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File Name: Bridge Design Criteria.docx Value Stream

Bridge Standards

Owner: Technical Standards Branch / Bridge Standards Section Bridge Design Standards

Effective: February 1, 2016 Type Guidelines Doc # BD-100

Revised January 25, 2016 Title Bridge Design Criteria

Saskatchewan Ministry of Highways and Infrastructure

Bridge Standards - Technical Standards Branch

Bridge Design Criteria

VERSION 2016-1


Bridge Standards

Owner: Technical Standards Branch Section Bridge Design Standards



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


Bridge Standards



Revised January 25, 2016

Title Bridge Design Criteria

Page 1 of 29

TABLE OF CONTENTS

1.0 DESIGN: ................................................................... 2

2.0 LOADINGS: ................................................................. 3

3.0 SPAN LENGTHS, SUB-STRUCTURE STATIONING AND BEARING SETTING: ................. 3

4.0 GEOMETRY: ................................................................ 4

5.0 GIRDER DEFLECTIONS AND CAMBER: ............................................ 5

6.0 MATERIALS: ................................................................ 5

7.0 SUBSTRUCTURE AND FOUNDATIONS: ............................................ 9

8.0 BRIDGE BEARINGS: .......................................................... 10

9.0 INTERMEDIATE DIAPHRAGMS: ................................................. 11

10.0 STEEL GIRDER BRIDGES: ..................................................... 11

11.0 DECKS, CURBS & CONCRETE BARRIERS: ......................................... 12

12.0 SIDEWALK & RAISED CONCRETE MEDIAN: ....................................... 12

13.0 DECK PROTECTION AND WEARING SURFACE: ..................................... 12

14.0 DECK JOINTS: .............................................................. 13

15.0 BRIDGE BARRIER: ........................................................... 14

16.0 OBSTACLES BEHIND BRIDGE BARRIERS: ......................................... 17

17.0 BRIDGE DRAINAGE: ......................................................... 17

18.0 APPROACH SLABS: .......................................................... 17

19.0 UTILITY ACCOMMODATION ................................................... 18

20.0 MSE WALLS: ............................................................... 20

21.0 QUANTITIES ............................................................... 20

22.0 STANDARD DETAILS & ENGINEERING DRAFTING GUIDELINES ........................ 21

23.0 SHORT SPAN MODULAR BRIDGE DESGIN GUIDELINES ............................... 21

24.0 ORGANIZATION OF DRAWING SET .............................................. 21

APPENDIX ...................................................................... 23

FIGURE BE-1: Typical Normal Traffic Vehicle Configurations for use on Primary Highways ................ 24

FIGURE BE-2: Typical Permit - Single Trip (PS) Vehicle Configurations ............................. 26

FIGURE BE-3A: Permit – Bulk Haul Vehicle Configurations for Evaluation of New Designs ................ 28

Table BE-1, Summary of Load Factors to be used for Saskatchewan Highways and Infrastructure: ............. 29


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1.0 DESIGN:

Highway and Pedestrian Structures shall be designed in accordance with CSA Standard-S6 -14, Canadian Highway

Bridge Design Code (CSA-S6) or in accordance with other codes and standards, referred to in this “Bridge Design

Criteria”, or with the prior written approval of the Ministry. Exceptions to CSA-S6 requirements are as noted as

follows and in the rest of the document:

1.1 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 Bridge Standards, Technical Standards

Branch. 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.

1.2 Typically bridges shall be designed to have hydraulic capacity for a 1:100 mean daily return period flood for

bridges on the National Highway System 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.

1.3 Notwithstanding Clause 1.4.2.5 of CSA-S6, 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.

1.4 In Clause 5.7.1.2 of CSA-S6,

1.4.1 in the first paragraph replace CL625 with CL750.

1.4.2 in sub clause (a)(i) the number 87.5 shall be replaced with 105.

1.5 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)).

1.6 In Clause 5.7.1.6 of CSA-S6, the wheel load, P shall be changed from 87.5 kN to 105 kN.

1.7 Piers with two columns or less will be considered non-redundant. Columns in piers with one column shall

have a minimum cross sectional area of 2.8 m2.

1.8 Deck and curb reinforcement required to develop the capacity of bridge rail post anchors are site specific.

1.9 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.


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2.0 LOADINGS:

2.1 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.

2.2 Pedestrian Bridges: The minimum pedestrian bridge live load shall be in accordance with CSA-S6 Clause

3.8.9. Dynamic response and side sway, which could cause discomfort to pedestrians, shall be considered.

2.3 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. This requirement shall apply to all bridge components for

considerations of structural fatigue.

2.4 Bridge Rating: 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.

2.4.1 The final design shall be evaluated for normal traffic and for bulk haul permit vehicles.

2.4.2 The bridge design shall be capable of carrying the weight and configuration of the bulk haul

permit vehicles as shown in the attached Figure BE-3A in the Appendix. The analysis shall use

the “PB” Bulk Haul Factors given in Table BE-1 in the Appendix.

2.4.3 Normal traffic configurations are shown in Figure BE-1 in the Appendix and shall be

evaluated under the Normal traffic category.

2.4.4 Live load factors for normal traffic 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..

2.4.5 The strength of deficient critical elements as determined in the evaluation of either traffic

category (live load capacity factor, F, < 1.00) shall be redesigned to eliminate the deficiency.

2.4.6 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.

2.4.7 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.

3.0 SPAN LENGTHS, SUB-STRUCTURE STATIONING AND BEARING SETTING:

3.1 Span lengths established from preliminary engineering shall be rounded up to the nearest whole metre.


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3.2 Span lengths shown on general layout drawings shall me measured at 0o 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 0o C. Abutment and pier stationing are located such

that bearings are centred at 0o C.”

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%. Bridges may be located on vertical curves, for this situation 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%.

4.3 It is desirable to locate the crest of the vertical curve towards one end of the structure.

4.4 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 provide 5.3 metres of vertical clearance to allow for the first overlay.

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% 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. 4.13 Substructure elements are numbered in the direction of increasing chainage.


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5.0 GIRDER DEFLECTIONS AND CAMBER:

5.1 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 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 grade.

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.

5.5 Cast-in-place superstructure drawings shall have deflection data presented on the drawings to allow form

setting.

6.0 MATERIALS:

6.1 Concrete

6.1.1 Concrete types typically shall conform to Table 6.1:

6.1.2 Type F flyash may be incorporated into Type C,C1, P1and P2 concrete mix to a maximum of

25% by mass of total cementitious materials. Flyash content is limited to 15% for Type DC

concrete.. See clause 6.1.2.3.

6.1.2.1 Type F flyash shall conform to CAN/CSA-A3000 except, CaO content shall be less

than 12% and the total Na2O equivalent shall be less than 4%.


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TABLE 6.1 - CONCRETE MIX DESIGN AND REQUIREMENTS

Concrete

Type

Location MINIMUM

COMPRESSIVE

STRENGTH AT

28 DAYS (MPa)

MAXIMUM

NOMINAL

SIZE OF

COARSE

AGGREGATE

(mm)

AIR

CONTENT

(%)

SLUMP

(mm)

MAXIMUM

W/Cm

RATIO BY

MASS

Type DC Deck Concrete:

Deck Slab,

Abutment Slab,

Approach Slab,

Parapet, Curbs

Sidewalks, Precast

Deck Panels.

With Class F

Flyash

45

45

28-5

28-5

5 – 7

5 – 7

50 ± 20(1)

50 ± 20(1)

0.38

0.38

Type C Superstructure

Concrete:

Cast-in-place

beams, stringers,

girders,

Substructure

Concrete:

Piers, Abutments,

Retaining Walls,

Precast pile caps.

35

35

28-5

28-5

5 – 7

5 - 7

70 ± 20

70 ± 20

0.40

0.40

Type C1 Concrete Slope

Pavement 30 20-5 4 - 6 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

Type G1 Keyways between

Box Stringers 45 14-5 5 - 7 20 ± 10 0.38

Notes (Table 6.1):

1. Slump specifications are based prior to adding superplasticizer admixture to concrete. Slump specification of

superplasticized concrete shall be 80 ± 20.


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6.1.3 Concrete for cast-in-place decks, deck overlays, abutment roof slabs, beams, approach slabs,

barriers curb and precast deck panels shall be Type DC and shall have the following properties:

6.1.3.1 The maximum amount of aggregate passing the 5 mm sieve shall be 35% of the total

mass of aggregate.

6.1.3.2 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.

6.1.3.3 Type F flyash may be incorporated in the mix, however the application rate shall not

exceed 15% by mass of total cementious materials. Type CI flyash shall not be used.

6.1.3.4 The maximum amount of supplementary cementious materials shall not exceed 20%

by mass of cementious materials.

6.1.3.5 Rapid Chloride Permeability shall not exceed 1500 coulombs at 56 days in accordance

with ASTM Specification C1202.

6.1.3.6 Hardened concrete shall have an average Air Void Spacing factor of 250 m with no

individual test greater than 300 m.

6.1.3.7 Salt scaling potential shall be less than 0.4 kg/m2 surface mass loss after 30 cycles of

freezing and thawing.

6.1.3.8 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.

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.

6.3 Reinforcing Steel Details

6.3.1 Reinforcing steel shall conform to CSA Standard G30.18, Grade 400.

6.3.2 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 also be considered.


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6.3.3 Galvanized or stainless steel reinforcing shall be used for the “dowel bars” connecting the

approach slab to the abutment corbel.

6.3.4 The minimum size of reinforcing bars in all bridge elements shall be 15M unless approved

otherwise.

6.3.5 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.

6.3.5.1 Concrete cast against earth. 100 mm

6.3.5.2 Cast-in-place piling. 75 mm

6.3.5.3 Traffic and top face of Curbs, Traffic Barriers, and Endpost. 70 mm.

6.3.5.4 Traffic face of Piers. 70 mm

6.3.5.5 Top of Deck Slab or Abutment Slab with waterproofing system. 60 mm

6.3.5.6 Top of deck slab without waterproofing system or overlay. 70 mm

6.3.5.7 Abutment Walls. 60 mm

6.3.5.8 Abutment T-Beams. 60 mm

6.3.5.9 Underside of Deck Slab Cantilever. 50 mm

6.3.5.10 Underside of Deck Slab Interior Panels. 40 mm

6.3.6 Complete detailed reinforcing steel bar lists (reinforcing schedules) are to be provided in the

plans.

6.3.7 Reinforcing steel bar marks shall be as per following Ministry drafting standard:

6.3.7.1 First two digits represent bar size

6.3.7.2 Third and fourth digits represent the component:

a) Pier 1 designated with a “P1”

b) Pier 2 designated with a “P2”

c) Pier 3 designated with a “P3”

d) Pier 4 designated with a “P4”

e) Pier 5 designated with a “P5”

f) Abutment 1 designated with a “A1”

g) Abutment 2 designated with a “A2”

h) Abutment 1 deck slab designated with a “R1”

i) Abutment 2 deck slab designated with a “R2”

j) Approach slab 1 designated with a “S1”


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k) Approach slab 2 designated with a “S2”

l) Deck slab, curbs and barriers designated with a “D1”.

m) Miscellaneous items, e.g. Slope Protection designated with a “M1”.

6.3.7.3 Last 3 numbers represent the bar.

6.3.7.4 Epoxy coated , galvanized or stainless steel bars shall be identified with an “E”, “G”

or “S” at the end of the mark.

Example MK25P1001G (designates a 25 M bar, in Pier 1, designation no.001

with galvanized coating.)

6.3.8 Mass of reinforcing steel shall be shown on the bar list for each component; i.e. deck, abutment,

pier, etc.

6.4 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 rather than

spread footings unless 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. For tall

piers or in locations where the foundation conditions require long piles, larger diameter piles should be

considered.

7.4 Driven piling for standard short span modular bridge abutments and wingwalls may be either steel pipe

partially filled with concrete or steel H-Piles. Minimum size of pipe shall be 324 mm diameter with 7.35

mm (min) wall thickness.

7.5 Timber piling may be considered if they will be completely submerged for the life of the structure.

7.6 All exposed steel piles shall be galvanized to a depth 2.0 m (min) below stream bed elevation.

7.7 The following pile information shall be shown on the appropriate drawings: SLS permanent loads, SLS

design load, ULS permanent loads, and ULS design load.

7.8 Piers for overpasses within the clear zone shall be protected by an approved system.

Preference is to use bull nose system as per Ministry Design Manual, or if approved, other systems from the

“TAC Roadside Design Guide”.


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7.9 Piers for railway overhead structures 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:

a) Steel reinforced elastomeric bearing pads with or without stainless steel and Teflon sliding surfaces.

b) Proprietary pot bearings.

c) 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.

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:

a) All girder lines are simultaneously jacked.


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b) Bearings are pulled and replaced one at a time with overhead traffic being diverted to the opposite

lanes.

c) For pier girders, jacks shall be placed front and back of bearings and bearings removed sideways.

d) 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°.

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.


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10.1.9 Stiffened plate girder webs shall in no case have intermediate transverse stiffeners spaced at

greater than 1.5 h.

10.1.10 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.

10.1.11 The end of the girders within 3 metres of an expansion joints shall be coated with an approved

coating system.

10.1.12 The exterior face of steel girders on overpass structures shall be coated with an approved

coating system.

11.0 DECKS, CURBS & CONCRETE BARRIERS:

11.1 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.

11.2 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).

11.3 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.

11.4 Reinforcing steel for cast-in-place, curbs and barriers and the top mat of reinforcing steel for cast-in-

place deck slabs shall be stainless steel reinforcing. Typically stainless steel reinforcing steel has a

higher yield strength than carbon steel reinforcing. The of design of the stainless steel reinforcing,

including hooks, development length and bar splices shall be based on a yield strength of 400 MPa.

11.5 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.

12.0 SIDEWALK & RAISED CONCRETE MEDIAN:

12.1 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.

13.0 DECK PROTECTION AND WEARING SURFACE:

13.1 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


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used for all bridges having a cast-in- place concrete bridge deck unless otherwise approved by the

Ministry.

13.2 For major bridges asphalt wearing surface shall be in accordance with the Saskatchewan Highways and

Infrastructure (SMHI) Surfacing Manual - Type 5 or Type 6 as shown in Table 4100.3.T1 except:

13.2.1 Type 150-200A asphalt cement shall be used as bituminous binder.

13.2.2 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 2or Type 3

may also be used if the percent manufactured fines exceed 50%.

13.2.3 Stripping Potential shall not exceed 5%.

13.2.4 Reclaimed asphalt concrete mix will not be allowed in the production of the asphalt concrete.

13.2.5 Vibratory compaction is not allowed. First pass by static roller, subsequent rolling by rubber

tired roller.

13.3 In addition to the requirements of clause 13.2, when asphalt wearing surface placed on a hot applied

rubberized waterproofing system. the following applies:

13.3.1 Bottom Lift placed as soon as practical but within 72 hours of completion of the waterproofing.

13.3.2 Bottom lift shall be allowed to cool to 105o C prior to compaction.

13.3.3 The paver shall not be allowed to push the trucks, spin wheels, or sudden stops or turning

movements.

13.4 Asphalt Wearing surface on minor bridges shall conform to the requirements in the Design Guidelines

for Short Span Modular Bridges.

13.5 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.

14.0 DECK JOINTS:

14.1 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.

14.2 For conventional design, new structures shall be fully continuous from end to end with deck joints at

abutments only.

14.3 Strip seal joints shall have natural rubber seals.

14.4 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.


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14.5 Only approved strip seal joints listed on the Ministry’s approved list with natural rubber seals shall be

used.

14.6 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.

14.7 Modular seal deck joint systems shall not be used.

14.8 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.

14.9 Deck joints on concrete superstructure or abutments shall be erected on adjustable supports.

15.0 BRIDGE BARRIER:

15.1 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 performance level are generally

related to the roadway geometry and AADT.

15.2 Replace CSA-S6, Table 3.7 Loads on traffic barriers with the following Table 3.7:

Table 3.7 Loads on traffic barriers

Test Level Transverse Load, kN Longitudinal Load, kN Vertical

TL-1 25 10 10

TL-2 50 20 10

TL-4 100 30 30

TL-5 210 70 90

15.3 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:

TL2 when AADT < 1200

TL4 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) performance level shall be determined on a site specific basis,

using CSA-S6, Section 12.

The Geometric Design Guide S3.1.6–C provides guidance for the selection of bridge barrier types.


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Bridge Length

Barrier Types

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 Type 1 without top rail

l A Type 1 with top rail

2 Type 2

4 Type 4

5 Type 5

Long - 90 m or greater

Medium - greater than 18 m and less than 90 m

Short - 18 m or less

15.3.1 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.

15.3.2 Type 1 or Type 1A barriers shall be used on overpasses and overhead structures.

15.4 Standard bridgerail and approach end transitions for new construction or deck replacement shall

conform to the following details unless approved by the Ministry:

15.4.1 Type 1, Concrete F shaped barrier. 820 mm high and is rated as Test Level 4.

15.4.2 Type 1, Concrete F shape barrier 820 high with steel top rail and is rated as Test Level 4.

Table 15.1 - Bridge Barrier Selection Table


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15.4.3 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.

15.4.4 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.

15.4.5 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.

15.4.6 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.

15.4.7 Approach guardrail transitions for Type 4 steel rail shall conform to Bridge Standard Plan

BG401.

15.4.8 Approach guardrail transition for Type 5 steel rail shall conform to Bridge Standard Plan

BG501.

15.4.9 Approach guardrail transition for Type 1 concrete barriers shall conform to Bridge Standard

Plan BG101.

15.5 When a vehicular bridge contains a sidewalk, a traffic separation barrier is normally provided. 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. Such 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.

15.6 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.

15.7 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 be

approved by the Ministry.

15.8 Bridgerail layout: All dimensions for bridgerail layouts are to be given on centreline of bridgerail

anchor bolts.

15.9 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.

15.10 Steel bridge rail end posts shall be installed within 500 mm to 600 mm from the end of the bridge.

15.11 Steel railing shall extend 655 mm past the end post at locations where approach guardrail will be

installed.


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15.12 Steel railing shall extend 900 mm past the end post at locations where approach guardrail will not be

installed. Use Ministry standard end treatment.

16.0 OBSTACLES BEHIND BRIDGE BARRIERS:

16.1 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:

16.1.1 TL 2 305 mm min. (TL-2 is considered equivalent to PL-1).

16.1.2 TL 3 610 mm min.

16.1.3 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.

16.1.4 It is desirable to mount the attachments near the piers or abutments to avoid excessive vibration

from traffic.

17.0 BRIDGE DRAINAGE:

17.1 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 scourstop

or an approved equivalent product.

17.2 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.

17.3 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 not be spaced farther apart than 36 m.

18.0 APPROACH SLABS:

18.1 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:

18.2 Concrete for approach slab shall be Type DC.


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18.3 Approach slabs shall be waterproofed .

18.4 Minimum thickness shall be 300 mm.

18.5 Approach slab shall extend to end of parallel wingwalls or minimum 4800 mm long measured parallel

to centreline of roadway.

18.6 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.

18.7 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.

19.0 UTILITY ACCOMMODATION

19.1 The Ministry discourages the attachment or the installation of conduits within or on the bridge structure.

19.2 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.

19.3 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 reasonably available, and the utility still wishes to pursue

a request to attach a line to a structure, the following conditions must be met.

19.3.1 Complete details of the proposed attachment must be submitted to Ministry for review.

19.3.2 Requires written approval prior to the commencement of the installation under consideration.

19.3.3 All costs associated with the installation, maintenance, and operation of a utility are the

responsibility of the utility owner.

19.3.4 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.

19.3.5 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


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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.


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20.0 MSE WALLS:

20.1 MSE walls at bridge abutments shall not be used adjacent to a stream.

20.2 The design life for all MSE wall components shall be 100 years

20.3 Utilities carrying potential eroding materials shall not be permitted within 10 m of any wall backfill.

20.4 Bridge abutments shall be independently supported on piled foundations, unless approved by

the Ministry. Supports for the ends of the girders shall not be infront of the MSE wall.

20.5 Polymeric or geotextile are not permitted as reinforcement for MSE abutment or associated

wing walls.

20.6 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.

20.7 The most stringent requirements of the following standards shall be met:

a) Canadian Highway Bridge Design Code (CSA-S6);

b) AASHTO LRFD Bridge Design Specifications;

c) Design and Construction of Mechanically Stabilized Earth Walls and Reinforced Soil

Slopes – Volume 1 FHWA-NHI-10_024

20.8 Maximum reinforcement loads shall be calculated using the “Simplified Method” as presented

in the AASHTO LRFD Bridge Design Specification.

20.9 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.

21.0 QUANTITIES

21.1 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:

21.1.1 Piling (Type and size) - supply - Metre (m)

21.1.2 Piling (Type and size) - drive - Metre (m)

21.1.3 Concrete - Type - Cubic metre ( m3)

21.1.4 Reinforcing steel - plain - Kilogram (kg)

21.1.5 Reinforcing steel - coated or corrosion resistant- Kilogram (kg)


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21.1.6 Concrete Slope Protection - Square metre ( m2)

21.1.7 Rock Rip-Rap - Class - Cubic metre ( m3)

21.1.8 Bridge Rail - Lineal metre (lin. m)

21.1.9 Pedestrian Railing Lineal metre (lin. m)

21.1.10 Bridge Deck Waterproofing - Square metre ( m2)

21.1.11 Wearing Surface - Hot-mix ACP - lump sum or tonne (t)

Piling, concrete, and rip-rap require a separate quantity for each size or type used.

21.2 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.

21.3 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'.

21.4 Quantities done by other than the site contractor are to be so identified as being done by others on the

quantity estimate tables.

21.5 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.

22.0 STANDARD DETAILS & ENGINEERING DRAFTING GUIDELINES

22.1 The use of standard drawings and details are encouraged wherever possible.

22.2 Drafting standards and standard details shall be in accordance with Saskatchewan Ministry of Highways

and Infrastructure Drafting Standards Manual.

23.0 SHORT SPAN MODULAR BRIDGE DESGIN GUIDELINES

23.1 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 Short Span Modular Bridge Guidelines.

24.0 ORGANIZATION OF DRAWING SET

Preferred drawing order for bridge type structures is as follows:

Sheet 1 General Layout

Sheet 2 Information Sheet /Geometry

Sheet 3 Soils

Sheet 4 Abutments

Sheet 5 Pier/Piers

Sheet 6 Bearings

Sheet 7 Girders


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Sheet 8 Bracing

Sheet 9 Deck

Sheet 10 Deck Joints

Sheet 11 Miscellaneous details, i.e. drains etc.

Sheet 12 Bridge Rail

Sheet 13 Reinforcing Schedule


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Page 23 of 29

APPENDIX


Bridge Standards

Owner: Bridge Standards/ Technical Standards Branch Section Figure BE-1 Typical Non-permit vehicle



Page 24 of 29

5 Axle Semi (GVW = 42,000 kg)

6,000 kg 18,000 kg 18,000 kg

3.0 5.0 1.2

1.2

6 Axle Semi (GVW = 47,000 kg) 6,000 kg 17,000 kg 24,000 kg

3.0 6.0 1.2

1.5 1.5

7 Axle Train (GVW = 60,000 kg)

6,000 kg 18,000 kg 18,000 kg 18,000 kg

3.0 5.0 5.0 1.2

1.2

1.2

FIGURE BE-1: Typical Normal Traffic Vehicle Configurations for use on Primary Highways (Continued on next page)


Bridge Standards

Owner: Bridge Standards/ Technical Standards Branch Section Figure BE-1 Typical Non-permit vehicle



Page 25 of 29

Figure BE-1 Continued. 8 Axle Train (GVW = 63,500 kg)

6,000 kg 18,000 kg 24,000 kg 18,000 kg

3.0 5.5 5.5 1.2

1.5

1.5

1.2

FIGURE BE-1: Typical Normal Traffic Vehicle Configurations for use on Primary Highways


Bridge Standards

Owner: Bridge Standards/ Technical Standards Branch Section Figure BE-2 Single Trip configurations



Page 26 of 29

5 Axle PS Trucks 5A 6,000 kg P 1.5P 5B 6,000 kg P 2.0P

5.0 10.0 1.2

1.2

7 Axle PS Trucks

7A 6,000 kg P P 1.5 P 7B 6,000 kg P P 2.0 P 7C 6,000 kg P 1.5 P 1.5 P 7D 6,000 kg P 1.5 P 2.0 P

5.0 5.0 10.0 1.2

1.2

1.2

FIGURE BE-2: Typical Permit - Single Trip (PS) Vehicle Configurations

(Continued on next page)


Bridge Standards

Owner: Bridge Standards/ Technical Standards Branch Section Figure BE-2 Single Trip configurations



Page 27 of 29

8 Axle PS Trucks

8A 6,000 kg P P 2.0 P 0.5 P 8B 6,000 kg P 2.0 P 2.0 P 0.5 P

5.0 5.0 10.0 4.0 1.2

1.2

1.2

9 Axle PS Truck

9A 6,000 kg P P P P

5.0 5.0 10.0 5.0 1.2

1.2

1.2 1.2

FIGURE BE-2: Typical Permit - Single Trip (PS) Vehicle Configurations


Bridge Standards

Owner: Technical Standards Branch Section Figure BE-3A, Permit-Bulk Haul Config

Effective: February 1,, 2016 Type Guidelines Doc # BD-100


Page 28 of 29

PB Truck 1 (132,000 kg GVW)

8,000 kg 34,000 kg 45,000 kg 45,000 kg

4.7 6.0 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 34,000 kg 34,000 kg 34,000 kg

4.7 5.5 5.5 5.5 1.3

1.3 1.3 1.3 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


Bridge Standards

Owner: Technical Standards Branch Section

Effective: 2013-10- 01 Type Guidelines Doc # MHI 100

Revised 2013-10-01 Title Bridge Design Criteria

Page 29 of 29

Table BE-1, Summary of Load Factors to be used for Saskatchewan Highways and

Infrastructure:

Normal Traffic Factor

β 2.25 2.50 2.75 3.00 3.25 3.50 3.75 4.00

All analysis Short 1.80 1.90 2.00 2.10 2.20 2.30 2.40

Other 1.35 1.42 1.49 1.56 1.63 1.70 1.77

Bulk Haul Factor PB

β 2.25 2.50 2.75 3.00 3.25 3.50 3.75 4.00

Short 1.54 1.60 1.66 1.71 1.78 1.85 1.87

Determinate Other 1.28 1.33 1.38 1.43 1.49 1.54 1.61

Short 1.56 1.63 1.70 1.74 1.84 1.92 2.00

Sophisticated Other 1.29 1.35 1.40 1.46 1.52 1.58 1.65

Short 1.59 1.63 1.75 1.84 1.92 2.01 2.12

Simple Other 1.28 1.35 1.41 1.48 1.54 1.62 1.68

Timber Haul Factors

β 2.25 2.5 2.75 3 3.25 3.5 3.75 4.00

Determinate short 1.39 1.44 1.50 1.56 1.59 1.66 1.72

long 1.21 1.25 1.30 1.34 1.39 1.45 1.51

Sophisticated short 1.50 1.57 1.64 1.72 1.80 1.89 1.97

long 1.22 1.27 1.31 1.36 1.42 1.48 1.55

Simplified short 1.40 1.47 1.55 1.63 1.69 1.78 1.88

long 1.20 1.25 1.30 1.37 1.43 1.49 1.57


Bridge Standards

Owner: Technical Standards Branch Section

Effective: 2013-10- 01 Type Guidelines Doc # MHI 100

Revised 2013-10-01 Title Bridge Design Criteria

Page 30 of 29

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