Bridge Design Criteria
Version 2018-1
July 2018
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Saskatchewan Ministry
of Highways
and Infrastructure
Preface
This document is intended to provide Saskatchewan Ministry of Highways and Infrastructure’s
exceptions to the Canadian Highway Bridge Design Code and provides the Ministry’s policy and
practices in regards to the design and detailing of bridges on the provincial highway network.
The designer shall use sound engineering judgment in the application of these criteria.
ii
Version
VERSION
RECOMMENDED BY/DATE
TECHNICAL CONTENT
APPROVED BY / DATE
Version 2009-1
Howard Yea/ Aug1, 2009
Version 2009-2
Howard Yea/ Dec 1/11
Version 2012-1
Howard Yea /Jan 2012
Version 2013-10-1
Greg Lang/ July 1, 2013
Howard Yea /July22, 2013
Version 2016-1
Greg Lang/ Jan 5, 2016
Howard Yea/ Jan 25, 2016
Version 2018-1
Howard Yea/ July 1-2018
iii
Change History
Date
Description
Aug, 2009
Oct, 2013
Jan, 2016
Revise: Revise Table 6.1, Clause 6.1.2 allows fly ash in all types of concrete,
Clause 8.7 limit stress on elastomeric disc bearings, Table 3.7 revised due
to errors in CSA-S6, Clause 17 Performance Levels changed to Test Levels,
Clause 18.7 Requirements for stainless steel reinforcing, Figure BE-1,
Figure BE-2.
July, 2018
Minor formatting changes, throughout the document
Delete: Table 16.1- Loads on Traffic Barriers,
Revise: Clause 1.12, Clause 2.1.3, Table 6.1, Clause 6.1.4.5, Clause 6.2.1, Clause
6.3.11.17, Clause 7.3, Clause 16.4.5, Clause 19.5,Clause 21.1, Clause 24.1,
Figure BE-1, Figure BE-2.
Add:
Clause 1.15, Clause 2.1, Clause 2.1.5, Clause 2.1.6, 4 Clause.2.2, Clause
4.4, Clause 6.1.3.1, Clause 6.3.2, 6 Clause.3.5, Clause 6.3.7, Clause 6.3.8,
Clause 7.7, Clause 10.1.11, Clauses 11.0 to 11.9, Clause 16.3.1, Clause
16.7, Clause 21.4, Clause 21.7
iv
Table of Contents
BD100 Bridge Design Criteria ...................................................................................................................... 7
1.0 DESIGN ............................................................................................................................................... 7
2.0 BRIDGE LOAD EVALUATION ............................................................................................................... 8
3.0 SPAN LENGTHS, SUB-STRUCTURE STATIONING AND BEARING SETTING: ......................................... 9
4.0 GEOMETRY ....................................................................................................................................... 10
5.0 GIRDER DEFLECTION AND CAMBER ................................................................................................. 11
6.0 MATERIALS ....................................................................................................................................... 11
7.0 SUBSTRUCTURE AND FOUNDATIONS: ............................................................................................. 16
8.0 BRIDGE BEARINGS: ........................................................................................................................... 17
9.0 INTERMEDIATE DIAPHRAGMS ......................................................................................................... 19
10.0
STEEL GIRDER BRIDGES ................................................................................................................. 19
11.0
PRECAST PRESRESSED CONCRETE I-SHAPED GIRDERS ................................................................ 20
12.0
DECKS, CURBS AND CONCRETE BARRIERS .................................................................................... 23
13.0
SIDEWALK & RAISED CONCRETE MEDIANS: ................................................................................. 23
14.0
DECK PROTECTION AND WEARING SURFACE ............................................................................... 23
15.0
DECK JOINTS:................................................................................................................................. 24
16.0
BRIDGE BARRIER: .......................................................................................................................... 25
17.0
OBSTACLES BEHIND BRIDGE BARRIERS ........................................................................................ 29
18.0
BRIDGE DRAINAGE ........................................................................................................................ 29
19.0
APPROACH SLABS.......................................................................................................................... 30
20.0
UTILITY ACCOMMODATION .......................................................................................................... 30
21.0
MSE WALLS ................................................................................................................................... 31
22.0
QUANTITIES ................................................................................................................................... 32
v
23.0
STANDARD DETAILS & ENGINEERING DRAFTING GUIDELINES ..................................................... 33
24.0
SHORT SPAN MODULAR BRIDGE DESIGN GUIDELINES ................................................. 33
25.0
ORGANIZATION OF DRAWING SET...................................................................................... 34
APPENDIX .................................................................................................................................................. 35
FIGURE BE-1: Typical Normal Traffic Vehicle Configurations for use on Primary Highways .................... 37
FIGURE BE-2: Typical Permit - Single Trip (PS) Vehicle Configurations .................................................... 40
FIGURE BE-3A: Permit – Bulk Haul Vehicle Configurations for Evaluation of New Designs ..................... 41
Table BE-1, Summary of Load Factors to be used for Saskatchewan Highways and Infrastructure: ....... 42
.
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BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
BD100 Bridge Design Criteria
1.0
DESIGN
1.1
Designs shall be undertaken in accordance with Saskatchewan Ministry of Highways and
Infrastructure, Bridge Branch, BD100- Bridge Design Criteria and the Canadian Highway Bridge
Design Code, CSA Standard S6-14 (CSA-S6).
1.2
Highway live load shall be CSA-S6, CL-750 plus dynamic load allowance unless specified
otherwise by the Ministry. Truck axle and wheel loads shall be proportioned from the CL-W
Truck. No adjustments are required for the 9 kN/m uniformly distributed load for lane load.
1.3
In Clause 5.7.1.2 of CSA-S6;
1.3.1
in the first paragraph replace CL625 with CL750.
1.3.2
in sub clause (a)(i) the number 87.5 shall be replaced with 105.
1.4
Notwithstanding Clause 5.7.1.3 of CSA-S6; For the design moment intensity due to the vertical
axle load of the CL-750 Truck, the effects of the individual loads shall be obtained and
superimposed or alternately, the design moment intensity of the CL-750 truck may be
obtained directly by multiplying the maximum cantilever moments in Table 5.15 by a factor of
1.2, for stiffened and unstiffened overhangs , as applicable (Table 5.15 includes the factor
(1+DLA)).
1.5
In Clause 5.7.1.6 of CSA-S6, the wheel load, P shall be changed from 87.5 kN to 105 kN.
1.6
Live load distribution factors used for girder design shall not be less than the equivalent
empirical factors specified by CSA-S6 unless specifically agreed to in writing by the Ministry. If
the bridge does not satisfy the criteria that allow the empirical factors to be used, the live load
distribution factors used for girder design shall not be less than the empirical factors that
would have been used if the bridge had met these criteria.
1.7
New designs shall be evaluated in accordance with CSA-S6 Clause 14 and shall be capable of
carrying the Ministry’s bulk haul truck configurations shown in Figure BE-3A and using the
modified Saskatchewan PB factors shown in Table BE-1 “Summary of Load Factors to be used
for evaluation of Saskatchewan Highway Bridges” in the Appendix.
1.7.1
Date
July 1, 2018
The strength of deficient critical elements as determined in the evaluation (live load
capacity factor, F, < 1.00) shall be redesigned to eliminate the deficiency.
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BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
1.8
All new bridges shall be designed to comply with Class A Highway requirements as defined in
CSA-S6, Clause 1.4.2.2 unless otherwise approved by the Ministry. This requirement shall
apply to all bridge components for considerations of structural fatigue.
1.9
Pedestrian Bridges: The minimum pedestrian bridge live load shall be in accordance with CSAS6 Clause 3.8.9. Dynamic response and side sway, which could cause discomfort to
pedestrians, shall be considered.
1.10
Typically bridges on the National Highway System shall be designed to have hydraulic capacity
for a 1:100 mean daily return period flood and 1:50 mean daily return period flood for other
bridges on the provincial highway system. Long span bridges (for example bridges on the
Saskatchewan River system) shall be designed for 1:100 mean daily return period. The
Ministry’s Hydraulic Design manual allows for 1:25 return period for bridges on provincial
roads (low volume roads), but preference is to design to 1:50 minimum return period.
Consideration shall be given to higher return periods where flooding may damage significant
development nearby, e.g. Urban centres may be 1:500.
1.11
Notwithstanding CSA-S6, Clause 1.4.2.5 approval will not be given for the use of single load
path structures. Slab and girder bridges with spans less than 50 metres shall have shall have a
minimum of 4 girder lines. Bridges with minimum span lengths greater than 50 metres shall
have a minimum of 3 girder lines.
1.12
Piers with two columns or less will be considered non-redundant. Columns in piers with one
or two columns shall have a minimum cross sectional area of 2.8 m2.
1.13
Deck and curb reinforcement required to develop the capacity of bridge rail post anchors are
site specific.
1.14
Standard Plans and Details provided on the Ministry’s website are approved by the Ministry
for bridges on the Provincial Highway System. Any use of the plans for other than the
intended usage is prohibited.
1.15
Design notes and plans shall be submitted to the Ministry and shall be stamped by a
professional engineer registered with the Saskatchewan Association of Engineers and
Geoscientists.
2.0
BRIDGE LOAD EVALUATION
2.1
Live load evaluation for normal traffic , bulk haul permit vehicles, and single trip vehicles shall
be performed in accordance with Ministry’s Bridge Evaluation Guidelines (BE100) , and CSA-S6
Clause 14.
Date
July 1, 2018
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BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
2.1.1
Normal truck configurations are shown in Figure BE-1 in the Appendix and shall be
evaluated under the Normal traffic category.
2.1.2
Live load factors for normal traffic “NP” and bulk haul “PB” and timber haul factors
shall be the Normal, PB and Timber Haul Factors as shown in Table BE-1, Summary of
Load Factors to be used by Saskatchewan Highways and Infrastructure in the
Appendix.
2.1.3
Single trip overweight permit limits shall be determined for vehicle configurations
shown in Figure BE-2 in the Appendix and shall be evaluated under the PS traffic
category factors as per CSA-S6, Clause 14. Note on short span bridges the maximum
truck limits may require to be determined with the truck configurations split in order
to determine the maximum limit.
2.1.4
For multi-lane-loading when a permit vehicle is travelling with normal traffic, the
loading to be applied to the other lanes shall be taken as a fraction of CL1-625 loading
as specified by CSA-S6, Table 14.4.
2.1.5
Load limit evaluation notes shall be submitted to the Ministry, clearly indicating the
method of evaluation, assumptions, critical elements, and mode of failure, i.e. shear
or flexure.
2.1.6
The Ministry’s load chart templates shall be completed and submitted to the Ministry
to graphically show the load limits determined by the evaluation.
3.0
SPAN LENGTHS, SUB-STRUCTURE STATIONING AND BEARING SETTING:
3.1
Substructure elements shall be numbered in the direction of increasing chainage.
3.2
Span lengths established from preliminary engineering shall be rounded up to the nearest
whole metre. Span lengths shown on general layout drawings shall me measured at 0 o C
from centreline of bearing to centreline of bearing along the bottom flange for girders having
uniform depth, and along the top flange for tapered or haunched girders.
3.3
For expansion bearings, a bearing temperature setting chart shall be provided for positioning
the bearing components according to the girder temperature at the time of setting the
bearings.
3.4
The following note shall be incorporated on the general layout drawing: “Girder lengths
shown are measured along the bottom flange and are correct at 0 o C. Abutment and pier
stationing are located such that bearings are centred at 0 o C.”
Date
July 1, 2018
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BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
3.5
Precast girder suppliers shall make appropriate allowances for prestress shortening,
shrinkage and creep up to the time of girder erection.
4.0
GEOMETRY
4.1
Control lines shall be provided on the plans.
4.2
For bridges located on a tangent grade, the minimum longitudinal grade for bridge deck
drainage is 0.5%. Desirable longitudinal grade for proper bridge deck drainage is 1%.
4.2.1
Bridges may be located on vertical curves, for this situation, it is desirable that the
crest of the vertical curve shall be located beyond the length of the superstructure
and approach slabs, and in no case shall more than a 20 m length of the bridge have a
gradient less than 0.5%.
4.2.2
Typically if the PI of the vertical curves is centered on the bridge the resulting
gradient at the PI will be shallow and will not allow adequate drainage.
4.3
Minimum vertical clearance as specified in SKS 2.1.3-E2 in Saskatchewan Highways Standard
Design Manual is 5.2 metres. It is desirable for new bridges to be designed to provide 5.3
metres of vertical clearance to allow for the first overlay.
4.4
For twin overpasses, the gap between the bridges shall not be less than 3.0 metres.
4.5
The top of bridge headslope fill width shall be out to out of bridge end plus 2.0 metres.
4.6
Skew angles shall be given to the nearest minute.
4.7
Roadway crown slope shall be 2.0% unless on a superelevated roadway.
4.8
Top of sidewalks and medians shall be sloped 2.0% towards the roadway.
4.9
Top of abutment seat and pier cap shall be sloped 3.0% perpendicular to centreline bearing.
4.10
Top of barrier and curbs shall be sloped 3.0% toward the centreline of roadway.
4.11
Top of centreline of surfaced roadway at the crown shall be shown for each end of the
structure, at the centreline of abutment bearing and at the centreline of pier bearing.
4.12
Design high water elevation, high ice elevation, and low water elevation (with date of survey)
shall be shown on the General Layout for all bridge Structures.
Date
July 1, 2018
Page
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BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
5.0
GIRDER DEFLECTION AND CAMBER
5.1
Notwithstanding CSA S6, clause 10.7.4, all welded steel girders shall be cambered for 110% of
dead load deflection and roadway gradeline profile.
5.2
Camber data for welded steel girders shall be shown on a camber diagram at the 1/10 th
points of each span and at centreline of supports and centreline of field splices. For bridges
having spans greater than 50 metres data shall be provided at 1/20th of the span . Data shall
include Girder and Bracing DL, Deck DL, Surfacing/curb/barrier DL and vertical profile.
5.3
Precast Girder camber data shall be provided at various construction stages, at transfer,
erection, deck pour, surfacing and curb/barrier pour.
5.4
Consideration shall be given for the forms for all prestressed girders to be adjustable to allow
for sag to be built into the girder to account for the camber resulting from the prestressing.
6.0
MATERIALS
6.1
Concrete
6.1.1
Concrete types typically shall conform to Table 6.1:
6.1.2
For Type C, C1, P1 and P2 concrete, Type F fly ash may be incorporated into the
concrete mix to a maximum of 25% by mass of total cementitious materials.
6.1.3
For Type DC concrete, Type F fly ash may be incorporated into the concrete mix to a
maximum of 15% by mass of total cementitious materials.
6.1.3.1 Fly ash shall conform to CAN/CSA-A3001, Type F. When the total Na2O
equivalent of the fly ash is greater than 4% the supplier shall demonstrate
that the aggregates are not alkali aggregate reactive and the concrete mix
design can be demonstrated to be effective in mitigating the effects of alkali
aggregate reactivity in accordance with CSA Standard A23.2-27A. Typically
the aggregates must be non-reactive before fly ash with an alkali content
greater than 4% can be used because it will take 30% or more fly ash to
mitigate the AAR and this amount of fly ash will be a scaling issue.
Typically Boundary Dam fly ash has a total alkali content of 7.75%. Fly ash
from Alberta sources are generally less than 4% alkali.
Date
July 1, 2018
Page
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BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
TABLE 6.1 - CONCRETE MIX DESIGN AND REQUIREMENTS
Concrete
Location
Type
Type DC
MAXIMUM
NOMINAL SIZE
OF COARSE
AGGREGATE
(mm)
AIR
CONTENT
(%)
SLUMP (mm)
MAXIMUM
W/Cm RATIO
BY MASS
45
28-5
5–7
35
28-5
5–7
70 ± 20
0.40
35
28-5
5-7
70 ± 20
0.40
Deck Concrete:
Deck Slab,
Abutment Slab,
Approach Slab,
Abutment
diaphragm, pier
diaphragm and
intermediate
diaphragms,
Parapet, Curbs
Sidewalks, Medians,
MSE wall panels
and Precast Deck
Panels.
Type C
MINIMUM
COMPRESSIVE
STRENGTH AT 28
DAYS (MPa)
50 ± 20
(1)
0.38
Superstructure
Concrete:
Cast-in-place
beams, stringers,
girders,
Substructure
Concrete:
Piers, Abutments,
Retaining Walls,
Precast pile caps.
Type C1
Concrete Slope
Pavement
30
20-5
5– 8
30 ± 20
0.45
Type P1
Pipe Pile Infill
25
28-5
5-7
90 ± 20
0.45
Type P2
Cast-in-place piling
30
28-5
5-7
90 ± 20
0.45
Type G
Precast Concrete
Girders
as design requires
except 35 MPa
min
As design
requires
5-7
As design
requires
0.38
45
14-5
5-7
20 ± 10
0.38
Type G1
Keyways between
Box Stringers
Footnote (1): Slump specifications are based prior to adding superplasticizer admixture to concrete. Slump specification of
superplasticized concrete shall be 80 ± 20.
Date
July 1, 2018
Page
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BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
6.1.4
Type DC and shall have the following properties:
6.1.4.1 The maximum amount of aggregate passing the 5 mm sieve shall be 35% of
the total mass of aggregate.
6.1.4.2 Silica fume application rate shall be 6% to 8% by mass of Portland Cement, or
in lieu of silica fume 12% to 16% Metakaolin shall be used.
6.1.4.3 Type F fly ash may be incorporated in the mix, however the application rate
shall not exceed 15% by mass of total cementitious materials. Type C or CI
fly ash shall not be used.
6.1.4.4 The maximum amount of supplementary cementitious materials shall not
exceed 20% by mass of cementitious materials.
6.1.4.5 Average Rapid Chloride Permeability shall not exceed 1250 coulombs and no
individual test shall exceed 1500 coulombs at 56 days in accordance with
ASTM Specification C1202.
6.1.4.6 Hardened concrete shall have an average Air Void Spacing factor of 250 µm
with no individual test greater than 300 µm.
6.1.4.7 Salt scaling potential shall be less than 0.4 kg/m2 surface mass loss after 30
cycles of freezing and thawing.
6.1.4.8 Air content retention after 1 hour shall be a minimum of 70% of initially
measured air content.
6.2
Structural Steel
6.2.1
Girders and all materials welded to girders shall conform to CSA Standard G40.21M,
Grade 350 AT, Category 3. Boron content shall be limited to .0004%.
6.2.2
Bracing materials bolted to girders shall conform to CSA Standard G40.21M, Grade
350 A.
6.2.3
Miscellaneous steel including deck joints shall conform to CSA Standard G40.21,
Grade 300W.
6.2.4
High Strength Bolts (HSB’s) shall conform to ASTM Specification F3125, Grade A325
Type 3 weathering steel, heavy hex.
Date
July 1, 2018
Page
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BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
6.3
Reinforcing Steel Details
6.3.1
Reinforcing steel shall conform to CSA Standard G30.18, Grade 400.
6.3.2
Epoxy coated reinforcing steel is not permitted.
6.3.3
Stainless steel shall be used for barriers and curbs and the top mat of cast-in place
deck slabs and approach slabs. Other corrosion resistant reinforcement may be
considered for other locations that are in the splash zone exposed to chlorides.
6.3.4
Galvanized, low carbon/chromium or stainless steel reinforcing shall be used for the
“dowel bars” connecting the approach slab to the abutment corbel.
6.3.5
Designs incorporating bundled reinforcing steel shall not be permitted.
6.3.6
The minimum size of reinforcing bars in all cast-in-place bridge elements shall be 15M
unless approved otherwise.
6.3.7
The maximum size of reinforcing bars in all bridge elements shall be 35M unless
approved otherwise.
6.3.8
Stirrups shall enclose all flexural reinforcement.
6.3.9
In addition to the minimum clear cover specified in CSA-S6, the following minimum
clear cover for reinforcing steel shall be specified on the drawings.
6.3.9.1
Concrete cast against earth.
100 mm
6.3.9.2
Cast-in-place piling.
75 mm
6.3.9.3
Traffic and top face of Curbs, Traffic Barriers, and End posts.
70 mm.
6.3.9.4
Traffic face of Piers.
70 mm
6.3.9.5
Top of Deck Slab or Abutment Slab with waterproofing system. 60 mm
6.3.9.6
Top of deck slab without waterproofing system or overlay.
70 mm
6.3.9.7
Abutment Walls.
60 mm
6.3.9.8
Abutment T-Beams.
60 mm
6.3.9.9
Underside of Deck Slab Cantilever.
50 mm
6.3.9.10 Underside of Deck Slab Interior Panels.
Date
July 1, 2018
Page
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40 mm
BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
6.3.10
Complete detailed reinforcing steel bar lists (reinforcing schedules) are to be
provided in the plans. Bend diagrams shall be shown on each reinforcing schedule
sheet.
6.3.11
Reinforcing steel bar marks shall be as per following Ministry drafting standard:
6.3.11.1
First two digits represent bar size
6.3.11.2
Third and fourth digits represent the component:
6.3.11.3
Pier 1 designated with a “P1”
6.3.11.4
Pier 2 designated with a “P2”
6.3.11.5
Pier 3 designated with a “P3”
6.3.11.6
Pier 4 designated with a “P4”
6.3.11.7
Pier 5 designated with a “P5”
6.3.11.8
Abutment 1 designated with a “A1”
6.3.11.9
Abutment 2 designated with a “A2”
6.3.11.10
Abutment 1 deck slab designated with a “R1”
6.3.11.11
Abutment 2 deck slab designated with a “R2”
6.3.11.12
Approach slab 1 designated with a “S1”
6.3.11.13
Approach slab 2 designated with a “S2”
6.3.11.14
Deck slab, curbs and barriers designated with a “D1”.
6.3.11.15
Miscellaneous items, e.g. Slope Protection designated with a “M1”.
6.3.11.16
Last 3 numbers represent the bar.
6.3.11.17 Galvanized or stainless steel bars or other corrosion resistant steel shall
be identified with an “G” or “SS” or “CR” at the end of the mark.

Date
July 1, 2018
Example MK25P1001SS (designates a 25 M bar, in Pier 1, designation no.001, and
stainless steel.)
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BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
6.3.12
6.4
Mass of reinforcing steel shall be shown on the bar list for each component; i.e. deck,
abutment, pier, etc.
Prestressing Strand
6.4.1
Prestressing strand shall conform to CSA Standard G279, Grade 1860 with a low
relaxation property
7.0
SUBSTRUCTURE AND FOUNDATIONS:
7.1
For river crossings, all abutments and piers shall be founded on driven piles or drilled caissons.
Spread footings shall only be permitted when approved by the Ministry.
7.2
For MSE abutments, the end of the superstructure shall be supported on piles and not spread
footings. MSE walls shall not be used for retaining walls at stream crossings.
7.3
Driven piling for standard short span modular bridge piers exposed to ice shall be steel pipe
filled or partially filled to a minimum depth 2.0 m below streambed with concrete. Minimum
size of pipe shall be 324 mm diameter with 7.35 mm (min.) wall thickness. Minimum size of H
Pile shall be HP310.
7.3.1
For tall piers or in locations where the foundation conditions require long piles, larger
diameter piles and/or thicker piles should be considered for column stability.
7.3.2
Thicker wall piling should be considered when driving conditions are hard.
7.4
Timber piling may be considered if they will be completely submerged for the life of the
structure.
7.5
All exposed steel piles shall be galvanized to a depth 2.0 m (min) below stream bed elevation.
7.6
The following pile information shall be shown on the appropriate drawings: SLS permanent
loads, SLS design load, ULS permanent loads, and ULS design load.
7.7
For fully or semi integral bridge abutments:
7.7.1
The maximum skew shall not exceed 20o.
7.7.2
Discussion of analysis and constrained force effects shall be included in the design
report.
7.7.3
Approach slabs for fully integral abutments shall not be designed to move
longitudinally between stationary and parallel non-integral wingwalls.
Date
July 1, 2018
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BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
7.8
7.7.4
Provision shall be made for thermal movement between integral abutments and
slope protection.
7.7.5
Two layers of polyethylene sheeting shall be installed beneath the approach slab to
minimize the frictional forces due to the horizontal movement. The connection
between the superstructure and the approach slab shall be designed to resist these
forces.
7.7.6
The maximum thermal span for steel girder bridges is 45 m, when the thermal span is
greater than 22.5 m, a control joint and sleeper slab will be required to control the
cracking of the surfacing at the end of the approach slab.
7.7.7
The maximum thermal span for concrete girder bridges is 60 m, when the thermal
span is greater than 30 m, a control joint and sleeper slab will be required to control
the cracking of the surfacing at the end of the approach slab.
Piers for overpasses within the clear zone shall be protected from collision by an approved
system.
7.8.1
Preference is to use bull nose system as per Ministry Design Manual, or if approved,
other systems from the “TAC Roadside Design Guide”.
7.9
Piers for overhead bridges at railway crossings shall have a crash barrier conforming to the
railway requirements.
8.0
BRIDGE BEARINGS:
8.1
Bearing types in common use for beam and slab bridges are:
8.1.1
Steel reinforced elastomeric bearing pads with or without stainless steel and Teflon
sliding surfaces.
8.1.2
Proprietary pot bearings.
8.1.3
Proprietary spherical bearings.
8.2
Shear transfer mechanisms whenever practical shall be located independent of the bearings.
8.3
Elastomeric bearings shall be restrained from walking out by means of 6 mm high keeper bars.
Keeper bars shall extend the full width of the front and rear sides of the elastomeric pad.
Date
July 1, 2018
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Ministry of Highways and Infrastructure
Section:
Subsection:
8.4
Field welding adjacent to elastomeric pad shall be done with care. The temperature of the
steel shall not exceed 120oC. Distance between the weld and the elastomer shall not be less
than 40 mm.
8.5
Pot bearings shall be placed on a level base plate. Bearings shall be designed for all rotations
that take place after grouting with a 0.01 radian allowance for construction tolerance. Total
rotational capacity is normally limited to 0.025 radians for pot bearings. Increasing rotational
capacity is expensive.
8.6
Bearings shall be set level by using tapered sole plates to correct for effects of roadway grade
and girder camber at the time of erection. For long bridges, the sliding plane of abutment
expansion bearings shall be set parallel to the grade slope for proper functioning of the
expansion joints. Effects of longitudinal forces generated by the inclined sliding bearings shall
be investigated.
8.7
Notwithstanding section 11.6.5.4 of CSA-S6, the average stress in the Elastomer at
serviceability limit states loads shall not exceed 30 MPa.
8.8
Notwithstanding Section 11.6.5.4 of CSA-S6, for pot bearings, the average compressive
pressure shall not exceed 30 MPa.
8.9
Notwithstanding Section 11.6.7.4 for unconfined elastomeric disk bearings fabricated from
polyether, or urethane, the average compressive pressure shall not exceed 30 MPa.
8.10
Base plates shall be hot dipped galvanized or metallized. Pot bearings are typically metallized.
8.11
Galvanized surfaces in contact with concrete or cementations grout shall have the contact
surfaces protected by a barrier coating.
8.12
Expansion bearings shall provide excess travel capacity in each direction of at least 25% of the
thermal movement, but not less than an additional 25 mm of movement beyond the
theoretical travel in each direction.
8.13
Stainless steel plate shall be wider than the elastomeric pad by at least 10 mm minimum.
8.14
Bearings shall be detailed as replaceable assuming the following:
8.14.1
All girder lines are simultaneously jacked.
8.14.2
Bearings are pulled and replaced one at a time with overhead traffic being diverted to
the opposite lanes.
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8.14.3
For pier girders, jacks shall be placed front and back of bearings and bearings
removed sideways.
8.14.4
At abutments the jacks shall be placed in front of the abutments and the bearings
pulled out sideways.
9.0
INTERMEDIATE DIAPHRAGMS
9.1
Intermediate diaphragms shall have a maximum spacing of 8.0 m. for steel girders and 13.0 m
for precast concrete girders.
9.2
Intermediate diaphragms may be rolled channel or W shapes of at least 1/3 or preferably 1/2 of
the depth of the girder.
10.0
STEEL GIRDER BRIDGES
10.1
Welded steel plate girders shall be designed to meet the following requirements:
10.1.1
Intermediate stiffeners shall normally be square to girder flanges, depending on the
fabricators operation may be installed vertical. Girder ends and bearing stiffeners
shall be vertical in the erected position.
10.1.2
For long bridges with large expansion movements, the use of multiple bearing
stiffeners shall be considered.
10.1.3
Location of jacking stiffeners shall be based on estimated jack sizes required for
bearing replacement, plus sufficient clearance to the edge of the abutment seat or
pier cap.
10.1.4
Diaphragm connector plates and intermediate stiffeners at stress reversal locations
shall be welded to both top and bottom flanges. For girder web thicknesses of 14 mm
to 20 mm, corner cope of stiffener plates shall be 80 mm vertical x 35 mm horizontal.
10.1.5
Intermediate stiffeners except at regions of stress reversal shall be welded to the
compression flange only, and cut short of the tension flange with web gap meeting
the requirement of CSA-S6 Clause 10.10.6.4. Intermediate stiffeners in regions of
stress reversal shall be welded to both flanges.
10.1.6
Corners of stiffener plates projecting past the outside edge of flange plates shall be
coped 45°.
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10.1.7
No intersecting stiffener welds are allowed. Where horizontal stiffeners and vertical
stiffeners intersect on the same side of the web, the vertical stiffener shall be
continuous. The ends of the horizontal stiffener shall be coped and attached to the
vertical stiffener.
10.1.8
All weld ends shall terminate 10 mm from edge or end of plates.
10.1.9
Stiffened plate girder webs shall in no case have intermediate transverse stiffeners
spaced at greater than 1.5 h.
10.1.1
Stainless steel rub plates shall be welded to the sides of steel girder flanges or
bearing plates which will come into contact with the sides of concrete shear blocks or
steel lateral restraints.
10.1.10 The end of the girders within 3 metres of an expansion joints shall be coated with an
approved coating system.
10.1.11 All butt splices of the flanges and web in tension zones, or in stress reversal zones
shall be ground smooth and 100% of flange welds and 50% of web welds shall be
tested by radiographic inspection.
10.1.12 The exterior face of steel girders on overpass structures shall be coated with an
approved coating system.
11.0
PRECAST PRESRESSED CONCRETE I-SHAPED GIRDERS
11.1
NU girders may be pretensioned only or pretensioned and post-tensioned.
11.2
Girder SLS and ULS design strengths shall be based on a nominal girder section and assuming a
minimum deck haunch height of 13 mm between the bottom of the deck slab and the top of
the precast girder.
11.3
Pier diaphragms shall be continuous cast-in-place concrete diaphragms and shall be either
pinned, fully monolithic with the pier top, or permit free expansion. Positive moment
connections of girder over the piers shall consist of lapped and bent-up prestressing strands or
lapped and cast-in hooked reinforcing steel. The minimum separation between girder ends
shall be 300 mm. Where pier diaphragms are not monolithic with the pier top (cap or shaft),
the ends of both girders shall be supported on separate reinforced elastomeric pads. Where
pier diaphragms are connected monolithically to the pier top (cap or shaft) and are cast
around girder ends, the girders shall be erected on plain unreinforced elastomeric pads on a
minimum 150 mm high plinth to provide sufficient clear space between the girder bottom and
previously cast concrete, to ensure proper flow of concrete under the ends of the girders.
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11.4
Stirrup projections from the top of precast girder into the deck shall satisfy the following:
11.4.1
Stirrup projections shall meet all CHBDC requirements for lap splicing with vertical
stirrups, and anchorage requirements for developing full composite action.
11.4.2
All stirrup projections shall have 135° or 180° hooks around longitudinal deck bars.
Longitudinal deck bars shall be detailed with a bar centred directly over the girder
webs and the remaining bars spaced evenly between girder centre lines.
11.4.3
Depending on the bridge gradeline and girder camber, the haunch height will vary
along the length of the girder. If the haunch height varies significantly, two issues can
arise:
11.4.3.1 Stirrup projections can be too short. When this occurs, the deck slab and the
girder haunch are not connected sufficiently together to ensure full
composite action with ductility in the connection between the girder and the
deck. When the projection of stirrups is less than 40 mm above the
underside of the bottom mat of deck bars, additional hat shape extension
bars shall be lapped with the stirrups. and should be shown on the detailed
design drawings; and
11.4.3.2 Stirrup projections can be too long. When this occurs, the stirrups can
interfere with the top mat of deck reinforcing, causing significant problems
during installation of deck reinforcing. This problem is particularly significant
when the bridge has a skew. This can typically be avoided by changing the
stirrup projection at a few specific locations along the length of the girder.
This must be addressed on the detailed design drawings girder. This must be
addressed on the detailed design drawings.
11.5
In pretensioning anchorage zones, additional stirrups shall be provided for the purpose of
controlling web cracking at transfer of pretensioning force. Notwithstanding the stirrup area
and spacing requirements presented in Clause 8.16.3.2 of the CHBDC, this crack control
reinforcement shall be provided by vertical stirrups and shall meet the following
requirements:
Pr = fs As where: fs = stress in stirrup steel not exceeding 140 MPa;
As = total area of vertical crack control end zone reinforcement;
Pr shall not be less than 4 percent of the pretensioning force at transfer.
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Half of these end zone stirrups (ie. 0.5As) shall be concentrated within the end h/8 of the
girder and the remaining half (ie. 0.5As) shall be distributed over a distance from h/8 to h/2
(where h is the overall depth of the precast girder).
Experience has shown that cracking is minimized when the first crack control stirrup is placed
as close to the end of the girder as possible. Therefore, the end cover for the crack control
stirrup shall be 30 mm for exposed girder ends and 25 mm for girders encased into field cast
diaphragms. The crack control stirrups shall be anchored beyond the anticipated extreme top
and bottom cracks with sufficient embedment to develop at least a stress = 210 MPa. Since
the crack control reinforcement is required to minimize the crack width, and not for strength,
there is no need to develop the full yield strength beyond the locations of the top and bottom
cracks. For I-shaped girders, the anticipated top and bottom cracks may be assumed for design
to be at the junction between the web and the flanges. Therefore, the crack control stirrup
anchorage into the flanges should be designed for a maximum stress of 210 MPa. (These
requirements are based on the recommendations reported in NCHRP Report 654 Section 3.8:
Proposed Revisions to the AASHTO LRFD Bridge Design Specifications).
The area of stirrups in the girder end region may need to be increased for other loading
conditions, such as post-tensioning anchorage, shear resistance, etc.
11.6
In pretensioning anchorage zones, 10M (or greater) closed ties shall be provided in the
bottom flange to confine the pretensioning strands. Within the distance ‘h’ from the end of
the girder, closed ties shall be provided as required for confinement, however spacing of
closed ties shall not exceed 150 mm. Beyond the distance ‘h’ from the end of the girder,
closed ties shall be provided at a minimum spacing of 300 mm. Closed ties are normally
fabricated in two pieces with full tension lap splices. The top of the ties can be left open in the
mid-span region of the girder where ever there is conflict with post-tensioning cables.
11.7
For conventional abutments with deck joints, the superstructure end diaphragm shall be an
open steel diaphragm to provide access for deck joint inspection and repair. The girder web at
abutment ends shall be thickened and designed as part of the abutment steel diaphragm
system for transferring laterals loads from the superstructure to the substructure.
11.8
For NU girders, a minimum of four bonded pretensioning strands shall be incorporated in the
top flange to assist in controlling stresses at transfer during transportation and during
construction.
11.9
Connections between the steel diaphragms and the exterior girders shall be detailed so that
no connection hardware is visible on the exterior surface of the girders.
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12.0
DECKS, CURBS AND CONCRETE BARRIERS
12.1
Cast-in-place deck slabs for beam and slab bridges shall normally be 200 mm thick for girder
spacing up to 3400 mm, and 210 mm thick for girder spacing up to 4000 mm. Slab thickness
shall be increased 70 mm over the girders to allow for formwork adjustment.
12.2
Concrete curbs and barriers shall have crack control joints above the deck level at a maximum
spacing of 2.5 m (centred between bridgerail posts where applicable).
12.3
Longitudinal reinforcing in curbs and barriers above the top of the deck shall be continuous at
the control joints. Control joints shall be caulked prior to application of deck waterproofing
membrane.
12.4
Reinforcing steel for cast-in-place, curbs and barriers and the top mat of reinforcing steel for
cast-in-place deck and approach slabs shall be stainless steel reinforcing. Typically stainless
steel reinforcing steel has a higher yield strength than carbon steel reinforcing. The design of
the stainless steel reinforcing, including hooks, development length and bar splices shall be
based on a yield strength of 400 MPa.
12.5
Concrete paving lips along the edge of ACP are difficult to cast and finish. They also prevent
proper compaction of the asphalt, and are therefore not allowed.
13.0
SIDEWALK & RAISED CONCRETE MEDIANS:
13.1
The sidewalk shall have a curb projecting 150 mm above the finished top of the sidewalk along
the outside edge. A pedestrian/cyclist railing shall be installed on the curb. The sidewalk shall
normally be higher than the adjacent road surface, and drainage shall be provided for the
sidewalk surface. On overpasses consideration shall be made to install a curved pedestrian
fence to prevent climbing, and for prevention of projectiles being thrown over the side of the
overpass.
14.0
DECK PROTECTION AND WEARING SURFACE
14.1
The standard deck protection and wearing surface system has a total thickness of 90 mm
consisting of a nominal 5 mm thick rubberized asphalt waterproofing membrane, plus 3 mm
protective board, plus two 40 mm lifts of asphaltic concrete pavement. This rubberized
asphalt waterproofing membrane shall be used for all bridges having a cast-in- place concrete
bridge deck unless otherwise approved by the Ministry.
14.2
For major bridges, asphalt wearing surface shall be in accordance with the Saskatchewan
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Highways and Infrastructure (SMHI) Surfacing Manual - Type 5 or Type 6 as shown in Table
4100.3.T1 except:
14.3
14.2.1
Type 150-200A asphalt cement shall be used as bituminous binder.
14.2.2
Marshall Stability shall be 10000 N for all bridges, except, for short span bridges
having a length less than 80 metres, stability may be 8000N. For short span bridges,
Type 2 or Type 3 may also be used if the percent manufactured fines exceed 50%.
14.2.3
Stripping Potential shall not exceed 5%.
14.2.4
Reclaimed asphalt concrete mix will not be allowed in the production of the asphalt
concrete.
14.2.5
Vibratory compaction is not allowed. First pass by static roller, subsequent rolling by
rubber tired roller.
In addition to the requirements of clause 14.2, when asphalt wearing surface is placed on a
hot applied rubberized waterproofing system, the following applies:
14.3.1
Bottom Lift placed as soon as practical but within 72 hours of completion of the
waterproofing.
14.3.2
Bottom lift shall be allowed to cool to 105o C prior to compaction.
14.3.3
The paver shall not be allowed to push the trucks, spin wheels, or sudden stops or
turning movements.
14.4
Asphalt Wearing surface on minor bridges shall conform to the requirements in the Design
Guidelines for Short Span Modular Bridges.
14.5
For minor bridge replacements the finished surfacing elevation shall be designed to be 40 mm
above the existing surfacing. Asphalt surfacing shall be tapered at a rate of 2 mm per metre
until the new surfacing matches the existing roadway.
15.0
DECK JOINTS:
15.1
Steel girder bridges < 60 m and concrete girders bridges < 80 m, measured end to end
including length of approach slabs, should desirably be designed using integral abutments
with no deck joints. These limits are based on considerations on the width of the pavement
crack that may occur due to thermal length changes in the superstructure.
15.2
For conventional design, new structures shall be fully continuous from end to end with deck
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joints at abutments only.
15.3
Strip seal joints shall have natural rubber seals.
15.4
Experience has shown that abutment seats often move forward over time until the abutment
joint gap is completely closed, making it impossible to extract and replace the joint seal
element. Therefore typical standard deck joint shall incorporate stop movement bars to
maintain a minimum joint gap of 60 mm to facilitate seal replacement. Designers should note
that this is often larger than the minimum gap indicated on manufacturer's brochures, which
provides gap width suitable for first installation only.
15.5
Only approved strip seal joints listed on the Ministry’s approved list with natural rubber seals
shall be used.
15.6
Finger plates and cover plates are fixed to the deck side to allow jacking and raising of the
superstructure. The top of the expansion joint or cover plate shall be recessed 3 mm to avoid
damage from snow plows. Neoprene drip sheets and stainless steel or galvanized collector
drains are to be provided with finger plate type joints to intercept water passing through the
joint.
15.7
Modular seal deck joint systems shall not be used.
15.8
Deck joints on steel girder superstructures shall be erected by bolting to the girders on the
deck side. Bolted connections shall utilize slotted holes to provide adjustment in vertical,
lateral, and longitudinal directions. Other adjustable supports are required on the abutment
side.
15.9
Deck joints on concrete superstructure or abutments shall be erected on adjustable supports.
16.0
BRIDGE BARRIER:
16.1
CSA-S6 requires the traffic barriers meet a specified “Test Level” instead of the previous
“Performance Level”, TL-2 is equivalent to PL-1, TL-4 is equivalent to PL-2 and TL-5 is
equivalent to PL-3. See CSA-S6 Table 3.7 for the design loads on traffic barriers.
16.2
The selection of barrier types shall be based on the Test Level required at the bridge location
in accordance with CSA-S6, Section 12. Factors used to determine the Test Level are generally
related to the roadway geometry and AADT.
16.3
Generally, at locations where the roadway is on a tangent, does not have high gradients, high
superstructure heights or high AADT. The test level can be related to the AADT. If these
conditions apply typically use:
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TL-2 when AADT < 1200
TL-4 when AADT > 1200 and <9000
For unique situations (AADT > 9000, bridges on a curve, bridges on a gradient, superstructure
heights > 8 metres, TAADT > 25% of AADT) the Test Level shall be determined on a site specific
basis, using CSA-S6, Section 12.
The following Table 16.1 provides the selection criteria for different bridge types and bridge
lengths. (Also, refer to the Geometric Design Guide Supplement SKS 3.1.6–C for guidance on
the selection of bridge barriers.)
Table 16.1 – Bridge Barrier Selection Table
Barrier Types
Bridge
Length
Concrete or Concrete and
Steel Superstructure
Precast Concrete Superstructure
Test Level
Test Level
TL2
TL4
TL2
TL4
Long
2, 1A
2, 1A
2, 1A
2, 1A
Medium
4, 5
1A, 5
4, 5
1A, 5
Short
4, 5
1, 5
4, 5
1, 5
Legend:
1
lA
2
4
- Type 1 without top rail
- Type 1 with top rail
(See 16.3.1)
- Type 2
- Type 4
Long bridges
– 90 m or greater
Medium bridges – greater than 18m and less than 90m
Short bridges
– less than 18m
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16.4
16.5
16.3.1
Type 1A barriers shall be used on overpasses and overhead structures.
16.3.2
Typically Type 2 bridge barriers are used on long bridges having a length greater than
200 metres. Type 1A bridge barriers are typically used on bridges having a length
between 90m and 200 metres. The Type 2 and 1A barriers provide a higher barrier for
other road users. Depending on the bridge location Type 5 barriers may be
acceptable for bridges having a length between 90 and 200m.
Standard bridgerail and approach end transitions for new construction or deck replacement
shall conform to the following details unless approved by the Ministry:
16.4.1
Type 1, Concrete F shaped barrier, 820 mm high and is rated as Test Level 4.
16.4.2
Type 1, Concrete F shape barrier, 820 high with steel top rail and is rated as Test
Level 4.
16.4.3
Type 2, Standard 3 rail system with post mounted on a curb with posts spaced at
3.0 m max and is rated as Test Level 4.
16.4.4
Type 3 Standard 2 rail system with side mounted posts with posts spaced at 3.0 m
maximum. Use of this rail has been discontinued in 2007.
16.4.5
Type 4, Standard 2 rail system with side mounted posts having a maximum spacing of
2.7 metres. This rail was adapted from California Type 115 rail system and is rated as
Test Level 2. This rail is only intended to be used on the Ministry’s standard modular
short span bridges.
16.4.6
Type 5, Standard 2 rail system mounted on a curb with maximum post spacing of 3.0
m. This rail was adapted from the Oregon Two Tube Rail system and is rated as Test
Level 4.
16.4.7
Approach guardrail transitions for Type 4 steel rail shall conform to Bridge Standard
Plan BG401.
16.4.8
Approach guardrail transition for Type 5 steel rail shall conform to Bridge Standard
Plan BG501.
16.4.9
Approach guardrail transition for Type 1 concrete barriers shall conform to Bridge
Standard Plan BG101.
When a vehicular bridge contains a sidewalk, a traffic separation barrier is normally provided.
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CSA-S6 Clause 12.4.3.3 requires traffic separation barriers to have a smooth surface with no
snag points and a minimum height of 0.60 m measured from the surface of the sidewalk. This
traffic barrier is normally a standard Type 1 concrete barrier without a top rail. Note that this
is a traffic barrier to prevent vehicle encroachment onto the sidewalk and not a pedestrian
barrier. (The TAC Guide to Bridge Traffic and Combination Barriers, recommend that a top rail
is not installed on the separation barrier.)
16.6
Pedestrian/Cyclist railing where separation barrier from traffic has not been provided:
Minimum height of pedestrian railings and Bicycle railing shall be 1.05 m and 1.37m
respectively. Typically raised sidewalks and curbs shall only be used at locations where speed
is 60 km/hr or less. If curbs or raised sidewalks are used to separate traffic, the curb or
sidewalk height shall not exceed 200 mm.
16.7
Notwithstanding CSA-S6 Clause 12.4.4.2, the minimum opening in the pedestrian barrier shall
be 100 mm and notwithstanding CSA-S6 Clause 12.4.6.2, the minimum opening in the lower
600 mm of a combination barrier shall be less than 100 mm.
16.8
For pedestrian /cyclist railing designed for use at the outside of sidewalks with a traffic
separation barrier on the road, the pedestrian/ cyclist railing shall be mounted on a concrete
curb projecting 150 mm above the sidewalk. Minimum height of pedestrian railings and
Bicycle railing shall be 1.05 m and 1.37 m respectively. The decision to use a straight fence or
a curved fence is site specific and will require Ministry approval.
16.9
Bridgerail layout: All dimensions for bridgerail layouts are to be given on centreline of
bridgerail anchor bolts.
16.10
Bridgerail expansion joints shall be provided at all deck expansion joint locations. For long
bridges, additional expansion joints shall be provided at a maximum spacing of 45 m.
16.11
On short span bridges using the Ministry’s standard precast stringers:
16.11.1 Steel bridge rail end posts shall be installed within 500 mm to 600 mm from the end
of the bridge.
16.11.2 Steel railing shall extend 655 mm past the end post at locations where approach
guardrail will be installed.
16.11.3 Steel railing shall extend 900 mm past the end post at locations where approach
guardrail will not be installed. Use the Ministry standard end treatment.
16.11.4 Steel railing shall extend 655 mm past the end post at locations where approach
guardrail will be installed.
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16.11.5 Steel railing shall extend 900 mm past the end post at locations where approach
guardrail will not be installed. Use the Ministry’s standard end treatment.
17.0
OBSTACLES BEHIND BRIDGE BARRIERS
17.1
The presence of obstacles, such as signs, lamp posts, sign structure support columns, piers of
adjacent bridges, etc., on top of or close behind bridge barriers can potentially cause snagging
of errant vehicles or cause debris to fall on the roadway below. The mounting of such hazards
are to be avoided whenever practical. However, when it becomes unavoidable, the following
set-back requirements or protective measures shall apply: Applicable roadside barrier
standard set-back or other treatment is as follows:
17.1.1
TL-2
305 mm min. (TL-2 is considered equivalent to PL-1).
17.1.2
TL-3
610 mm min.
17.1.3
TL-4
For lamp posts and sign structure columns, (TL-4 is considered equivalent to
PL-2). Use PL-2 barrier with a height of 1400 and minimum set-back of 610
mm.
17.1.4
It is desirable to mount the attachments near the piers or abutments to avoid
excessive vibration from traffic.
18.0
BRIDGE DRAINAGE
18.1
Drain trough terminals are commonly placed at abutment corner locations at the low end to
collect water draining off of the bridge. The terminal will direct water down a drainage ditch
lined by geoweb or an approved equivalent product.
18.2
Deck drains are normally provided on river crossings to eliminate water on the bridge deck as
quickly as possible. Deck drains on overpasses shall not be placed above the traveled lanes of
the roadway below. Contrary to CSA-S6 Clause 1.8.2.3, the spacing of the deck drains shall be
designed such that the maximum width of flow shall not exceed 1.8 metres and in no case
shall the flow encroach more than 0.5 metres onto the adjacent lane. NCHRP 67, Chapter 5
provides guidance for the design of deck drains.
18.3
Bridge decks with waterproofing membranes are to have provisions to allow for the drainage
of water that penetrates the asphaltic wearing surface along the gutter lines. Seepage or Wick
Drains shall be used. Drains shall not be permitted on overpass structures overtop of the
traveled lanes below. Ministry’s typical detail for seepage drains are installed at 1.2 m
spacing. Seepage drains are to be avoided in locations above traffic. In these locations wick
drains shall be used between adjacent seepage drains. Drains for the wicks drain system shall
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not be spaced farther apart than 36 m.
19.0
APPROACH SLABS
19.1
Approach slabs for conventional abutments with back wall and deck joints shall be in
accordance with the provisions of CSA-S6 Clause 1.7.2 except as noted:
19.1.1
Approach slab shall extend to the end of parallel wingwalls or minimum 4800 mm
long measured parallel to centreline of roadway
19.2
Concrete for approach slab shall be Type DC.
19.3
Approach slabs shall be waterproofed .
19.4
Minimum thickness shall be 300 mm.
19.5
Approach slab shall be designed assuming a void has developed underneath one half the span
length of the slab adjacent to the abutment support. i.e ½ of span unsupported in a
longitudinal direction. When the end of the slab is supported by the sleeper slab, the slab
shall be designed assuming the full length of the slab is unsupported.
19.6
The top mat of reinforcing steel for cast-in-place approach slabs shall be stainless steel
reinforcing. Typically stainless steel reinforcing steel has a higher yield strength than carbon
steel reinforcing. For the purpose of design the stainless steel reinforcing, including hooks,
development length and bar splices shall be based on a yield strength of 400 MPa.
20.0
UTILITY ACCOMMODATION
20.1
The Ministry discourages the attachment or the installation of conduits within or on the bridge
structure.
20.2
Fluid carrying conduits shall not be allowed to be attached to the bridge.
20.3
Conduits, weatherproof boxes, and anchor bolts for light poles may be required in situations
where lighting is to be provided on the structure or on the adjacent approaches. Conduit sizes
and locations of boxes and light fixtures will be provided by the utility company in most
instances.
20.4
Notwithstanding the above, it is the opinion of the Ministry that in the long term utilities that
are attached to the exterior of a bridge will invariably become a problem when major
maintenance of the structure is required. It is the Ministry’s preference that whenever
practical, utility lines are not to be attached to a bridge, and that alternative means of crossing
an obstruction be actively pursued by Utility Companies. However, if other options are not
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reasonably available, and the utility still wishes to pursue a request to attach a line to a
structure, the following conditions must be met.
20.4.1
Complete details of the proposed attachment must be submitted to Ministry for
review.
20.4.2
Written approval by the Ministry prior to the commencement of the installation
under consideration is required.
20.4.3
All costs associated with the installation, maintenance, operation and the cost of
moving the utility in the future are the responsibility of the utility owner.
20.4.4
At the discretion of the Ministry, moving or removal of the utility, including all
associated costs shall be borne by the owner of the utility line. Typically a 'request
for removal will (or may) be issued to facilitate major maintenance, rehabilitation,
replacement, closure, or removal of a bridge.
20.4.5
In the event that a utility line is no longer required the owner of the utility line shall
advise the Ministry, arrange for the line to be removed, and when applicable for the
structure to be restored to condition commensurate with that prior to the installation
of the line. Any restoration work that may be required shall be completed to the
satisfaction of the Ministry and all costs associated with the work shall be borne by
the owner of the utility line.
21.0
MSE WALLS
21.1
MSE walls at bridge abutments shall not be used adjacent to a stream.
21.2
The design life for all MSE wall components shall be 100 years
21.3
Utilities carrying potential eroding materials shall not be permitted within 10 m of any wall
backfill.
21.4
Bridge abutments shall be independently supported on piled foundations, unless approved by
the Ministry. Supports for the ends of the girders shall not be in front of the MSE wall.
21.5
Polymeric or geotextile are not permitted as reinforcement for MSE abutment or associated
wing walls.
21.6
The design shall include location, layout, geometry control, global stability and allowable
foundation bearing capacity, stability and all elements for a complete MSE wall system. Final
design calculations shall bear the seal of a Professional Engineer registered in the Province of
Saskatchewan.
Date
July 1, 2018
Page
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BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
21.7
Typically, MSE walls are installed parallel to the underpassing roadway. The ends of the MSE
wall may terminate adjacent to the underpassing roadway, or the wall may be “turned back”
to terminate parallel to the overpassing roadway. When the MSE wall is installed at skewed
bridge abutments this turned back portion of the wall may result in a sharp corner, in no case
shall the acute angle between the wall and a turned back portion of the wall be less than 70o.
21.8
The most stringent requirements of the following standards shall be met:
21.8.1
Canadian Highway Bridge Design Code (CSA-S6);
21.8.2
AASHTO LRFD Bridge Design Specifications;
21.8.3
Design and Construction of Mechanically Stabilized Earth Walls and Reinforced Soil
Slopes – Volume 1 FHWA-NHI-10_024
21.8.4
Maximum reinforcement loads shall be calculated using the “Simplified Method” as
presented in the AASHTO LRFD Bridge Design Specification.
21.8.5
MSE wall embedment depths shall not be less than provided in Table C11.10.2.2.1
“Guide for Minimum Front Face Embedment Depth” in the AASHTO LRFD Bridge
Design Specifications Commentary, and in addition shall not be less than 1 m. Passive
pressure in front of the wall mass shall be assumed to be zero for design purposes.
22.0
QUANTITIES
22.1
Bridge Contracts are tendered on a unit price basis for most bid items. The following items,
with their indicated units, are among the most commonly used:
22.1.1
Piling (Type and size) - supply -
Metre (m)
22.1.2
Piling (Type and size) - drive -
Metre (m)
22.1.3
Concrete - Type -
Cubic metre ( m3)
22.1.4
Reinforcing steel - plain -
Kilogram (kg)
22.1.5
Reinforcing steel - coated or corrosion resistant-
Kilogram (kg)
22.1.6
Concrete Slope Protection -
Square metre ( m2)
22.1.7
Rock Riprap - Class -
Cubic metre ( m3)
22.1.8
Bridgerail -
Lineal metre (lin. m)
Date
July 1, 2018
Page
32 of 43
BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
22.1.9
Pedestrian Railing
Lineal metre (lin. m)
22.1.10 Bridge Deck Waterproofing -
Square metre ( m2)
22.1.11 Wearing Surface - Hot-mix ACP -
lump sum or tonne (t)
Piling, concrete, and riprap require a separate quantity for each size or type used.
22.2
Quantities, with the exception of slope protection and rip-rap, are to be calculated and shown
to the nearest whole unit. Slope protection and rip-rap quantities are to be calculated and
shown to the nearest 10 units.
22.3
Individual quantity estimate tables are to be shown on the applicable drawings for the
abutments, piers, and deck and are to be summarized on the quantity estimate table shown
on the 'General Sheet'.
22.4
Quantities done by other than the site contractor are to be so identified as being done by
others on the quantity estimate tables.
22.5
Structural steel mass for steel girder superstructures shall be calculated and the mass, in
tonnes, shown in the 'General Notes' area on the girder drawings. Mass includes girders,
diaphragms, stiffeners, and splice plates but does not normally include deck joints, bearings,
and bolts.
23.0
STANDARD DETAILS & ENGINEERING DRAFTING GUIDELINES
23.1
The use of standard drawings and details are encouraged wherever possible.
23.2
Drafting standards and standard details shall be in accordance with Saskatchewan Ministry of
Highways and Infrastructure Drafting Standards Manual.
24.0
SHORT SPAN MODULAR BRIDGE DESIGN GUIDELINES
24.1
Typically the Ministry uses standardized precast elements to facilitate the construction of
short span bridges in all seasons and in remote locations. For guidance on the design of short
span bridges, see the Ministry’s BD200-Short Span Modular Bridge Guidelines.
Date
July 1, 2018
Page
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BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
25.0
ORGANIZATION OF DRAWING SET
Preferred drawing order for bridge type structures is as follows:













Date
July 1, 2018
Sheet 1
Sheet 2
Sheet 3
Sheet 4
Sheet 5
Sheet 6
Sheet 7
Sheet 8
Sheet 9
Sheet 10
Sheet 11
Sheet 12
Sheet 13
General Layout
Information Sheet /Geometry
Soils
Abutments
Pier/Piers
Bearings
Girders
Bracing
Deck
Deck Joints
Miscellaneous details, i.e. drains etc.
Bridgerail
Reinforcing Schedule
Page
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BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
APPENDIX
Date
July 1, 2018
Page
35 of 43
BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
5 Axle Semi (GVW = 42,000 kg)
6,000 kg
18,000 kg
3.0
18,000 kg
5.0
1.2
1.2
6 Axle Semi (GVW = 47,000 kg)
6,000 kg 17,000 kg
3.0
24,000 kg
6.0
1.2
1.5
1.5
7 Axle Train (GVW = 60,000 kg)
6,000 kg 18,000 kg
3.0
18,000 kg
5.0
1.2
18,000 kg
5.0
1.2
1.2
FIGURE BE-1: Typical Normal Traffic Vehicle Configurations for use on Primary
Highways
(Continued on next page)
Date
July 1, 2018
Page
36 of 43
BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
Figure BE-1 Continued.
8 Axle Train (GVW = 63,500 kg)
6,000 kg
18,000 kg
3.0
24,000 kg
5.5
1.2
18,000 kg
5.5
1.5
1.5
1.2
FIGURE BE-1: Typical Normal Traffic Vehicle Configurations for use on Primary
Highways
Date
July 1, 2018
Page
37 of 43
BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
Single
P
Tandem
P/2 P/2
1.2
Tridem
P/3 P/3 P/3
1.5 1.5
FIGURE BE-2: Typical Permit - Single Trip (PS) Vehicle Configurations
(Continued on next page)
Date
July 1, 2018
Page
38 of 43
BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
5 Axle PS Trucks
5A
5B
6,000 kg
6,000 kg
P
P
1.5P
2.0P
5.0
10.0
1.2
1.2
7 Axle PS Trucks
7A
7B
7C
7D
6,000 kg
6,000 kg
6,000 kg
6,000 kg
P
P
P
P
5.0
P
P
1.5 P
1.5 P
1.5 P
2.0 P
1.5 P
2.0 P
5.0
1.2
10.0
1.2
1.2
FIGURE BE-2: Typical Permit - Single Trip (PS) Vehicle Configurations
(Continued on next page)
Date
July 1, 2018
Page
39 of 43
BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
8 Axle PS Trucks
8A
8B
6,000 kg
6,000 kg
P
P
2.0 P
0.5 P
P
2.0 P
2.0 P
0.5 P
5.0
5.0
1.2
10.0
4.0
1.2
1.2
9 Axle PS Truck
9A
6,000 kg
P
5.0
P
5.0
1.2
P
10.0
1.2
FIGURE BE-2: Typical Permit - Single Trip (PS) Vehicle Configurations
Date
July 1, 2018
Page
40 of 43
P
5.0
1.2
1.2
BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
PB Truck 1 (132,000 kg GVW)
8,000 kg
34,000 kg
4.7
45,000 kg
6.0
45,000 kg
6.0
1.3 1.3
1.3 1.3 1.3
1.3 1.3 1.3
PB Truck 2 (144,000 kg GVW)
8,000 kg
34,000 kg
4.7
34,000 kg
5.5
1.3
1.3
34,000 kg
5.5
1.3 1.3
34,000 kg
5.5
1.3 1.3
1.3 1.3
Note: Trailer axles will likely be 2.6 m -2.9 m wide.
FIGURE BE-3A: Permit – Bulk Haul Vehicle Configurations for Evaluation of New
Designs
Date
July 1, 2018
Page
41 of 43
BD100- Bridge Design Criteria - Version 2018-1
Section:
Ministry of Highways and Infrastructure
Subsection:
Table BE-1: Summary of Load Factors to be used for Saskatchewan Highways and
Infrastructure:
Normal Traffic Factor NP
2.25
2.50
1.80
1.35
2.75
1.90
1.42
3.00
2.00
1.49
3.25
2.10
1.56
3.50
2.20
1.63
3.75
2.30
1.70
4.00
2.40
1.77
2.25
2.50
2.75
3.00
3.25
3.50
3.75
4.00
Short
Other
1.54
1.28
1.60
1.33
1.66
1.38
1.71
1.43
1.78
1.49
1.85
1.54
1.87
1.61
Short
Sophisticated Other
1.56
1.29
1.63
1.35
1.70
1.40
1.74
1.46
1.84
1.52
1.92
1.58
2.00
1.65
Short
Other
1.59
1.28
1.63
1.35
1.75
1.41
1.84
1.48
1.92
1.54
2.01
1.62
2.12
1.68
4.00
All analysis
β
Short
Other
Bulk Haul Factor PB
β
Determinate
Simple
Timber Haul Factors
β
2.25
2.5
2.75
3
3.25
3.5
3.75
short
long
1.39
1.21
1.44
1.25
1.50
1.30
1.56
1.34
1.59
1.39
1.66
1.45
1.72
1.51
Sophisticated short
long
1.50
1.22
1.57
1.27
1.64
1.31
1.72
1.36
1.80
1.42
1.89
1.48
1.97
1.55
Simplified
1.40
1.20
1.47
1.25
1.55
1.30
1.63
1.37
1.69
1.43
1.78
1.49
1.88
1.57
Determinate
Date
July 1, 2018
short
long
Page
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BD100- Bridge Design Criteria - Version 2018-1
Ministry of Highways and Infrastructure
Section:
Subsection:
Plans are available on website at: http://www.highways.gov.sk.ca/business
Date
July 1, 2018
Page
43 of 43