Project Title South Road & Outer Harbour Grade...

Rail Grade Separation From South Road Detailed Design

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Additional settlement of pile group (station)

Figure 1: Side view of pile foundation

The thickness of clayey sand layer under bottom of pile approximately is 2 metres.

Project Title South Road & Outer Harbour Grade Separation – Detailed Design

Subject: Pile Design (Station)

Job Number: RB 1010(i) Contract: Rail Bridge

Date: 7/6/2013 Prepared: Xinben Zeng

Sheet: Sheet 13 of 19 Checked: Kathryn McAllister

Client: DPTI Approved: Kumaran Kanapathy


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Subject: Pile Design (Station)






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1.1 Pile cap design (station)

Table 1: Pile Properties and Pile cap dimension

Design pile cap depth

The pile cap is design as the bored cast-in-place pile cap, the design life is 100 years. According to AS

3600 table 4.3, the exposure classification will be B1. Then based on AS 3600 table 4.4 the minimum

characteristic strength , and the minimum cover is 45 mm in accordance with AS 3600

table 4.10.3.2. And the pier is designed as square cross section. .

single pier 5000 kN

no. of piles

pile diameter 900 mm

no. of piles required 4 piles

pile cap 1250.0 kN

pile spacing

centre to centre

1800 mm

centre of pile to cap edge

900 mm

pile cap dimension

width 4500 mm

length 4500 mm

min. spacing to edge of pile cap

(one pile diameter)

min. spacing (2*pile diameter)

total design load from pier

design load on each pile


Subject: Pile Cap Design (Station)

Job Number: RB 1010(ii) Contract: Rail Bridge

Date: 7/6/2013 Prepared: Yuanchi Li




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Table 2: Pile Cap Properties

In accordance with AS 3600 clause 9.2.3, will be taken the lesser of

Therefore,

The design punching shear , depending on AS 3600 table 2.2.2, capacity

reduction factor for shear.

, where

Combine above two equations: , round up to 480 mm.

Thus, the pile cap depth will be designed

design life 100 years

type of pile cap

exposure classification B1

minimum characteristic strength f`c 32 MPa

minimum cover 45 mm

βh 1 for square column

bored cast in place pile cap

properties








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Reinforcement for pile cap (station)

Design minimum bending reinforcement

According to AS 3600 clause 16.3.1,

(governing value)

The spacing is designed as the maximum bar spacing 300 mm.

Therefore, adopt N24@300 cts ( ) (satisfied)

Design minimum shear reinforcement

According to AS 3600 clause 8.2.8, the minimum shear will take larger of








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Or

(governing value)

Therefore, adopt 2N20 ligs ( ) (satisfied)

Pile cap bending check

Design bending moment:

Level arm

According to AS 3600 table 2.2.2, the reduction factor for bending








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(Governing value)

Therefore, N24@300 cts ( ) is adopted

Pile cap punching shear check

According to AS 3600 clause 9.2.3

Therefore, punching shear is satisfied.

For the detailed drawings of the pile caps under the station consult drawing 16.








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1.2 Piles

Vertical capacity of pile

( is recommended where proof loads apply working piles)

Try the diameter of single pile is 900mm, and pile depth is 25 metres in the design

Skin friction of pile, where is coefficient of skin friction, and is cohesion of soil

Table 3: Calculation of side friction load, Qs

Depth (m) (m) cu (kPa) fs (kPa) As (m2) Qs (kN)

0 to 2 2 200 0.50 100.0 5.65 565

2 to 6 4 200 0.50 100.0 11.31 1131

6 to 8 2 200 0.5 100.0 5.65 565

8 to 13 5 120 0.55 66.0 14.14 933

13 to 15 2 90 0.55 49.5 5.65 280

15 to 20 5 80 0.55 44.0 14.14 622

20 to 22 2 0 1 0 5.65 0

22 to 25 3 150 0.55 82.5 8.48 700

Example of calculation: Depth from 0 to 2 m


Subject: Piles







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(From geotechnical team)

Therefore, ultimate shaft load capacity,

Ultimate bearing load, , where is pile end area and is unit end bearing

Thus,

So ultimate capacity of the shaft pile:

Allowable capacity of the shaft pile:

Assume the 5x5x1.5 pile cap self-weight:

And the axial load from pier is approximately 17500 kN.

So the total axial load act on pile from above is approximately 18500 kN, which is much larger than

pile capacity.

Subject: Piles






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Therefore, the number of piles needed for the footing:

For each pile cap, there needs 9 piles to support it.

Horizontal capacity of pile

The total depth of pile is 20m. Therefore, this kind of pile will be designed as long pile. The diameter

of pile is 900 mm. The table below illustrates pile properties in this design.

Table 4: Pile Properties

Pile depth, L 25 m

Pile diameter, D 900 mm

yield moment (equals to

maximum moment)

Elastic modulus of

concrete, E

250

20

kNm

Gpa


Subject: Piles






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e is the distance between the top face of pile and the ground surface. Assumed to be 200 mm.

The design load , which is satisfactory. And from bridge design partner, the earthquake

force is 500.65 kN

The number of pile required by horizontal loading is

, which will be rounded up to 4

pile, which means 9 piles will be sufficient for horizontal loading.


Subject: Piles






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Pile reinforcement design

Figure 2: Pile Properties

Design parameters

According to AS 3600 clause 10.1.2, the minimum design bending moment:

Try to use N12 for ligature and N32 for reinforcement.

The effective length:

type Bored - cast in place


diameter 900 mm

exposure classification A , mild

min f'c 32 MPa

min cover 40 mm

minimum embedment to pile cap 50 mm

Max spacing for helical reinforcement 150 mm

Min clear spacingfor longitudinal bars 75 mm

Gross area (Ag) 636172.5 mm2

minimum spacing centre to centre (2*diameter) 1800 mm

Pile properties


Subject: Piles






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According to AS 3600 table 2.2.2, the reduction factor for both axial load and bending moment is

0.6.

Horizontal:

Vertical:

According to the reinforced concrete charts shown below, the value in both charts is in the safe

zone, which means the minimum reinforcement is sufficient for this design.


Subject: Piles






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Figure 3: : Reinforced Concrete Column, g = 0.8

These two intersection points in both charts (g=0.8 and g=0.9) illustrate piles are in the safety zones,

which proves the designed minimum reinforcements are sufficient


Subject: Piles





Figure 4: Reinforced Concrete Column, g = 0.9


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Minimum reinforcements for longitudinal reinforcement

Gross Area

According to AS 5100.5 clause 10.7.1,

Try 8N32, (satisfied)

According to AS 5100.3 clause 11.4.2.3 (a), the spacing will be:

(Satisfied)

According to AS 5100.5 table 10.7.3, the minimum diameter of helix reinforcement will 12mm.

Therefore,

Lastly, based on AS 5100.5 clause 10.7.3.3 (b) (iii), the max spacing for helical reinforcement is 300

mm.

Figure 5: Summary of Piles

32 MPa

900 mm

number of reinforcement 8N32 /

spacing 90 mm

type helical reinforcement /

diameter 12 mm

spacing 300 mm

longitudinal reinforcement

restraint for longitudinal

reinforcement

concrete grade

pile diameter

Summary


Subject: Piles






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Settlement of pile group


Subject: Piles






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Subject: Piles






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Subject: Piles






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Settlement affected by eccentricity

Table 5: Coordinates of Each piles

Pile no. x-coordinate (m) y-coordinate (m) x2 y

2

1 -1.80 1.80 3.24 3.2400

2 0.00 1.80 0.00 3.2400

3 1.80 1.80 3.24 3.2400

4 -1.80 0.00 3.24 0.0000

5 0.00 0.00 0.00 0.0000

6 1.80 0.00 3.24 0.0000

7 -1.80 -1.80 3.24 3.2400

8 0.00 -1.80 0.00 3.2400

9 1.80 0.00 3.24 0.0000

19.44 16.20


Subject: Piles






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Table 6: Pm and WT value of each pile

Pile no. Pm (kN) wt(mm)

1 1978 5.41

2 2056 5.62

3 2133 5.83

4 1978 5.41

5 2056 5.62

6 2133 5.83

7 1978 5.41

8 2056 5.62

9 2133 5.83


Subject: Piles






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Additional settlement of pile group

Figure 6: Side view of pile foundation

The thickness of siltyclay layer under bottom of pile approximately is 4 metres.


Subject: Piles






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Subject: Piles






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1.3 Pile cap design (rest of bridge)

Table 7: Pile properties and pile cap dimension

Design pile cap depth

The pile cap is design as the bored cast-in-place pile cap, the design life is 100 years. According to AS

3600 table 4.3, the exposure classification will be B1. Then based on AS 3600 table 4.4 the minimum

characteristic strength , and the minimum cover is 45 mm in accordance with AS 3600

table 4.10.3.2. And the pier is designed as square cross section. .

single pier 17900 kN

no. of piles

pile diameter 900 mm

no. of piles required 9 piles

pile cap 1988.9 kN

pile spacing

centre to centre

1800 mm

centre of pile to cap edge

900 mm

pile cap dimension

width 5400 mm

length 5400 mm

min. spacing to edge of pile cap

(one pile diameter)

min. spacing (2*pile diameter)

total design load from pier

design load on each pile


Subject: Pile Cap Design






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Table 8: Pile Cap properties

In accordance with AS 3600 clause 9.2.3, will be taken the lesser of

Therefore,

The design punching shear , depending on AS 3600 table 2.2.2, capacity

reduction factor for shear.

, where

Combine above two equations: , round up to 1250 mm.

Thus, the pile cap depth will be designed


type of pile cap

exposure classification B1

minimum characteristic strength f`c 32 MPa

minimum cover 45 mm

βh 1 for square column

bored cast in place pile cap

properties








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Reinforcement for pile cap

Design minimum bending reinforcement

According to AS 3600 clause 16.3.1,

(govern)

The spacing is designed as the maximum bar spacing 300 mm.

Therefore, adopt N28@300 cts ( ) (satisfied)

Design minimum shear reinforcement

According to AS 3600 clause 8.2.8, the minimum shear will take larger of








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Or

(govern)

Therefore, adopt 2N20 ligs ( ) (satisfied)

Pile cap bending check

Design bending moment:

Level arm








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According to AS 3600 table 2.2.2, the reduction factor for bending

(governing value)

Therefore, N28 @300 cts ( ) is adopted

Pile cap punching shear check

According to AS 3600 clause 9.2.3

Therefore, punching shear is satisfied.

For the detailed drawings of the pile caps under the station consult drawing 16.








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1.4 Lift opening through deck

The lift opening through the deck is situated in between Queen St and the immediate piers next to

it. Either, two of the girders will be removed to accommodate the lift, or a shear wall will be

designed to support the two girders that will be affected by the lift access.

Figure 7: girder configuration with lift

The dimension of the opening will be 3.6 m x 3.6 m. Hence, the deck will be cantilevered by 0.3 m on

both sides of the opening. Since the deck is designed as a one-way slab, checks have to be done for

the primary direction (lateral direction) and ensure that the bending moment does not exceed the

ones in deck design. If not, additional reinforcement has to be designed.

Loadings:

Loadings consist of self-weight and pedestrians. Considering 1 m strip.

Self-weight = 24 * 0.2 * 1 = 4.8 kN/m

Live load = 5 * 1 = 5 kN/m

Factored loads = 1.2 * 4.8 + 1.5 * 5 = 13.26 kN/m

Maximum BM = - (13.26 * 0.3) * 0.15 = - 0.6 kNm


Subject: Lift Opening Through Deck

Job Number: RB 1012 Contract: Rail Bridge Design

Date: 8/6/2013 Prepared: Wang Yuanchang




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The bending moment is less than the ultimate bending moment in deck design, hence no additional

reinforcement is needed. Trimmer bars are added at the four corners of the opening for both top

and bottom reinforcement to increase crack and shrinkage control.

Refer to drawing for more details in Appendix.

For the rest of the length, the deck is simply supported over 5.4 m if the two girders are removed.

From Prokon Output:

Figure 8: Graph from Prokon

The ultimate bending moment is 48.33 kNm, which is more than the deck design. Hence, additional

reinforcement is required at the bottom.

Bottom Reinforcement (Positive)

Try N16 bars at 200cts (1000mm2/m)








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Use N16 at 200cts bottom, and N12 at 250cts top as per deck design. Secondary direction

reinforcement shall be as per deck design, N12 at 175 cts for both top and bottom.

Refer to drawing 20 for more details.








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1.5 Stormwater Railway Drainage Calculations

Pit details:

The factors to consider when picking a type of pit to implement were its ability to endure service

loads (i.e. construction machinery), internal size, and maximum pipe diameter that it can

connect to. Hence because there is limited space on the depth of the deck and girder, a small

custom made 450x450x150 with cast iron grate cover supplied by Frankston concrete products

pit was chosen for all sections of the bridge. The dimensions of this pit allow it to be seated

within the deck of the bridge and rest atop the super-T girder. (Additional pit details in Appendix

A)

Internal size (Width x Breadth x Height) = 450 x 450 x 150mm

Mass = 114kg

Determine the required pipe capacity

The first part of determining the required pipe capacity is to construct the deck such that the water

will flow off the tracks and into an area where the water can be collected by pits and fed into the

pipe network. Hence the deck was designed with a 1% slope toward the outer edges of the track,

and the inner edge of the bike track and station, as seen in the cross sectional drawings of the bridge

and at the station. (Note because both sides of the track are exactly the same i.e. the pipe running

either side of the railway track, only the calculations for one side are shown because the other side

will mirror the same area/flows etc.)

The next part is to determine an adequate pit spacing, which was determined to be 40m as advised

in Part 1035 of PTSOM's Code of Practice which has been adopted by DPTI. Next the bridge was split

into separate catchment areas (for the water flowing to each sump pit due to the cross section and

long section slopes) which are displayed in the table in sheet 2 of Stormwater Railway Drainage

Calculations.


Subject: Stormwater Railway Drainage Calculations


Date: 7/6/13 Prepared: Chris Whisson




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Table 9: Catchment area of Sump location

Sump Location Area track(m2) Area station(m2) Area path(m2)

NW 237.6 0 160

1 237.6 0 160

2 237.6 0 160

3 237.6 0 160

4 237.6 0 160

5 237.6 0 160

6 237.6 0 160

7 237.6 0 160

8 237.6 0 160

9 207.9 0 140

10 211.5 0 100

11 237.6 336 160

12 237.6 336 160

13 237.6 336 160

14 300.6 0 160

15 237.6 0 160

16 237.6 0 160

17 237.6 0 160

18 237.6 0 160

19 237.6 0 80

20 237.6 0 160

21 237.6 0 160

22 237.6 0 160

23 237.6 0 160

24 237.6 0 160

25 237.6 0 160

26 237.6 0 160

27 237.6 0 160

SE 237.6 0 160








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Hence then using the rational method as described in the Australian rainfall and runoff guide to

flood estimation the peak flow can be calculated as seen as in sheet 3 of Stormwater Railway

Drainage Calculations.

Where:

C = runoff coefficient

I = rainfall intensity

A = drainage area in Km2

The runoff coefficient was determined using notes prepared by John Argue, Adjunct Professor of

Water Engineering as seen below where the track drains through the ballast, and the path and

station is bitumen equivalent material.

Table 10: Runoff Coefficient data for each section.

C track 0.1

C path 0.9

C station 0.9

Rainfall intensity data was obtained through the Australian bureau of meteorology for the Adelaide

area, and considering a design 50 year ARI, as advised in Part 1035 of PTSOM's Code of Practice

which has been adopted by DPTI.

Table 11: 50 yrs. ARI Rainfall Data

50 yrs. ARI Rainfall data

time (min) Intensity (mm/h)

5 150

30 61

60 40

360 12

720 7

1440 4.4

2880 2.7

4320 1.7








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Hence using the rational method, the peak flow rate for each catchment area is calculated and seen

in the table below: Based on a 50 year ARI and 5 minutes duration storm table shown in sheet 4.

Table 12: 5 minutes duration storm

Sump Location Q

track(m3/s)

Q

station(m3/s)

Q

path(m3/s)

NW 0.00100 0 0.00605

1 0.00100 0 0.00605

2 0.00100 0 0.00605

3 0.00100 0 0.00605

4 0.00100 0 0.00605

5 0.00100 0 0.00605

6 0.00100 0 0.00605

7 0.00100 0 0.00605

8 0.00100 0 0.00605

9 0.00087 0 0.00529

10 0.00089 0 0.00378

11 0.00100 0.00141 0.00605

12 0.00100 0.00141 0.00605

13 0.00100 0.00141 0.00605

14 0.00126 0 0.00605

15 0.00100 0 0.00605

16 0.00100 0 0.00605

17 0.00100 0 0.00605

18 0.00100 0 0.00605

19 0.00100 0 0.00302

20 0.00100 0 0.00605

21 0.00100 0 0.00605

22 0.00100 0 0.00605

23 0.00100 0 0.00605

24 0.00100 0 0.00605

25 0.00100 0 0.00605

26 0.00100 0 0.00605

27 0.00100 0 0.00605

SE 0.00100 0 0.00605








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The next step was to decide what to do with these pipes. It was decided that they can be run down

the side of piers and at the abutment ends and hence into the underground stormwater system

running along Queen Street and South Road. These pipes have been named exit pipes. The locations

selected can be seen on the long section drawing and the table below displays the pits associated

with each pier or abutment pipe:

Table 13: Location of Exit Pipes

Exit pipe SUMP

ASSOCIATED

A NW,1,2,3,4

B 5,6,7

C 8,9,10

D 11,12,13

E 14,15,16

F 17,18

G 19,20,21

H 22,23

I 24,25,26,27,

SE

Furthermore, the travel times of each of the catchments and pipelines must be considered

because some catchments may take longer to get to the pit and pipe and thus reduce the

maximum flow. The table below shows the travel times calculated which are based on using

notes prepared by John Argue, Adjunct Professor of Water Engineering where:

Table 14: Approximate travel time for each catchment.

Approximate travel times (Argue)

Path 2minutes+pipe (one minute per 40 metres)

Platform 2minutes+pipe (one minute per 40 metres)

Track 2minutes+ballast (15minutes)+ pipe (one minute per 40 metres)








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Table 15: Travel time for each sump location.

Travel time (minutes)

Sump Location Track Path Station

NW 15 3 0

1 16 4 0

2 17 5 0

3 18 6 0

4 19 7 0

5 15 3 0

6 16 4 0

7 17 5 0

8 15 3 0

9 16 4 0

10 17 5 0

11 15 3 3

12 16 4 4

13 17 5 5

14 15 4 0

15 15 4 0

16 16 5 0

17 17 3 0

18 18 4 0

19 17 5 0

20 16 4 0

21 15 3 0

22 16 4 0

23 15 3 0

24 19 7 0

25 18 6 0

26 17 5 0

27 16 4 0

SE 15 3 0

Average 16.9 4.46 4.00








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And hence the flow rate for each exit pipe (A,B,C,D,E,F,G,H,I) can be graphed against arrival time to

estimate the maximum flow that will occur in a 50 year ARI 5 minute duration storm.

Figure 9: Graph of 50 yrs. ARI 5 minutes duration storm

Going back to selecting a pipe size, the required design pipe capacity equals the Q50 for its catchment

plus the flows entering from other pipe systems or seepage drains:

Where:QPF = design pipe peak flow rate (m3/s) for ARI =50 years

Q50 = peak runoff flow rate for pipe catchment

QS = seepage flow coming into pipe

QC= Collected flow from another pipe system entering into pipe

Hence the maximum flow for the exit pipes (A,I) calculated is shown in the table below

Table 16: Max flow for exit pipes

0

0.01

0.02

0.03

0.04

0 2 4 6 8 10 12 14 16 18

Flo

w (

m/s

)

Arrival time at exit pipe(m)

50yr ARI 5 minute duration storm

A

B

C

D

E








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Select the pipe material and type

The pipe material selected is as shown in the table below:

Table 17: Selected Pipe Material

Section

of pipes

Pipe Type Reason

A Reinforced

Concrete

Underground/loaded

B PVC Cheap/light

C PVC Cheap/light

D PVC Cheap/light

E PVC Cheap/light

F PVC Cheap/light

G PVC Cheap/light

H PVC Cheap/light

I Reinforced

Concrete

Underground/loaded

Adopt a design Manning’s roughness coefficient

A value for Manning’s pipe roughness "n" was adopted from Table 2.4.4 in Part 1035 of PTSOM's

Code of Practice which has been adopted by DPTI and shown in the table below.

Table 18: Manning's Roughness Coefficient for each pipe type

Determine the slope of the pipe

For sections (A, B, C, G, H, I) the slope of 2% can be used (this is the slope of the bridge on these

sections). For all other sections (D, E, F) the slope was determined by taking into account the

geometry of the pit, the distance to the pier and the height of the headstock, which the pipe would







Pipe Type Manning’s Roughness

Concrete 0.012

PVC 0.009


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run down and hence the slope is the fall divided by the distance. The table below displays the slope

and fall of each pipe.

Table 19: Slope of pipes

Pipe Length (m)

Fall (m) Slope

ANW 40 1.200 0.030

A1 40 1.200 0.030

A2 40 1.200 0.030

A3 40 1.200 0.030

A4 40 1.200 0.030

B5 20.4 0.612 0.030

B6 40 0.627 0.030

B7 40 1.200 0.030

C8 35.4 1.062 0.030

C9 40 1.200 0.030

C10 40 0.627 0.016

D11 12.5 0.196 0.016

D12 40 0.627 0.016

D13 40 0.627 0.016

E14 17.5 0.317 0.018

E15 22.5 0.408 0.018

E16 40 0.725 0.018

F17 40 0.979 0.024

F18 19.22 0.471 0.024

G19 40 1.200 0.030

G20 40 1.200 0.030

G21 4.2 0.126 0.030

H22 40 1.200 0.030

H23 29.2 0.876 0.030

I24 40 1.200 0.030

I25 40 1.200 0.030

I26 40 1.200 0.030

I27 40 1.200 0.030

ISE 49.3 1.479 0.030

Select a trial pipe size

The capacity of the pipe can be found by using Manning’s Equation shown below and selecting a

pipe where Q is greater than QPF.








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Where:

V = flow velocity

S = pipe slope

n = Manning roughness coefficient

Rh = hydraulic radius = cross-sect. area/wetted perimeter

For a circular pipe flowing full, the hydraulic radius is:

Hence a range of concrete and PVC pipes with varying sizes and slopes can be calculated for easy

selection of adequate flow rate in each pipe. Table 20: Capacity of concrete pipes

Pipe Concrete

Manning’s N

Diameter (m)

Slope Capacity (m3/s)

0.012 0.25 0.03 0.1116

0.012 0.25 0.02 0.0911

0.012 0.25 0.01 0.0644

0.012 0.25 0.005 0.0455

0.012 0.2 0.03 0.0615

0.012 0.2 0.02 0.0502

0.012 0.2 0.01 0.0355

0.012 0.2 0.005 0.0251

0.012 0.15 0.03 0.0286

0.012 0.15 0.02 0.0233

0.012 0.15 0.01 0.0165

0.012 0.15 0.005 0.0117

0.012 0.1 0.03 0.0097

0.012 0.1 0.02 0.0079

0.012 0.1 0.01 0.0056

0.012 0.1 0.005 0.0040

0.012 0.05 0.03 0.0015

0.012 0.05 0.02 0.0012

0.012 0.05 0.01 0.0009

0.012 0.05 0.005 0.0006








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Table 21: Capacity of PVC pipes.

Pipe PVC

Manning’s N Diameter (m) Slope Capacity (m3/s)

0.009 0.25 0.03 0.149

0.009 0.25 0.02 0.121

0.009 0.25 0.01 0.086

0.009 0.25 0.005 0.061

0.009 0.2 0.03 0.082

0.009 0.2 0.02 0.067

0.009 0.2 0.01 0.047

0.009 0.2 0.005 0.033

0.009 0.15 0.03 0.038

0.009 0.15 0.02 0.031

0.009 0.15 0.01 0.022

0.009 0.15 0.005 0.016

0.009 0.1 0.03 0.013

0.009 0.1 0.02 0.011

0.009 0.1 0.01 0.007

0.009 0.1 0.005 0.005

0.009 0.05 0.03 0.002

0.009 0.05 0.02 0.002

0.009 0.05 0.01 0.001

0.009 0.05 0.005 0.001

Check the flow rates within the pipe

The velocity of flow within the pipe can be determined using the equation V = Q/A

The flow velocity within the pipe shall be at an acceptable level so as not to cause damage to the pipe surface. Pipe manufacturers have recommended maximum limits which must not be breached.

Summary of pipe specifications

The plan view of the layout can be seen in the drawing. Each pipe has been selected to meet the previously discussed criteria and the specifications for each pipe are shown below: Note the pipe name is based on the pit that it has come out of. I.E. pipe A1 in the bike path table is the pipe that comes from pit 1 on the bike path.








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Table 22: Pipe specification for Rail track.

Pipe Specs Rail track

Pipe Description Length (m)

Pipe Type Fall (m)

Slope Diameter(m) Flow (m3/s)

Velocity (m/s)

ANW Pit to end 40 Reinforced Concrete

1.200 0.030 0.2 0.005 0.159

A1 Pit to end 40 Reinforced Concrete

1.200 0.030 0.2 0.004 0.127


1.200 0.030 0.2 0.003 0.095


1.200 0.030 0.2 0.002 0.064


1.200 0.030 0.2 0.001 0.032

B5 Pit to Abutment

20.4 PVC 0.612 0.030 0.1 0.003 0.381

B6 Pit to Abutment

40 PVC 1.200 0.030 0.1 0.002 0.254

B7 Pit to Abutment

40 PVC 1.200 0.030 0.1 0.001 0.127

C8 Pit to pier 35.4 PVC 1.062 0.030 0.1 0.003 0.351

C9 Pit to pier 40 PVC 1.200 0.030 0.1 0.002 0.254

C10 Pit to pier 40 PVC 0.627 0.016 0.1 0.001 0.127

D11 Pit to pier 12.5 PVC 0.196 0.016 0.1 0.003 0.381

D12 Pit to pier 40 PVC 0.627 0.016 0.1 0.002 0.254

D13 Pit to pier 40 PVC 0.627 0.016 0.1 0.001 0.127

E14 Pit to pier 17.5 PVC 0.317 0.018 0.1 0.001 0.161

E15 Pit to pier 22.5 PVC 0.408 0.018 0.1 0.003 0.415

E16 Pit to pier 40 PVC 0.725 0.018 0.1 0.002 0.288

F17 Pit to pier 40 PVC 0.979 0.024 0.1 0.001 0.127

F18 Pit to pier 19.22 PVC 0.471 0.024 0.1 0.002 0.254

G19 Pit to Abutment

40 Reinforced Concrete

1.200 0.030 0.2 0.001 0.032

G20 Pit to Abutment

40 Reinforced Concrete

1.200 0.030 0.2 0.002 0.064

G21 Pit to Abutment

4.2 Reinforced Concrete

0.126 0.030 0.2 0.003 0.095

H22 Pit to end 40 Reinforced Concrete

1.200 0.030 0.2 0.001 0.032

H23 Pit to end 29.2 Reinforced Concrete

0.876 0.030 0.2 0.002 0.064

I24 Pit to end 40 Reinforced Concrete

1.200 0.030 0.2 0.001 0.032


1.200 0.030 0.2 0.002 0.064


1.200 0.030 0.2 0.003 0.095


1.200 0.030 0.2 0.004 0.127

ISE Pit to end 49.3 Reinforced Concrete

1.479 0.030 0.2 0.005 0.159








227 | P a g e

Table 23: Pipe Specification for Bike path.

Pipe Specs Bike Path

Pipe Pit to end Length

(m)

Pipe Type Fall

(m)

Slope Diameter(m) Flow (m3/s) Velocity

(m/s)

ANW Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.030 0.963

A1 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.024 0.770



A4 Pit to Abutment 40 Reinforced Concrete 1.200 0.030 0.2 0.006 0.193

B5 Pit to Abutment 20.4 PVC 0.612 0.030 0.15 0.018 1.027

B6 Pit to Abutment 40 PVC 1.200 0.030 0.15 0.012 0.685

B7 Pit to pier 40 PVC 1.200 0.030 0.15 0.006 0.342

C8 Pit to pier 35.4 PVC 1.062 0.030 0.15 0.015 0.856

C9 Pit to pier 40 PVC 1.200 0.030 0.15 0.012 0.685

C10 Pit to pier 40 PVC 0.627 0.016 0.15 0.006 0.342

D11 Pit to pier 12.5 PVC 0.196 0.016 0.15 0.018 1.027

D12 Pit to pier 40 PVC 0.627 0.016 0.15 0.012 0.685

D13 Pit to pier 40 PVC 0.627 0.016 0.15 0.006 0.342

E14 Pit to pier 17.5 PVC 0.317 0.018 0.15 0.006 0.342

E15 Pit to pier 22.5 PVC 0.408 0.018 0.15 0.018 1.027

E16 Pit to pier 40 PVC 0.725 0.018 0.15 0.012 0.685

F17 Pit to pier 40 PVC 0.979 0.024 0.15 0.006 0.342

F18 Pit to Abutment 19.22 PVC 0.471 0.024 0.15 0.012 0.685

G19 Pit to Abutment 40 Reinforced Concrete 1.200 0.030 0.2 0.003 0.096

G20 Pit to Abutment 40 Reinforced Concrete 1.200 0.030 0.2 0.009 0.289

G21 Pit to end 4.2 Reinforced Concrete 0.126 0.030 0.2 0.015 0.481

H22 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.006 0.193

H23 Pit to end 29.2 Reinforced Concrete 0.876 0.030 0.2 0.012 0.385

I24 Pit to end 40 Reinforced Concrete 1.200 0.030 0.2 0.006 0.193




ISE 49.3 Reinforced Concrete 1.479 0.030 0.2 0.030 0.963








228 | P a g e

Table 24: Pipe Specification for Station.

Pipe Specs Station

Pipe Description Length

(m)

Pipe

Type

Fall

(m)

Slope Diameter(m) Flow

(m^3/s)

Velocity

(m/s)

D11 12.5 PVC 0.196 0.016 0.1 0.006 0.762

D12 40 PVC 0.627 0.016 0.1 0.004 0.508

D13 40 PVC 0.627 0.016 0.1 0.002 0.254

Table 25: Pipe Specification for Exit Pipes.

Pipe Specs Exit Pipes

Pipe Description Length

(m)

Pipe Type Fall

(m)

Slope Diameter(m) Flow

(m3/s)

Velocity

(m/s)

A Underground 5.8 Reinforced

Concrete

0.174 0.030 0.2 0.040 1.280

B Down

abutment

5.8 PVC 5.8 1.000 0.1 0.024 3.073

C Down Pier 5.8 PVC 5.8 1.000 0.1 0.021 2.628

D Down Pier 5.8 PVC 5.8 1.000 0.1 0.028 3.612

E Down Pier 5.8 PVC 5.8 1.000 0.1 0.025 3.140

F Down Pier 5.8 PVC 5.8 1.000 0.1 0.016 2.049

G Down Pier 5.8 PVC 5.8 1.000 0.1 0.020 2.561

H Down

abutment

5.8 PVC 5.8 1.000 0.1 0.016 2.049

I Underground 5.8 Reinforced

Concrete

0.174 0.030 0.2 0.040 1.280

Pipe support

The pipes hanging underneath the girders shall be supported by standard riser clamps with spacing

of 3 meters.








229 | P a g e

Figure 10: Pipe Bracket (1)

Figure 11: Pipe Bracket (2)

Riser clamps have a max recommended load: hence take the self-weight of the pipe, and water and

space accordingly. Also check deflection/ bending moment/shear of the pipe.

Checking the recommended load on the riser clamp for each pipe size:

These riser clamps are sourced from an American company Erico and hence the units need to be

converted. (See appendix B for riser clamp specifications)








230 | P a g e

100mm pipe = 4inch = 810lbs = 367.41kg = 3.599kN

150mm pipe = 6inch =1570lbs = 712kg = 15.396kN

200mm pipe = 8inch = 2500lbs = 1133kg = 24.516kN

More than adequate when comparing with dead loads from support spacing below (3m)

Checking the shear force, bending moment and deflection for pipe between supports

Assume a 3m span for deflection/bending moment/shear force. (Pipe specifications can be found in

appendix C).

Loads:

Table 26: Pipe and water self-weight

Size(mm) Weight pipe

kg/m

Weight water

kg/m

Total weight

kg/m

UDL (kN/m)

100 1.6 7.8 9.4 0.092

150 3.1 17.6 20.7 0.203

200 6.1 31.4 37.5 0.367







Pipe 3m span between supports


231 | P a g e

Table 27: Maximum shear force

Size Shear force (kN)

100mm 0.046

150mm 0.102

200mm 0.184

Table 28: Maximum bending moment

Size Bending

moment (kNm)

100mm 0.035

150mm 0.077

200mm 0.138







Bending moment diagram

Shear force diagram


232 | P a g e

Considering the pipe as simply supported (conservative approach)

Where: do = cylinder outside diameter di = cylinder inside diameter

Table 29: Maximum deflection

Size(mm) do(mm) di (mm) UDL E(MPa) I (mm^4) Deflection (mm)

100 114.3 100 0.092 4000 3468886 6.99

150 160.3 150 0.203 4000 7559947 7.08

200 225.3 200 0.367 4000 47929046 2.02

While maximum deflection = span/300 = 10mm. Hence 3m spans are adequate.

Pipe connections:

Where there is a connection or corner within the design the appropriately sized tee or elbow joint

will be used

For Drawings relating to bridge drainage consult drawings 29 (bridge drainage cross section), 30

(bridge drainage long section west end), 31 (bridge drainage long section middle), 32 (bridge long

section east end).







Maximum deflection


233 | P a g e

1.6 Stairs

According to the Australian Standards (AS 1657 Section 4.1) the stairways shall be not less than

wide measured between the inside edges of the handrails. The angle of slope between the

stiles and the horizontal shall be not less than degrees and not greater than degrees.

As the stair way turns for the rail bridge, the number of rises in any flight of stairs shall not exceed

18, and where there is more than one flight, adjacent flights shall be connected by a landing

complying with (AS 1657 Clause 4). Except where suitable means such as a barrier or an increase in

the length of the landing to not less than is to be provided to prevent a person from falling

more than 36 steps, there shall be not more than 36 rises without a change of direction.

According to the standards, the constructional details of treads shall comply with Clause 3.3.1. The

surface of every tread shall extend across the full width of the stairway and shall be slip-resistant.

Rises and goings shall conform to the following dimensions:

All rises and all goings, in the same flight of stairs shall be of uniform dimensions within a

Each rise shall be not less than and not greater than .

Each going shall be not less than and not greater than .

The product of the going, measured in millimetres, and the rise, measured in millimetres,

shall be not less than 45 000 and not greater than 48 000.

The tread width shall be not less than the going and there shall be a minimum overlap of 10

mm (see Figure 4.2). Figure 4.3 shows graphically the principles specified in Items (b), (c) and

(d) above.

Unless otherwise approved by the regulatory authority, the head clearance shall be not less than

measured vertically from the nosing of the tread.

The nosing should be such that the edge of the stairs is highlighted, especially where the stairs may

be used in a variety of lighting conditions.


Subject: Stairs


Date: 06/06/2013 Prepared: Chris Baird and Fezulla Dzeladini

Sheet: 1 of 11 Checked: Kathryn McAllister



234 | P a g e

Table 30: Pipe dimensions (1)

Rise (mm) Run (mm) Degree Height (mm) Overall steps

200 300 33.69006753 7800 39


Landing (after 18 steps)

width (mm) Vertical run (mm)

1200 2000


Vertical (mm) Horizontal (mm)

7800 4500

Assume all perpendicular to strain slab

Flight loads

Live Load

Assume simply supported, all load acting perpendicular to surface


Subject: Stairs






235 | P a g e

Try N16 at 200cts ( )

OK

Use N16 bars at 200cts

Landing

Analyse 1m wide strip of landing with half of 1 flight of stairs for load


Subject: Stairs






236 | P a g e

Dead loads

Live Load

(Computer analysis)

Try N20 at 200cts ( )


Subject: Stairs






237 | P a g e

OK

OK

Landing Beam

Total load from Landing

Design beam as 400mm wide section of landing

Analyse in spacegass


Subject: Stairs






238 | P a g e

Try 4 N16 bars ( )

OK


Subject: Stairs






239 | P a g e

Shear

From computer output,


Subject: Stairs






240 | P a g e

Use L11 ligs (

Use N12 bars to support shear ligs at bottom

Landing continued

Bottom steel

Use

Use N12 at 300cts ( )

Assume moderate degree of crack control required

met

Unrestrained in secondary direction

Use N12 at 300cts ( )

Extend bars into loading stairs as shown in SRIA reinforcement detailing handbook


Subject: Stairs






241 | P a g e

Column

,

,

Assume a 300X300 column

, Slender column

, try N16 bars

According to design charts, minimum steel is satisfactory

Use 6 N16 bars


Subject: Stairs






242 | P a g e

Calculate with

,


Subject: Stairs






243 | P a g e

Fitments

Use fitment diameter of 6mm

For the detailed drawings for the stairs consult drawing 21 (stair design) and 22 (stair detail),


Subject: Stairs






244 | P a g e

2. Civil Works

2.1 New or Realigned Roads

There have been changes to Coglin Street as result of the rail bridge not reaching ground level

before the road. When the bridge firsts intersects with Coglin Street, the height of the embankment

is only 0.8m, so it has been decided to create a hump and raise Coglin Street to the embankment

level at the crossing. As this pavement will be surrounded by significant loads from the train, the

main road pavement design, outlined in the pavement design section (see section CW 2001) will be

used to cope with the increased loads. Refer to drawing 58 and 59, for the cross-sectional drawing

for Coglin Street.

New roads will be created to gain access to the new car park being built underneath the rail bridge in

between Queen Street and South Road. The first of two proposed entrances is from Day Terrace,

which will be a simple two way type entrance to the car park which will be laid simultaneously with

the concrete deck for the car park. The second of the two entrances into the car park will be from

South Road, however this will be a temporary access road as the car park is designed to leave room

for the expansion of South Road in the future. For now, it will connect to the existing South Road

using the pavement design for a side road. The South Road entrance will be a two direction entrance

with each direction of travel divided by a traffic island, as can be seen in drawing 70. The entry has a

3% gradient to allow for easy drainage into a side gutter and then into the existing system, this is

repeated in the exit lane which also has a 3% gradient. Cross-sections of entrance/exit are shown in

drawing 50.

2.2 Pavement Design

Excavation of South Road, Queen Street, Euston Terrace and Days Terrace is needed for services

relocation during construction, so pavement design is necessary for both main road and side road.

According to AS/NZS 4819:2003, South Road should be considered as main road; Queen Street,

Euston Terrace and Days Terrace will be considered as side road. Moreover, it is needed to design

pavement for car park which is new structure under the rail bridge.

According to DPTI specification: CSTR: Part D026 Design-Road Pavements, the design loadings for the

various road elements shall be as follows:


245 | P a g e

Table 33: Design Traffic Loading

Section

Design Traffic Loadings

Flexible Pavements

(20 or 30 years)

Rigid Pavements

(40 years)

Equivalent

Standard Axles

(ESA)

Asphalt Subgrade Cemented Concrete

Standard Axle Repetitions (SAR) Heavy Vehicle Axle

Group Repetitions

(HVAG)

Main Road N30 = 4.28 x 107 4.71 x 107 4.71 x 107 4.28 x 108 8.6 x 107

Side Road N30 = 7.78 x 106 8.56 x 106 8.56 x 106 7.78 x 107 1.5 x 107

Highway

Widening

N30 = 5.70 x 107 6.27 x 107 6.27 x 107 5.70 x 108 Not Applicable

Intersection N30 = 9.98 x 107 1.1 x 108 1.1 x 108 9.98 x 108 Not Applicable

Car Park N20 = 5.0 x 104 5.5 x 104 5.5 x 104 5.0 x 105 Not Applicable

Shared Path 5 x 103 5.5 x 103 5.5 x 103 Not Applicable 1.5 x 104

In this project, pavement for main road, side road and car park are needed to be designed by using

CIRCLY. There is a constraint when designing pavement in CIRCLY where the total pavement

thickness equals to 260, 475 or 525mm.

2.2.1 Main Road Pavement Design

Due to a relatively large traffic volume (Design no. of equivalent standard axles, DESA=4.28x 107)

expected in the main road that will be excavated during construction, a full depth asphalt pavement

is recommended in order to reduce the likelihood of premature asphalt failure. Pavement design has

been undertaken using CIRCLY design software and the detailed results of the analysis can be found

in CW 2001. From analysis the following pavement composition is recommended.

Table 34: Design Pavement Composition for Main Road.

Thickness Material

Asphalt, 50mm thick AC10H

Asphalt, 75mm thick AC14M


Working platform, 150mm

thick

PM2/20

Sub-grade CBR 5%


246 | P a g e

2.2.2 Side Road Pavement Design

Due to a relatively large traffic volume (Design no. of equivalent standard axles, DESA=7.78x 106)

expected in the side road that will be excavated during construction, a full depth asphalt pavement

is recommended in order to reduce the likelihood of premature asphalt failure. Pavement design has

been undertaken using CIRCLY design software and the detailed results of the analysis can be found

in CW 2002. From analysis the following pavement composition is recommended.

Table 35: Design Pavement Composition for Side road

Thickness Material

Asphalt, 25mm thick AC10H




Working platform, 150mm

thick

PM2/20

Sub-grade CBR 5%

2.2.3 Car Park Pavement Design

There is not much expected traffic load where the DESA is 5.0 x 104 for car park. Therefore, rigid

pavement is designed in car park pavement. Pavement design has been undertaken using CIRCLY

design software and the detailed results of the analysis can be found in CW 2003. From analysis the

following pavement composition is recommended.

Table 36: Design Pavement Composition for Car Park

Thickness Material

Concrete, 80mm thick Concrete

Unbound Granular

Material, 90mm thick

PM3/30

Sub base

Unbound Granular

Material, 90mm thick

PM3/30

Working Platform

Sub-grade CBR 5%


247 | P a g e

Main road Design no. of equivalent standard axles (DESA)= 4.28x107

Adjust thickness for each layer to obtain suitable CDF for calculating optimized DESA in spreadsheet

show as below.

Figure 12: Design Pavement thickness for each layer(Main Road)


Subject: Pavement design- Main Road

Job Number: CW 2001 Contract: Earthworks & Civil

Date: 11/5/2013 Prepared: Yuen Kei Hon

Sheet: 1 of 3 Checked: Constantinos Morias



248 | P a g e

Figure 13: Spreadsheet for calculations of DESA for each layer(Main road)

CDF DESA NOTE: fatigue laws are given for each material under "performance"

AC10 1.29E-10 7.75E+09 Asphalt 3000

Damage Law for subgrades

crit strain microstrain Const Exponent

-4.55E-05 -4.55E+01 3960 5 ratio

DSAR -5.01E+09 6.47E-01 = DSAR/DESA

1.1 multiplier

N = (const/microstrain)exp

CDF DESA

AC14 2.19E-11 4.57E+10 Asphalt 3000



-3.41E-05 -3.41E+01 3960 5 ratio


1.1 multiplier


CDF DESA

AC20 1.48E-08 6.76E+07 Asphalt 3000



-1.16E-04 -1.16E+02 3960 5 ratio

DSAR -5.01E+09 7.42E+01 = DSAR/DESA

1.1 multiplier


CDF DESA

subgrade 2.97E-11 3.37E+10 All subgrades



2.73E-04 2.73E+02 9300 7 ratio

DSAR 5.38E+10 1.60E+00 = DSAR/DESA

1.6 multiplier









249 | P a g e

CIRCLY Damage File: AC10H Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .12881E-09 -0.45465E-04 Maximum of total damage= 1.2881292E-10 Austroads 2004- Example 3- Size 14 Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .19953E-10 -0.34085E-04 Maximum of total damage= 1.9953122E-11 Austroads 2004- Example 3- Size 20 Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .13450E-07 -0.11573E-03 Maximum of total damage= 1.3450067E-08 Subgrade, CBR=5,Aniso Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .29727E-10 0.27258E-03 Maximum of total damage= 2.9726790E-11








250 | P a g e

Car park design no. of equivalent standard axles (DESA)= 7.78x 106


show as below.

Figure 14: Design Pavement thickness for each layer(side road)


Subject: Pavement design- Side Road

Job Number: CW2002 Contract: Earthworks & Civil





251 | P a g e

Figure 15: Spreadsheet for each layer of pavement(Side road)


AC10 8.24E-13 1.21E+12 Asphalt 3000



-2.54E-05 -2.54E+01 3960 5 ratio


1.1 multiplier


CDF DESA

AC14 2.87E-11 3.48E+10 Asphalt 3000



-1.86E-04 -1.86E+02 3960 5 ratio


1.1 multiplier


CDF DESA

AC20 1.36E-10 7.35E+09 Asphalt 3000



-1.86E-04 -1.86E+02 3960 5 ratio


1.1 multiplier


CDF DESA

AC20 1.48E-08 6.76E+07 Asphalt 3000



-1.86E-04 -1.86E+02 3960 5 ratio


1.1 multiplier


CDF DESA




4.84E-04 4.84E+02 9300 7 ratio

DSAR 9.64E+08 2.92E-02 = DSAR/DESA

1.6 multiplier









252 | P a g e

CIRCLY Damage File:

AC10H Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .82360E-12 -0.16551E-04 Maximum of total damage= 8.2360204E-13 Austroads 2004- Example 3- Size 14 Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .28719E-10 -0.35968E-04 Maximum of total damage= 2.8719249E-11 Austroads 2004- Example 3- Size 20 Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .13575E-09 -0.45286E-04 Maximum of total damage= 1.3575249E-10 Austroads 2004- Example 3- Size 20 Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .14820E-07 -0.11577E-03 Maximum of total damage= 1.4820447E-08 Subgrade, CBR=5,Aniso Maximum damage values for each vehicle type ------------------------------------------- Vehicle Type Damage Factor Critical Strain ------------ ------------- --------------- ESA750-Full .30258E-10 0.27327E-03 Maximum of total damage= 3.0257775E-11








253 | P a g e

Car park design no. of equivalent standard axles (DESA)= 5.0x104


show as below.

Figure 16: Design pavement thickness for each layer(Car park)


Subject: Pavement design- Car park




Client: DPTI Approved:


254 | P a g e

Figure 2: Spreadsheet for calculations of DESA for each layer

Figure 17: Spreadsheet for calculations of DESA for each layer(Car Park)

CIRCLY Damage File:

Concrete

Maximum damage values for each vehicle type

-------------------------------------------

Vehicle Type Damage Factor Critical Strain

------------ ------------- ---------------

ESA750-Full .15485E-04 -0.54570E-03

Maximum of total damage= 1.5484733E-05

Subgrade, CBR=5,Aniso

Maximum damage values for each vehicle type

-------------------------------------------

Vehicle Type Damage Factor Critical Strain

------------ ------------- ---------------

ESA750-Full .24063E-05 0.13698E-02

Maximum of total damage= 2.4062572E-06


Concrete 1.55E-05 6.45E+04



-5.46E-04 -5.46E+02 3960 5 ratio


1.1 multiplier


CDF DESA




1.37E-03 1.37E+03 9300 7 ratio

DSAR 6.65E+05 1.60E+00 = DSAR/DESA

1.6 multiplier



Subject: Pavement design- Car park




Client: DPTI Approved:


255 | P a g e

2.3 Track Support System

Track support system design is based on PTSOM's Code of Practice, Volume 2 – Train System (CP2)

"Track Support Systems" CP TS 960to ensure that track support systems are safe and fit for purpose.

2.3.1 Track Configuration Design

According to the following table, continuously welded rail should be designed in this project because

the length of rail exceeds 75m. Concrete sleeper is chosen for the design becausecontinuously

welded rail laid on concrete sleepers is the preferred configuration for new work on curves ≤ 1 000m

radius.

Table 37: Track Configuration for Broad Gauge Tracks

Rail type Length of

rails

Sleepers Joints Fastening system

1 Jointed and short

welded rail

(S.W.R.)

12-35m Timber Square Track spikes

Timber Square Resilient fastenings

Timber Staggered Resilient fastenings

Steel Staggered Resilient fastenings

2 Long welded rail

(L.W.R.)

35-75m Timber Square Track spikes

Timber Square Resilient fastenings

Steel Square [see

note 1]

Resilient fastenings

3 Continuously

Welded Rail

(CWR)

> 75m Timber Nil Track spikes

Timber Nil Resilient fastenings

Steel

note [2]

Nil Resilient fastenings

Concrete

[see notes 2

and 3]

Nil Resilient fastenings

Notes:

[1] On curves of less than 400m radius, welded rails 35 to 75m in length on steel sleepers shall

be laid with staggered joints.

[2] Continuously welded rail laid on concrete or steel sleepers is the preferred configuration for

new work on tangents or curves > 1 000m radius;

[3] Continuously welded rail laid on concrete sleepers is the preferred configuration for new

work on curves ≤ 1 000m radius.


256 | P a g e

2.3.2 Design of Sleeper Fastening systems, Rails, Sleepers and Fastenings

For broad gauge tracks, the sleeper fastenings and fittings for the various track configurations shall

comprise of compatible individual components in accordance with Table 3.1 in PTSOM's Code of

Practice, Volume 2 – Train System (CP2) "Track Support Systems" CP TS 960. Table 63 shows the

fastening system for concrete sleepers and barriers with resilient fastenings and Table 64 shows the

designed sleeper profile.

Table 38: Fastening System for Concrete Sleepers and Barriers with Resilient Fastening.

General track system

configuration

Fastening components No. per sleeper

Concrete sleepers &bearers with resilient fastenings

Lock-in shoulders 4 No.

Resilient rail clips 4 No. Rail insulators ("biscuits") 4 No.

Rail pads 2 No.

Table 39: Sleeper Profile

Sleeper

type

Sleeper depth Sleeper

Width

Sleeper

spacing

Concrete 125mm 2500mm 670mm


257 | P a g e

2.4 Track Ballast

2.4.1 BallastMaterial

The manufacture, materials and material testing, design or specification, testing and compliance of

ballast shall comply with the requirements of AS 2758.7.All ballast for new mainline work shall be

Class N 60mm nominal size.

2.4.2 Ballast Profile

Ballast profile shall be installed and ultimately finished in accordance with Table 65 and the detailed

calculation is shown in CW 2004. Ballast profile drawing is shown in

Table 40: Ballast Profile

Sleeper type Ballast depth from

sleeper soffit [see

note 1]

Shoulder slope

(< 1 in 1.5)

Ballast shoulder width

from sleeper end

Concrete 250mm 1 in 1.07 300mm

Notes:

[1] The depth of ballast is measured vertically under the rail seat.


258 | P a g e

According to PTSOM's Code of Practice, Volume 2 – Train System (CP2) "Track Support Systems" CP

TS 960, requirement of design ballast profile is shown as follow.

Table 41 : Ballast Profiles

BALLAST PROFILES

Sleeper type Minimum ballast

depth from

sleeper soffit [see

note 1]

Maximum

shoulder slope

Sleeper spacing Minimum ballast

shoulder width

from sleeper end

[see note 2]

Timber 250mm 1 in 1.5 760mm

670mm

400mm

350mm

Steel 250mm 1 in 1.5 760mm

670mm

350mm

300mm

Concrete 250mm 1 in 1.5 670mm 300mm

Concrete sleeper is used in this design.

It is known that distance between sleepers is 1700mm and distance between centre lines of sleepers

is 4200mm

Assume:

1. Ballast depth from sleeper soffit is 250mm

2. Sleeper height is 125mm.

3. Ballast Shoulder width from sleeper end is 300mm

4. Shoulder Slope is 1.07

Shoulder Slope= Ballast depth from sleeper soffit+ Sleeper height / Width of slope

Width of Slope= (250+125)/ 1.07 = 350 mm


Subject: Track Ballast Design






259 | P a g e

2.5 Services

2.5.1 Current Services

The final design taken for the South Road and Outer Harbor Rail grade separation is the rail

overpassing South Road. Since the existing rail line is moved onto a structural bridge, there would

not be substantial amount of ground work that needs to be done. This results in less relocation work

of services underground.

The current services available above ground include power lines and power poles. With the rail

overpassing South Road has little impact on the services underground except where the location of

the piles for the bridge that would affect the services underground.

There are also current services such as APA and OPTUS around the project area that is not affected

by the project.

2.5.2 New Services

The new services that would be introduced to the project area is an upgrading of piping connection

for fire hydrant purposes which is use to accommodate the new rail bridge and the parking space

beneath it. Furthermore, additional power cables would be introduced and this is to cater the new

car park underneath the bridge and for the future electrification of the Outer Harbor Rail Line.

Apart from the power cables and additional fire hydrants to be introduced to the area, CCTV

cameras would also be placed at the parking space to prevent any criminal activities.

2.5.3 Installation and Relocation of Services

Table 67below shows the minimum cover for the installation and relocation of any services that

would be made at the project area.


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Table 42: Minimum Cover for services underground

Minimum Cover (mm)

Item General Under Roads

Water Mains 600 750

Water Services 450 600

PVC Irrigation Pipes and

Control Tubes or Cables

450 600

Telecommunication 450 600

Gas 650 750

Electricity Supply Conduits

(Except 50mm diameter

conduits inside lease

boundaries which shall have

600mm minimum cover)

850 Low Voltage

1100 to invert for High Voltage

950 Low Voltage

1050 High Voltage

Other Conduits (unless

specified by Service Authority)

750

Stormwater 600 600

Sewers 600 (general)

750 (road verges)

900 (minor sealed roads)

1200 (unsealed or major roads)

2.5.4 Installation of Services

The start of the rail bridge is from Coglin Street. For the future consideration of electrifying the rail

line, a new connection of power cables from the existing SA Power network which is on South Road

itself. This transmission line provides 11kV and this would be increased by using a step up

transformer to power a three-car 25kV overhead electric unit trains.

Connections from the current transmission line would also be made to new services to power the

lighting for the car park, CCTV and the lift. Fluorescent lights would be installed around the car park

to ensure sufficient lighting under the bridge and this would be carried out in accordance to AS/NZS

1158. A sensor for the lighting system would trigger the lightings when necessary.

According to the information provided by SA Water regarding the water reticulation at the project

area, there are already 3 water hydrant on Euston Terrace and Days Terrace each. This is considered

enough to accommodate the newly design car park and train platform. For the platform above,

water piping connection has to be made to supply water to the new fire hose which would be


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installed in accordance with AS/NZS 2419. The connection of the pipe would be made from the

water mains on Euston Terrace. The connection of the pipe would start from the water main which

is underground and then it would run on the side of one of the car park piers and through the slab of

the platform.

With the new connection made to accommodate the fire hose on the platform, it is essential to

ensure that the water pressure in the water mains does not go below the hydraulic grade line. If the

pressure is low, a booster pump should be installed.

2.5.5 Relocation of Services

The current services that need to be relocated include the above ground power cables on South

Road and Queen Street, ETSA fibre cable and ETSA pilot cable.

Currently, there are 56 tubes of fibre optic cable which crosses overhead from Euston Terrace to

Days Terrace at the corner of King Street. Since the rail bridge would only come back to level at

Minnie Street, this fibre optic cable would definitely have to be relocated. The relocation of this

overhead fibre optic cable is done by moving the cables that passes through in between Euston

Terrace and Days Terrace further in front.

The new connection that would be made for the fibre optic cable to connect it from Euston Terrace

to Days Terrace without disrupting the newly design rail bridge. This relocation of optic cable is

approximately 150m and it is maintained to be an overhead cable. The height of the power poles

might be extended higher than the other power poles to make space for the future electrification

power lines for the rail line. Due to this, it might not be aesthetically pleasing for the community

around the area and putting the cables underground would be a feasible option in the future.

The relocation of the power cables from above ground to underground is done for the future

upgrading of South Road and also to assist in the construction phase. This is because with the cables

being above ground and directly below the bridge, it could complicate the construction work.

It is estimated that the length of putting the cables on South Road underground is 250m on each

side of South road and for Queens Street, the length is 240m. The underground ducting that would

be use is HDPE with an outer dimension of 150mm.

There are two communication cables that are required to be relocated. The first one is a pilot cable

which runs along the land in between Euston Terrace and Days Terrace and the second one are a

SABRE Net fibre cable which is under AMCOM Telecom. This cable is on the side of the current

Croydon Train Station and it runs along the land between Euston Terrace and Day Terrace as well.


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Since both of the communication cable would run under Euston Terrace, it is decided that both of

the services is to be put in a service trench. Additional provision is made with the service trench for

future communication cables. The installation of these communication cables would follow in

accordance to AS/NZS 3000 and the technical standard TS-085 from ETSA Trenching and Conduit

Standard for underground cable networks.

2.6 Earth Works

2.6.1 Excavations

Excavation of the earth materials will be mainly focused on the services relocation followed by the

car park’s pavement and pile installation. The excavation of services involves electrification, water

supply pipes, communication cables and storm water pipes whereas the excavation of the car park’s

pavement involves removing the top most layers of the soil, which is filled with concrete. The

excavation of services will only be focused within the construction site at this stage. Further services

excavation will be considered with the future upgrade of the South Road.Likewise, the excavation of

the pile installation involves the amount of earth materials that needs to excavate during the pile

cap installation process. It involves both cut and fill volume of the earth material. The volume of

earth material will be removed during the installation and relocation of services and again the same

volume of cut materials will be filled after the completion of the work. Excavation of the earth

material depends on the dimension and the relocation of the design. The majority of the excavated

earth will be clay according to the soil profile of the site location. The approximate total volume of

excavated soil material will be 28,823.5 cubic metres. Detailed excavation volumes of the earth

materials are discussed below.

2.6.2 Communication cable

The excavation of the communication cables deals with the relocation and the installation of

underground cable. The installation of the communications cable will be from South Road to Queen

Street with a total length of 600 meters. Likewise, the diameter of the cable pipe will be 150

millimetres with a cover of 600 millimetres. Hence, the total volume that needs to be excavated will

be approximately 150 cubic metres.

2.6.3 Electrification

The excavation of the electrification deals with the relocation along with the installation of

underground cables. The installation will be 250 meters on the both side of the South Road and 240

meters for Queen Street. Further excavation of electrification will be considered with the future


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upgrade of the South Road. The diameter of the cable pipe will be 150 millimetres with a cover of

600 millimetres. Therefore, the excavation volume for the electrification will be approximately 420

cubic meters at this stage.

2.6.4 Water Mains

The excavation of water mains deals with the installation of new water pipe connection from the

water mains to the pier as mentioned in the Services Relocation section (section 7.5). The total

length of the new water pipe connection will be approximately 20 meters from the water mains. The

diameter of the pipe will be 80 mm with the covering of 600 millimetres. Hence, the total excavation

volume for the new water pipe connection will be approximately 10 cubic meters.

2.6.5 Storm Water

The excavation of the storm water deals with the installation and upgrade of the new storm water

pipes. The new storm water pipes will be installed in the car park in conjunction with the upgrade of

drainage pipes from Queen Street to Days Terrace. The diameter of the storm water pipe will be 375

millimetres with the covering of 600 millimetres. The installation of the pipe will be approximately

450 meters long. Hence, the total volume of excavation will be approximately 285 cubic meters.

2.6.6 Pile Installation

The excavation of pile installation deals with the excavating of the earth materials to install the piles

along with the pile cap. It will be done for the entire 56 piers of the design bridge. The depth of the

pile excavation will be 26.3 meters (depth of the pile + thickness of the pile cap). Likewise, length

and the breadth of the pile cap will be 6.4 meters. Hence, the volume of excavation for the

installation of each pile cap and piles will be approximately 1077.25 cubic meters whereas the total

volume for the installation of the entire pile caps and piles will be approximately 60,325.89 cubic

metres.

2.6.7 Car Park Pavement

The excavation of the car park pavement deals with removing of the existing field surface. The depth

of the surface excavation will be 260 mm with the total surface area being 6,300 meter square.

Therefore, the total volume of pavement surface that need to be removed will be approximately

1,638 cubic metres. The excavated material will not be reused unless specified by the project

manager. The disposal of pavement material will be done to the nearest Waste Service Centre which

is located near Port Wakefield road between Lower Light and Dublin, South Australia.


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2.6.8 Tree Removal

There will be removal of 83 trees for the entire construction mainly along Euston and Day Terraces.

The estimated area that needs to be cut for removing the average size of tree will be 1 square meter

with the depth of 1 meter. Hence, the volume of earth materials to fill for a tree will be

approximately 1 cubic meter whereas the total volume to for 83 trees will be approximately 83 cubic

meters.

2.6.9 Cut and fill volume

Most of the cut volume of earth material deals with the installation of services such as

communication cable, electrification, water mains and storm water followed by car pavement, pile

installation and the removable of trees.The fill volumes are needed for the installation of the

embankment. For the services and the piling excavation, the same cut volumes are back filled as a fill

volume whereas the installation of embankment requires extra source of fill volume. Similarly, the

cut surface volume for the car park pavement will be removed. The following table shows the overall

calculation of Cut and Fill volume of earth materials for the designed construction. The detail

calculation for each excavation types are in CW 2005, CW 2006, CW 2007, CW 2008 and CW 2009.

Table 43: Total Volumes for cut and fill

Types of excavation Cut volume for removal

and instillation(m3)

Back Fill

volume (m3)

Embankment - 12240 (Not Counted in remaining fill

calcs as this will be bought)

Coglin Street - 37.52

Services 1325.4 1251.15

Rail Bridge

Stormwater

178.65 121.2

Stormwater

Upgrade (Queen

Street)

99.945 88.505

Tree removal 83 100

Car park 1923.32 57.777

Pile instillation(for

56 piers)

45,244.4 37,604.3

Total Volume 48854.715 39260.45

Remaining Volume

of soil

9594.27m3


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2.6.10 Soil profile

The following,figure 57, shows the subsurface diagram for each borehole location along the rail line

from the city. The diagram shows each layer of soil and soil types with the relative surface level for

borehole is 15.52 m (AHD). More details of properties of the soil for each borehole are discussed in

Appendix D


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Figure 18: Subsurface diagram for each borehole data


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2.7 Compaction

2.7.1 Road and car park pavement compaction

The compaction of the sub base and the pavement is done to minimise the settlement, when the

load is applied on it. The top 260mm of fill (made ground) layer is removed and compacted with

sheep foot roller before the instillation of pavement. As the soil comprises of sandy silty clay with

low strength, it is necessary to do the compaction of base soil before the instillation of pavement

layers. For the car park 90mm of unbound granular working platform will be installed and

compacted with the sheep foot roller to increase the strength and remove the void space between

the granular materials. Similarly, another 90mm of unbound granular layer of sub base is installed

and compacted to reduce the void space between the granular materials. Finally the sub-base layer

of the unbound granular layers is sealed with the 80 mm of concrete to reduce the permeability.

2.7.2 Embankment compaction

The natural layers of soil on the construction site mostly consist of firm sandy clay and on top of it

the back fill layer of granular soil is used to increase the coefficient of friction due to the dynamic

load of the train on the soil and also helps to ensure minimal settlement of the embankment. The

embankment will be filled with the back fill layers of granular soil separating by the reinforcement to

support the retaining wall. The embankment is constructed simultaneously with the construction of

retaining wall, where each layer of the soil is compacted using reversible vibratory plates compactor

so that we ensure to get at least 95 precent density of standard proctor. The reversible vibratory

plate’s compactor functions well on granular or with the granular cohesive mixes of soil producing

uniformly compacted layers of embankment.

2.7.3 List of materials for Earthwork

Excavator (Fitted with Coupler and Tilting buckets)

Dumping Trucks

Sheep’s Foot Roller

Reversible Vibratory Plate

Pneumatic Tire Roller

Earthmovers


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Diameter of pile = 0.9m

Depth of pile = 25m

Dimensions of pile cap = 5.4m x 5.4m x 1.3m

Number of pile in each piers = 9

Number of piers with piles = 56

Excavation clearance on each side = 0.5m

So that the total clearance will be 0.5 + 0.5m = 1m

Total depth or depth of excavation (pile cap + pile depth) = 1.3 + 25 = 26.3m

Length of excavation = 5.4m + 1m = 6.4m

Now volume of excavation for single pier = 6.4m x 6.4m x 26.3m = 1077.248 m3

Total volume of excavation for 56 piers = 56x 1077.248 m3 =60,325.89 m3 (Approximate)

Fill volume after installation of piles

Area of pile =

Volume of pile that support one pairs =

Volume of pile cap =

Total volume (piles + pile cap) support 56 pairs =

Total volume of fill materials needed =

(Approximately)


Subject: Volume of Excavation for instillation of piles


Date: 31/05/2013 Prepared: Purushottam Bhattarai




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Length of embankment = 180m

Width of embankment= 20m

Depth of embankment = 3.4m

Surface area of triangular box =

The volume of fill materials required for the embankment =

Therefore the approximate volume of the fill materials required for the embankment on eastern side

of the bridge is 6120 m3

Since, the dimensions for the embankment on western side of the embankment is same, so the

volume of the fill materials for the embankment on the western side of the bridge is also 6120 m3

Therefore the total volume of fill materials required for embankment

= 2 x 6120 m3 = 12240m3 (Approximate)


Subject: Fill volume for the earth embankment (rail track)





Figure 19: Embankment volume

15.8 m


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Figure 20: Coglin Street Cross Section

Calculation of the Side Section of the Road,

Area of 5% grade Section Road =

m2

Volume of 5% grade Section Road = 3.8 x 7 = 26.6 m3


Subject: Volume of fill for Coglin street embankment





Figure 21: Triangle of western side of Coglin street at bridge

15.8 m

15.8 m


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Area of 2% grade on 5% grade Section Road =

= 0.49m2

Volume of 2% grade on 5% grade Section Road = 0.49 x 16 = 7.84 m3

Therefore, the total volume of earth materials that need to be filled on the both side of the section =

2(26.6 -7.84) = 37.52 m3 (Approximately)

Note: The fill volume for the rail track as shown in figure is calculated along with the embankment in

previous calculation of fill volume of embankment in rail track


Subject: Volume of fill for Coglin street embankment





Figure 22: 2% grade Coglin Street


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Length for the Service Installation = 600m

Diameter of pipe for Communication Cable = 0.15m

Covering depth = 0.6m

Total depth of Service Installation = 0.75m


Total width for Excavation = 0.3 + 0.15 + 0.3 = 0.75m

Area for Excavation = 600m x 0.75m = 450m2

Therefore,

Total volume of excavation = Area x Depth = 450 x 0.75 = 337.5m3(Approximately)

Total Length for the Service Installation = 740m

Diameter of pipe for Communication Cable = 0.15m

Covering depth = 1m




Area for Excavation = 740m x 0.15m = 851m2

Therefore,


Subject: Volume of Excavation for Communication Cable


Date: 31/05/2013 Prepared: Manoj Jogi




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Total volume of excavation = Area x Depth = 851 x 1.15 = 978.65m3(Approximately)

Length of the Service Installation = 20m

Diameter of pipe for Water mains = 0.08m

Covering depth = 0.6m




Area for Excavation = 20m x 0.68m = 13.6m2

Therefore,

Total volume of excavation = Area x Depth = 13.6 x 0.68 = 9.25m3(Approximately)

Area of the car park = 6,300 m2

Depth of Surface excavation = 0.26m

Therefore,

Total volume of surface excavation for Car Park Pavement = Area x Depth = 6,300 x 0.26 =

1638m3(Approximately)


Subject: Volume of Excavation for Electrification






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Number of trees to be removed = 83

Area of cut surface for the removable of a tree = 1m2 (Approximately)

Depth of cut surface = 1m

Volume of the excavation for removing a tree = Area x Depth = 1m3

Therefore,

The total volume for excavating 83 trees = 83 x 1m3 = 83m

3(Approximately)


Subject: Volume of Excavation for Car Park Pavement Installation






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Calculating Cut Volume of Car Park,

Diameter of a pipe (Green) = 375mm

Length of a pipe (Purple) = 177m

Length of Footpath = 5m

Length of the pipe along the road = 85m

Total length of excavation = 267m

Pipe Covering = 600mm

Clearance on each side = 0.3m

Total depth of excavation = 0.6 + 0.375 =

0.975m

Total width of excavation = 0.375 + (2x0.3) = 0.975m

Area of the Cut Section = 267 x 0.975 = 260.325m2

Volume of Cut Section = 260.325 x 0.975 = 253.81m3

Similarly,

Width of linear drainage pipe= 200mm

Depth of the linear drainage pipe= 220mm

Area of the linear drainage pipe= 200mm x 220mm = 0.044m2

Length of pipe (in car park) blue = 432m


Subject: Volume of Excavation for Stormwater(Car Park)





Figure 23: Car Park Cut and Fill


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Length of pipe (in car park) green = 18m

Total length = 432 + 18 = 450m

Cut volume of the pipe excavation = 0.044 x 450 = 19.8m3

Area of the Junction Pit = 0.36m2

Depth = 0.6

Total Number of Junction Pit = 11

Cut Volume of Junction Pit = 2.375m3

Length of Petrol spectator = 2300mm

Width = 1200mm

Depth = 2100mm

Volume of the Petrol spectator = 5.796m3

Cover for extension Shaft part = 3.17m3

Cover for extension under shaft part = 0.367m2

Total cut volume = 5.796m3 + 3.17m3 + 0.367m2 = 9.333m3

Therefore, the total cut volume of Car Park = 253.81m3 + 19.8m3 + 2.375m3 + 9.3330.367m3 =

285.318 m3 (Approximately)








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Calculating the Fill Volume of the Car Park,

Diameter of the pipe = 375mm

Area = 0.1104m2

Length of pipe purple (in cark park) = 94m2

Length of footpath (Orange) = 5m

Length along the road (green) = 142m

Total length = 241m

Covering = 600mm

Cut Volume of Covering = 54.225m3

Petrol Spectator,

Cut Volume of cover for extension shaft par = 3.175m3

Cut Volume of cover for extension under shaft par = 0.3764 m3

Therefore, the total fill volume of the car park = 54.225m3 + 3.175m3 + 0.3764 m3 = 57.777 m3

(Approximately)








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Calculating the Cut Volume,

Diameter of pipe = 0.375m

Covering Depth = 0.6m

Total length of the pipe installation =104m

Total depth of the installation

= 0.6 + 0.375 = 0.975m

Clearance on both side = 0.3m

Total width = 0.375 + 0.6 = 0.975m

Area of the Cut surface = 104 x 0.975 = 101.4m2

Volume of the Cut Surface = 101.4 x 0.975 = 98.865m3

Area of Junction pit = 0.36m2

Depth = 0.6m

Number of Junction Pit = 5

Cut Volume of Junction Pit = 0.36 x 0.6 x 5 = 1.08m3

Therefore, the total cut volume = 98.865m3 + 1.08m3 = 99.945 m3 (Approximately)

Calculating Fill Volume,


Area of pipe = 0.11m2

Total length of pipe = 104m

Volume of pipe = 0.11 x 104 = 11.44m3

Therefore, the total fill volume = 99.945 – 11.44 = 88.505 m3 (Approximately)


Subject: Volume of Excavation for Storm water (Upgrading of existing drainage pipe)






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Volume of cut for pile instillation

Diameter of pipe = 0. 375m

Now, area pipe =

Length of pipe around the system are

varied so as

Length of Pipe AB to C = 105m

Length of pipe C to Queen Street =

130.5m

Length of pipe D to Queen Street = 12m

Length of pipe E to D = 150m

Length of pipe I&H to G&F = 105m

Length of pipe G&F to south road = 161.76m

Total length of pipe

The total length of drainage along the rail line is reduced by 142m as the same drainage pipe we

used on car park is used for rail line drainage system.

Cover = 600mm or 0.6m


Subject: Cut and fill volume for rail lines drainage system





Figure 24: Storm water layout


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Cover cut volume =

Pipe cut volume

Volume of cut for junction pits

Area of junction pit

Depth of junction pit = 0.6 m

Number of junction pit = 16

Volume of cut for all 16 junction pits

Now the total volume of cut for instillation of drainage system for rail lines is

Total fill volume required for drainage system


Area =

Length of pipe = 522.26m

Total volume of pipe

Now the totals fill volume


Subject: Cut and fill volume for rail lines drainage system






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2.8 Retaining Wall

The retaining wall is located at the bridge footing on both sides; each end of the bridge has two side

walls. The type of retaining wall used is amechanical stability earth wall (MSE). The retaining wall will

be designed along a maximum height 3.4m of soil. The size of retaining wall is a triangular shape

which has a base length of 180m with 2% slope. The design of retaining wall will be split into three

parts to calculate with zenith, middle and bottom parts.

Figure 25: An example of Mechanically Stable Earth Wall (MSE)

2.8.1 Stability of Retaining Wall

2.8.1.1 External stability

With the classical gravity and retaining wall structure, three potential external failure mechanisms

are usually considered in sizing MSE walls as follow:

factor of safety for sliding on the base,

limiting the location of the resultant of all forces (overturning)

Maximum value of bearing capacity.

Factor of safety for sliding is to test the lateral earth pressure with relation to retaining wall

resistance to stop the retaining wall system to move away from the soil.


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Factor of safety for overturning is to test the retaining wall system for its tendency to topple or

rotate. However, the overturning criteria should always be satisfied.

Bearing capacity for wall foundations can be determined in the same manner as building

foundations.

Table 44: The Reinforced Soil Property

MSE Wall Layers Height (m) Soil Type ɣ for Backfilled soil ɸ

1st 0.4 Sand and Gravel 18.055 35

2nd 1 Sand and Gravel 18.055 35

3rd 1 Sand and Gravel 19.625 35

4th 1 Sand and Gravel 19.625 35

Table 45: The unreinforced soil property

MSE Wall Layers Height (m) Soil Type ɣ for Backfilled soil ɸ

1st 0.4 Silty Sands 17.27 30

2nd 1 Silty Sands 17.27 30

3rd 1 Silty Sands 17.27 30

4th 1 Silty Sands 17.27 30

2.8.1.2 Internal stability

The tensile forces in the reinforcements become larger than the pull-out resistance.For example, the

force required to pull the reinforcement out of the soil mass. This, in turn, increases the shear

stresses in the surrounding soil, leading to large movements and possible collapse of the structure.

Table 46: The reinforcement length

MSE Wall Layers Total length of reinforcement

(mm)

1st 1977.163512

2nd 1523.6382

3rd 916.6065965

4th 314.4899003


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2.8.2 Construction

The mechanical stability earth wall consists of the following main parts; soil reinforcement, select

backfill, random backfill, original ground, wall facing panel and so on. The soil in of the retaining wall

is gravel and silty sands in reinforced soil part and unreinforced soil part, respectively.

Figure 26: An example of Mechanically Stable Earth Wall (MSE)


284 | P a g e

MSE wall Design Details

Table 47: The retaining wall length details

Item Value

Width of reinforced backfill soil ( 5 m

Width of unreinforced backfill soil 5m

Height of backfill soil 3.4m

Width of concrete panel ( 2m

External stability

Reinforced backfill soil zone

Table 48: The reinforced backfill soil zone each layer soil property detail.

MSE Wall

Layers

Height (m) Soil Type ɣ for

Backfilled

soil

ɸ ka

1st 0.4 Sand and Gravel 18.055 0.271

2nd 1 Sand and Gravel 18.055 0.271

3rd 1 Sand and Gravel 19.625 0.271

4th 1 Sand and Gravel 19.625 0.271


Subject: MSE wall design


Date: 31/5/2013

Prepared: Xiangyu Kong and Yuen Kei

Hon




285 | P a g e

Table 49: The reinforced backfill soil zone vertical parts

MSE

Wall

Layers

Commutation

Height (m)

Vertical

Stress (kPa)

Vertical

Force (kN)

Arm

(m)

Vertical

Moment (kNm)

1st 0.4 7.222 72.220 2.5 180.550

2nd 1.4 25.277 252.770 2.5 631.925

3rd 2.4 47.1 471.000 2.5 1177.500

4th 3.4 66.725 667.250 2.5 1668.125

Total 1463.240 3658.100




Date: 31/5/2013


Hon




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Table 50: The reinforced backfill soil zone horizontal parts

MSE

Wall

Layers

Commutation

Height (m)

Horizontal

Stress (kPa)

Horizontal

Force (kN)

Arm

(m)

Horizontal

Moment (kNm)

1st 0.4 1.96 0.78 0.133 0.1044

2nd 1.4 6.85 9.59 0.4667 4.4749

3rd 2.4 12.76 30.63 0.800 24.5045

4th 3.4 18.08 61.47 1.133 69.6704

Total 102.476 98.754

Unreinforced backfill soil zone

Table 51: The unreinforced backfill soil zone each layer soil property details

MSE Wall Layers Height (m) Soil Type ɣ for Backfilled

soil kN/m3

ɸ ka

1st 0.4 Silty Sands 17.27 0.333

2nd 1 Silty Sands 17.27 0.333

3rd 1 Silty Sands 17.27 0.333

4th 1 Silty Sands 17.27 0.333




Date: 31/5/2013


Hon




287 | P a g e

Table 52: The unreinforced backfill soil zone vertical parts

MSE Wall

Layers

Commutation

Height (m)

Vertical Stress

(kPa)

Vertical

Force (kN)

Arm

(m)

Vertical

Moment (kNm)

1st 0.4 6.908 69.08 2.5 172.700

2nd 1.4 24.178 241.78 2.5 604.450

3rd 2.4 41.448 414.48 2.5 1036.200

4th 3.4 58.718 587.18 2.5 1467.950

Total 1312.52 3281.300

Table 53: The unreinforced backfill soil zone horizontal parts

MSE Wall

Layers

Commutation

Height (m)

Horizontal

Stress (kPa)

Horizontal

Force (kN)

Arm (m) Horizontal

Moment (kNm)

1st 0.4 2.30 0.92 0.133 0.123

2nd 1.4 8.06 11.28 0.466667 5.265

3rd 2.4 13.82 33.16 0.8000 26.527

4th 3.4 19.57 66.55 1.133 75.420

Total 111.9096 107.335




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Factor of Safety

Table 54: Factor of safety for sliding and overturning

MSE Wall Layers FOS for Sliding FOS for Overturning

1st 2.259 >1.5 OK 9.701032869 >2 OK

2nd 2.042 >1.5 OK 2.622343316 >2 OK

3rd 1.937 >1.5 OK 4.634395022 >2 OK

4th 1.776 >1.5 OK 3.183361614 >2 OK

Note:

The factor of safety for sliding needs to be more than 1.5.

The factor of safely for overturning needs to be more than 2.




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Table 55: Check Maximum stress for bearing capacity

MSE Wall

Layers

Eccentricity (m) q max for Bearing Capacity (kPa)

1st 0.5291 23.61421716 <300kPa OK

2nd 0.6627 90.75762082 <300kPa OK

3rd 0.7601 180.1264195 <300kPa OK

4th 0.9171 280.3157143 <300kPa OK

Note:

The maximum stress for bearing capacity needs to be less than 300kPa

Internal stability

Table 56: Maximum factored tensile stress details

MSE

Wall

Layers

Surcharge of the

unreinforced

backfill soil

Unreinforced

backfill soil

horizontal Stress

(kPa)

Horizontal

Stress

(kPa)

Maximum Tensile

Load (kN/m)

1st 10.567 2.30 12.869 200 2.574

2nd 10.567 8.06 18.626 200 3.725

3rd 10.567 13.82 24.383 200 4.877

4th 10.567 19.57 30.139 200 6.028




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Table 57: Pullout friction factor, F

MSE Wall

Layers

embedment

bearing capacity

factor

a bearing

factor for

passive

resistance

The soil

unreinforcement

interaction

friction angle Φ

Pullout friction factor

( )

1st 12.7 0.5 6.927350269

2nd 12.7 0.5 6.927350269

3rd 12.7 0.5 6.927350269

4th 12.7 0.5 6.927350269

Table 58: Length of reinforcement in the resisting zone, Le

MSE

Wall

Layers

Pullout

friction

factor

φ Scale

effect

correction

factor α

Overall

reinforcement

surface area

geometry factor

C

Reinforcement

coverage ratio

Rc

Required length

of

reinforcement

in resisting zone

Le(mm)

1st 6.927350269 0.9 1 2 0.5 59.76185365

2nd 6.927350269 0.9 1 2 0.5 24.71266398

3rd 6.927350269 0.9 1 2 0.5 18.87113237

4th 6.927350269 0.9 1 2 0.5 16.46579582




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Table 59: Length of Remainder length of reinforcement, La

MSE Wall

Layers

Height of

retailing wall, H

(m)

Depth to reinforcement, Z

(m)

Remainder length of

reinforcement (mm)

1st 3.4 0.2 1920

2nd 3.4 0.9 1500

3rd 3.4 1.9 900

4th 3.4 2.9 300

Table 60: The total length of reinforcement

MSE Wall

Layers

Required length of

reinforcement in

resisting zone (mm)

Remainder length of

reinforcement (mm)

Total length of

reinforcement (mm)

1st 59.76185365 1920 1979.761854

2nd 24.71266398 1500 1524.712664

3rd 18.87113237 900 918.8711324

4th 16.46579582 300 316.4657958




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The Calculation process of first layer is shown as follow:

External stability

Reinforced backfill soil part

Height of first layer = 0.4m

Soli type is Sand and gravel

Vertical part

1) Vertical stress

2) Vertical force

3) Vertical moment

Moment arm of vertical load = 2.5m

Horizontal part

1) Horizontal stress




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2) Horizontal force

3) Horizontal moment

Moment arm of horizontal load =

Unreinforced backfill soil part


Soli type is silty Sands and clayey sands

Vertical part

1) Vertical stress

2) Vertical force

3) Vertical moment

Moment arm of vertical load = 2.5m




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Horizontal part

1) Horizontal stress

2) Horizontal force

3) Horizontal moment

Moment arm of horizontal load =

Surcharge

Table 61: Surcharge value

Value (

Surcharge from the bridge 31.7

Reinforced backfill soil 8.59

Unreinforced backfill soil 10.567

Note:

Reinforced backfill (horizontal stress of surcharge at 0m)




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Unreinforced backfill (horizontal stress of surcharge at 0m)

Factor of safety

FOS for sliding

Stabilizing force at the each base

1) Reinforced backfill soil

2) Unreinforced backfill soil

Horizontal force



FOS for sliding

FOS for overturning

Horizontal moment




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Vertical moment

Check the bearing pressure

Location of vertical force form toe




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Internal stability


Unreinforced backfill (horizontal stress of surcharge at 0m)

1) The horizontal stress

The Unreinforced backfill soil horizontal stress at first layer

2) Maximum factor tensile stress

The Maximum tension in each reinforcement layer per unit width of wall ( based on the

reinforcement vertical spacing (

3) Pullout friction factor (

The pullout friction factor can be obtained most accurately form laboratory or field pullout tests

performed with the specific material to be used on the project.




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4) Estimating

The length of reinforcement in the resisting zone is determined using the equation:

C is overall reinforcement surface area geometry factor = 2

5) Estimating

The is obtained simple structures not supporting concentrated external loads.

H is total height of the retaining wall = 3.4m

So, the total length of reinforcement at first layer required for internal stability is:




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Car park width: 218m

Car park long: 22m

Total car park area: ;for each sub catchment area

Existing stormwater pipe size (diameter) (at Queen Street –near lot 1-5):300mm

Design Life (years) for the drainage system:

For car park linear drainage system:

Linea drainage pipe size: 200mm x220mm

Overland flow length:

Overland flow slope:

Overland flow time: (Figure 2: overland flow travel time for Australian urban catchments)

Frequency Conversion Factor:

Basic runoff coefficients for car park:

Underground pipe travel length: 228m

Underground pipe travel fall: 0.76m

Underground pipe travel time: 6.2 min (Figure 3: Flow travel time in channels)

Total travel time to entry point- = Overland flow time + underground pipe travel time


Subject: Car Park Drainage System Design;

Connection between rail drainage and existing drainage system Design


Date: 3/6/2013 Prepared: Leo Tsoi

Sheet: Sheet 1 of 9 Checked: Kumaran Kanapathy



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For each sub-catchment area flow rate:

For M200PPD depth channel (72m; 0.5%ground slope):

The maximum total flow that the channel can carry (for 72m):

Thus the design linear drainage system can carry the peak flow.

From 375 mm diameter concrete pipe, the minimum hydraulic gradient is

.

Velocity of 375mm diameter concrete pipe can carry (From figure ?: Full Flow

Conditions Colebrook-White Formula ks = 0.06mm )

Acceptable velocities of storm water pipe:









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For design petrol separators,

The nominal size of a bypass separator for a catchment of area A (m2) is obtained using the

following formula:

Thus use NSB 10-class 1 Bypass separator chambers which can connect 375 mm diameter pipe size

in car park drainage system (Figure 4: Bypass separator chambers data).


For Rail Drainage system design,

Table 62: Rail Drainage System Data

Pipe Location A B C D E F G H I

Material Concrete PVC PVC PVC PVC PVC PVC PVC Concrete

size(diameter-

mm)

200 100 100 100 100 100 100 100 200

Max flow(L/s) 30.24 18.144 15.12 22.3776 18.144 12.096 15.12 12.096 30.24

Q(m^3/s) 0.03024 0.01814 0.01512 0.02238 0.01814 0.0121 0.01512 0.0121 0.03024









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Cross section area of pipe:

And the result of each pipe as table below:

Table 63: Result of velocity of each pipe

Pipe Location A B C D E F G H I

Material Concrete PVC PVC PVC PVC PVC PVC PVC Concrete

size(diameter-

mm)

200 100 100 100 100 100 100 100 200

V(m/s) 0.24064 0.57754 0.48128 0.7123 0.57754 0.38503 0.48128 0.38503 0.24064

For connection between rail drainage system and existing drainage system in Queen Street;









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For connection between rail drainage system and existing drainage system in South Road;

Appendix

Figure 27: Full flow conditions









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Figure 28: Overland flow for Australian Urban Catchment.

Figure 29: Flow travel time in channels









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Table 64: Linear drainage pipe maximum carry flow

From Linear

drainage system

data

Ground

slope

0.5%

Outlet

(m)

Q (l/s)

10 24.2

20 27.8

30 29.6

40 30.6

50 31.5

60 32.4

70 33.1

80 33.5

90 33.9

100 34.4

120 35.3

140 35.8

160 36.3

180 36.5

200 36.6









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Table 65: Rainfall Intensity Duration Data (Geographic Location: 34.9333° South; 138.6° East AUSIFD Version 2.0)









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Figure 30: Bypass separator chambers data









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2.9 Storm Water Drainage System Design

2.9.1 Car Park Drainage System Design

Referring to the City of Charles Sturt and DPTI specifications (DPTI: Part d022: design – Roadwork’s

Drainage and City of Charles Sturt: ITEM 309-563-567 Port Road West Croydon), stormwater pipe

sizes and material requirements provide the following information; the minimum size of the pipe for

the car park is 375mm diameter concrete pipe with a minimum hydraulic gradient of 0.003 m/m.

Also, a requirement outlined in the documents mentioned above is the installation of a Class 1 full

retention oil separator for the catchment area of the site before entering the existing stormwater

system. Due to a lack of background information of existing stormwater pipe network which did not

include the flows from the catchment areas, it is assumed the existing system can carry the

additional flow from Rail Bridge and car park.

The design of the car park drainage system is done using linear drainage to capture the overland

flow from the car park area. Total length of linear drainage pipe is 432m long in the middle of car

park and is connected with junction pits. The car park has a 0.5 % ground slope. Another linear

drainage system is 18m long and runs along the entrance/exit of the car park to avoid petrol flux

from the car park into the existing drainage system. The linear drainage connects with the

underground stormwater system by means of a junction pit but will first travel through an oil

separator before entering the stormwater system.

Figure 31: Example of linear drainage system in car park


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Table 66: Car Park Drainage System Design

Car Park Drainage System Design

Pipe Type size total

length(m)

Notice

M200PP D depth channel 200x 220 (mm) 450 /

Concrete pipe 375

mm(diameter)

241 1/300 hydraulic gradient &

600mm pavement cover

other component

required

size total

number

junction pit 600x600 (mm) 10 /

petrol Separator 2300x1200 (mm) 1 /

Table 67: Comparison the maximum flow and velocity between sub catchment area in 5 years and 100 years design life and stormwater drainage pipe.

M200PP D

depth channel

sub catchment

area -5 year

design life

sub catchment

area -100 year

design life

unit

maximum

flow can

carry

33.18 / / (l/s)

maximum

flow

/ 7.51 21.09 (l/s)

375 mm dia

concrete pipe

2 sub catchment

area -5 year

design life

2 sub catchment

area -100 year

design life

unit

maximum

velocity

can carry

1.28 / / (m/s)

maximum

velocity

/ 0.34 0.96 (m/s)


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The results show that the linear drainage pipes and underground pipes can carry the maximum flow

from the catchment areas and from the linear drainage systems.

2.9.2 Connection between Rail Drainage and Existing Drainage System Design

For the car park drainage system, the velocity of each section of pipe is listed in table 92. The design

uses 375mm diameter concrete pipe (1.28 m/s) which is capable to carry the flow from each section

of pipes in the system. However, it requires the upgrading of the existing stormwater pipes along

Queen Street which are currently 300mm concrete pipes and the installation of junction pits to

connect the rail drainage pipes to underground stormwater pipes. Refer to drawing 47 for further

information.

Figure 32: Example of Connection between rail drainage and existing drainage system design.


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Table 68: Connection between rail drainage and existing drainage system Design Data.


Pipe Type size total

length(m)

Notice

Concrete pipe 375 mm(diameter) 664.26 1/300 hydraulic gradient & 600mm

pavement cover

other component

required

size total number

junction pit 600mmx600mm 16

Table 69: Velocity and length of design drainage pipe

section of pipe length(m) velocity(m/s)

Pipe AB to C 105 0.82

Pipe C to Queen Street 130.5 0.48

Pipe D to Queen Street 12.00 0.71

Pipe E to D 150.00 0.58

Pipe I&H to G&F 105.00 0.63

Pipe G&F to South Road 161.76 0.87


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3. Traffic Management

3.1 Traffic Control Devices/Signage

Traffic control devices/signage will be used during the construction of the rail bridge for the Outer

Harbour Rail Line Grade Separation. There will be road plans provided in the traffic management

plan to show all the signage and devices required for traffic control. These traffic control

devices/signage are combination of words, graphic symbols, shapes and colours that can be depicted

from far away. They should be tangible, visible, legible, understandable and credible to be effective

for all types of road users. All the construction and road signage are shown on the traffic

management plan in the section 8.12.

3.2 Road Signage Design

During and after construction traffic signs need to be in place for the safety of the road users.

Australian Standards specify in detail the various requirements for the design of the pavement

marking of roadwork’s, Temporary and permanent Road Signs. The basic road signs required for this

construction can be classified into different categories like Regulatory Signs, Temporary Signs,

Warning Signs and Guide & Service Signs. These road signs and other devices will be used during and

after construction phase for the purpose of regulating, warning and guiding traffic.

3.3 Existing conditions

Currently at the intersection of Outer Harbor Rail Line and South Road, the South Road hastwo

lanes in each direction with a speed limit of 60 km/h and one rail track for each direction with

electrically censored rail crossing. After completion of this project, the road conditions will be

different from the existing ones.There will be a rail over pass over South Road. Uninterrupted South

Road is part of Greater Adelaide plan for 30 years. In this project, new roadside signs and pavement

marking shall be put in place to accommodate the change in condition after the completion of the

project.

At Edge Engineering, emphasis will be placedon minimising traffic flow disruption on South Road

during construction phase. Considering safety of the construction workers and the road users, the

speed limit near the construction site will be reduced to 40 km/h when construction is halted and 25

km/h when construction is in progress. The signage currently in place on the site will be removed

and new ones will be replaced to avoid confusion for the road users. Any road pavement marking

will be altered if there is a need for any changes in traffic conditions during construction. Once the


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construction has finished, new pavement markings and new road signage will be put in place to

guide traffic in the newly completed project.

3.3.1 Road control devices

Different traffic control devices will be used to manage traffic flow. The traffic control devices can

be classified into categories listed below:

Regulatory Signs

Temporary Signs

Warning Signs

Guide & Service Signs

3.4 Regulatory signs

Regulatory signs are signs used to reinforce traffic laws or regulation. These include speed limit

signs, parking signs and hazard markers to name a few. They are normally placed at the beginning of

the section where the regulation applies.

3.5 Speed limit series

3.5.1 During Construction

Currently the displayed speed limit at the site for South Road is 60 Km/h, whereas for Outer Harbour

Rail Line it is 80 Km/h. Speed limit at the site on South Road will be reduced to 25 Km/h, when

construction is in progress and 40Km/h when construction is halted.(See drawings 63, 64, 65, 66)

3.5.2 Speed Limit Recommendation

EDGE Engineering Traffic Management team does not have the authority to implement speed limits,

Edge Engineering will only give recommendations in accordance with Austroads guidelines and

South Australian Road Rules set out by DPTI Metropolitan Region.

3.5.3 After project completion

After Completion of the project the display speed limit on South Road will be increased back to

60Km/h.


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The following speed limit signs will be used to manage the traffic flow before and after construction.

Figure 33: Speed Limit Signs

Speed limit signs like ones shown in figure 72will be used to manage the traffic during and after the

construction phase. The size and type of the signs will be chosen in accordance with the Australian

Standards. For speeds of 60 km/h and less S type signs will be used (See AS 1742.4 – 2008 Table 2.1

Regulatory Sign Sizes).

3.5.4 Longitudinal placement

Speed limit signs should be placed 100-500 meters in advance of speed reduction and following an

increase in accordance to (AS 1742.4-2008 clause 3.2.7 g (i)).

3.5.5 Mounting Height and Lateral Placement

Lateral clearance from the face of the kerb not less than 300 mm and on traffic islands shall be 500

mm in accordance to (AS 1742.4-2008 Appendix (C) clauses C2.3.3). The Sign should be placed at a

minimum height of 2 m above the top of the kerb in accordance to (AS 1742.4-2008 Appendix C

clauseC2.3.5).The distance for placement of the sign from the kerb is shown in the figure 2 below.


315

Figure 34: Side mount Kerbed Roads (Urban) (AS1742.4-2008)

Figure 35: No Entry Sign

No Entry Sign will be used during construction and after construction phase. It will be used to restrict

entry of normal traffic to the construction site during construction. After completion of construction

it will be used to manage the traffic according to the traffic management plan.Details of the

placement of the sign during the construction phase and after completion of the project are

provided in drawings 63, 64, 65, 66, 67 and signage.

Figure 36: NO Right and Left Turn


316

No left turn or no right turn sign is used to stop cars turning left or right hence avoiding any incident

with traffic moving in opposite direction. The no left turn or no right turn sign is used at intersections

where vehicles are forbidden to make a turn left or right.

No turn left sign (R2-6 (L)) and no turn right (R2-6 (R)) will be used to convey to the road users that

there is no right/left turn allowed. The signs will be square in shape with white background and red

and black legends. According to AS1742.2 the dimensions of the signs should be 450 × 450.

Figure 37: Give Way Sign

Give Way sign for this project is used where a local road merges with a main road. It is used so that

traffic on main road is not interrupted by the traffic from local roads. Give Way signs shall be used as

set out in AS 1742.2, Clause 2.2.

The sign will be a triangular in shape with white background and red and black legends. Signs shall

be placed as close as possible to the major road. Give Waysigns will be supported by the pavement

markings shown in AS 1742.2, Clause 4.6.4.


317

Figure 38: Clearway Sign

Some of the nearby areas on South Road and side streets will be designated as clearway zones so

that there is no obstruction to traffic flow. Clear way signs will be used to inform the drivers on

South road and side streets. Clear way signs will be installed at 100 meters intervals on clearway

designated zones.

Clearway sign (R5- 45) will be used for this project. It will be rectangular in shape with long axis

vertical, with white background paint and red legend. The size of the sign will be according to AS

1742.11.

3.5.6 Warning Sign

Warning signs are signs that are used on road to warn drivers of any hazardous traffic conditions

ahead.

Figure 39: Clearance Sign

Clearance Sign (R6-12) is used to convey to the road users that the structure they are going under

has low clearance, in this condition it is 4.6 m. According to AS 1742.2 the dimensions of the

Clearance sign should be 1500 × 600.

3.5.7 Lateral Placement and Location

Lateral clearance from the face of the kerb not less than 300 mm and on traffic islands shall be 500

mm as referenced in AS 1742.4-2008 Appendix (C) Clause C2.3.3. The warning signs shall be placed


318

according to the Australian standards at adequate distance from the hazard. Shown below is the

screenshot from Australian standard for placement of Warning signs.

Figure 40: Location of Warning Signs in Advance of a Hazard

3.6 Guide & Service Signs

Guide and service signs are used to direct the traffic to any service nearby. They are also used for

guidance for people to get in and out of the buildings for example the way out sign shown below.

Figure 41: Park and Ride Sign

Park and ride sign is sign that is used to direct traffic towards a public transport hub where people

can park and get on the public transport.


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Figure 42: Parking with User Limitations

Parking with user limitations (R5-10) will be used in our project for the disabled parking bays.

According to AS 1742.11, the dimensions of the sign should be 450 × 225.

Park and Ride sign will be used for this project to direct the traffic to the car park underneath the

train station so they can park at the train station and get on the train. It will be rectangular in shape.

The size of the sign 800 × 850 mm as recommended by AS 1742.11.

Figure 43: Way out Sign

Way out sign (G9-55) is sign that is used to direct traffic out of a parking lot.

Way out sign will be used for this project to direct the cars out of the car park underneath the train

station so that people don’t get confused with the exit and entry points. It will be rectangular in

shape. The size of the sign 875 × 150 mm as recommended by AS 2890.1

3.7 Temporary Signs

Temporary signs are mostly used during construction or if any repair work has to be carried on a

road. They are used so that the road users are aware of the hazards ahead or inform of any workers

working on the road and caution is used while driving in these conditions. These temporary signs

may be used in conjunction of speed control devices. These signs are normally portable signs that

can be moved around as required.

Figure 44: Prepare to Stop Sign


320

Prepare to stop sign is used to warn drivers of conditions where they might need to stop in a case of

changed traffic conditions like equipment movement at construction site. This sign is normally used

in conjunction with other signs.

Prepare to stop sign (T1-18A) is rectangular in shape with 900*600 dimensions (AS 1743.2), red paint

background and white legend will be used during construction time in this project.

Figure 45: Roadwork Ahead

Roadwork Ahead sign is sign that is used to warn the road users of a road work ahead. This sign will

be used extensively during the construction phase of the project wherever needed. This sign will be

used in conjunction with reduced speed limit so that the workers on the site and road users are safe.

The sign will be placed well in advance according to Australian standards near the construction site.

Road work Ahead sign (T1-1A) is rectangular in shape with yellow background and black legend.

According to the AS 1742.3 the Roadwork Ahead sign should be of 1800*600 dimensions.

Figure 46: End Roadwork

End Road work sign is used to indicate the end of roadwork and resumption of normal conditions on

the road. This sign will be used to inform the road users of the resumption of normal traffic

conditions which could be returning to normal speed limit.

End Road work sign (T2-16) is rectangular in shape with yellow background and black legend.

According to the AS 1742.3 the End Roadwork Ahead sign should be of 1800*600 dimensions.

Figure 47: Detour Ahead


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Detour Ahead sign is used to inform the road users of any road closures and detours. It is normally

used when certain section of the road has to be closed for construction or maintenance purpose.

Detour Ahead sign (T1-6A) will be used for the diverting the traffic if needed at any point during the

construction. Detour Ahead sign is rectangular in shape with yellow background and black legend.

According to AS 1742.3 the sign should be of dimensions 1200*60.

Figure 48: Detour for Heavy Vehicles

Detour for heavy vehicles is used to direct any heavy vehicle traffic on the road of the detour to the

normal route due to closure of the road ahead. As the heavy vehicles cannot be diverted through the

side streets due to issues like their bigger turning circle, cost of upgrading of the side roads and

issues from residents of these side streets.

Detour for heavy vehicles will be used during this project if South road needs to be closed for placing

of the rail bridge girders. Detour for heavy vehicles sign is rectangular in shape with an arrow on one

side pointing to the direction of the detour. It’s of white background and black legend. According to

AS 1742.2 the dimensions of the sign should be 1400 × 350.

Figure 49: Reduced Speed

Reduce Speed sign is normally used as a warning sign to warn road users of changed speed limits

ahead.

Reduce speed sign (G9-9A) will be used during this project. The sign is of red background and white

legend. According to AS 1742.2 the dimensions of the sign should be 1500 × 750.


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Figure 50: Workers

Worker sign is used to tell the road users of workers working on the road. It is used in conjunction of

other traffic control signs.

Worker sign (T1-5A) will be used in this project in conjunction of other signs to warn road users of

workers working ahead. The background of this sign is combination fluorescent/ reflective red or

orange. According to AS1742.3 the sign should be of dimensions 900 × 600.

Figure 51: Traffic Hazard Ahead

Traffic hazard Ahead sign is used to indicate any traffic hazard ahead on the road. The traffic hazard

could be newly paved road without line marking or any other situation. This sign is normally used

with other warning signs.

Traffic hazard Ahead sign (T1-10) will be used in this project during construction if and when

required. The sign is of yellow background and black legend. According to AS 1742.3 the sign

dimensions should be 1200 × 900.

Figure 52: Changed Traffic Conditions Ahead

Changed traffic conditions ahead sign is used to indicate to the road users of any changed traffic

conditions than normal. This sign is normally used with other traffic control signs.


323

Changed traffic conditions ahead sign (T1-23) will be used in this project. The sign is of yellow

background and black legend. According to AS 1742.2 the dimensions of the signs should be 1800 ×

1200.

Figure 53: Trucks Entering and Exiting

Trucks Entering and exiting sign is used to indicate to the road users of the trucks entering and

exiting the site. During this project, signs will be put in place to indicate where the trucks enter and

exit the construction site.

Trucks Entering and exiting sign (T2-25) will be used during the project. The sign will be of yellow

background and black legend. According to AS 1742.3 the dimensions for the sign should be 900 ×

600.

Figure 54: VSM sign Boards

In addition to all the above signs electronic VSM boards will be used for this project. These sign

boards are used for conveying any message to the road users such as any warning for any future

road closures or any speed limit restrictions.


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3.8 Pavement Marking

Pavement is marked to guide, warn or regulate traffic. During construction phase and after the

completion, the pavement will have to be marked according to the different traffic management

plans. Pavements are normally marked using following materials paints, thermoplastics, pre-cut

sheeting, and raised pavement markers. According to DPTI pavement marking manual “For all traffic

control purposes pavement markings shall be white, yellow or blue. Yellow shall be used on

pavement bars and to define tram only lanes and areas where parking/stopping restrictions apply.

Blue is used for disability access. Raised pavement markers may be white, red or yellow.” Pavement

marking pictures below have been taken from Pavement marking guide by DPTI.

3.8.1 Types of Pavement markings

Dividing lines (separates opposing traffic flows only)

Single broken (standard) lines: Broken lines will be used as separation line between the traffic

flowing in same direction.

Figure 55: Single broken (standard) lines

Barrier dividing lines (separates opposing traffic flows only)

Single continuous barrier: Single continuous barrier are used for separating the opposing traffic

flow and stoping the traffic from one side turning into side streets.

Figure 56: Barrier dividing lines (separates opposing traffic flows only)


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Edge Lines

The edge lines will need to be continuous lines indicating no stopping on the edge. The edge lines

will need to be yellow in colour.

Figure 57: Edge Lines

Turn Lines

Turn lines indicate where a vehicle can turn. The colour of the lines should be white

Figure 58: Turn Lines

Transverse Lines

A transverse line normally indicates the safe position for a vehicle to be held at stop or give way

sign.

Give Way Line: Give way line is normally a white coloured broken line as shown below.

Figure 59: Give Way Line

Stop Line: Stop Line is continuous white line indicating the driver of a vehicle to stop.

Figure 60: Stop Line


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Pedestrian Holding Lines (For Station Platform)

Platform Edge Line: Platform edge line is for warning the passengers that they are approaching the

platform which could be dangerous. Platform edge line should be yellow in colour.

Figure 61: Stop Line

Platform wait behind Line: Platform wait behind line is a guide line for train passengers to stay

behind the white line.

Figure 62: Platform wait behind Line

Parking Space out Line

Parking Space out Line: This type of line marking is used for marking of parking bays in a car park.

The parking space outline should be white in colour.

Figure 63: Parking Space out Line

Accessible boarding indicator patch (station platform)

Accessible boarding indicator patch: This type of marking is used to mark the disability friendly

boarding platform. It is blue (Ultramarine AS 2700-B21) in background and white legend.


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Figure 64: Dedicated Parking Space for People with Disabilities

Dedicated parking space for people with disabilities marking is used to indicate parking space

reserved for disabled. Symbol is blue in colour and should be centrally located within the blue

background.

Figure 65: Station Platform Markings

Station platform markings should be marked as shown below.


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Figure 66: Dedicated Parking Space Identification & Delineation

Figure 67: Marking in Parking lot for Disabled Patrons


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3.9 Traffic Management

3.9.1 Pedestrian routes for Queen/ Elizabeth Street

When the rail bridge overpass over Queen/Elizabeth Street begins construction, the two streets will

need to provide safe pedestrian routes as Elizabeth Street is a major community area with its cafes

and community meeting places and also Queen Street is one of the main streets that connect

Croydon Station to Port Road.

Figure 68: Pedestrian and Cyclist Foot Paths on Queen/ Elizabeth Street

During construction, the pedestrian crossing should be located away from construction area. This

should be maintained when construction is progress and then this will give all other roads users an

adequate opportunity to appreciate the existence of a crossing and provide drivers with safe sight

distance in the area once project is completed. The ‘safe’ distance will depend on the geometry of

the road according to (Guide to Road Design part 6A Pedestrian and cyclist paths) where it will be

constructed.


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The footpath will be designed to accommodate pedestrians, wheelchair and cyclist on the same

platform as shown in figure 107 and refer to drawing 18 for detailed drawings. There will be

footpath provided on each side of Queen/ Elizabeth Street which can be used during different

construction phases if one side of the road needs to be closed for excavation and building of

columns or putting the piers in place.

The requirements for foot paths should be considered:

1.5 to 2m width

Levelled, smooth surface, free of debris

Appropriate lines markings

Connectivity (Ramps and kerb heights)

Information (Sign boards)

The requirements should be followed for safer footpath designs to implicate the important

objectives of a safer environment for pedestrians and cyclists.

After construction, the foot paths will be located under the rail overpass to accommodate

pedestrians and cyclists. The design of the footpath will be simple and will accommodate

pedestrians on both sides of Queen/ Elizabeth Street.


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3.9.2 South Road

Figure 69: Pedestrian Footpath on Eastern and Western Side of South Road

South Road may not require any pedestrian footpath during construction phases due the rail line

being closed and pedestrians do not use this section of South Road. If there are any footpaths

required, the existing train footpath can be modified to accommodate pedestrians. The updates can

include removing the existing train tracks and levelling the ground to provide safe ground levels.Also

the fencings can be removed to clear the footpath as the train line is no longer functioning and will

be replaced with the overpass. South Road does not have sufficient width therefore cyclists are not

permitted on South Road and there is no plan needed for cyclists during and after the construction.

The future developed of South Road will have a joined pedestrian and cyclist laneway separate from

the main north – south corridor and South Road to avoid accidents. This will help to createsafe

passageway for pedestrians and cyclists and will have less impact on traffic travelling on South Road.


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3.9.3 Storage Area and Site Office

Access Plants for trucks and other heavy duty truck of to the construction site

Figure 70: Site Office and Storage Area

The positioning of the construction site is an important process due to being used extensively. The

construction site office will be located on block 130 and 134 on South Road between Robert Street

and Day Terrace, as it is one of the biggest neighbouring lands located near the construction site

and is already owned by the DPTI so there should not be any problems placing site office over this

stretch of land. The office area can also be used to store earth moving equipment and mobile

offices, restroom facilities provided for construction workers and Engineers involved in the

construction processes.

The area is located on South Road should be easily accessible through South Road and Robert

Street but the save option would be through Robert Street.

For long term storage, the Bianco site can be used to store the precast girders, columns, piers and

piles in reference with construction team. When the items are required they can be transported by

trucks to the construction site one or two days before in order to be onsite andready to be

installed. The positioning of the necessary equipment required will be dependent on the location

of construction site; all construction materials will be stored on the train lane and in the

neighbouring properties owned by DPTI.


333

The storage facilities can be accessed through South Road where the existing rail lines are

positioned. The rail line has sufficient width to store earth moving equipment and other equipment

required for the overpass as per request made from construction and rail bridge design team.

Figure 71: Truck Entrance and Exit


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Dimensions of Rail Lane

Rail lane width 17.08 m

Rail lane length is 983 m

The access for trucks and other heavy duty vehicles will be provided through South Road as the

suburban roads are not capable of holding heavy loads and don’t have sufficient width to

accommodate large vehicles.

Figure 110 shows how trucks will access and exit the construction site with the aid of traffic

management supervisors on the site. The main objective of traffic management team will be to

stop traffic and provide safe passageway for trucks when arrive and exit the site.

3.9.4 Detours for Queen Street

Detours when South Road and Queen/ Elizabeth are closed

Figure 72: Heavy Vehicle Detour

Normal vehicles will be required to use South Road at all times, during construction phase when

South Road is required to be closed mainly for one or two nights when the overpass needs to be

connected and braced together and positioned in place the following detours are suggested to keep

South road flowing as normal because there is not much to do with South Road at this stage. The

detours will provide safer and faster traffic flow when required to be used. The layout is shown in


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Figure 112; all the residential streets are capable of accommodating greater traffic for the duration

of South Roads closure.

If Queen/ Elizabeth Street are also closed due to the construction of the overpass, Ridley/ Coglin and

Monmouth Streets can be used to detour traffic flow from South Road and back to South Road.

Figure 73: Normal Traffic Detour

If and when South Road needs to be closed then a service road will be constructed to cater for traffic

from South Road of one lane each direction when constructions have reached its final phase over

the South Road.


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3.10 Car park Entrance/Exit

The car park’sentrance will be from Euston Terrace and exits on to Day Terrace. This is done in

consultation with Urban Team so that there should not be any confusion regarding how the car

parks can be accessed in the future. Where Euston Terrace will be one way from South Road to

Queen Street and vice versa Day Terrace will be one way from Queen Street to South Road as shown

below in the figure 113.

Figure 74: Car park Entrance/Exit


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3.11 Public Transport Management

The objective of the public transport plan is to provide a safe and efficient system for diverting the

public transport users of the Outer Harbour Rail Line around the construction site and on to their

destinations. This will be achieved by providing substitute buses. The temporary bus routes running

through the site will be the main consideration as there are no other public transport services in the

immediate vicinity.

Key Aspects

Buses will be provide a substitute for the train service from West Croydon to the Central

Business District

Traffic management provision to made to ensure safe and effective operation of this service

Criteria that needs to be met:

Minimum delays

The service level for the Community surrounding the site is maintained

Does not interfere with the other heavy vehicle movements

Details of the plan can be found in figure 114; buses will run from West Croydon Station to Queen

Street before travelling down Port Road to the Central Business District.


338

Figure 75: Proposed Routes for Public Transport

Table 70: Equipment Required Implementing Detours

Equipment Function Location Quantity

Temporary Bus Stop Provide access to public

transport Next to West Croydon Station

on Day Terrace 1x


transport

Situated on Robert Street adjacent to park and existing

Croydon Station 1x


transport

Situated on Euston Terrace adjacent to existing Croydon

Station 1x


transport

Situated on Euston Terrace adjacent to park and Croydon

Station

1x

Platform Signage Guide passengers from Rail

platform to replacement bus services

West Croydon Station 2x

Platform Signage Guide passengers from Rail

platform to replacement bus services

Croydon Station 2x


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3.12 Traffic management plan

The raising of the main bridge girders will require the closure of the roadways at the respective rail

crossings. This will cause a significant traffic management issue as Coglin Street, Queen Street and

South Road will need to be closed at various times through the project. In order to minimise this

impact, the following recommendations shall be implemented.

Work is to be carried out on a weeknights between 8pm and conclude by 5:30 Am on the next

morning with Saturday nights being utilised if the need arises also. This will be particularly important

for the South road section as the only detour options for the site involve the surrounding streets that

have only small capacity.

3.12.1 Stage One

Details are provided below describing the routes that the detours will follow and how the signage

will be implemented.An over view of the route can be seen in figure 115.

Figure 76: Detour for South Road

This route will require a large amount of Traffic management equipment this can be seen in Table 96

and their locations displayed in figure 111.


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Table 71: Equipment required for Detour in figure 34


VMS Board Display text “South Road

closed ahead” “detour via

Coglin Street”

500m South of Intersection

of Port and South Road

1x

VMS Board Display text “South Road

closed ahead” “detour via

Coglin Street”

@500m North of Intersection

of Monmouth Street and

South Road

1x

Road Closed (local

traffic only)

To be placed across the

northbound lanes of South

Road

South/Port Road intersection 1x

Road Closed (local

traffic Only)

To be placed across the

Southbound lanes of South

Rd

South/Port Rd intersection 1x

Detour signs as seen

in figure 1.1

Guide traffic along the

prescribed route in figure 1.1

See figure 1.1 6x

Detour Ahead Sign Warn motorists of

approaching detour

200m South of Intersection

of Port and South Rd

1x

Detour Ahead Sign Warn motorists of

approaching detour

200m North of Intersection

of Monmouth Street and

South Road

1x

End Detour Sign Notify motorists that detour

is complete

Just before the intersection of

Monmouth Street and South

Road (on Monmouth Street)

1x

End Detour Sign Notify motorists that detour

is complete

Just before the intersection of

Port and South Road (on Port

Road)

1x


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3.12.2 Stage Two

This involves the closing of both Queen Street and the traffic being diverted onto South Road as in

figures 116 and 117.

Figure 77: Queen/Elizabeth Street

Table 72: Equipment required for detour in figure 116


VMS Board Display text “Queen St closed ahead” “detour via South Rd”

200m South of the existing rail crossing on Queen/Elizabeth St

1x

VMS Board Display text “Queen St closed ahead” “detour via Coglin St”

200m North of the existing rail crossing on Queen/Elizabeth St

1x

Road Closed (local traffic only)

To be placed across the Southbound lanes of Elizabeth st

Elizabeth St Robert St intersection

1x

Detour signs as seen in figure 35

Guide traffic along the prescribed route in figure 35

See figure 35 6x

Detour Ahead Sign Warn motorists of approaching detour

100m South of existing rail crossing on Queen/Elizabeth St

1x


100m North of existing rail crossing on Queen/Elizabeth St

1x

End Detour Sign Notify motorists that detour is complete

Just before the Elizabeth St Robert St intersection

1x

End Detour Sign Notify motorists that detour is

complete

Just before intersection of

Princes and Queen St

1x


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Figure 78: Coglin Street

Table 73: List of equipment required for detour in figure 117



To be placed across the Southbound lane of Coglin st

Coglin/Second St Intersection 1x


To be placed across the Northbound lane of Coglin st

Coglin/Ridley St Intersection 1x

Detour signs as seen in figure 2.2

Guide traffic along the prescribed route in figure 2.2

See figure 2.2 6x


100m North of Coglin/Second St Intersection

1x


100m South of Coglin/Ridley St Intersection

1x


Just before the Coglin/Second St Intersection (on First St)

1x


Just before the Coglin/Ridley St Intersection (on Ridley St_

1x


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3.13 Capacity Check for Detour of South Rd

South Road Detour Via Port Rd, Coglin St, Second St and Monmouth St, refer to figure 115.

The maximum volumes that will require this detour are determined by using AADT figures provided

in the DPTI data on South Rd and subtracting the volume of traffic that passes during the Survey

period (spanning the time of day where the road experiences its highest volumes). This traffic

volume was then subtracted from the total AADT and the remaining traffic volume averaged over

the evening hours to see if it can cope.

On average 569 Vehicles/ hr need to travel along south road, the period in which the detour has

been specified to aims to be run in a period where this volume will be further reduced to minimise

possible delays.

The practical capacity of a two way single lane carriageways such as the streets used in the detour

with considerable on street parking, frontage access and large volumes cross traffic is estimated to

be 750Veh/h, (Table 3.5 Highway Engineering, Phatak D.R)

As can be seen in the above check the roads have adequate capacity to support the volume of traffic

that will be using south Rd.


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3.14 Fill Haulage Management

The fill will be transported from Alberts Sand and Metal Depot 132 Frederick St in Welland and will

be transported to site using vehicles of total length no greater than 23m (Semi Trailers). The reason

these vehicles have been selected is they will be able to negotiate the surrounding streets

effectively. These vehicles have an effective turning circle of radius of 12.5m @ 5km/h this is the

major consideration when developing the routes for these vehicles to access the site. Figure

118shows the site that the fill trucks need to be able to access. The fill haulage routes will be

developed with these conditions in mind. The route from the depot to the site is shown in figure

119.

Figure 79: Storage Site (from earthworks team)


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Figure 80: Fill Supply Vehicle Routes

The second provision that needs to be made is for the transportation of waste fill materials.This

material will need to be transported the greatest distance however it will only be of small volume.

The material is to be disposed of in Lower light. The management plan can be seen in figure

119.Trucks will travel north via South and Port Wakefield Roads to the site.


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Figure 81: Fill Disposal Route

Table 74: materials required to implement Fill haulage management plan


"Heavy vehicles

entering" Signage

Inform motorists of possible

heavy vehicles entering the

roadway

100m North and South of the

fill site entrance South Rd 2x

Traffic management

crew

Stop traffic on south road to

allow The girder trucks

access to Euston/Day Tce

Operate at the intersection of

South Rd and Euston Tce 1x

Prepare to stop

signage

Warn motorists that they

may need to stop

100m north and south of the

Site (rail line) 2x


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3.14.1 Girder Transport Management

The girders will be transported in their precast span lengths (i.e. 44.34m and 37.5m lengths).

Oversized vehicles will be used to accommodate this and the appropriate measures will be

taken.They will be constructed in the existing casting yard at the "south road super way project" and

will be transported to site via South Road.

It is unlikely that any complexities shall arise when transporting the girders to site, Flat bed Semi

trailers shall be used to avoid issues with turning circles. Clearance will not be an issue as there are

no obstructions along the route. South Rd will be comprise the bulk of the route (see figure 121) and

the girders will be placed along the railway easement with access being provided by Day and Euston

Terrace.

Figure 82: Girder Transport Route


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As far as traffic management devices and equipment are concerned, this option requires only a small

amount.See Table 100 for a complete list. The only obstacle that will be faced is allowing the vehicles

access to South Road at the casting yard as well in and out of the site at Day/Euston Terrace.

In order to avoid these traffic management crews will remain on site, and signage will be provided at

both entrances, for a full list of equipment that will be required see Table 6

Table 75: Material required implementing the Girder Transport Management Plan


"Heavy vehicles

entering" signage

Inform motorists of possible

heavy vehicles entering the

roadway


Casting yard Entrance 4x

Prepare to stop

signage

Warn motorists that they may

need to stop


Site (rail line) 2x

Traffic management

crew

Stop traffic on south road to

allow The girder trucks

access to Euston/Day Terrace

Operate at the intersection

of South Rd and Euston

Terrace

1x


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3.15 Emergency Management Response

Figure 83: Emergency Management Options Routes

This picture above is designed to show how traffic will be managed during an emergency situation.

Traffic controllers on site will implement these routes as part of their emergency management

options for both South Road and Queen Street. In case the case of an emergency on South Road,

Queen Street will be used while if an emergency occurs on Queen Street, South road will be used.


350

4. Urban Considerations

The main focus for the urban design group is to return to some of Colonel Light’s original ideas for

Adelaide and its surrounds. This is a concept in which there is a balance between nature and the city.

This is achieved through the expansion of park networks and greenways to encourage walkability

and cycling.

Some fundamental concepts our plan includes are:

A connected transport system which will form the backbone of the urban environment;

Walkable neighbourhoods;

People living in the best places, near parklands, waterways and vibrant centres;

A design that compliments the surrounding neighbourhoods;

The ability to encourage future growth within the area.

Our design tries to reduce reliance on individual motorised transport and create a mode shift

towards the newly upgraded public transport station. We have taken into consideration that a

newer station may attract a higher volume of patrons from the area as well creating a miniature

park and ride facility. As a park and ride has been implemented into our design this feature will

consequently draw in a higher volume of privately owned vehicles to the area, we are anticipating

that the raise in visits to the area will increase the activity along Queen St and further help to

activate the surrounding neighbourhood. Our aim for the car park notwithstanding the reason stated

above was to decrease the volume of privately owned car travelling towards the city. We believe

that this car park may help with this problem, while hopefully also lowering greenhouse gas

emissions per capita and creating a more liveable, accessible and connected community.

Our design accommodates the following factors within the design process:

Open spaces, especially parks and other vegetated areas.

A design which has a sense of community connectedness

A safe environment

An area in which local businesses can thrive


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4.1 Bridge & Platform Design

During the redevelopment of the Outer Harbor Rail line there will be disruption to the normal train

services along this line. During the construction phase alternative services will be put in place to

accommodate for the users of this line. These alternate services will be controlled by the traffic

management team (see section 8).

In our design, Edge Engineering has been altered Croydon Station. It has been elevated above

ground level and moved to the eastern side of Queen Street. The relocation of the train station was

employed so that the bridge could start declining straight after Queen Street. A newly created

station will be designed to encompassed a track crossing, stair well, and lift. All of these features are

designed with the intension of pedestrian and cycling integration with the train facilities.

The rail crossing, as seen in figure 1Figure 8423, will be equipped sliding gate to enable/disable

access to the train platform whenever it safe to do so. (I.e. when a train is within 500m the gates will

close off for pedestrian and cyclists safety). The ramp leading up to station platform has been

designed to a grade of 14:1 to ensure a gentle incline for disabled/bicycle patrons.

Figure 84: Layout of station and access points

4.2 Pedestrians

Pedestrian paths alongside South Road, the Outer Harbor Rail line and the surrounding

neighbourhood have been incorporated into our design. By adding the new pedestrian path along

the raised train line bridge, we have created an enjoyable, integrated path connecting east and west

sides of South Road adhering to the clients requirements. Community residents will be able to move

around the area freely without any disruption from the large traffic flows generated by South Rd;

therefore mitigating the chance of putting lives at risk. This pedestrian path will help to promote a

healthy and vibrant community, as well as possibly increasing the financial profit for local business.


352

Pedestrian walkways and access has been largely unaffected in the implementation of the bridge

and so much of the already existing walkways and paths will be maintained and upgraded to

enhance the area. On the bridge, a 2 metre wide footpath will be added to the rail bridge to

accommodate pedestrians, as well as a 1.5 metre bicycle lane. It is a vital characteristic of the

upgrade which ensures pedestrians and cyclists will be catered for and that they will be able to

safely travel across South Road(Refer to figure 124)

Figure 85: Layout and networks of developed rail bridge

Appropriate access to the railway station is considered within this design process. The newly built

rail dividing single platform will incorporate a lift (located at the western end of the station platform)

which leads up to the train station.

4.2.1 Pedestrian Walkability

A comparison between the existing site and the newly constructed site regarding the catchment

area within a 5 minute period was undertaken to ascertain the validity of the new station and to

show how it better interconnects the surrounding areas. It is common practice to assume that over a

period of 5 minute period the average person will walk 400m. It is also common industrial practice

to assume that people of average are willing to only walk 5 mins (400m) for a bus and 10 (800m) for

a train.

As seen in figure 125, the catchment sizes of the two stations reveal that the newly designed station

commands a larger potential catchment for public transport given only a 5 minute walking period

(these results would be the same over a 10 minute walking period).


353

As can be seen, the new development integrates the neighbourhood and the public transport

system to a much higher degree as well as capturing a much larger catchment. Also with the station

being relocated to this position, it activates some store frontage along Port Road which adds value to

the area.

Figure 86: Walking catchment (5 mins)

4.3 Cyclists

As with the pedestrian paths, bicycle paths have been added during the redevelopment alongside

South Road and the Outer Harbor Rail line. A continuous corridor now runs along the rail network

adding to cyclistrider safety. As seen in Appendix E,the existing bike network in our study area was

already a bike network that some what followed the rail line. While keeping the current network

intact no keep at grade bike networks functioning, we have consolidated the underutilised bike

paths and integrated them together with a continuous path which runs over South road unhindered

by obstructions. This continuous path has created anattractive avenue for new and old riders to

utilise. Bicycle access to the train station has also been designed for as stated above with a lift for

the central access to the platform as well asthe rail crossing where cyclists travelling either north or

south have accessing the train station. As seen in Drawing 18, the bike lane will be constructed

adjacent to the rail tracks spaced at 1.5m in each direction.

4.4 Car Park Design

Our car park utilises all available space underneath the rail bridge between South Rd and Queen St.

Using the Australian/New Zealand Standard AS/NZS 2890.1:2004 Parking Facilities, the car park was

designed in order to take full advantage of the space and potential income it may produce. Refer to

Drawing 69 and 70.As can be seen, the design of the car park has taken into consideration the

Existing Train Station

Catchment

New Train Station

Catchment


Catchment

New Train Station

Catchment


Catchment

New Train Station

Catchment


Catchment

New Train Station

Catchment


354

expansion of the future South Rd super way project. A user class of 1,1A was chosen for this car park

and as can be seen we have chosen the have 90ᵒ angle parking due to its efficiency. The car park will

supply 150 car spaces and 7 disability spaces.Car spaces where design to 5.4 m long x 2.4 m wide

with an addition of 0.6m to the width if the car space is located next to a wall/pole/pile, while

disability spaces were designed to 3 m long x 2.4 m wide.

A slip lane will be constructed before Euston Terrace with the intention to not restrict the traffic flow

on South Rd, allowing access to the car park directly from South Rd as seen in the drawing. There are

two entrance/exits to the car park, one situated at South Rd and another located near the

intersection of Days Tce and Elizabeth St. These entrances/exits will have boom gates in operation.

When designing the entrance from South Rd,consideration was taken into making sure that a queue

of cars did not occur and obstruct traffic because of time taken for boom gate operations. Assuming

that the car park gets full during a peak AM period and assuming that car arrive over a 1 hour period

(7.30-8.30), an average arrival rate of 2.5 per minute was used. So in order for that car park to be of

satisfactory,it was ensure that there was enough queuing space outside the boom gate for 3 cars.

4.5 Aesthetics

The bridge and adjacent area visuals have been of the highest priority for the urban group. In

regards to the rail bridge,it is understood that it can be a quite an intrusive object. So in order to

mitigate this, elements have been put in place to distract or mask the structure from the residents.

Figure 87: Days Tce & Queen St

Figures 126,127, 128, illustrate the current vegetation in the surrounding areas. With elevating the

railway line,community concerns were voiced with respect to aesthetic appeal and privacy issues. In

regards to the aesthetic appeal of the area, the urban group would be replanting the entire length of


355

Euston and Days Tce with a dense hedge as seen in Figure 89. This mitigation would be implemented

in order to create residential peace of mind and relaxing environments, as well as block off any line

of sight of the unwanted adjacent car park or piles.

Figure 88: South Rd & Euston Tce

Figure 89: Days & Euston Terrace

In order to maintain residential privacy& incorporate a noise barrierfrom above on the elevated

railway, as well as having “a piece of art” flowing over South Road, an appropriate barrier/tunnelhas

been designed which is visually appealing(refer toAppendix F). These barriers will be designed by

specialist contractors as they will be made especially for this project.

The elevated rail line opens up the opportunity to construct spaces below which can directly

integrate and enhance the already established precinct as well as creating the prospect for parklands

or landscaped areas.


356

4.5.1 Open Spaces

Open spaces have been created underneath the rail bridge on the western side of Queen St adjacent

to the existing children play ground. This space could be reclaimed, utilized and added onto the

existing park area; which could be nicely landscaped and made into a barbeque/picnic area for

families and small community events. This would greatly increase the neighbourhoods appeal and

activity within the area.

Figure 90: Surrounding scenery


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5. List of Drawings

The following is a list of the drawings that can be found in the drawing document:

1. 3D view of bridge 2. Long Section of bridge 3. 3D view of section of bridge 4. Cross Section of bridge without the station

a. Architectural Cross Section of bridge without the station 5. Cross Section of bridge with the station

a. Architectural Cross Section of bridge with the station 6. Cross Section of pier 7. Cross Section of headstock without the station 8. Cross Section of headstock with the station 9. 3D view of girder 10. Cross Section of girder for 37.5m span 11. Cross Section of girder 44.34m span 12. End block detail for 37.5m span 13. End block design 44.34m span 14. Plan view of deck detail 15. Cross section of deck detail 16. Pile cap detail under station 17. Pile cap detail not under station 18. Plan view of platform 19. Details of platform

a. Plan view of platform detail b. Beam detailing at Station c. Platform deck design for elevator shaft opening

20. Elevator design 21. Stair design 22. Stair detail

a. Stair Elevation 23. 3D view of Abutment 24. Abutment design 25. Abutment detail 26. Retaining wall detail 27. Rail track cross section 28. Concrete barrier details 29. Bridge drainage cross section 30. Bridge drainage long section West End 31. Bridge drainage long section Middle 32. Bridge drainage long section East End 33. Existing services 34. Existing services underground power 35. Existing services above ground power 36. Cross section of existing above ground power lines 37. Existing services communication cables 38. Existing services gas mains 39. Existing services storm water 40. Existing services waste water


358

41. Existing services water supply 42. Proposed services pilot cables 43. Proposed services AMCOM cables 44. Cross section of Communication cable along Euston Terrace after Queen st 45. Cross section of Communication cable along Euston Terrace between Queen street and South road 46. Proposed services ETSA 47. Cross section of below ground power cables 48. Proposed services High Voltage 49. Car park drainage 50. Car park Entry/Exit Cross sections 51. Cross section of South Road heading north 52. Cross section of South Road heading north continued 53. Cross section of South Road heading south 54. Cross section of South Road heading south continued 55. Cross section of Queen Street 56. Cross section of Queen Street continued 57. Long section of Coglin Street 58. Cross section of Coglin Street at Rail crossover 59. Cross section of Coglin Street on road 60. Cross section of Euston Terrace 61. Cross section of Euston Terrace continued 62. Pedestrian Crossings 63. Signage during construction 64. Signage during construction continued 65. Signage during construction continued 66. Signage during construction continued 67. Signage after construction 68. Emergency Action Plan 69. 3D view of car park 70. Car park design 71. Plan view of bike path crossing at station 72. Cross Section of bike path crossing at station 73. Site Layout during construction 74. Site Layout during construction West End 75. Site Layout during construction Middle 76. Site Layout during construction East End 77. Site Office


359

6. Works Cited

1. 2013. [ONLINE] Available at: <http://www.dpti.sa.gov.au/?a=40257>. [Accessed 01 June 2013].

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2008, Standards Australia, Sydney, <http://www.saiglobal.com/online/autologin.asp>.

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general use, AS 1742.2-2009, Standards Australia, Sydney,



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roads, AS 1742.3-2009, Standards Australia, Sydney,


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17. University of NSW.(2011). Pro Risk Assessment. Risk Assessment and Control Procedure. 1 (1), all.

18.


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7. Appendices

Appendix A


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Appendix B


363

Appendix C


364

Appendix D


365

Appendix E


366

Appendix F

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