16 237.6 0 160
17 237.6 0 160
18 237.6 0 160
19 237.6 0 80
20 237.6 0 160
21 237.6 0 160
22 237.6 0 160
23 237.6 0 160
24 237.6 0 160
25 237.6 0 160
26 237.6 0 160
27 237.6 0 160
SE 237.6 0 160
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 2 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
217 | P a g e
Hence then using the rational method as described in the Australian rainfall and runoff guide to
flood estimation the peak flow can be calculated as seen as in sheet 3 of Stormwater Railway
Drainage Calculations.
Where:
C = runoff coefficient
I = rainfall intensity
A = drainage area in Km2
The runoff coefficient was determined using notes prepared by John Argue, Adjunct Professor of
Water Engineering as seen below where the track drains through the ballast, and the path and
station is bitumen equivalent material.
Table 10: Runoff Coefficient data for each section.
C track 0.1
C path 0.9
C station 0.9
Rainfall intensity data was obtained through the Australian bureau of meteorology for the Adelaide
area, and considering a design 50 year ARI, as advised in Part 1035 of PTSOM's Code of Practice
which has been adopted by DPTI.
Table 11: 50 yrs. ARI Rainfall Data
50 yrs. ARI Rainfall data
time (min) Intensity (mm/h)
5 150
30 61
60 40
360 12
720 7
1440 4.4
2880 2.7
4320 1.7
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 3 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
218 | P a g e
Hence using the rational method, the peak flow rate for each catchment area is calculated and seen
in the table below: Based on a 50 year ARI and 5 minutes duration storm table shown in sheet 4.
Table 12: 5 minutes duration storm
Sump Location Q
track(m3/s)
Q
station(m3/s)
Q
path(m3/s)
NW 0.00100 0 0.00605
1 0.00100 0 0.00605
2 0.00100 0 0.00605
3 0.00100 0 0.00605
4 0.00100 0 0.00605
5 0.00100 0 0.00605
6 0.00100 0 0.00605
7 0.00100 0 0.00605
8 0.00100 0 0.00605
9 0.00087 0 0.00529
10 0.00089 0 0.00378
11 0.00100 0.00141 0.00605
12 0.00100 0.00141 0.00605
13 0.00100 0.00141 0.00605
14 0.00126 0 0.00605
15 0.00100 0 0.00605
16 0.00100 0 0.00605
17 0.00100 0 0.00605
18 0.00100 0 0.00605
19 0.00100 0 0.00302
20 0.00100 0 0.00605
21 0.00100 0 0.00605
22 0.00100 0 0.00605
23 0.00100 0 0.00605
24 0.00100 0 0.00605
25 0.00100 0 0.00605
26 0.00100 0 0.00605
27 0.00100 0 0.00605
SE 0.00100 0 0.00605
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 4 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
219 | P a g e
The next step was to decide what to do with these pipes. It was decided that they can be run down
the side of piers and at the abutment ends and hence into the underground stormwater system
running along Queen Street and South Road. These pipes have been named exit pipes. The locations
selected can be seen on the long section drawing and the table below displays the pits associated
with each pier or abutment pipe:
Table 13: Location of Exit Pipes
Exit pipe SUMP
ASSOCIATED
A NW,1,2,3,4
B 5,6,7
C 8,9,10
D 11,12,13
E 14,15,16
F 17,18
G 19,20,21
H 22,23
I 24,25,26,27,
SE
Furthermore, the travel times of each of the catchments and pipelines must be considered
because some catchments may take longer to get to the pit and pipe and thus reduce the
maximum flow. The table below shows the travel times calculated which are based on using
notes prepared by John Argue, Adjunct Professor of Water Engineering where:
Table 14: Approximate travel time for each catchment.
Approximate travel times (Argue)
Path 2minutes+pipe (one minute per 40 metres)
Platform 2minutes+pipe (one minute per 40 metres)
Track 2minutes+ballast (15minutes)+ pipe (one minute per 40 metres)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 5 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
220 | P a g e
Table 15: Travel time for each sump location.
Travel time (minutes)
Sump Location Track Path Station
NW 15 3 0
1 16 4 0
2 17 5 0
3 18 6 0
4 19 7 0
5 15 3 0
6 16 4 0
7 17 5 0
8 15 3 0
9 16 4 0
10 17 5 0
11 15 3 3
12 16 4 4
13 17 5 5
14 15 4 0
15 15 4 0
16 16 5 0
17 17 3 0
18 18 4 0
19 17 5 0
20 16 4 0
21 15 3 0
22 16 4 0
23 15 3 0
24 19 7 0
25 18 6 0
26 17 5 0
27 16 4 0
SE 15 3 0
Average 16.9 4.46 4.00
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 6 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
221 | P a g e
And hence the flow rate for each exit pipe (A,B,C,D,E,F,G,H,I) can be graphed against arrival time to
estimate the maximum flow that will occur in a 50 year ARI 5 minute duration storm.
Figure 9: Graph of 50 yrs. ARI 5 minutes duration storm
Going back to selecting a pipe size, the required design pipe capacity equals the Q50 for its catchment
plus the flows entering from other pipe systems or seepage drains:
Where:QPF = design pipe peak flow rate (m3/s) for ARI =50 years
Q50 = peak runoff flow rate for pipe catchment
QS = seepage flow coming into pipe
QC= Collected flow from another pipe system entering into pipe
Hence the maximum flow for the exit pipes (A,I) calculated is shown in the table below
Table 16: Max flow for exit pipes
0
0.01
0.02
0.03
0.04
0 2 4 6 8 10 12 14 16 18
Flo
w (
m/s
)
Arrival time at exit pipe(m)
50yr ARI 5 minute duration storm
A
B
C
D
E
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 7 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
222 | P a g e
Select the pipe material and type
The pipe material selected is as shown in the table below:
Table 17: Selected Pipe Material
Section
of pipes
Pipe Type Reason
A Reinforced
Concrete
Underground/loaded
B PVC Cheap/light
C PVC Cheap/light
D PVC Cheap/light
E PVC Cheap/light
F PVC Cheap/light
G PVC Cheap/light
H PVC Cheap/light
I Reinforced
Concrete
Underground/loaded
Adopt a design Manning’s roughness coefficient
A value for Manning’s pipe roughness "n" was adopted from Table 2.4.4 in Part 1035 of PTSOM's
Code of Practice which has been adopted by DPTI and shown in the table below.
Table 18: Manning's Roughness Coefficient for each pipe type
Determine the slope of the pipe
For sections (A, B, C, G, H, I) the slope of 2% can be used (this is the slope of the bridge on these
sections). For all other sections (D, E, F) the slope was determined by taking into account the
geometry of the pit, the distance to the pier and the height of the headstock, which the pipe would
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 8 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Pipe Type Manning’s Roughness
Concrete 0.012
PVC 0.009
Rail Grade Separation From South Road Detailed Design
223 | P a g e
run down and hence the slope is the fall divided by the distance. The table below displays the slope
and fall of each pipe.
Table 19: Slope of pipes
Pipe Length (m)
Fall (m) Slope
ANW 40 1.200 0.030
A1 40 1.200 0.030
A2 40 1.200 0.030
A3 40 1.200 0.030
A4 40 1.200 0.030
B5 20.4 0.612 0.030
B6 40 0.627 0.030
B7 40 1.200 0.030
C8 35.4 1.062 0.030
C9 40 1.200 0.030
C10 40 0.627 0.016
D11 12.5 0.196 0.016
D12 40 0.627 0.016
D13 40 0.627 0.016
E14 17.5 0.317 0.018
E15 22.5 0.408 0.018
E16 40 0.725 0.018
F17 40 0.979 0.024
F18 19.22 0.471 0.024
G19 40 1.200 0.030
G20 40 1.200 0.030
G21 4.2 0.126 0.030
H22 40 1.200 0.030
H23 29.2 0.876 0.030
I24 40 1.200 0.030
I25 40 1.200 0.030
I26 40 1.200 0.030
I27 40 1.200 0.030
ISE 49.3 1.479 0.030
Select a trial pipe size
The capacity of the pipe can be found by using Manning’s Equation shown below and selecting a
pipe where Q is greater than QPF.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 9 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
224 | P a g e
Where:
V = flow velocity
S = pipe slope
n = Manning roughness coefficient
Rh = hydraulic radius = cross-sect. area/wetted perimeter
For a circular pipe flowing full, the hydraulic radius is:
Hence a range of concrete and PVC pipes with varying sizes and slopes can be calculated for easy
selection of adequate flow rate in each pipe. Table 20: Capacity of concrete pipes
Pipe Concrete
Manning’s N
Diameter (m)
Slope Capacity (m3/s)
0.012 0.25 0.03 0.1116
0.012 0.25 0.02 0.0911
0.012 0.25 0.01 0.0644
0.012 0.25 0.005 0.0455
0.012 0.2 0.03 0.0615
0.012 0.2 0.02 0.0502
0.012 0.2 0.01 0.0355
0.012 0.2 0.005 0.0251
0.012 0.15 0.03 0.0286
0.012 0.15 0.02 0.0233
0.012 0.15 0.01 0.0165
0.012 0.15 0.005 0.0117
0.012 0.1 0.03 0.0097
0.012 0.1 0.02 0.0079
0.012 0.1 0.01 0.0056
0.012 0.1 0.005 0.0040
0.012 0.05 0.03 0.0015
0.012 0.05 0.02 0.0012
0.012 0.05 0.01 0.0009
0.012 0.05 0.005 0.0006
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 10 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
225 | P a g e
Table 21: Capacity of PVC pipes.
Pipe PVC
Manning’s N Diameter (m) Slope Capacity (m3/s)
0.009 0.25 0.03 0.149
0.009 0.25 0.02 0.121
0.009 0.25 0.01 0.086
0.009 0.25 0.005 0.061
0.009 0.2 0.03 0.082
0.009 0.2 0.02 0.067
0.009 0.2 0.01 0.047
0.009 0.2 0.005 0.033
0.009 0.15 0.03 0.038
0.009 0.15 0.02 0.031
0.009 0.15 0.01 0.022
0.009 0.15 0.005 0.016
0.009 0.1 0.03 0.013
0.009 0.1 0.02 0.011
0.009 0.1 0.01 0.007
0.009 0.1 0.005 0.005
0.009 0.05 0.03 0.002
0.009 0.05 0.02 0.002
0.009 0.05 0.01 0.001
0.009 0.05 0.005 0.001
Check the flow rates within the pipe
The velocity of flow within the pipe can be determined using the equation V = Q/A
The flow velocity within the pipe shall be at an acceptable level so as not to cause damage to the pipe surface. Pipe manufacturers have recommended maximum limits which must not be breached.
Summary of pipe specifications
The plan view of the layout can be seen in the drawing. Each pipe has been selected to meet the previously discussed criteria and the specifications for each pipe are shown below: Note the pipe name is based on the pit that it has come out of. I.E. pipe A1 in the bike path table is the pipe that comes from pit 1 on the bike path.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 11 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
226 | P a g e
Table 22: Pipe specification for Rail track.
Pipe Specs Rail track
Pipe Description Length (m)
Pipe Type Fall (m)
Slope Diameter(m) Flow (m3/s)
Velocity (m/s)
ANW Pit to end 40 Reinforced Concrete
1.200 0.030 0.2 0.005 0.159
A1 Pit to end 40 Reinforced Concrete
1.200 0.030 0.2 0.004 0.127
A2 Pit to end 40 Reinforced Concrete
1.200 0.030 0.2 0.003 0.095
A3 Pit to end 40 Reinforced Concrete
1.200 0.030 0.2 0.002 0.064
A4 Pit to end 40 Reinforced Concrete
1.200 0.030 0.2 0.001 0.032
B5 Pit to Abutment
20.4 PVC 0.612 0.030 0.1 0.003 0.381
B6 Pit to Abutment
40 PVC 1.200 0.030 0.1 0.002 0.254
B7 Pit to Abutment
40 PVC 1.200 0.030 0.1 0.001 0.127
C8 Pit to pier 35.4 PVC 1.062 0.030 0.1 0.003 0.351
C9 Pit to pier 40 PVC 1.200 0.030 0.1 0.002 0.254
C10 Pit to pier 40 PVC 0.627 0.016 0.1 0.001 0.127
D11 Pit to pier 12.5 PVC 0.196 0.016 0.1 0.003 0.381
D12 Pit to pier 40 PVC 0.627 0.016 0.1 0.002 0.254
D13 Pit to pier 40 PVC 0.627 0.016 0.1 0.001 0.127
E14 Pit to pier 17.5 PVC 0.317 0.018 0.1 0.001 0.161
E15 Pit to pier 22.5 PVC 0.408 0.018 0.1 0.003 0.415
E16 Pit to pier 40 PVC 0.725 0.018 0.1 0.002 0.288
F17 Pit to pier 40 PVC 0.979 0.024 0.1 0.001 0.127
F18 Pit to pier 19.22 PVC 0.471 0.024 0.1 0.002 0.254
G19 Pit to Abutment
40 Reinforced Concrete
1.200 0.030 0.2 0.001 0.032
G20 Pit to Abutment
40 Reinforced Concrete
1.200 0.030 0.2 0.002 0.064
G21 Pit to Abutment
4.2 Reinforced Concrete
0.126 0.030 0.2 0.003 0.095
H22 Pit to end 40 Reinforced Concrete
1.200 0.030 0.2 0.001 0.032
H23 Pit to end 29.2 Reinforced Concrete
0.876 0.030 0.2 0.002 0.064
I24 Pit to end 40 Reinforced Concrete
1.200 0.030 0.2 0.001 0.032
I25 Pit to end 40 Reinforced Concrete
1.200 0.030 0.2 0.002 0.064
I26 Pit to end 40 Reinforced Concrete
1.200 0.030 0.2 0.003 0.095
I27 Pit to end 40 Reinforced Concrete
1.200 0.030 0.2 0.004 0.127
ISE Pit to end 49.3 Reinforced Concrete
1.479 0.030 0.2 0.005 0.159
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 12 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
227 | P a g e
Table 23: Pipe Specification for Bike path.
Pipe Specs Bike Path
Pipe Pit to end Length
(m)
Pipe Type Fall
(m)
Slope Diameter(m) Flow (m3/s) Velocity
(m/s)
ANW Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.030 0.963
A1 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.024 0.770
A2 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.018 0.578
A3 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.012 0.385
A4 Pit to Abutment 40 Reinforced Concrete 1.200 0.030 0.2 0.006 0.193
B5 Pit to Abutment 20.4 PVC 0.612 0.030 0.15 0.018 1.027
B6 Pit to Abutment 40 PVC 1.200 0.030 0.15 0.012 0.685
B7 Pit to pier 40 PVC 1.200 0.030 0.15 0.006 0.342
C8 Pit to pier 35.4 PVC 1.062 0.030 0.15 0.015 0.856
C9 Pit to pier 40 PVC 1.200 0.030 0.15 0.012 0.685
C10 Pit to pier 40 PVC 0.627 0.016 0.15 0.006 0.342
D11 Pit to pier 12.5 PVC 0.196 0.016 0.15 0.018 1.027
D12 Pit to pier 40 PVC 0.627 0.016 0.15 0.012 0.685
D13 Pit to pier 40 PVC 0.627 0.016 0.15 0.006 0.342
E14 Pit to pier 17.5 PVC 0.317 0.018 0.15 0.006 0.342
E15 Pit to pier 22.5 PVC 0.408 0.018 0.15 0.018 1.027
E16 Pit to pier 40 PVC 0.725 0.018 0.15 0.012 0.685
F17 Pit to pier 40 PVC 0.979 0.024 0.15 0.006 0.342
F18 Pit to Abutment 19.22 PVC 0.471 0.024 0.15 0.012 0.685
G19 Pit to Abutment 40 Reinforced Concrete 1.200 0.030 0.2 0.003 0.096
G20 Pit to Abutment 40 Reinforced Concrete 1.200 0.030 0.2 0.009 0.289
G21 Pit to end 4.2 Reinforced Concrete 0.126 0.030 0.2 0.015 0.481
H22 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.006 0.193
H23 Pit to end 29.2 Reinforced Concrete 0.876 0.030 0.2 0.012 0.385
I24 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.006 0.193
I25 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.012 0.385
I26 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.018 0.578
I27 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.024 0.770
ISE 49.3 Reinforced Concrete 1.479 0.030 0.2 0.030 0.963
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 13 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
228 | P a g e
Table 24: Pipe Specification for Station.
Pipe Specs Station
Pipe Description Length
(m)
Pipe
Type
Fall
(m)
Slope Diameter(m) Flow
(m^3/s)
Velocity
(m/s)
D11 12.5 PVC 0.196 0.016 0.1 0.006 0.762
D12 40 PVC 0.627 0.016 0.1 0.004 0.508
D13 40 PVC 0.627 0.016 0.1 0.002 0.254
Table 25: Pipe Specification for Exit Pipes.
Pipe Specs Exit Pipes
Pipe Description Length
(m)
Pipe Type Fall
(m)
Slope Diameter(m) Flow
(m3/s)
Velocity
(m/s)
A Underground 5.8 Reinforced
Concrete
0.174 0.030 0.2 0.040 1.280
B Down
abutment
5.8 PVC 5.8 1.000 0.1 0.024 3.073
C Down Pier 5.8 PVC 5.8 1.000 0.1 0.021 2.628
D Down Pier 5.8 PVC 5.8 1.000 0.1 0.028 3.612
E Down Pier 5.8 PVC 5.8 1.000 0.1 0.025 3.140
F Down Pier 5.8 PVC 5.8 1.000 0.1 0.016 2.049
G Down Pier 5.8 PVC 5.8 1.000 0.1 0.020 2.561
H Down
abutment
5.8 PVC 5.8 1.000 0.1 0.016 2.049
I Underground 5.8 Reinforced
Concrete
0.174 0.030 0.2 0.040 1.280
Pipe support
The pipes hanging underneath the girders shall be supported by standard riser clamps with spacing
of 3 meters.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 14 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
229 | P a g e
Figure 10: Pipe Bracket (1)
Figure 11: Pipe Bracket (2)
Riser clamps have a max recommended load: hence take the self-weight of the pipe, and water and
space accordingly. Also check deflection/ bending moment/shear of the pipe.
Checking the recommended load on the riser clamp for each pipe size:
These riser clamps are sourced from an American company Erico and hence the units need to be
converted. (See appendix B for riser clamp specifications)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 15 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
230 | P a g e
100mm pipe = 4inch = 810lbs = 367.41kg = 3.599kN
150mm pipe = 6inch =1570lbs = 712kg = 15.396kN
200mm pipe = 8inch = 2500lbs = 1133kg = 24.516kN
More than adequate when comparing with dead loads from support spacing below (3m)
Checking the shear force, bending moment and deflection for pipe between supports
Assume a 3m span for deflection/bending moment/shear force. (Pipe specifications can be found in
appendix C).
Loads:
Table 26: Pipe and water self-weight
Size(mm) Weight pipe
kg/m
Weight water
kg/m
Total weight
kg/m
UDL (kN/m)
100 1.6 7.8 9.4 0.092
150 3.1 17.6 20.7 0.203
200 6.1 31.4 37.5 0.367
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 16 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Pipe 3m span between supports
Rail Grade Separation From South Road Detailed Design
231 | P a g e
Table 27: Maximum shear force
Size Shear force (kN)
100mm 0.046
150mm 0.102
200mm 0.184
Table 28: Maximum bending moment
Size Bending
moment (kNm)
100mm 0.035
150mm 0.077
200mm 0.138
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 17 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Bending moment diagram
Shear force diagram
Rail Grade Separation From South Road Detailed Design
232 | P a g e
Considering the pipe as simply supported (conservative approach)
Where: do = cylinder outside diameter di = cylinder inside diameter
Table 29: Maximum deflection
Size(mm) do(mm) di (mm) UDL E(MPa) I (mm^4) Deflection (mm)
100 114.3 100 0.092 4000 3468886 6.99
150 160.3 150 0.203 4000 7559947 7.08
200 225.3 200 0.367 4000 47929046 2.02
While maximum deflection = span/300 = 10mm. Hence 3m spans are adequate.
Pipe connections:
Where there is a connection or corner within the design the appropriately sized tee or elbow joint
will be used
For Drawings relating to bridge drainage consult drawings 29 (bridge drainage cross section), 30
(bridge drainage long section west end), 31 (bridge drainage long section middle), 32 (bridge long
section east end).
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stormwater Railway Drainage Calculations
Job Number: RB 1013 Contract: Rail Bridge Design
Date: 7/6/13 Prepared: Chris Whisson
Sheet: Sheet 18 of 18 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Maximum deflection
Rail Grade Separation From South Road Detailed Design
233 | P a g e
1.6 Stairs
According to the Australian Standards (AS 1657 Section 4.1) the stairways shall be not less than
wide measured between the inside edges of the handrails. The angle of slope between the
stiles and the horizontal shall be not less than degrees and not greater than degrees.
As the stair way turns for the rail bridge, the number of rises in any flight of stairs shall not exceed
18, and where there is more than one flight, adjacent flights shall be connected by a landing
complying with (AS 1657 Clause 4). Except where suitable means such as a barrier or an increase in
the length of the landing to not less than is to be provided to prevent a person from falling
more than 36 steps, there shall be not more than 36 rises without a change of direction.
According to the standards, the constructional details of treads shall comply with Clause 3.3.1. The
surface of every tread shall extend across the full width of the stairway and shall be slip-resistant.
Rises and goings shall conform to the following dimensions:
All rises and all goings, in the same flight of stairs shall be of uniform dimensions within a
Each rise shall be not less than and not greater than .
Each going shall be not less than and not greater than .
The product of the going, measured in millimetres, and the rise, measured in millimetres,
shall be not less than 45 000 and not greater than 48 000.
The tread width shall be not less than the going and there shall be a minimum overlap of 10
mm (see Figure 4.2). Figure 4.3 shows graphically the principles specified in Items (b), (c) and
(d) above.
Unless otherwise approved by the regulatory authority, the head clearance shall be not less than
measured vertically from the nosing of the tread.
The nosing should be such that the edge of the stairs is highlighted, especially where the stairs may
be used in a variety of lighting conditions.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 1 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
234 | P a g e
Table 30: Pipe dimensions (1)
Rise (mm) Run (mm) Degree Height (mm) Overall steps
200 300 33.69006753 7800 39
Table 31: Pipe dimensions (2)
Landing (after 18 steps)
width (mm) Vertical run (mm)
1200 2000
Table 32: Pipe dimensions (3)
Vertical (mm) Horizontal (mm)
7800 4500
Assume all perpendicular to strain slab
Flight loads
Live Load
Assume simply supported, all load acting perpendicular to surface
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 2 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
235 | P a g e
Try N16 at 200cts ( )
OK
Use N16 bars at 200cts
Landing
Analyse 1m wide strip of landing with half of 1 flight of stairs for load
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 3 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
236 | P a g e
Dead loads
Live Load
(Computer analysis)
Try N20 at 200cts ( )
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 4 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
237 | P a g e
OK
OK
Landing Beam
Total load from Landing
Design beam as 400mm wide section of landing
Analyse in spacegass
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 5 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
238 | P a g e
Try 4 N16 bars ( )
OK
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 6 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
239 | P a g e
Shear
From computer output,
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 7 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
240 | P a g e
Use L11 ligs (
Use N12 bars to support shear ligs at bottom
Landing continued
Bottom steel
Use
Use N12 at 300cts ( )
Assume moderate degree of crack control required
met
Unrestrained in secondary direction
Use N12 at 300cts ( )
Extend bars into loading stairs as shown in SRIA reinforcement detailing handbook
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 8 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
241 | P a g e
Column
,
,
Assume a 300X300 column
, Slender column
, try N16 bars
According to design charts, minimum steel is satisfactory
Use 6 N16 bars
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 9 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
242 | P a g e
Calculate with
,
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 10 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
243 | P a g e
Fitments
Use fitment diameter of 6mm
For the detailed drawings for the stairs consult drawing 21 (stair design) and 22 (stair detail),
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Stairs
Job Number: RB 1014 Contract: Rail Bridge Design
Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini
Sheet: 11 of 11 Checked: Kathryn McAllister
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
244 | P a g e
2. Civil Works
2.1 New or Realigned Roads
There have been changes to Coglin Street as result of the rail bridge not reaching ground level
before the road. When the bridge firsts intersects with Coglin Street, the height of the embankment
is only 0.8m, so it has been decided to create a hump and raise Coglin Street to the embankment
level at the crossing. As this pavement will be surrounded by significant loads from the train, the
main road pavement design, outlined in the pavement design section (see section CW 2001) will be
used to cope with the increased loads. Refer to drawing 58 and 59, for the cross-sectional drawing
for Coglin Street.
New roads will be created to gain access to the new car park being built underneath the rail bridge in
between Queen Street and South Road. The first of two proposed entrances is from Day Terrace,
which will be a simple two way type entrance to the car park which will be laid simultaneously with
the concrete deck for the car park. The second of the two entrances into the car park will be from
South Road, however this will be a temporary access road as the car park is designed to leave room
for the expansion of South Road in the future. For now, it will connect to the existing South Road
using the pavement design for a side road. The South Road entrance will be a two direction entrance
with each direction of travel divided by a traffic island, as can be seen in drawing 70. The entry has a
3% gradient to allow for easy drainage into a side gutter and then into the existing system, this is
repeated in the exit lane which also has a 3% gradient. Cross-sections of entrance/exit are shown in
drawing 50.
2.2 Pavement Design
Excavation of South Road, Queen Street, Euston Terrace and Days Terrace is needed for services
relocation during construction, so pavement design is necessary for both main road and side road.
According to AS/NZS 4819:2003, South Road should be considered as main road; Queen Street,
Euston Terrace and Days Terrace will be considered as side road. Moreover, it is needed to design
pavement for car park which is new structure under the rail bridge.
According to DPTI specification: CSTR: Part D026 Design-Road Pavements, the design loadings for the
various road elements shall be as follows:
Rail Grade Separation From South Road Detailed Design
245 | P a g e
Table 33: Design Traffic Loading
Section
Design Traffic Loadings
Flexible Pavements
(20 or 30 years)
Rigid Pavements
(40 years)
Equivalent
Standard Axles
(ESA)
Asphalt Subgrade Cemented Concrete
Standard Axle Repetitions (SAR) Heavy Vehicle Axle
Group Repetitions
(HVAG)
Main Road N30 = 4.28 x 107 4.71 x 107 4.71 x 107 4.28 x 108 8.6 x 107
Side Road N30 = 7.78 x 106 8.56 x 106 8.56 x 106 7.78 x 107 1.5 x 107
Highway
Widening
N30 = 5.70 x 107 6.27 x 107 6.27 x 107 5.70 x 108 Not Applicable
Intersection N30 = 9.98 x 107 1.1 x 108 1.1 x 108 9.98 x 108 Not Applicable
Car Park N20 = 5.0 x 104 5.5 x 104 5.5 x 104 5.0 x 105 Not Applicable
Shared Path 5 x 103 5.5 x 103 5.5 x 103 Not Applicable 1.5 x 104
In this project, pavement for main road, side road and car park are needed to be designed by using
CIRCLY. There is a constraint when designing pavement in CIRCLY where the total pavement
thickness equals to 260, 475 or 525mm.
2.2.1 Main Road Pavement Design
Due to a relatively large traffic volume (Design no. of equivalent standard axles, DESA=4.28x 107)
expected in the main road that will be excavated during construction, a full depth asphalt pavement
is recommended in order to reduce the likelihood of premature asphalt failure. Pavement design has
been undertaken using CIRCLY design software and the detailed results of the analysis can be found
in CW 2001. From analysis the following pavement composition is recommended.
Table 34: Design Pavement Composition for Main Road.
Thickness Material
Asphalt, 50mm thick AC10H
Asphalt, 75mm thick AC14M
Asphalt, 200mm thick AC20M
Working platform, 150mm
thick
PM2/20
Sub-grade CBR 5%
Rail Grade Separation From South Road Detailed Design
246 | P a g e
2.2.2 Side Road Pavement Design
Due to a relatively large traffic volume (Design no. of equivalent standard axles, DESA=7.78x 106)
expected in the side road that will be excavated during construction, a full depth asphalt pavement
is recommended in order to reduce the likelihood of premature asphalt failure. Pavement design has
been undertaken using CIRCLY design software and the detailed results of the analysis can be found
in CW 2002. From analysis the following pavement composition is recommended.
Table 35: Design Pavement Composition for Side road
Thickness Material
Asphalt, 25mm thick AC10H
Asphalt, 75mm thick AC14M
Asphalt, 100mm thick AC20M
Asphalt, 125mm thick AC20M
Working platform, 150mm
thick
PM2/20
Sub-grade CBR 5%
2.2.3 Car Park Pavement Design
There is not much expected traffic load where the DESA is 5.0 x 104 for car park. Therefore, rigid
pavement is designed in car park pavement. Pavement design has been undertaken using CIRCLY
design software and the detailed results of the analysis can be found in CW 2003. From analysis the
following pavement composition is recommended.
Table 36: Design Pavement Composition for Car Park
Thickness Material
Concrete, 80mm thick Concrete
Unbound Granular
Material, 90mm thick
PM3/30
Sub base
Unbound Granular
Material, 90mm thick
PM3/30
Working Platform
Sub-grade CBR 5%
Rail Grade Separation From South Road Detailed Design
247 | P a g e
Main road Design no. of equivalent standard axles (DESA)= 4.28x107
Adjust thickness for each layer to obtain suitable CDF for calculating optimized DESA in spreadsheet
show as below.
Figure 12: Design Pavement thickness for each layer(Main Road)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pavement design- Main Road
Job Number: CW 2001 Contract: Earthworks & Civil
Date: 11/5/2013 Prepared: Yuen Kei Hon
Sheet: 1 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
248 | P a g e
Figure 13: Spreadsheet for calculations of DESA for each layer(Main road)
CDF DESA NOTE: fatigue laws are given for each material under "performance"
AC10 1.29E-10 7.75E+09 Asphalt 3000
Damage Law for subgrades
crit strain microstrain Const Exponent
-4.55E-05 -4.55E+01 3960 5 ratio
DSAR -5.01E+09 6.47E-01 = DSAR/DESA
1.1 multiplier
N = (const/microstrain)exp
CDF DESA
AC14 2.19E-11 4.57E+10 Asphalt 3000
Damage Law for subgrades
crit strain microstrain Const Exponent
-3.41E-05 -3.41E+01 3960 5 ratio
DSAR -5.01E+09 1.10E-01 = DSAR/DESA
1.1 multiplier
N = (const/microstrain)exp
CDF DESA
AC20 1.48E-08 6.76E+07 Asphalt 3000
Damage Law for subgrades
crit strain microstrain Const Exponent
-1.16E-04 -1.16E+02 3960 5 ratio
DSAR -5.01E+09 7.42E+01 = DSAR/DESA
1.1 multiplier
N = (const/microstrain)exp
CDF DESA
subgrade 2.97E-11 3.37E+10 All subgrades
Damage Law for subgrades
crit strain microstrain Const Exponent
2.73E-04 2.73E+02 9300 7 ratio
DSAR 5.38E+10 1.60E+00 = DSAR/DESA
1.6 multiplier
N = (const/microstrain)exp
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pavement design- Main Road
Job Number: CW 2001 Contract: Earthworks & Civil
Date: 11/5/2013 Prepared: Yuen Kei Hon
Sheet: 2 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
249 | P a g e
CIRCLY Damage File: AC10H Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .12881E-09 -0.45465E-04 Maximum of total damage= 1.2881292E-10 Austroads 2004- Example 3- Size 14 Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .19953E-10 -0.34085E-04 Maximum of total damage= 1.9953122E-11 Austroads 2004- Example 3- Size 20 Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .13450E-07 -0.11573E-03 Maximum of total damage= 1.3450067E-08 Subgrade, CBR=5,Aniso Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .29727E-10 0.27258E-03 Maximum of total damage= 2.9726790E-11
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pavement design- Main Road
Job Number: CW 2001 Contract: Earthworks & Civil
Date: 11/5/2013 Prepared: Yuen Kei Hon
Sheet: 3 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
250 | P a g e
Car park design no. of equivalent standard axles (DESA)= 7.78x 106
Adjust thickness for each layer to obtain suitable CDF for calculating optimized DESA in spreadsheet
show as below.
Figure 14: Design Pavement thickness for each layer(side road)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pavement design- Side Road
Job Number: CW2002 Contract: Earthworks & Civil
Date: 11/5/2013 Prepared: Yuen Kei Hon
Sheet: 1 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
251 | P a g e
Figure 15: Spreadsheet for each layer of pavement(Side road)
CDF DESA NOTE: fatigue laws are given for each material under "performance"
AC10 8.24E-13 1.21E+12 Asphalt 3000
Damage Law for subgrades
crit strain microstrain Const Exponent
-2.54E-05 -2.54E+01 3960 5 ratio
DSAR -9.18E+10 7.56E-02 = DSAR/DESA
1.1 multiplier
N = (const/microstrain)exp
CDF DESA
AC14 2.87E-11 3.48E+10 Asphalt 3000
Damage Law for subgrades
crit strain microstrain Const Exponent
-1.86E-04 -1.86E+02 3960 5 ratio
DSAR -9.18E+10 2.63E+00 = DSAR/DESA
1.1 multiplier
N = (const/microstrain)exp
CDF DESA
AC20 1.36E-10 7.35E+09 Asphalt 3000
Damage Law for subgrades
crit strain microstrain Const Exponent
-1.86E-04 -1.86E+02 3960 5 ratio
DSAR -9.18E+10 1.25E+01 = DSAR/DESA
1.1 multiplier
N = (const/microstrain)exp
CDF DESA
AC20 1.48E-08 6.76E+07 Asphalt 3000
Damage Law for subgrades
crit strain microstrain Const Exponent
-1.86E-04 -1.86E+02 3960 5 ratio
DSAR -9.18E+10 1.36E+03 = DSAR/DESA
1.1 multiplier
N = (const/microstrain)exp
CDF DESA
subgrade 3.03E-11 3.30E+10 All subgrades
Damage Law for subgrades
crit strain microstrain Const Exponent
4.84E-04 4.84E+02 9300 7 ratio
DSAR 9.64E+08 2.92E-02 = DSAR/DESA
1.6 multiplier
N = (const/microstrain)exp
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pavement design- Side Road
Job Number: CW 2002 Contract: Earthworks & Civil
Date: 11/5/2013 Prepared: Yuen Kei Hon
Sheet: 2 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
252 | P a g e
CIRCLY Damage File:
AC10H Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .82360E-12 -0.16551E-04 Maximum of total damage= 8.2360204E-13 Austroads 2004- Example 3- Size 14 Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .28719E-10 -0.35968E-04 Maximum of total damage= 2.8719249E-11 Austroads 2004- Example 3- Size 20 Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .13575E-09 -0.45286E-04 Maximum of total damage= 1.3575249E-10 Austroads 2004- Example 3- Size 20 Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .14820E-07 -0.11577E-03 Maximum of total damage= 1.4820447E-08 Subgrade, CBR=5,Aniso Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .30258E-10 0.27327E-03 Maximum of total damage= 3.0257775E-11
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pavement design- Side Road
Job Number: CW 2002 Contract: Earthworks & Civil
Date: 11/5/2013 Prepared: Yuen Kei Hon
Sheet: 3 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
253 | P a g e
Car park design no. of equivalent standard axles (DESA)= 5.0x104
Adjust thickness for each layer to obtain suitable CDF for calculating optimized DESA in spreadsheet
show as below.
Figure 16: Design pavement thickness for each layer(Car park)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pavement design- Car park
Job Number: CW 2003 Contract: Earthworks & Civil
Date: 11/5/2013 Prepared: Yuen Kei Hon
Sheet: 1 of 2 Checked: Constantinos Morias
Client: DPTI Approved:
Rail Grade Separation From South Road Detailed Design
254 | P a g e
Figure 2: Spreadsheet for calculations of DESA for each layer
Figure 17: Spreadsheet for calculations of DESA for each layer(Car Park)
CIRCLY Damage File:
Concrete
Maximum damage values for each vehicle type
-------------------------------------------
Vehicle Type Damage Factor Critical Strain
------------ ------------- ---------------
ESA750-Full .15485E-04 -0.54570E-03
Maximum of total damage= 1.5484733E-05
Subgrade, CBR=5,Aniso
Maximum damage values for each vehicle type
-------------------------------------------
Vehicle Type Damage Factor Critical Strain
------------ ------------- ---------------
ESA750-Full .24063E-05 0.13698E-02
Maximum of total damage= 2.4062572E-06
CDF DESA NOTE: fatigue laws are given for each material under "performance"
Concrete 1.55E-05 6.45E+04
Damage Law for subgrades
crit strain microstrain Const Exponent
-5.46E-04 -5.46E+02 3960 5 ratio
DSAR -2.01E+04 3.12E-01 = DSAR/DESA
1.1 multiplier
N = (const/microstrain)exp
CDF DESA
subgrade 2.41E-06 4.15E+05 All subgrades
Damage Law for subgrades
crit strain microstrain Const Exponent
1.37E-03 1.37E+03 9300 7 ratio
DSAR 6.65E+05 1.60E+00 = DSAR/DESA
1.6 multiplier
N = (const/microstrain)exp
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Pavement design- Car park
Job Number: CW 2003 Contract: Earthworks & Civil
Date: 11/5/2013 Prepared: Yuen Kei Hon
Sheet: 2 of 2 Checked: Constantinos Morias
Client: DPTI Approved:
Rail Grade Separation From South Road Detailed Design
255 | P a g e
2.3 Track Support System
Track support system design is based on PTSOM's Code of Practice, Volume 2 – Train System (CP2)
"Track Support Systems" CP TS 960to ensure that track support systems are safe and fit for purpose.
2.3.1 Track Configuration Design
According to the following table, continuously welded rail should be designed in this project because
the length of rail exceeds 75m. Concrete sleeper is chosen for the design becausecontinuously
welded rail laid on concrete sleepers is the preferred configuration for new work on curves ≤ 1 000m
radius.
Table 37: Track Configuration for Broad Gauge Tracks
Rail type Length of
rails
Sleepers Joints Fastening system
1 Jointed and short
welded rail
(S.W.R.)
12-35m Timber Square Track spikes
Timber Square Resilient fastenings
Timber Staggered Resilient fastenings
Steel Staggered Resilient fastenings
2 Long welded rail
(L.W.R.)
35-75m Timber Square Track spikes
Timber Square Resilient fastenings
Steel Square [see
note 1]
Resilient fastenings
3 Continuously
Welded Rail
(CWR)
> 75m Timber Nil Track spikes
Timber Nil Resilient fastenings
Steel
note [2]
Nil Resilient fastenings
Concrete
[see notes 2
and 3]
Nil Resilient fastenings
Notes:
[1] On curves of less than 400m radius, welded rails 35 to 75m in length on steel sleepers shall
be laid with staggered joints.
[2] Continuously welded rail laid on concrete or steel sleepers is the preferred configuration for
new work on tangents or curves > 1 000m radius;
[3] Continuously welded rail laid on concrete sleepers is the preferred configuration for new
work on curves ≤ 1 000m radius.
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256 | P a g e
2.3.2 Design of Sleeper Fastening systems, Rails, Sleepers and Fastenings
For broad gauge tracks, the sleeper fastenings and fittings for the various track configurations shall
comprise of compatible individual components in accordance with Table 3.1 in PTSOM's Code of
Practice, Volume 2 – Train System (CP2) "Track Support Systems" CP TS 960. Table 63 shows the
fastening system for concrete sleepers and barriers with resilient fastenings and Table 64 shows the
designed sleeper profile.
Table 38: Fastening System for Concrete Sleepers and Barriers with Resilient Fastening.
General track system
configuration
Fastening components No. per sleeper
Concrete sleepers &bearers with resilient fastenings
Lock-in shoulders 4 No.
Resilient rail clips 4 No. Rail insulators ("biscuits") 4 No.
Rail pads 2 No.
Table 39: Sleeper Profile
Sleeper
type
Sleeper depth Sleeper
Width
Sleeper
spacing
Concrete 125mm 2500mm 670mm
Rail Grade Separation From South Road Detailed Design
257 | P a g e
2.4 Track Ballast
2.4.1 BallastMaterial
The manufacture, materials and material testing, design or specification, testing and compliance of
ballast shall comply with the requirements of AS 2758.7.All ballast for new mainline work shall be
Class N 60mm nominal size.
2.4.2 Ballast Profile
Ballast profile shall be installed and ultimately finished in accordance with Table 65 and the detailed
calculation is shown in CW 2004. Ballast profile drawing is shown in
Table 40: Ballast Profile
Sleeper type Ballast depth from
sleeper soffit [see
note 1]
Shoulder slope
(< 1 in 1.5)
Ballast shoulder width
from sleeper end
Concrete 250mm 1 in 1.07 300mm
Notes:
[1] The depth of ballast is measured vertically under the rail seat.
Rail Grade Separation From South Road Detailed Design
258 | P a g e
According to PTSOM's Code of Practice, Volume 2 – Train System (CP2) "Track Support Systems" CP
TS 960, requirement of design ballast profile is shown as follow.
Table 41 : Ballast Profiles
BALLAST PROFILES
Sleeper type Minimum ballast
depth from
sleeper soffit [see
note 1]
Maximum
shoulder slope
Sleeper spacing Minimum ballast
shoulder width
from sleeper end
[see note 2]
Timber 250mm 1 in 1.5 760mm
670mm
400mm
350mm
Steel 250mm 1 in 1.5 760mm
670mm
350mm
300mm
Concrete 250mm 1 in 1.5 670mm 300mm
Concrete sleeper is used in this design.
It is known that distance between sleepers is 1700mm and distance between centre lines of sleepers
is 4200mm
Assume:
1. Ballast depth from sleeper soffit is 250mm
2. Sleeper height is 125mm.
3. Ballast Shoulder width from sleeper end is 300mm
4. Shoulder Slope is 1.07
Shoulder Slope= Ballast depth from sleeper soffit+ Sleeper height / Width of slope
Width of Slope= (250+125)/ 1.07 = 350 mm
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Track Ballast Design
Job Number: CW 2004 Contract: Earthworks & Civil
Date: 25/5/2013 Prepared: Yuen Kei Hon
Sheet: 1 of 1 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
259 | P a g e
2.5 Services
2.5.1 Current Services
The final design taken for the South Road and Outer Harbor Rail grade separation is the rail
overpassing South Road. Since the existing rail line is moved onto a structural bridge, there would
not be substantial amount of ground work that needs to be done. This results in less relocation work
of services underground.
The current services available above ground include power lines and power poles. With the rail
overpassing South Road has little impact on the services underground except where the location of
the piles for the bridge that would affect the services underground.
There are also current services such as APA and OPTUS around the project area that is not affected
by the project.
2.5.2 New Services
The new services that would be introduced to the project area is an upgrading of piping connection
for fire hydrant purposes which is use to accommodate the new rail bridge and the parking space
beneath it. Furthermore, additional power cables would be introduced and this is to cater the new
car park underneath the bridge and for the future electrification of the Outer Harbor Rail Line.
Apart from the power cables and additional fire hydrants to be introduced to the area, CCTV
cameras would also be placed at the parking space to prevent any criminal activities.
2.5.3 Installation and Relocation of Services
Table 67below shows the minimum cover for the installation and relocation of any services that
would be made at the project area.
Rail Grade Separation From South Road Detailed Design
260 | P a g e
Table 42: Minimum Cover for services underground
Minimum Cover (mm)
Item General Under Roads
Water Mains 600 750
Water Services 450 600
PVC Irrigation Pipes and
Control Tubes or Cables
450 600
Telecommunication 450 600
Gas 650 750
Electricity Supply Conduits
(Except 50mm diameter
conduits inside lease
boundaries which shall have
600mm minimum cover)
850 Low Voltage
1100 to invert for High Voltage
950 Low Voltage
1050 High Voltage
Other Conduits (unless
specified by Service Authority)
750
Stormwater 600 600
Sewers 600 (general)
750 (road verges)
900 (minor sealed roads)
1200 (unsealed or major roads)
2.5.4 Installation of Services
The start of the rail bridge is from Coglin Street. For the future consideration of electrifying the rail
line, a new connection of power cables from the existing SA Power network which is on South Road
itself. This transmission line provides 11kV and this would be increased by using a step up
transformer to power a three-car 25kV overhead electric unit trains.
Connections from the current transmission line would also be made to new services to power the
lighting for the car park, CCTV and the lift. Fluorescent lights would be installed around the car park
to ensure sufficient lighting under the bridge and this would be carried out in accordance to AS/NZS
1158. A sensor for the lighting system would trigger the lightings when necessary.
According to the information provided by SA Water regarding the water reticulation at the project
area, there are already 3 water hydrant on Euston Terrace and Days Terrace each. This is considered
enough to accommodate the newly design car park and train platform. For the platform above,
water piping connection has to be made to supply water to the new fire hose which would be
Rail Grade Separation From South Road Detailed Design
261 | P a g e
installed in accordance with AS/NZS 2419. The connection of the pipe would be made from the
water mains on Euston Terrace. The connection of the pipe would start from the water main which
is underground and then it would run on the side of one of the car park piers and through the slab of
the platform.
With the new connection made to accommodate the fire hose on the platform, it is essential to
ensure that the water pressure in the water mains does not go below the hydraulic grade line. If the
pressure is low, a booster pump should be installed.
2.5.5 Relocation of Services
The current services that need to be relocated include the above ground power cables on South
Road and Queen Street, ETSA fibre cable and ETSA pilot cable.
Currently, there are 56 tubes of fibre optic cable which crosses overhead from Euston Terrace to
Days Terrace at the corner of King Street. Since the rail bridge would only come back to level at
Minnie Street, this fibre optic cable would definitely have to be relocated. The relocation of this
overhead fibre optic cable is done by moving the cables that passes through in between Euston
Terrace and Days Terrace further in front.
The new connection that would be made for the fibre optic cable to connect it from Euston Terrace
to Days Terrace without disrupting the newly design rail bridge. This relocation of optic cable is
approximately 150m and it is maintained to be an overhead cable. The height of the power poles
might be extended higher than the other power poles to make space for the future electrification
power lines for the rail line. Due to this, it might not be aesthetically pleasing for the community
around the area and putting the cables underground would be a feasible option in the future.
The relocation of the power cables from above ground to underground is done for the future
upgrading of South Road and also to assist in the construction phase. This is because with the cables
being above ground and directly below the bridge, it could complicate the construction work.
It is estimated that the length of putting the cables on South Road underground is 250m on each
side of South road and for Queens Street, the length is 240m. The underground ducting that would
be use is HDPE with an outer dimension of 150mm.
There are two communication cables that are required to be relocated. The first one is a pilot cable
which runs along the land in between Euston Terrace and Days Terrace and the second one are a
SABRE Net fibre cable which is under AMCOM Telecom. This cable is on the side of the current
Croydon Train Station and it runs along the land between Euston Terrace and Day Terrace as well.
Rail Grade Separation From South Road Detailed Design
262 | P a g e
Since both of the communication cable would run under Euston Terrace, it is decided that both of
the services is to be put in a service trench. Additional provision is made with the service trench for
future communication cables. The installation of these communication cables would follow in
accordance to AS/NZS 3000 and the technical standard TS-085 from ETSA Trenching and Conduit
Standard for underground cable networks.
2.6 Earth Works
2.6.1 Excavations
Excavation of the earth materials will be mainly focused on the services relocation followed by the
car park’s pavement and pile installation. The excavation of services involves electrification, water
supply pipes, communication cables and storm water pipes whereas the excavation of the car park’s
pavement involves removing the top most layers of the soil, which is filled with concrete. The
excavation of services will only be focused within the construction site at this stage. Further services
excavation will be considered with the future upgrade of the South Road.Likewise, the excavation of
the pile installation involves the amount of earth materials that needs to excavate during the pile
cap installation process. It involves both cut and fill volume of the earth material. The volume of
earth material will be removed during the installation and relocation of services and again the same
volume of cut materials will be filled after the completion of the work. Excavation of the earth
material depends on the dimension and the relocation of the design. The majority of the excavated
earth will be clay according to the soil profile of the site location. The approximate total volume of
excavated soil material will be 28,823.5 cubic metres. Detailed excavation volumes of the earth
materials are discussed below.
2.6.2 Communication cable
The excavation of the communication cables deals with the relocation and the installation of
underground cable. The installation of the communications cable will be from South Road to Queen
Street with a total length of 600 meters. Likewise, the diameter of the cable pipe will be 150
millimetres with a cover of 600 millimetres. Hence, the total volume that needs to be excavated will
be approximately 150 cubic metres.
2.6.3 Electrification
The excavation of the electrification deals with the relocation along with the installation of
underground cables. The installation will be 250 meters on the both side of the South Road and 240
meters for Queen Street. Further excavation of electrification will be considered with the future
Rail Grade Separation From South Road Detailed Design
263 | P a g e
upgrade of the South Road. The diameter of the cable pipe will be 150 millimetres with a cover of
600 millimetres. Therefore, the excavation volume for the electrification will be approximately 420
cubic meters at this stage.
2.6.4 Water Mains
The excavation of water mains deals with the installation of new water pipe connection from the
water mains to the pier as mentioned in the Services Relocation section (section 7.5). The total
length of the new water pipe connection will be approximately 20 meters from the water mains. The
diameter of the pipe will be 80 mm with the covering of 600 millimetres. Hence, the total excavation
volume for the new water pipe connection will be approximately 10 cubic meters.
2.6.5 Storm Water
The excavation of the storm water deals with the installation and upgrade of the new storm water
pipes. The new storm water pipes will be installed in the car park in conjunction with the upgrade of
drainage pipes from Queen Street to Days Terrace. The diameter of the storm water pipe will be 375
millimetres with the covering of 600 millimetres. The installation of the pipe will be approximately
450 meters long. Hence, the total volume of excavation will be approximately 285 cubic meters.
2.6.6 Pile Installation
The excavation of pile installation deals with the excavating of the earth materials to install the piles
along with the pile cap. It will be done for the entire 56 piers of the design bridge. The depth of the
pile excavation will be 26.3 meters (depth of the pile + thickness of the pile cap). Likewise, length
and the breadth of the pile cap will be 6.4 meters. Hence, the volume of excavation for the
installation of each pile cap and piles will be approximately 1077.25 cubic meters whereas the total
volume for the installation of the entire pile caps and piles will be approximately 60,325.89 cubic
metres.
2.6.7 Car Park Pavement
The excavation of the car park pavement deals with removing of the existing field surface. The depth
of the surface excavation will be 260 mm with the total surface area being 6,300 meter square.
Therefore, the total volume of pavement surface that need to be removed will be approximately
1,638 cubic metres. The excavated material will not be reused unless specified by the project
manager. The disposal of pavement material will be done to the nearest Waste Service Centre which
is located near Port Wakefield road between Lower Light and Dublin, South Australia.
Rail Grade Separation From South Road Detailed Design
264 | P a g e
2.6.8 Tree Removal
There will be removal of 83 trees for the entire construction mainly along Euston and Day Terraces.
The estimated area that needs to be cut for removing the average size of tree will be 1 square meter
with the depth of 1 meter. Hence, the volume of earth materials to fill for a tree will be
approximately 1 cubic meter whereas the total volume to for 83 trees will be approximately 83 cubic
meters.
2.6.9 Cut and fill volume
Most of the cut volume of earth material deals with the installation of services such as
communication cable, electrification, water mains and storm water followed by car pavement, pile
installation and the removable of trees.The fill volumes are needed for the installation of the
embankment. For the services and the piling excavation, the same cut volumes are back filled as a fill
volume whereas the installation of embankment requires extra source of fill volume. Similarly, the
cut surface volume for the car park pavement will be removed. The following table shows the overall
calculation of Cut and Fill volume of earth materials for the designed construction. The detail
calculation for each excavation types are in CW 2005, CW 2006, CW 2007, CW 2008 and CW 2009.
Table 43: Total Volumes for cut and fill
Types of excavation Cut volume for removal
and instillation(m3)
Back Fill
volume (m3)
Embankment - 12240 (Not Counted in remaining fill
calcs as this will be bought)
Coglin Street - 37.52
Services 1325.4 1251.15
Rail Bridge
Stormwater
178.65 121.2
Stormwater
Upgrade (Queen
Street)
99.945 88.505
Tree removal 83 100
Car park 1923.32 57.777
Pile instillation(for
56 piers)
45,244.4 37,604.3
Total Volume 48854.715 39260.45
Remaining Volume
of soil
9594.27m3
Rail Grade Separation From South Road Detailed Design
265 | P a g e
2.6.10 Soil profile
The following,figure 57, shows the subsurface diagram for each borehole location along the rail line
from the city. The diagram shows each layer of soil and soil types with the relative surface level for
borehole is 15.52 m (AHD). More details of properties of the soil for each borehole are discussed in
Appendix D
Rail Grade Separation From South Road Detailed Design
266 | P a g e
Figure 18: Subsurface diagram for each borehole data
Rail Grade Separation From South Road Detailed Design
267 | P a g e
2.7 Compaction
2.7.1 Road and car park pavement compaction
The compaction of the sub base and the pavement is done to minimise the settlement, when the
load is applied on it. The top 260mm of fill (made ground) layer is removed and compacted with
sheep foot roller before the instillation of pavement. As the soil comprises of sandy silty clay with
low strength, it is necessary to do the compaction of base soil before the instillation of pavement
layers. For the car park 90mm of unbound granular working platform will be installed and
compacted with the sheep foot roller to increase the strength and remove the void space between
the granular materials. Similarly, another 90mm of unbound granular layer of sub base is installed
and compacted to reduce the void space between the granular materials. Finally the sub-base layer
of the unbound granular layers is sealed with the 80 mm of concrete to reduce the permeability.
2.7.2 Embankment compaction
The natural layers of soil on the construction site mostly consist of firm sandy clay and on top of it
the back fill layer of granular soil is used to increase the coefficient of friction due to the dynamic
load of the train on the soil and also helps to ensure minimal settlement of the embankment. The
embankment will be filled with the back fill layers of granular soil separating by the reinforcement to
support the retaining wall. The embankment is constructed simultaneously with the construction of
retaining wall, where each layer of the soil is compacted using reversible vibratory plates compactor
so that we ensure to get at least 95 precent density of standard proctor. The reversible vibratory
plate’s compactor functions well on granular or with the granular cohesive mixes of soil producing
uniformly compacted layers of embankment.
2.7.3 List of materials for Earthwork
Excavator (Fitted with Coupler and Tilting buckets)
Dumping Trucks
Sheep’s Foot Roller
Reversible Vibratory Plate
Pneumatic Tire Roller
Earthmovers
Rail Grade Separation From South Road Detailed Design
268 | P a g e
Diameter of pile = 0.9m
Depth of pile = 25m
Dimensions of pile cap = 5.4m x 5.4m x 1.3m
Number of pile in each piers = 9
Number of piers with piles = 56
Excavation clearance on each side = 0.5m
So that the total clearance will be 0.5 + 0.5m = 1m
Total depth or depth of excavation (pile cap + pile depth) = 1.3 + 25 = 26.3m
Length of excavation = 5.4m + 1m = 6.4m
Now volume of excavation for single pier = 6.4m x 6.4m x 26.3m = 1077.248 m3
Total volume of excavation for 56 piers = 56x 1077.248 m3 =60,325.89 m3 (Approximate)
Fill volume after installation of piles
Area of pile =
Volume of pile that support one pairs =
Volume of pile cap =
Total volume (piles + pile cap) support 56 pairs =
Total volume of fill materials needed =
(Approximately)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Volume of Excavation for instillation of piles
Job Number: CW 2005 Contract: Earthworks & Civil
Date: 31/05/2013 Prepared: Purushottam Bhattarai
Sheet: 1 of 4 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
269 | P a g e
Length of embankment = 180m
Width of embankment= 20m
Depth of embankment = 3.4m
Surface area of triangular box =
The volume of fill materials required for the embankment =
Therefore the approximate volume of the fill materials required for the embankment on eastern side
of the bridge is 6120 m3
Since, the dimensions for the embankment on western side of the embankment is same, so the
volume of the fill materials for the embankment on the western side of the bridge is also 6120 m3
Therefore the total volume of fill materials required for embankment
= 2 x 6120 m3 = 12240m3 (Approximate)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Fill volume for the earth embankment (rail track)
Job Number: CW 2005 Contract: Earthworks & Civil
Date: 31/05/2013 Prepared: Purushottam Bhattarai
Sheet: 2 of 4 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Figure 19: Embankment volume
15.8 m
Rail Grade Separation From South Road Detailed Design
270 | P a g e
Figure 20: Coglin Street Cross Section
Calculation of the Side Section of the Road,
Area of 5% grade Section Road =
m2
Volume of 5% grade Section Road = 3.8 x 7 = 26.6 m3
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Volume of fill for Coglin street embankment
Job Number: CW 2005 Contract: Earthworks & Civil
Date: 31/05/2013 Prepared: Purushottam Bhattarai
Sheet: 3 of 4 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Figure 21: Triangle of western side of Coglin street at bridge
15.8 m
15.8 m
Rail Grade Separation From South Road Detailed Design
271 | P a g e
Area of 2% grade on 5% grade Section Road =
= 0.49m2
Volume of 2% grade on 5% grade Section Road = 0.49 x 16 = 7.84 m3
Therefore, the total volume of earth materials that need to be filled on the both side of the section =
2(26.6 -7.84) = 37.52 m3 (Approximately)
Note: The fill volume for the rail track as shown in figure is calculated along with the embankment in
previous calculation of fill volume of embankment in rail track
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Volume of fill for Coglin street embankment
Job Number: CW 2005 Contract: Earthworks & Civil
Date: 31/05/2013 Prepared: Purushottam Bhattarai
Sheet: 4 of 4 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Figure 22: 2% grade Coglin Street
Rail Grade Separation From South Road Detailed Design
272 | P a g e
Length for the Service Installation = 600m
Diameter of pipe for Communication Cable = 0.15m
Covering depth = 0.6m
Total depth of Service Installation = 0.75m
Excavation clearance on each side = 0.3m
Total width for Excavation = 0.3 + 0.15 + 0.3 = 0.75m
Area for Excavation = 600m x 0.75m = 450m2
Therefore,
Total volume of excavation = Area x Depth = 450 x 0.75 = 337.5m3(Approximately)
Total Length for the Service Installation = 740m
Diameter of pipe for Communication Cable = 0.15m
Covering depth = 1m
Total depth of Service Installation = 1.15m
Excavation clearance on each side = 0.3m
Total width for Excavation = 0.3 + 0.15 + 0.3 = 0.75m
Area for Excavation = 740m x 0.15m = 851m2
Therefore,
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Volume of Excavation for Communication Cable
Job Number: CW 2006 Contract: Earthworks & Civil
Date: 31/05/2013 Prepared: Manoj Jogi
Sheet: 1 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
273 | P a g e
Total volume of excavation = Area x Depth = 851 x 1.15 = 978.65m3(Approximately)
Length of the Service Installation = 20m
Diameter of pipe for Water mains = 0.08m
Covering depth = 0.6m
Total depth of Service Installation = 0.68m
Excavation clearance on each side = 0.3m
Total width for Excavation = 0.3 + 0.08 + 0.3 = 0.68m
Area for Excavation = 20m x 0.68m = 13.6m2
Therefore,
Total volume of excavation = Area x Depth = 13.6 x 0.68 = 9.25m3(Approximately)
Area of the car park = 6,300 m2
Depth of Surface excavation = 0.26m
Therefore,
Total volume of surface excavation for Car Park Pavement = Area x Depth = 6,300 x 0.26 =
1638m3(Approximately)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Volume of Excavation for Electrification
Job Number: CW 2006 Contract: Earthworks & Civil
Date: 31/05/2013 Prepared: Manoj Jogi
Sheet: 2 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
274 | P a g e
Number of trees to be removed = 83
Area of cut surface for the removable of a tree = 1m2 (Approximately)
Depth of cut surface = 1m
Volume of the excavation for removing a tree = Area x Depth = 1m3
Therefore,
The total volume for excavating 83 trees = 83 x 1m3 = 83m
3(Approximately)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Volume of Excavation for Car Park Pavement Installation
Job Number: CW 2006 Contract: Earthworks & Civil
Date: 31/05/2013 Prepared: Manoj Jogi
Sheet: 3 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
275 | P a g e
Calculating Cut Volume of Car Park,
Diameter of a pipe (Green) = 375mm
Length of a pipe (Purple) = 177m
Length of Footpath = 5m
Length of the pipe along the road = 85m
Total length of excavation = 267m
Pipe Covering = 600mm
Clearance on each side = 0.3m
Total depth of excavation = 0.6 + 0.375 =
0.975m
Total width of excavation = 0.375 + (2x0.3) = 0.975m
Area of the Cut Section = 267 x 0.975 = 260.325m2
Volume of Cut Section = 260.325 x 0.975 = 253.81m3
Similarly,
Width of linear drainage pipe= 200mm
Depth of the linear drainage pipe= 220mm
Area of the linear drainage pipe= 200mm x 220mm = 0.044m2
Length of pipe (in car park) blue = 432m
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Volume of Excavation for Stormwater(Car Park)
Job Number: CW 2007 Contract: Earthworks & Civil
Date: 03/06/2013 Prepared: Manoj Jogi
Sheet: 1 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Figure 23: Car Park Cut and Fill
Rail Grade Separation From South Road Detailed Design
276 | P a g e
Length of pipe (in car park) green = 18m
Total length = 432 + 18 = 450m
Cut volume of the pipe excavation = 0.044 x 450 = 19.8m3
Area of the Junction Pit = 0.36m2
Depth = 0.6
Total Number of Junction Pit = 11
Cut Volume of Junction Pit = 2.375m3
Length of Petrol spectator = 2300mm
Width = 1200mm
Depth = 2100mm
Volume of the Petrol spectator = 5.796m3
Cover for extension Shaft part = 3.17m3
Cover for extension under shaft part = 0.367m2
Total cut volume = 5.796m3 + 3.17m3 + 0.367m2 = 9.333m3
Therefore, the total cut volume of Car Park = 253.81m3 + 19.8m3 + 2.375m3 + 9.3330.367m3 =
285.318 m3 (Approximately)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Volume of Excavation for Stormwater(Car Park)
Job Number: CW 2007 Contract: Earthworks & Civil
Date: 03/06/2013 Prepared: Manoj Jogi
Sheet: 2 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
277 | P a g e
Calculating the Fill Volume of the Car Park,
Diameter of the pipe = 375mm
Area = 0.1104m2
Length of pipe purple (in cark park) = 94m2
Length of footpath (Orange) = 5m
Length along the road (green) = 142m
Total length = 241m
Covering = 600mm
Cut Volume of Covering = 54.225m3
Petrol Spectator,
Cut Volume of cover for extension shaft par = 3.175m3
Cut Volume of cover for extension under shaft par = 0.3764 m3
Therefore, the total fill volume of the car park = 54.225m3 + 3.175m3 + 0.3764 m3 = 57.777 m3
(Approximately)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Volume of Excavation for Stormwater(Car Park)
Job Number: CW 2007 Contract: Earthworks & Civil
Date: 03/06/2013 Prepared: Manoj Jogi
Sheet: 3 of 3 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
278 | P a g e
Calculating the Cut Volume,
Diameter of pipe = 0.375m
Covering Depth = 0.6m
Total length of the pipe installation =104m
Total depth of the installation
= 0.6 + 0.375 = 0.975m
Clearance on both side = 0.3m
Total width = 0.375 + 0.6 = 0.975m
Area of the Cut surface = 104 x 0.975 = 101.4m2
Volume of the Cut Surface = 101.4 x 0.975 = 98.865m3
Area of Junction pit = 0.36m2
Depth = 0.6m
Number of Junction Pit = 5
Cut Volume of Junction Pit = 0.36 x 0.6 x 5 = 1.08m3
Therefore, the total cut volume = 98.865m3 + 1.08m3 = 99.945 m3 (Approximately)
Calculating Fill Volume,
Diameter of pipe = 0.375m
Area of pipe = 0.11m2
Total length of pipe = 104m
Volume of pipe = 0.11 x 104 = 11.44m3
Therefore, the total fill volume = 99.945 – 11.44 = 88.505 m3 (Approximately)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Volume of Excavation for Storm water (Upgrading of existing drainage pipe)
Job Number: CW 2008 Contract: Earthworks & Civil
Date: 03/06/2013 Prepared: Manoj Jogi
Sheet: 1 of 1 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
279 | P a g e
Volume of cut for pile instillation
Diameter of pipe = 0. 375m
Now, area pipe =
Length of pipe around the system are
varied so as
Length of Pipe AB to C = 105m
Length of pipe C to Queen Street =
130.5m
Length of pipe D to Queen Street = 12m
Length of pipe E to D = 150m
Length of pipe I&H to G&F = 105m
Length of pipe G&F to south road = 161.76m
Total length of pipe
The total length of drainage along the rail line is reduced by 142m as the same drainage pipe we
used on car park is used for rail line drainage system.
Cover = 600mm or 0.6m
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Cut and fill volume for rail lines drainage system
Job Number: CW 2009 Contract: Earthworks & Civil
Date: 31/05/3013 Prepared: Purushottam Bhattarai
Sheet: 1 of 2 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Figure 24: Storm water layout
Rail Grade Separation From South Road Detailed Design
280 | P a g e
Cover cut volume =
Pipe cut volume
Volume of cut for junction pits
Area of junction pit
Depth of junction pit = 0.6 m
Number of junction pit = 16
Volume of cut for all 16 junction pits
Now the total volume of cut for instillation of drainage system for rail lines is
Total fill volume required for drainage system
Diameter of pipe = 0.375m
Area =
Length of pipe = 522.26m
Total volume of pipe
Now the totals fill volume
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Cut and fill volume for rail lines drainage system
Job Number: CW 2009 Contract: Earthworks & Civil
Date: 31/05/3013 Prepared: Purushottam Bhattarai
Sheet: 2 of 2 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
281 | P a g e
2.8 Retaining Wall
The retaining wall is located at the bridge footing on both sides; each end of the bridge has two side
walls. The type of retaining wall used is amechanical stability earth wall (MSE). The retaining wall will
be designed along a maximum height 3.4m of soil. The size of retaining wall is a triangular shape
which has a base length of 180m with 2% slope. The design of retaining wall will be split into three
parts to calculate with zenith, middle and bottom parts.
Figure 25: An example of Mechanically Stable Earth Wall (MSE)
2.8.1 Stability of Retaining Wall
2.8.1.1 External stability
With the classical gravity and retaining wall structure, three potential external failure mechanisms
are usually considered in sizing MSE walls as follow:
factor of safety for sliding on the base,
limiting the location of the resultant of all forces (overturning)
Maximum value of bearing capacity.
Factor of safety for sliding is to test the lateral earth pressure with relation to retaining wall
resistance to stop the retaining wall system to move away from the soil.
Rail Grade Separation From South Road Detailed Design
282 | P a g e
Factor of safety for overturning is to test the retaining wall system for its tendency to topple or
rotate. However, the overturning criteria should always be satisfied.
Bearing capacity for wall foundations can be determined in the same manner as building
foundations.
Table 44: The Reinforced Soil Property
MSE Wall Layers Height (m) Soil Type ɣ for Backfilled soil ɸ
1st 0.4 Sand and Gravel 18.055 35
2nd 1 Sand and Gravel 18.055 35
3rd 1 Sand and Gravel 19.625 35
4th 1 Sand and Gravel 19.625 35
Table 45: The unreinforced soil property
MSE Wall Layers Height (m) Soil Type ɣ for Backfilled soil ɸ
1st 0.4 Silty Sands 17.27 30
2nd 1 Silty Sands 17.27 30
3rd 1 Silty Sands 17.27 30
4th 1 Silty Sands 17.27 30
2.8.1.2 Internal stability
The tensile forces in the reinforcements become larger than the pull-out resistance.For example, the
force required to pull the reinforcement out of the soil mass. This, in turn, increases the shear
stresses in the surrounding soil, leading to large movements and possible collapse of the structure.
Table 46: The reinforcement length
MSE Wall Layers Total length of reinforcement
(mm)
1st 1977.163512
2nd 1523.6382
3rd 916.6065965
4th 314.4899003
Rail Grade Separation From South Road Detailed Design
283 | P a g e
2.8.2 Construction
The mechanical stability earth wall consists of the following main parts; soil reinforcement, select
backfill, random backfill, original ground, wall facing panel and so on. The soil in of the retaining wall
is gravel and silty sands in reinforced soil part and unreinforced soil part, respectively.
Figure 26: An example of Mechanically Stable Earth Wall (MSE)
Rail Grade Separation From South Road Detailed Design
284 | P a g e
MSE wall Design Details
Table 47: The retaining wall length details
Item Value
Width of reinforced backfill soil ( 5 m
Width of unreinforced backfill soil 5m
Height of backfill soil 3.4m
Width of concrete panel ( 2m
External stability
Reinforced backfill soil zone
Table 48: The reinforced backfill soil zone each layer soil property detail.
MSE Wall
Layers
Height (m) Soil Type ɣ for
Backfilled
soil
ɸ ka
1st 0.4 Sand and Gravel 18.055 0.271
2nd 1 Sand and Gravel 18.055 0.271
3rd 1 Sand and Gravel 19.625 0.271
4th 1 Sand and Gravel 19.625 0.271
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 1 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
285 | P a g e
Table 49: The reinforced backfill soil zone vertical parts
MSE
Wall
Layers
Commutation
Height (m)
Vertical
Stress (kPa)
Vertical
Force (kN)
Arm
(m)
Vertical
Moment (kNm)
1st 0.4 7.222 72.220 2.5 180.550
2nd 1.4 25.277 252.770 2.5 631.925
3rd 2.4 47.1 471.000 2.5 1177.500
4th 3.4 66.725 667.250 2.5 1668.125
Total 1463.240 3658.100
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 2 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
286 | P a g e
Table 50: The reinforced backfill soil zone horizontal parts
MSE
Wall
Layers
Commutation
Height (m)
Horizontal
Stress (kPa)
Horizontal
Force (kN)
Arm
(m)
Horizontal
Moment (kNm)
1st 0.4 1.96 0.78 0.133 0.1044
2nd 1.4 6.85 9.59 0.4667 4.4749
3rd 2.4 12.76 30.63 0.800 24.5045
4th 3.4 18.08 61.47 1.133 69.6704
Total 102.476 98.754
Unreinforced backfill soil zone
Table 51: The unreinforced backfill soil zone each layer soil property details
MSE Wall Layers Height (m) Soil Type ɣ for Backfilled
soil kN/m3
ɸ ka
1st 0.4 Silty Sands 17.27 0.333
2nd 1 Silty Sands 17.27 0.333
3rd 1 Silty Sands 17.27 0.333
4th 1 Silty Sands 17.27 0.333
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 3 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
287 | P a g e
Table 52: The unreinforced backfill soil zone vertical parts
MSE Wall
Layers
Commutation
Height (m)
Vertical Stress
(kPa)
Vertical
Force (kN)
Arm
(m)
Vertical
Moment (kNm)
1st 0.4 6.908 69.08 2.5 172.700
2nd 1.4 24.178 241.78 2.5 604.450
3rd 2.4 41.448 414.48 2.5 1036.200
4th 3.4 58.718 587.18 2.5 1467.950
Total 1312.52 3281.300
Table 53: The unreinforced backfill soil zone horizontal parts
MSE Wall
Layers
Commutation
Height (m)
Horizontal
Stress (kPa)
Horizontal
Force (kN)
Arm (m) Horizontal
Moment (kNm)
1st 0.4 2.30 0.92 0.133 0.123
2nd 1.4 8.06 11.28 0.466667 5.265
3rd 2.4 13.82 33.16 0.8000 26.527
4th 3.4 19.57 66.55 1.133 75.420
Total 111.9096 107.335
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 4 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
288 | P a g e
Factor of Safety
Table 54: Factor of safety for sliding and overturning
MSE Wall Layers FOS for Sliding FOS for Overturning
1st 2.259 >1.5 OK 9.701032869 >2 OK
2nd 2.042 >1.5 OK 2.622343316 >2 OK
3rd 1.937 >1.5 OK 4.634395022 >2 OK
4th 1.776 >1.5 OK 3.183361614 >2 OK
Note:
The factor of safety for sliding needs to be more than 1.5.
The factor of safely for overturning needs to be more than 2.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 5 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
289 | P a g e
Table 55: Check Maximum stress for bearing capacity
MSE Wall
Layers
Eccentricity (m) q max for Bearing Capacity (kPa)
1st 0.5291 23.61421716 <300kPa OK
2nd 0.6627 90.75762082 <300kPa OK
3rd 0.7601 180.1264195 <300kPa OK
4th 0.9171 280.3157143 <300kPa OK
Note:
The maximum stress for bearing capacity needs to be less than 300kPa
Internal stability
Table 56: Maximum factored tensile stress details
MSE
Wall
Layers
Surcharge of the
unreinforced
backfill soil
Unreinforced
backfill soil
horizontal Stress
(kPa)
Horizontal
Stress
(kPa)
Maximum Tensile
Load (kN/m)
1st 10.567 2.30 12.869 200 2.574
2nd 10.567 8.06 18.626 200 3.725
3rd 10.567 13.82 24.383 200 4.877
4th 10.567 19.57 30.139 200 6.028
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 6 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
290 | P a g e
Table 57: Pullout friction factor, F
MSE Wall
Layers
embedment
bearing capacity
factor
a bearing
factor for
passive
resistance
The soil
unreinforcement
interaction
friction angle Φ
Pullout friction factor
( )
1st 12.7 0.5 6.927350269
2nd 12.7 0.5 6.927350269
3rd 12.7 0.5 6.927350269
4th 12.7 0.5 6.927350269
Table 58: Length of reinforcement in the resisting zone, Le
MSE
Wall
Layers
Pullout
friction
factor
φ Scale
effect
correction
factor α
Overall
reinforcement
surface area
geometry factor
C
Reinforcement
coverage ratio
Rc
Required length
of
reinforcement
in resisting zone
Le(mm)
1st 6.927350269 0.9 1 2 0.5 59.76185365
2nd 6.927350269 0.9 1 2 0.5 24.71266398
3rd 6.927350269 0.9 1 2 0.5 18.87113237
4th 6.927350269 0.9 1 2 0.5 16.46579582
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 7 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
291 | P a g e
Table 59: Length of Remainder length of reinforcement, La
MSE Wall
Layers
Height of
retailing wall, H
(m)
Depth to reinforcement, Z
(m)
Remainder length of
reinforcement (mm)
1st 3.4 0.2 1920
2nd 3.4 0.9 1500
3rd 3.4 1.9 900
4th 3.4 2.9 300
Table 60: The total length of reinforcement
MSE Wall
Layers
Required length of
reinforcement in
resisting zone (mm)
Remainder length of
reinforcement (mm)
Total length of
reinforcement (mm)
1st 59.76185365 1920 1979.761854
2nd 24.71266398 1500 1524.712664
3rd 18.87113237 900 918.8711324
4th 16.46579582 300 316.4657958
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 8 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
292 | P a g e
The Calculation process of first layer is shown as follow:
External stability
Reinforced backfill soil part
Height of first layer = 0.4m
Soli type is Sand and gravel
Vertical part
1) Vertical stress
2) Vertical force
3) Vertical moment
Moment arm of vertical load = 2.5m
Horizontal part
1) Horizontal stress
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 9 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
293 | P a g e
2) Horizontal force
3) Horizontal moment
Moment arm of horizontal load =
Unreinforced backfill soil part
Height of first layer = 0.4m
Soli type is silty Sands and clayey sands
Vertical part
1) Vertical stress
2) Vertical force
3) Vertical moment
Moment arm of vertical load = 2.5m
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 10 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
294 | P a g e
Horizontal part
1) Horizontal stress
2) Horizontal force
3) Horizontal moment
Moment arm of horizontal load =
Surcharge
Table 61: Surcharge value
Value (
Surcharge from the bridge 31.7
Reinforced backfill soil 8.59
Unreinforced backfill soil 10.567
Note:
Reinforced backfill (horizontal stress of surcharge at 0m)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 11 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
295 | P a g e
Unreinforced backfill (horizontal stress of surcharge at 0m)
Factor of safety
FOS for sliding
Stabilizing force at the each base
1) Reinforced backfill soil
2) Unreinforced backfill soil
Horizontal force
1) Reinforced backfill soil
2) Unreinforced backfill soil
FOS for sliding
FOS for overturning
Horizontal moment
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 12 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
296 | P a g e
1) Reinforced backfill soil
2) Unreinforced backfill soil
Vertical moment
Check the bearing pressure
Location of vertical force form toe
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 13 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
297 | P a g e
Internal stability
Height of first layer = 0.4m
Unreinforced backfill (horizontal stress of surcharge at 0m)
1) The horizontal stress
The Unreinforced backfill soil horizontal stress at first layer
2) Maximum factor tensile stress
The Maximum tension in each reinforcement layer per unit width of wall ( based on the
reinforcement vertical spacing (
3) Pullout friction factor (
The pullout friction factor can be obtained most accurately form laboratory or field pullout tests
performed with the specific material to be used on the project.
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 14 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
298 | P a g e
4) Estimating
The length of reinforcement in the resisting zone is determined using the equation:
C is overall reinforcement surface area geometry factor = 2
5) Estimating
The is obtained simple structures not supporting concentrated external loads.
H is total height of the retaining wall = 3.4m
So, the total length of reinforcement at first layer required for internal stability is:
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: MSE wall design
Job Number: CW 2010 Contract: Earthworks & Civil
Date: 31/5/2013
Prepared: Xiangyu Kong and Yuen Kei
Hon
Sheet: 15 of 15 Checked: Constantinos Morias
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
299 | P a g e
Car park width: 218m
Car park long: 22m
Total car park area: ;for each sub catchment area
Existing stormwater pipe size (diameter) (at Queen Street –near lot 1-5):300mm
Design Life (years) for the drainage system:
For car park linear drainage system:
Linea drainage pipe size: 200mm x220mm
Overland flow length:
Overland flow slope:
Overland flow time: (Figure 2: overland flow travel time for Australian urban catchments)
Frequency Conversion Factor:
Basic runoff coefficients for car park:
Underground pipe travel length: 228m
Underground pipe travel fall: 0.76m
Underground pipe travel time: 6.2 min (Figure 3: Flow travel time in channels)
Total travel time to entry point- = Overland flow time + underground pipe travel time
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Car Park Drainage System Design;
Connection between rail drainage and existing drainage system Design
Job Number: CW 2011 Contract: Earthworks & Civil
Date: 3/6/2013 Prepared: Leo Tsoi
Sheet: Sheet 1 of 9 Checked: Kumaran Kanapathy
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
300 | P a g e
For each sub-catchment area flow rate:
For M200PPD depth channel (72m; 0.5%ground slope):
The maximum total flow that the channel can carry (for 72m):
Thus the design linear drainage system can carry the peak flow.
From 375 mm diameter concrete pipe, the minimum hydraulic gradient is
.
Velocity of 375mm diameter concrete pipe can carry (From figure ?: Full Flow
Conditions Colebrook-White Formula ks = 0.06mm )
Acceptable velocities of storm water pipe:
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Car Park Drainage System Design;
Connection between rail drainage and existing drainage system Design
Job Number: CW 2011 Contract: Earthworks & Civil
Date: 3/6/2013 Prepared: Leo Tsoi
Sheet: Sheet 2 of 9 Checked: Kumaran Kanapathy
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
301 | P a g e
For design petrol separators,
The nominal size of a bypass separator for a catchment of area A (m2) is obtained using the
following formula:
Thus use NSB 10-class 1 Bypass separator chambers which can connect 375 mm diameter pipe size
in car park drainage system (Figure 4: Bypass separator chambers data).
Connection between rail drainage and existing drainage system Design
For Rail Drainage system design,
Table 62: Rail Drainage System Data
Pipe Location A B C D E F G H I
Material Concrete PVC PVC PVC PVC PVC PVC PVC Concrete
size(diameter-
mm)
200 100 100 100 100 100 100 100 200
Max flow(L/s) 30.24 18.144 15.12 22.3776 18.144 12.096 15.12 12.096 30.24
Q(m^3/s) 0.03024 0.01814 0.01512 0.02238 0.01814 0.0121 0.01512 0.0121 0.03024
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Car Park Drainage System Design;
Connection between rail drainage and existing drainage system Design
Job Number: CW 2011 Contract: Earthworks & Civil
Date: 3/6/2013 Prepared: Leo Tsoi
Sheet: Sheet 3 of 9 Checked: Kumaran Kanapathy
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
302 | P a g e
Cross section area of pipe:
And the result of each pipe as table below:
Table 63: Result of velocity of each pipe
Pipe Location A B C D E F G H I
Material Concrete PVC PVC PVC PVC PVC PVC PVC Concrete
size(diameter-
mm)
200 100 100 100 100 100 100 100 200
V(m/s) 0.24064 0.57754 0.48128 0.7123 0.57754 0.38503 0.48128 0.38503 0.24064
For connection between rail drainage system and existing drainage system in Queen Street;
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Car Park Drainage System Design;
Connection between rail drainage and existing drainage system Design
Job Number: CW 2011 Contract: Earthworks & Civil
Date: 3/6/2013 Prepared: Leo Tsoi
Sheet: Sheet 4 of 9 Checked: Kumaran Kanapathy
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
303 | P a g e
For connection between rail drainage system and existing drainage system in South Road;
Appendix
Figure 27: Full flow conditions
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Car Park Drainage System Design;
Connection between rail drainage and existing drainage system Design
Job Number: CW 2011 Contract: Earthworks & Civil
Date: 3/6/2013 Prepared: Leo Tsoi
Sheet: Sheet 5 of 9 Checked: Kumaran Kanapathy
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
304 | P a g e
Figure 28: Overland flow for Australian Urban Catchment.
Figure 29: Flow travel time in channels
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Car Park Drainage System Design;
Connection between rail drainage and existing drainage system Design
Job Number: CW 2011 Contract: Earthworks & Civil
Date: 3/6/2013 Prepared: Leo Tsoi
Sheet: Sheet 6 of 9 Checked: Kumaran Kanapathy
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
305 | P a g e
Table 64: Linear drainage pipe maximum carry flow
From Linear
drainage system
data
Ground
slope
0.5%
Outlet
(m)
Q (l/s)
10 24.2
20 27.8
30 29.6
40 30.6
50 31.5
60 32.4
70 33.1
80 33.5
90 33.9
100 34.4
120 35.3
140 35.8
160 36.3
180 36.5
200 36.6
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Car Park Drainage System Design;
Connection between rail drainage and existing drainage system Design
Job Number: CW 2011 Contract: Earthworks & Civil
Date: 3/6/2013 Prepared: Leo Tsoi
Sheet: Sheet 7 of 9 Checked: Kumaran Kanapathy
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
306 | P a g e
Table 65: Rainfall Intensity Duration Data (Geographic Location: 34.9333° South; 138.6° East AUSIFD Version 2.0)
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Car Park Drainage System Design;
Connection between rail drainage and existing drainage system Design
Job Number: CW 2011 Contract: Earthworks & Civil
Date: 3/6/2013 Prepared: Leo Tsoi
Sheet: Sheet 8 of 9 Checked: Kumaran Kanapathy
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
307 | P a g e
Figure 30: Bypass separator chambers data
Project Title South Road & Outer Harbour Grade Separation – Detailed Design
Subject: Car Park Drainage System Design;
Connection between rail drainage and existing drainage system Design
Job Number: CW 2011 Contract: Earthworks & Civil
Date: 3/6/2013 Prepared: Leo Tsoi
Sheet: Sheet 9 of 9 Checked: Kumaran Kanapathy
Client: DPTI Approved: Kumaran Kanapathy
Rail Grade Separation From South Road Detailed Design
308 | P a g e
2.9 Storm Water Drainage System Design
2.9.1 Car Park Drainage System Design
Referring to the City of Charles Sturt and DPTI specifications (DPTI: Part d022: design – Roadwork’s
Drainage and City of Charles Sturt: ITEM 309-563-567 Port Road West Croydon), stormwater pipe
sizes and material requirements provide the following information; the minimum size of the pipe for
the car park is 375mm diameter concrete pipe with a minimum hydraulic gradient of 0.003 m/m.
Also, a requirement outlined in the documents mentioned above is the installation of a Class 1 full
retention oil separator for the catchment area of the site before entering the existing stormwater
system. Due to a lack of background information of existing stormwater pipe network which did not
include the flows from the catchment areas, it is assumed the existing system can carry the
additional flow from Rail Bridge and car park.
The design of the car park drainage system is done using linear drainage to capture the overland
flow from the car park area. Total length of linear drainage pipe is 432m long in the middle of car
park and is connected with junction pits. The car park has a 0.5 % ground slope. Another linear
drainage system is 18m long and runs along the entrance/exit of the car park to avoid petrol flux
from the car park into the existing drainage system. The linear drainage connects with the
underground stormwater system by means of a junction pit but will first travel through an oil
separator before entering the stormwater system.
Figure 31: Example of linear drainage system in car park
Rail Grade Separation From South Road Detailed Design
309 | P a g e
Table 66: Car Park Drainage System Design
Car Park Drainage System Design
Pipe Type size total
length(m)
Notice
M200PP D depth channel 200x 220 (mm) 450 /
Concrete pipe 375
mm(diameter)
241 1/300 hydraulic gradient &
600mm pavement cover
other component
required
size total
number
junction pit 600x600 (mm) 10 /
petrol Separator 2300x1200 (mm) 1 /
Table 67: Comparison the maximum flow and velocity between sub catchment area in 5 years and 100 years design life and stormwater drainage pipe.
M200PP D
depth channel
sub catchment
area -5 year
design life
sub catchment
area -100 year
design life
unit
maximum
flow can
carry
33.18 / / (l/s)
maximum
flow
/ 7.51 21.09 (l/s)
375 mm dia
concrete pipe
2 sub catchment
area -5 year
design life
2 sub catchment
area -100 year
design life
unit
maximum
velocity
can carry
1.28 / / (m/s)
maximum
velocity
/ 0.34 0.96 (m/s)
Rail Grade Separation From South Road Detailed Design
310 | P a g e
The results show that the linear drainage pipes and underground pipes can carry the maximum flow
from the catchment areas and from the linear drainage systems.
2.9.2 Connection between Rail Drainage and Existing Drainage System Design
For the car park drainage system, the velocity of each section of pipe is listed in table 92. The design
uses 375mm diameter concrete pipe (1.28 m/s) which is capable to carry the flow from each section
of pipes in the system. However, it requires the upgrading of the existing stormwater pipes along
Queen Street which are currently 300mm concrete pipes and the installation of junction pits to
connect the rail drainage pipes to underground stormwater pipes. Refer to drawing 47 for further
information.
Figure 32: Example of Connection between rail drainage and existing drainage system design.
Rail Grade Separation From South Road Detailed Design
311 | P a g e
Table 68: Connection between rail drainage and existing drainage system Design Data.
Connection between rail drainage and existing drainage system Design
Pipe Type size total
length(m)
Notice
Concrete pipe 375 mm(diameter) 664.26 1/300 hydraulic gradient & 600mm
pavement cover
other component
required
size total number
junction pit 600mmx600mm 16
Table 69: Velocity and length of design drainage pipe
section of pipe length(m) velocity(m/s)
Pipe AB to C 105 0.82
Pipe C to Queen Street 130.5 0.48
Pipe D to Queen Street 12.00 0.71
Pipe E to D 150.00 0.58
Pipe I&H to G&F 105.00 0.63
Pipe G&F to South Road 161.76 0.87
Rail Grade Separation From South Road Detailed Design
312
3. Traffic Management
3.1 Traffic Control Devices/Signage
Traffic control devices/signage will be used during the construction of the rail bridge for the Outer
Harbour Rail Line Grade Separation. There will be road plans provided in the traffic management
plan to show all the signage and devices required for traffic control. These traffic control
devices/signage are combination of words, graphic symbols, shapes and colours that can be depicted
from far away. They should be tangible, visible, legible, understandable and credible to be effective
for all types of road users. All the construction and road signage are shown on the traffic
management plan in the section 8.12.
3.2 Road Signage Design
During and after construction traffic signs need to be in place for the safety of the road users.
Australian Standards specify in detail the various requirements for the design of the pavement
marking of roadwork’s, Temporary and permanent Road Signs. The basic road signs required for this
construction can be classified into different categories like Regulatory Signs, Temporary Signs,
Warning Signs and Guide & Service Signs. These road signs and other devices will be used during and
after construction phase for the purpose of regulating, warning and guiding traffic.
3.3 Existing conditions
Currently at the intersection of Outer Harbor Rail Line and South Road, the South Road hastwo
lanes in each direction with a speed limit of 60 km/h and one rail track for each direction with
electrically censored rail crossing. After completion of this project, the road conditions will be
different from the existing ones.There will be a rail over pass over South Road. Uninterrupted South
Road is part of Greater Adelaide plan for 30 years. In this project, new roadside signs and pavement
marking shall be put in place to accommodate the change in condition after the completion of the
project.
At Edge Engineering, emphasis will be placedon minimising traffic flow disruption on South Road
during construction phase. Considering safety of the construction workers and the road users, the
speed limit near the construction site will be reduced to 40 km/h when construction is halted and 25
km/h when construction is in progress. The signage currently in place on the site will be removed
and new ones will be replaced to avoid confusion for the road users. Any road pavement marking
will be altered if there is a need for any changes in traffic conditions during construction. Once the
Rail Grade Separation From South Road Detailed Design
313
construction has finished, new pavement markings and new road signage will be put in place to
guide traffic in the newly completed project.
3.3.1 Road control devices
Different traffic control devices will be used to manage traffic flow. The traffic control devices can
be classified into categories listed below:
Regulatory Signs
Temporary Signs
Warning Signs
Guide & Service Signs
3.4 Regulatory signs
Regulatory signs are signs used to reinforce traffic laws or regulation. These include speed limit
signs, parking signs and hazard markers to name a few. They are normally placed at the beginning of
the section where the regulation applies.
3.5 Speed limit series
3.5.1 During Construction
Currently the displayed speed limit at the site for South Road is 60 Km/h, whereas for Outer Harbour
Rail Line it is 80 Km/h. Speed limit at the site on South Road will be reduced to 25 Km/h, when
construction is in progress and 40Km/h when construction is halted.(See drawings 63, 64, 65, 66)
3.5.2 Speed Limit Recommendation
EDGE Engineering Traffic Management team does not have the authority to implement speed limits,
Edge Engineering will only give recommendations in accordance with Austroads guidelines and
South Australian Road Rules set out by DPTI Metropolitan Region.
3.5.3 After project completion
After Completion of the project the display speed limit on South Road will be increased back to
60Km/h.
Rail Grade Separation From South Road Detailed Design
314
The following speed limit signs will be used to manage the traffic flow before and after construction.
Figure 33: Speed Limit Signs
Speed limit signs like ones shown in figure 72will be used to manage the traffic during and after the
construction phase. The size and type of the signs will be chosen in accordance with the Australian
Standards. For speeds of 60 km/h and less S type signs will be used (See AS 1742.4 – 2008 Table 2.1
Regulatory Sign Sizes).
3.5.4 Longitudinal placement
Speed limit signs should be placed 100-500 meters in advance of speed reduction and following an
increase in accordance to (AS 1742.4-2008 clause 3.2.7 g (i)).
3.5.5 Mounting Height and Lateral Placement
Lateral clearance from the face of the kerb not less than 300 mm and on traffic islands shall be 500
mm in accordance to (AS 1742.4-2008 Appendix (C) clauses C2.3.3). The Sign should be placed at a
minimum height of 2 m above the top of the kerb in accordance to (AS 1742.4-2008 Appendix C
clauseC2.3.5).The distance for placement of the sign from the kerb is shown in the figure 2 below.
Rail Grade Separation From South Road Detailed Design
315
Figure 34: Side mount Kerbed Roads (Urban) (AS1742.4-2008)
Figure 35: No Entry Sign
No Entry Sign will be used during construction and after construction phase. It will be used to restrict
entry of normal traffic to the construction site during construction. After completion of construction
it will be used to manage the traffic according to the traffic management plan.Details of the
placement of the sign during the construction phase and after completion of the project are
provided in drawings 63, 64, 65, 66, 67 and signage.
Figure 36: NO Right and Left Turn
Rail Grade Separation From South Road Detailed Design
316
No left turn or no right turn sign is used to stop cars turning left or right hence avoiding any incident
with traffic moving in opposite direction. The no left turn or no right turn sign is used at intersections
where vehicles are forbidden to make a turn left or right.
No turn left sign (R2-6 (L)) and no turn right (R2-6 (R)) will be used to convey to the road users that
there is no right/left turn allowed. The signs will be square in shape with white background and red
and black legends. According to AS1742.2 the dimensions of the signs should be 450 × 450.
Figure 37: Give Way Sign
Give Way sign for this project is used where a local road merges with a main road. It is used so that
traffic on main road is not interrupted by the traffic from local roads. Give Way signs shall be used as
set out in AS 1742.2, Clause 2.2.
The sign will be a triangular in shape with white background and red and black legends. Signs shall
be placed as close as possible to the major road. Give Waysigns will be supported by the pavement
markings shown in AS 1742.2, Clause 4.6.4.
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Figure 38: Clearway Sign
Some of the nearby areas on South Road and side streets will be designated as clearway zones so
that there is no obstruction to traffic flow. Clear way signs will be used to inform the drivers on
South road and side streets. Clear way signs will be installed at 100 meters intervals on clearway
designated zones.
Clearway sign (R5- 45) will be used for this project. It will be rectangular in shape with long axis
vertical, with white background paint and red legend. The size of the sign will be according to AS
1742.11.
3.5.6 Warning Sign
Warning signs are signs that are used on road to warn drivers of any hazardous traffic conditions
ahead.
Figure 39: Clearance Sign
Clearance Sign (R6-12) is used to convey to the road users that the structure they are going under
has low clearance, in this condition it is 4.6 m. According to AS 1742.2 the dimensions of the
Clearance sign should be 1500 × 600.
3.5.7 Lateral Placement and Location
Lateral clearance from the face of the kerb not less than 300 mm and on traffic islands shall be 500
mm as referenced in AS 1742.4-2008 Appendix (C) Clause C2.3.3. The warning signs shall be placed
Rail Grade Separation From South Road Detailed Design
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according to the Australian standards at adequate distance from the hazard. Shown below is the
screenshot from Australian standard for placement of Warning signs.
Figure 40: Location of Warning Signs in Advance of a Hazard
3.6 Guide & Service Signs
Guide and service signs are used to direct the traffic to any service nearby. They are also used for
guidance for people to get in and out of the buildings for example the way out sign shown below.
Figure 41: Park and Ride Sign
Park and ride sign is sign that is used to direct traffic towards a public transport hub where people
can park and get on the public transport.
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Figure 42: Parking with User Limitations
Parking with user limitations (R5-10) will be used in our project for the disabled parking bays.
According to AS 1742.11, the dimensions of the sign should be 450 × 225.
Park and Ride sign will be used for this project to direct the traffic to the car park underneath the
train station so they can park at the train station and get on the train. It will be rectangular in shape.
The size of the sign 800 × 850 mm as recommended by AS 1742.11.
Figure 43: Way out Sign
Way out sign (G9-55) is sign that is used to direct traffic out of a parking lot.
Way out sign will be used for this project to direct the cars out of the car park underneath the train
station so that people don’t get confused with the exit and entry points. It will be rectangular in
shape. The size of the sign 875 × 150 mm as recommended by AS 2890.1
3.7 Temporary Signs
Temporary signs are mostly used during construction or if any repair work has to be carried on a
road. They are used so that the road users are aware of the hazards ahead or inform of any workers
working on the road and caution is used while driving in these conditions. These temporary signs
may be used in conjunction of speed control devices. These signs are normally portable signs that
can be moved around as required.
Figure 44: Prepare to Stop Sign
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Prepare to stop sign is used to warn drivers of conditions where they might need to stop in a case of
changed traffic conditions like equipment movement at construction site. This sign is normally used
in conjunction with other signs.
Prepare to stop sign (T1-18A) is rectangular in shape with 900*600 dimensions (AS 1743.2), red paint
background and white legend will be used during construction time in this project.
Figure 45: Roadwork Ahead
Roadwork Ahead sign is sign that is used to warn the road users of a road work ahead. This sign will
be used extensively during the construction phase of the project wherever needed. This sign will be
used in conjunction with reduced speed limit so that the workers on the site and road users are safe.
The sign will be placed well in advance according to Australian standards near the construction site.
Road work Ahead sign (T1-1A) is rectangular in shape with yellow background and black legend.
According to the AS 1742.3 the Roadwork Ahead sign should be of 1800*600 dimensions.
Figure 46: End Roadwork
End Road work sign is used to indicate the end of roadwork and resumption of normal conditions on
the road. This sign will be used to inform the road users of the resumption of normal traffic
conditions which could be returning to normal speed limit.
End Road work sign (T2-16) is rectangular in shape with yellow background and black legend.
According to the AS 1742.3 the End Roadwork Ahead sign should be of 1800*600 dimensions.
Figure 47: Detour Ahead
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Detour Ahead sign is used to inform the road users of any road closures and detours. It is normally
used when certain section of the road has to be closed for construction or maintenance purpose.
Detour Ahead sign (T1-6A) will be used for the diverting the traffic if needed at any point during the
construction. Detour Ahead sign is rectangular in shape with yellow background and black legend.
According to AS 1742.3 the sign should be of dimensions 1200*60.
Figure 48: Detour for Heavy Vehicles
Detour for heavy vehicles is used to direct any heavy vehicle traffic on the road of the detour to the
normal route due to closure of the road ahead. As the heavy vehicles cannot be diverted through the
side streets due to issues like their bigger turning circle, cost of upgrading of the side roads and
issues from residents of these side streets.
Detour for heavy vehicles will be used during this project if South road needs to be closed for placing
of the rail bridge girders. Detour for heavy vehicles sign is rectangular in shape with an arrow on one
side pointing to the direction of the detour. It’s of white background and black legend. According to
AS 1742.2 the dimensions of the sign should be 1400 × 350.
Figure 49: Reduced Speed
Reduce Speed sign is normally used as a warning sign to warn road users of changed speed limits
ahead.
Reduce speed sign (G9-9A) will be used during this project. The sign is of red background and white
legend. According to AS 1742.2 the dimensions of the sign should be 1500 × 750.
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Figure 50: Workers
Worker sign is used to tell the road users of workers working on the road. It is used in conjunction of
other traffic control signs.
Worker sign (T1-5A) will be used in this project in conjunction of other signs to warn road users of
workers working ahead. The background of this sign is combination fluorescent/ reflective red or
orange. According to AS1742.3 the sign should be of dimensions 900 × 600.
Figure 51: Traffic Hazard Ahead
Traffic hazard Ahead sign is used to indicate any traffic hazard ahead on the road. The traffic hazard
could be newly paved road without line marking or any other situation. This sign is normally used
with other warning signs.
Traffic hazard Ahead sign (T1-10) will be used in this project during construction if and when
required. The sign is of yellow background and black legend. According to AS 1742.3 the sign
dimensions should be 1200 × 900.
Figure 52: Changed Traffic Conditions Ahead
Changed traffic conditions ahead sign is used to indicate to the road users of any changed traffic
conditions than normal. This sign is normally used with other traffic control signs.
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Changed traffic conditions ahead sign (T1-23) will be used in this project. The sign is of yellow
background and black legend. According to AS 1742.2 the dimensions of the signs should be 1800 ×
1200.
Figure 53: Trucks Entering and Exiting
Trucks Entering and exiting sign is used to indicate to the road users of the trucks entering and
exiting the site. During this project, signs will be put in place to indicate where the trucks enter and
exit the construction site.
Trucks Entering and exiting sign (T2-25) will be used during the project. The sign will be of yellow
background and black legend. According to AS 1742.3 the dimensions for the sign should be 900 ×
600.
Figure 54: VSM sign Boards
In addition to all the above signs electronic VSM boards will be used for this project. These sign
boards are used for conveying any message to the road users such as any warning for any future
road closures or any speed limit restrictions.
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3.8 Pavement Marking
Pavement is marked to guide, warn or regulate traffic. During construction phase and after the
completion, the pavement will have to be marked according to the different traffic management
plans. Pavements are normally marked using following materials paints, thermoplastics, pre-cut
sheeting, and raised pavement markers. According to DPTI pavement marking manual “For all traffic
control purposes pavement markings shall be white, yellow or blue. Yellow shall be used on
pavement bars and to define tram only lanes and areas where parking/stopping restrictions apply.
Blue is used for disability access. Raised pavement markers may be white, red or yellow.” Pavement
marking pictures below have been taken from Pavement marking guide by DPTI.
3.8.1 Types of Pavement markings
Dividing lines (separates opposing traffic flows only)
Single broken (standard) lines: Broken lines will be used as separation line between the traffic
flowing in same direction.
Figure 55: Single broken (standard) lines
Barrier dividing lines (separates opposing traffic flows only)
Single continuous barrier: Single continuous barrier are used for separating the opposing traffic
flow and stoping the traffic from one side turning into side streets.
Figure 56: Barrier dividing lines (separates opposing traffic flows only)
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Edge Lines
The edge lines will need to be continuous lines indicating no stopping on the edge. The edge lines
will need to be yellow in colour.
Figure 57: Edge Lines
Turn Lines
Turn lines indicate where a vehicle can turn. The colour of the lines should be white
Figure 58: Turn Lines
Transverse Lines
A transverse line normally indicates the safe position for a vehicle to be held at stop or give way
sign.
Give Way Line: Give way line is normally a white coloured broken line as shown below.
Figure 59: Give Way Line
Stop Line: Stop Line is continuous white line indicating the driver of a vehicle to stop.
Figure 60: Stop Line
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Pedestrian Holding Lines (For Station Platform)
Platform Edge Line: Platform edge line is for warning the passengers that they are approaching the
platform which could be dangerous. Platform edge line should be yellow in colour.
Figure 61: Stop Line
Platform wait behind Line: Platform wait behind line is a guide line for train passengers to stay
behind the white line.
Figure 62: Platform wait behind Line
Parking Space out Line
Parking Space out Line: This type of line marking is used for marking of parking bays in a car park.
The parking space outline should be white in colour.
Figure 63: Parking Space out Line
Accessible boarding indicator patch (station platform)
Accessible boarding indicator patch: This type of marking is used to mark the disability friendly
boarding platform. It is blue (Ultramarine AS 2700-B21) in background and white legend.
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Figure 64: Dedicated Parking Space for People with Disabilities
Dedicated parking space for people with disabilities marking is used to indicate parking space
reserved for disabled. Symbol is blue in colour and should be centrally located within the blue
background.
Figure 65: Station Platform Markings
Station platform markings should be marked as shown below.
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Figure 66: Dedicated Parking Space Identification & Delineation
Figure 67: Marking in Parking lot for Disabled Patrons
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3.9 Traffic Management
3.9.1 Pedestrian routes for Queen/ Elizabeth Street
When the rail bridge overpass over Queen/Elizabeth Street begins construction, the two streets will
need to provide safe pedestrian routes as Elizabeth Street is a major community area with its cafes
and community meeting places and also Queen Street is one of the main streets that connect
Croydon Station to Port Road.
Figure 68: Pedestrian and Cyclist Foot Paths on Queen/ Elizabeth Street
During construction, the pedestrian crossing should be located away from construction area. This
should be maintained when construction is progress and then this will give all other roads users an
adequate opportunity to appreciate the existence of a crossing and provide drivers with safe sight
distance in the area once project is completed. The ‘safe’ distance will depend on the geometry of
the road according to (Guide to Road Design part 6A Pedestrian and cyclist paths) where it will be
constructed.
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The footpath will be designed to accommodate pedestrians, wheelchair and cyclist on the same
platform as shown in figure 107 and refer to drawing 18 for detailed drawings. There will be
footpath provided on each side of Queen/ Elizabeth Street which can be used during different
construction phases if one side of the road needs to be closed for excavation and building of
columns or putting the piers in place.
The requirements for foot paths should be considered:
1.5 to 2m width
Levelled, smooth surface, free of debris
Appropriate lines markings
Connectivity (Ramps and kerb heights)
Information (Sign boards)
The requirements should be followed for safer footpath designs to implicate the important
objectives of a safer environment for pedestrians and cyclists.
After construction, the foot paths will be located under the rail overpass to accommodate
pedestrians and cyclists. The design of the footpath will be simple and will accommodate
pedestrians on both sides of Queen/ Elizabeth Street.
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3.9.2 South Road
Figure 69: Pedestrian Footpath on Eastern and Western Side of South Road
South Road may not require any pedestrian footpath during construction phases due the rail line
being closed and pedestrians do not use this section of South Road. If there are any footpaths
required, the existing train footpath can be modified to accommodate pedestrians. The updates can
include removing the existing train tracks and levelling the ground to provide safe ground levels.Also
the fencings can be removed to clear the footpath as the train line is no longer functioning and will
be replaced with the overpass. South Road does not have sufficient width therefore cyclists are not
permitted on South Road and there is no plan needed for cyclists during and after the construction.
The future developed of South Road will have a joined pedestrian and cyclist laneway separate from
the main north – south corridor and South Road to avoid accidents. This will help to createsafe
passageway for pedestrians and cyclists and will have less impact on traffic travelling on South Road.
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3.9.3 Storage Area and Site Office
Access Plants for trucks and other heavy duty truck of to the construction site
Figure 70: Site Office and Storage Area
The positioning of the construction site is an important process due to being used extensively. The
construction site office will be located on block 130 and 134 on South Road between Robert Street
and Day Terrace, as it is one of the biggest neighbouring lands located near the construction site
and is already owned by the DPTI so there should not be any problems placing site office over this
stretch of land. The office area can also be used to store earth moving equipment and mobile
offices, restroom facilities provided for construction workers and Engineers involved in the
construction processes.
The area is located on South Road should be easily accessible through South Road and Robert
Street but the save option would be through Robert Street.
For long term storage, the Bianco site can be used to store the precast girders, columns, piers and
piles in reference with construction team. When the items are required they can be transported by
trucks to the construction site one or two days before in order to be onsite andready to be
installed. The positioning of the necessary equipment required will be dependent on the location
of construction site; all construction materials will be stored on the train lane and in the
neighbouring properties owned by DPTI.
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The storage facilities can be accessed through South Road where the existing rail lines are
positioned. The rail line has sufficient width to store earth moving equipment and other equipment
required for the overpass as per request made from construction and rail bridge design team.
Figure 71: Truck Entrance and Exit
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Dimensions of Rail Lane
Rail lane width 17.08 m
Rail lane length is 983 m
The access for trucks and other heavy duty vehicles will be provided through South Road as the
suburban roads are not capable of holding heavy loads and don’t have sufficient width to
accommodate large vehicles.
Figure 110 shows how trucks will access and exit the construction site with the aid of traffic
management supervisors on the site. The main objective of traffic management team will be to
stop traffic and provide safe passageway for trucks when arrive and exit the site.
3.9.4 Detours for Queen Street
Detours when South Road and Queen/ Elizabeth are closed
Figure 72: Heavy Vehicle Detour
Normal vehicles will be required to use South Road at all times, during construction phase when
South Road is required to be closed mainly for one or two nights when the overpass needs to be
connected and braced together and positioned in place the following detours are suggested to keep
South road flowing as normal because there is not much to do with South Road at this stage. The
detours will provide safer and faster traffic flow when required to be used. The layout is shown in
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Figure 112; all the residential streets are capable of accommodating greater traffic for the duration
of South Roads closure.
If Queen/ Elizabeth Street are also closed due to the construction of the overpass, Ridley/ Coglin and
Monmouth Streets can be used to detour traffic flow from South Road and back to South Road.
Figure 73: Normal Traffic Detour
If and when South Road needs to be closed then a service road will be constructed to cater for traffic
from South Road of one lane each direction when constructions have reached its final phase over
the South Road.
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3.10 Car park Entrance/Exit
The car park’sentrance will be from Euston Terrace and exits on to Day Terrace. This is done in
consultation with Urban Team so that there should not be any confusion regarding how the car
parks can be accessed in the future. Where Euston Terrace will be one way from South Road to
Queen Street and vice versa Day Terrace will be one way from Queen Street to South Road as shown
below in the figure 113.
Figure 74: Car park Entrance/Exit
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3.11 Public Transport Management
The objective of the public transport plan is to provide a safe and efficient system for diverting the
public transport users of the Outer Harbour Rail Line around the construction site and on to their
destinations. This will be achieved by providing substitute buses. The temporary bus routes running
through the site will be the main consideration as there are no other public transport services in the
immediate vicinity.
Key Aspects
Buses will be provide a substitute for the train service from West Croydon to the Central
Business District
Traffic management provision to made to ensure safe and effective operation of this service
Criteria that needs to be met:
Minimum delays
The service level for the Community surrounding the site is maintained
Does not interfere with the other heavy vehicle movements
Details of the plan can be found in figure 114; buses will run from West Croydon Station to Queen
Street before travelling down Port Road to the Central Business District.
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Figure 75: Proposed Routes for Public Transport
Table 70: Equipment Required Implementing Detours
Equipment Function Location Quantity
Temporary Bus Stop Provide access to public
transport Next to West Croydon Station
on Day Terrace 1x
Temporary Bus Stop Provide access to public
transport
Situated on Robert Street adjacent to park and existing
Croydon Station 1x
Temporary Bus Stop Provide access to public
transport
Situated on Euston Terrace adjacent to existing Croydon
Station 1x
Temporary Bus Stop Provide access to public
transport
Situated on Euston Terrace adjacent to park and Croydon
Station
1x
Platform Signage Guide passengers from Rail
platform to replacement bus services
West Croydon Station 2x
Platform Signage Guide passengers from Rail
platform to replacement bus services
Croydon Station 2x
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3.12 Traffic management plan
The raising of the main bridge girders will require the closure of the roadways at the respective rail
crossings. This will cause a significant traffic management issue as Coglin Street, Queen Street and
South Road will need to be closed at various times through the project. In order to minimise this
impact, the following recommendations shall be implemented.
Work is to be carried out on a weeknights between 8pm and conclude by 5:30 Am on the next
morning with Saturday nights being utilised if the need arises also. This will be particularly important
for the South road section as the only detour options for the site involve the surrounding streets that
have only small capacity.
3.12.1 Stage One
Details are provided below describing the routes that the detours will follow and how the signage
will be implemented.An over view of the route can be seen in figure 115.
Figure 76: Detour for South Road
This route will require a large amount of Traffic management equipment this can be seen in Table 96
and their locations displayed in figure 111.
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Table 71: Equipment required for Detour in figure 34
Equipment Function Location Quantity
VMS Board Display text “South Road
closed ahead” “detour via
Coglin Street”
500m South of Intersection
of Port and South Road
1x
VMS Board Display text “South Road
closed ahead” “detour via
Coglin Street”
@500m North of Intersection
of Monmouth Street and
South Road
1x
Road Closed (local
traffic only)
To be placed across the
northbound lanes of South
Road
South/Port Road intersection 1x
Road Closed (local
traffic Only)
To be placed across the
Southbound lanes of South
Rd
South/Port Rd intersection 1x
Detour signs as seen
in figure 1.1
Guide traffic along the
prescribed route in figure 1.1
See figure 1.1 6x
Detour Ahead Sign Warn motorists of
approaching detour
200m South of Intersection
of Port and South Rd
1x
Detour Ahead Sign Warn motorists of
approaching detour
200m North of Intersection
of Monmouth Street and
South Road
1x
End Detour Sign Notify motorists that detour
is complete
Just before the intersection of
Monmouth Street and South
Road (on Monmouth Street)
1x
End Detour Sign Notify motorists that detour
is complete
Just before the intersection of
Port and South Road (on Port
Road)
1x
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3.12.2 Stage Two
This involves the closing of both Queen Street and the traffic being diverted onto South Road as in
figures 116 and 117.
Figure 77: Queen/Elizabeth Street
Table 72: Equipment required for detour in figure 116
Equipment Function Location Quantity
VMS Board Display text “Queen St closed ahead” “detour via South Rd”
200m South of the existing rail crossing on Queen/Elizabeth St
1x
VMS Board Display text “Queen St closed ahead” “detour via Coglin St”
200m North of the existing rail crossing on Queen/Elizabeth St
1x
Road Closed (local traffic only)
To be placed across the Southbound lanes of Elizabeth st
Elizabeth St Robert St intersection
1x
Detour signs as seen in figure 35
Guide traffic along the prescribed route in figure 35
See figure 35 6x
Detour Ahead Sign Warn motorists of approaching detour
100m South of existing rail crossing on Queen/Elizabeth St
1x
Detour Ahead Sign Warn motorists of approaching detour
100m North of existing rail crossing on Queen/Elizabeth St
1x
End Detour Sign Notify motorists that detour is complete
Just before the Elizabeth St Robert St intersection
1x
End Detour Sign Notify motorists that detour is
complete
Just before intersection of
Princes and Queen St
1x
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Figure 78: Coglin Street
Table 73: List of equipment required for detour in figure 117
Equipment Function Location Quantity
Road Closed (local traffic only)
To be placed across the Southbound lane of Coglin st
Coglin/Second St Intersection 1x
Road Closed (local traffic only)
To be placed across the Northbound lane of Coglin st
Coglin/Ridley St Intersection 1x
Detour signs as seen in figure 2.2
Guide traffic along the prescribed route in figure 2.2
See figure 2.2 6x
Detour Ahead Sign Warn motorists of approaching detour
100m North of Coglin/Second St Intersection
1x
Detour Ahead Sign Warn motorists of approaching detour
100m South of Coglin/Ridley St Intersection
1x
End Detour Sign Notify motorists that detour is complete
Just before the Coglin/Second St Intersection (on First St)
1x
End Detour Sign Notify motorists that detour is complete
Just before the Coglin/Ridley St Intersection (on Ridley St_
1x
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343
3.13 Capacity Check for Detour of South Rd
South Road Detour Via Port Rd, Coglin St, Second St and Monmouth St, refer to figure 115.
The maximum volumes that will require this detour are determined by using AADT figures provided
in the DPTI data on South Rd and subtracting the volume of traffic that passes during the Survey
period (spanning the time of day where the road experiences its highest volumes). This traffic
volume was then subtracted from the total AADT and the remaining traffic volume averaged over
the evening hours to see if it can cope.
On average 569 Vehicles/ hr need to travel along south road, the period in which the detour has
been specified to aims to be run in a period where this volume will be further reduced to minimise
possible delays.
The practical capacity of a two way single lane carriageways such as the streets used in the detour
with considerable on street parking, frontage access and large volumes cross traffic is estimated to
be 750Veh/h, (Table 3.5 Highway Engineering, Phatak D.R)
As can be seen in the above check the roads have adequate capacity to support the volume of traffic
that will be using south Rd.
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3.14 Fill Haulage Management
The fill will be transported from Alberts Sand and Metal Depot 132 Frederick St in Welland and will
be transported to site using vehicles of total length no greater than 23m (Semi Trailers). The reason
these vehicles have been selected is they will be able to negotiate the surrounding streets
effectively. These vehicles have an effective turning circle of radius of 12.5m @ 5km/h this is the
major consideration when developing the routes for these vehicles to access the site. Figure
118shows the site that the fill trucks need to be able to access. The fill haulage routes will be
developed with these conditions in mind. The route from the depot to the site is shown in figure
119.
Figure 79: Storage Site (from earthworks team)
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Figure 80: Fill Supply Vehicle Routes
The second provision that needs to be made is for the transportation of waste fill materials.This
material will need to be transported the greatest distance however it will only be of small volume.
The material is to be disposed of in Lower light. The management plan can be seen in figure
119.Trucks will travel north via South and Port Wakefield Roads to the site.
Rail Grade Separation From South Road Detailed Design
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Figure 81: Fill Disposal Route
Table 74: materials required to implement Fill haulage management plan
Equipment Function Location Quantity
"Heavy vehicles
entering" Signage
Inform motorists of possible
heavy vehicles entering the
roadway
100m North and South of the
fill site entrance South Rd 2x
Traffic management
crew
Stop traffic on south road to
allow The girder trucks
access to Euston/Day Tce
Operate at the intersection of
South Rd and Euston Tce 1x
Prepare to stop
signage
Warn motorists that they
may need to stop
100m north and south of the
Site (rail line) 2x
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3.14.1 Girder Transport Management
The girders will be transported in their precast span lengths (i.e. 44.34m and 37.5m lengths).
Oversized vehicles will be used to accommodate this and the appropriate measures will be
taken.They will be constructed in the existing casting yard at the "south road super way project" and
will be transported to site via South Road.
It is unlikely that any complexities shall arise when transporting the girders to site, Flat bed Semi
trailers shall be used to avoid issues with turning circles. Clearance will not be an issue as there are
no obstructions along the route. South Rd will be comprise the bulk of the route (see figure 121) and
the girders will be placed along the railway easement with access being provided by Day and Euston
Terrace.
Figure 82: Girder Transport Route
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348
As far as traffic management devices and equipment are concerned, this option requires only a small
amount.See Table 100 for a complete list. The only obstacle that will be faced is allowing the vehicles
access to South Road at the casting yard as well in and out of the site at Day/Euston Terrace.
In order to avoid these traffic management crews will remain on site, and signage will be provided at
both entrances, for a full list of equipment that will be required see Table 6
Table 75: Material required implementing the Girder Transport Management Plan
Equipment Function Location Quantity
"Heavy vehicles
entering" signage
Inform motorists of possible
heavy vehicles entering the
roadway
100m north and south of the
Casting yard Entrance 4x
Prepare to stop
signage
Warn motorists that they may
need to stop
100m north and south of the
Site (rail line) 2x
Traffic management
crew
Stop traffic on south road to
allow The girder trucks
access to Euston/Day Terrace
Operate at the intersection
of South Rd and Euston
Terrace
1x
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3.15 Emergency Management Response
Figure 83: Emergency Management Options Routes
This picture above is designed to show how traffic will be managed during an emergency situation.
Traffic controllers on site will implement these routes as part of their emergency management
options for both South Road and Queen Street. In case the case of an emergency on South Road,
Queen Street will be used while if an emergency occurs on Queen Street, South road will be used.
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4. Urban Considerations
The main focus for the urban design group is to return to some of Colonel Light’s original ideas for
Adelaide and its surrounds. This is a concept in which there is a balance between nature and the city.
This is achieved through the expansion of park networks and greenways to encourage walkability
and cycling.
Some fundamental concepts our plan includes are:
A connected transport system which will form the backbone of the urban environment;
Walkable neighbourhoods;
People living in the best places, near parklands, waterways and vibrant centres;
A design that compliments the surrounding neighbourhoods;
The ability to encourage future growth within the area.
Our design tries to reduce reliance on individual motorised transport and create a mode shift
towards the newly upgraded public transport station. We have taken into consideration that a
newer station may attract a higher volume of patrons from the area as well creating a miniature
park and ride facility. As a park and ride has been implemented into our design this feature will
consequently draw in a higher volume of privately owned vehicles to the area, we are anticipating
that the raise in visits to the area will increase the activity along Queen St and further help to
activate the surrounding neighbourhood. Our aim for the car park notwithstanding the reason stated
above was to decrease the volume of privately owned car travelling towards the city. We believe
that this car park may help with this problem, while hopefully also lowering greenhouse gas
emissions per capita and creating a more liveable, accessible and connected community.
Our design accommodates the following factors within the design process:
Open spaces, especially parks and other vegetated areas.
A design which has a sense of community connectedness
A safe environment
An area in which local businesses can thrive
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4.1 Bridge & Platform Design
During the redevelopment of the Outer Harbor Rail line there will be disruption to the normal train
services along this line. During the construction phase alternative services will be put in place to
accommodate for the users of this line. These alternate services will be controlled by the traffic
management team (see section 8).
In our design, Edge Engineering has been altered Croydon Station. It has been elevated above
ground level and moved to the eastern side of Queen Street. The relocation of the train station was
employed so that the bridge could start declining straight after Queen Street. A newly created
station will be designed to encompassed a track crossing, stair well, and lift. All of these features are
designed with the intension of pedestrian and cycling integration with the train facilities.
The rail crossing, as seen in figure 1Figure 8423, will be equipped sliding gate to enable/disable
access to the train platform whenever it safe to do so. (I.e. when a train is within 500m the gates will
close off for pedestrian and cyclists safety). The ramp leading up to station platform has been
designed to a grade of 14:1 to ensure a gentle incline for disabled/bicycle patrons.
Figure 84: Layout of station and access points
4.2 Pedestrians
Pedestrian paths alongside South Road, the Outer Harbor Rail line and the surrounding
neighbourhood have been incorporated into our design. By adding the new pedestrian path along
the raised train line bridge, we have created an enjoyable, integrated path connecting east and west
sides of South Road adhering to the clients requirements. Community residents will be able to move
around the area freely without any disruption from the large traffic flows generated by South Rd;
therefore mitigating the chance of putting lives at risk. This pedestrian path will help to promote a
healthy and vibrant community, as well as possibly increasing the financial profit for local business.
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Pedestrian walkways and access has been largely unaffected in the implementation of the bridge
and so much of the already existing walkways and paths will be maintained and upgraded to
enhance the area. On the bridge, a 2 metre wide footpath will be added to the rail bridge to
accommodate pedestrians, as well as a 1.5 metre bicycle lane. It is a vital characteristic of the
upgrade which ensures pedestrians and cyclists will be catered for and that they will be able to
safely travel across South Road(Refer to figure 124)
Figure 85: Layout and networks of developed rail bridge
Appropriate access to the railway station is considered within this design process. The newly built
rail dividing single platform will incorporate a lift (located at the western end of the station platform)
which leads up to the train station.
4.2.1 Pedestrian Walkability
A comparison between the existing site and the newly constructed site regarding the catchment
area within a 5 minute period was undertaken to ascertain the validity of the new station and to
show how it better interconnects the surrounding areas. It is common practice to assume that over a
period of 5 minute period the average person will walk 400m. It is also common industrial practice
to assume that people of average are willing to only walk 5 mins (400m) for a bus and 10 (800m) for
a train.
As seen in figure 125, the catchment sizes of the two stations reveal that the newly designed station
commands a larger potential catchment for public transport given only a 5 minute walking period
(these results would be the same over a 10 minute walking period).
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As can be seen, the new development integrates the neighbourhood and the public transport
system to a much higher degree as well as capturing a much larger catchment. Also with the station
being relocated to this position, it activates some store frontage along Port Road which adds value to
the area.
Figure 86: Walking catchment (5 mins)
4.3 Cyclists
As with the pedestrian paths, bicycle paths have been added during the redevelopment alongside
South Road and the Outer Harbor Rail line. A continuous corridor now runs along the rail network
adding to cyclistrider safety. As seen in Appendix E,the existing bike network in our study area was
already a bike network that some what followed the rail line. While keeping the current network
intact no keep at grade bike networks functioning, we have consolidated the underutilised bike
paths and integrated them together with a continuous path which runs over South road unhindered
by obstructions. This continuous path has created anattractive avenue for new and old riders to
utilise. Bicycle access to the train station has also been designed for as stated above with a lift for
the central access to the platform as well asthe rail crossing where cyclists travelling either north or
south have accessing the train station. As seen in Drawing 18, the bike lane will be constructed
adjacent to the rail tracks spaced at 1.5m in each direction.
4.4 Car Park Design
Our car park utilises all available space underneath the rail bridge between South Rd and Queen St.
Using the Australian/New Zealand Standard AS/NZS 2890.1:2004 Parking Facilities, the car park was
designed in order to take full advantage of the space and potential income it may produce. Refer to
Drawing 69 and 70.As can be seen, the design of the car park has taken into consideration the
Existing Train Station
Catchment
New Train Station
Catchment
Existing Train Station
Catchment
New Train Station
Catchment
Existing Train Station
Catchment
New Train Station
Catchment
Existing Train Station
Catchment
New Train Station
Catchment
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expansion of the future South Rd super way project. A user class of 1,1A was chosen for this car park
and as can be seen we have chosen the have 90ᵒ angle parking due to its efficiency. The car park will
supply 150 car spaces and 7 disability spaces.Car spaces where design to 5.4 m long x 2.4 m wide
with an addition of 0.6m to the width if the car space is located next to a wall/pole/pile, while
disability spaces were designed to 3 m long x 2.4 m wide.
A slip lane will be constructed before Euston Terrace with the intention to not restrict the traffic flow
on South Rd, allowing access to the car park directly from South Rd as seen in the drawing. There are
two entrance/exits to the car park, one situated at South Rd and another located near the
intersection of Days Tce and Elizabeth St. These entrances/exits will have boom gates in operation.
When designing the entrance from South Rd,consideration was taken into making sure that a queue
of cars did not occur and obstruct traffic because of time taken for boom gate operations. Assuming
that the car park gets full during a peak AM period and assuming that car arrive over a 1 hour period
(7.30-8.30), an average arrival rate of 2.5 per minute was used. So in order for that car park to be of
satisfactory,it was ensure that there was enough queuing space outside the boom gate for 3 cars.
4.5 Aesthetics
The bridge and adjacent area visuals have been of the highest priority for the urban group. In
regards to the rail bridge,it is understood that it can be a quite an intrusive object. So in order to
mitigate this, elements have been put in place to distract or mask the structure from the residents.
Figure 87: Days Tce & Queen St
Figures 126,127, 128, illustrate the current vegetation in the surrounding areas. With elevating the
railway line,community concerns were voiced with respect to aesthetic appeal and privacy issues. In
regards to the aesthetic appeal of the area, the urban group would be replanting the entire length of
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Euston and Days Tce with a dense hedge as seen in Figure 89. This mitigation would be implemented
in order to create residential peace of mind and relaxing environments, as well as block off any line
of sight of the unwanted adjacent car park or piles.
Figure 88: South Rd & Euston Tce
Figure 89: Days & Euston Terrace
In order to maintain residential privacy& incorporate a noise barrierfrom above on the elevated
railway, as well as having “a piece of art” flowing over South Road, an appropriate barrier/tunnelhas
been designed which is visually appealing(refer toAppendix F). These barriers will be designed by
specialist contractors as they will be made especially for this project.
The elevated rail line opens up the opportunity to construct spaces below which can directly
integrate and enhance the already established precinct as well as creating the prospect for parklands
or landscaped areas.
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4.5.1 Open Spaces
Open spaces have been created underneath the rail bridge on the western side of Queen St adjacent
to the existing children play ground. This space could be reclaimed, utilized and added onto the
existing park area; which could be nicely landscaped and made into a barbeque/picnic area for
families and small community events. This would greatly increase the neighbourhoods appeal and
activity within the area.
Figure 90: Surrounding scenery
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5. List of Drawings
The following is a list of the drawings that can be found in the drawing document:
1. 3D view of bridge 2. Long Section of bridge 3. 3D view of section of bridge 4. Cross Section of bridge without the station
a. Architectural Cross Section of bridge without the station 5. Cross Section of bridge with the station
a. Architectural Cross Section of bridge with the station 6. Cross Section of pier 7. Cross Section of headstock without the station 8. Cross Section of headstock with the station 9. 3D view of girder 10. Cross Section of girder for 37.5m span 11. Cross Section of girder 44.34m span 12. End block detail for 37.5m span 13. End block design 44.34m span 14. Plan view of deck detail 15. Cross section of deck detail 16. Pile cap detail under station 17. Pile cap detail not under station 18. Plan view of platform 19. Details of platform
a. Plan view of platform detail b. Beam detailing at Station c. Platform deck design for elevator shaft opening
20. Elevator design 21. Stair design 22. Stair detail
a. Stair Elevation 23. 3D view of Abutment 24. Abutment design 25. Abutment detail 26. Retaining wall detail 27. Rail track cross section 28. Concrete barrier details 29. Bridge drainage cross section 30. Bridge drainage long section West End 31. Bridge drainage long section Middle 32. Bridge drainage long section East End 33. Existing services 34. Existing services underground power 35. Existing services above ground power 36. Cross section of existing above ground power lines 37. Existing services communication cables 38. Existing services gas mains 39. Existing services storm water 40. Existing services waste water
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41. Existing services water supply 42. Proposed services pilot cables 43. Proposed services AMCOM cables 44. Cross section of Communication cable along Euston Terrace after Queen st 45. Cross section of Communication cable along Euston Terrace between Queen street and South road 46. Proposed services ETSA 47. Cross section of below ground power cables 48. Proposed services High Voltage 49. Car park drainage 50. Car park Entry/Exit Cross sections 51. Cross section of South Road heading north 52. Cross section of South Road heading north continued 53. Cross section of South Road heading south 54. Cross section of South Road heading south continued 55. Cross section of Queen Street 56. Cross section of Queen Street continued 57. Long section of Coglin Street 58. Cross section of Coglin Street at Rail crossover 59. Cross section of Coglin Street on road 60. Cross section of Euston Terrace 61. Cross section of Euston Terrace continued 62. Pedestrian Crossings 63. Signage during construction 64. Signage during construction continued 65. Signage during construction continued 66. Signage during construction continued 67. Signage after construction 68. Emergency Action Plan 69. 3D view of car park 70. Car park design 71. Plan view of bike path crossing at station 72. Cross Section of bike path crossing at station 73. Site Layout during construction 74. Site Layout during construction West End 75. Site Layout during construction Middle 76. Site Layout during construction East End 77. Site Office
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6. Works Cited
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(1), all.
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1742.4-2008.
11. Standards Australia 2013, Manual of uniform traffic control devices - Parking controls, AS
1742.11-1999, Standards Australia, Sydney, <http://www.saiglobal.com/online/autologin.asp>.
12. Standards Australia 2013, Manual of uniform traffic control devices - General introduction and
index of signs, AS 1742.1-2003, Standards Australia, Sydney,
<http://www.saiglobal.com/online/autologin.asp>.
13. Standards Australia 2013, Manual of uniform traffic control devices - Speed controls, AS 1742.4-
2008, Standards Australia, Sydney, <http://www.saiglobal.com/online/autologin.asp>.
14. Standards Australia 2013, Manual of uniform traffic control devices - Traffic control devices for
general use, AS 1742.2-2009, Standards Australia, Sydney,
<http://www.saiglobal.com/online/autologin.asp>.
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15. Standards Australia 2013, Manual of uniform traffic control devices - Traffic control for works on
roads, AS 1742.3-2009, Standards Australia, Sydney,
<http://www.saiglobal.com/online/autologin.asp>.
16. Standards Australia2010, Part 3: Traffic control for works on roads, Manual of uniform traffic
control devices, AS 1742.1-2010.
17. University of NSW.(2011). Pro Risk Assessment. Risk Assessment and Control Procedure. 1 (1), all.
18.
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7. Appendices
Appendix A
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Appendix B
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Appendix C
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Appendix D
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Appendix E
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Appendix F