TERMS OF REFERENCE 7% FOR BRIDGES AND { VIADUCTS STRUCTURES FOR.DESIGN AND BUILD ~ PROJECTS _ = ie1.0 44 12 13 REV: NOV 2018 TERMS OF REFERENCE FOR BRIDGES AND VIADUCTS STRUCTURES General This term of reference shall apply to the design and construction of all bridges and viaduct structures or parts of structures to be undertaken for Malaysian Government Projects. This term of reference shall be read in conjunction with latest version of JKR Arahan Teknik, Nota Teknik, Specifications for roadworks and any other documents approved by JKR. Any digression of stipulated herewith or reference documents in the design or construction shall seek the approval from JKR. Geometric Standards The bridge geometric standards shall conform to JKR R2 Arahan Teknik (Jalan) 8/86 (Pindaan 2015): A Guide on Geometric Design of Road and shall be read together with the Project Brief or Government Need of Statements. Materials 1.2.1 The bridge and viaduct structures shall be of steel or concrete construction. The Contractor shall use local materials, particularly locally produced steel. Other materials can be only be used upon approval from JKR. Designer and contractor are also highly recommended to use sustainable material in the design and construction. 1.2.2 Materials used shall be in compliance with related specifications approved by JKR and shall possess adequate durability and protection against environmental deterioration. Minimum grade of concrete allowable is Grade 40 Nimm? of cube strength. Where the bridge structures or elements of the structure are subjected or prone to chlorides, sulphate or to any other detrimental effects that may cause durability issue, high performance concrete or any other type as approved by JKR shall be used. Design Requirements and Considerations 1.3.1 The design and construction of the bridge and viaduct structure must adhere to the following requirements and considerations: () Functionality: The bridge and viaduct structure must be fully functional for its intended use, connecting way from one point to the other, allowing passage for traffics under the required serviceability limit state condition throughout its design life as given by the approved standards. (i) Safety: The bridge and viaduct structure must be designed with ‘adequate factor of safety in compliance with approved code of practices, design standard and specifications during construction and at service condition. (ili) Robustness: The bridge and viaduct structure must be designed with adequate robustness at Ultimate limit state condition, The structures 1|Pagew) (wi) (vil) should be designed so that they are not reasonably damaged or sudden collapse to the effects of accidents. In particular, situations should be avoided where damage to small areas of a structure or failure of single elements may lead to collapse of major parts of the structure. The design must also allow for adequate redundancy to avoid any sudden failure. Durability: The bridge and viaduct structures shall be designed with adequate durability to withstand the service conditions for which it was intended use over a prolonged period without significant deterioration and major maintenance. Maintenance: The bridge and viaduct structures shall be designed for ease of inspections, maintenance and replacements of the various parts,. such as bearings, expansion joints, stay cables and others. Suitable access facilities shall be provided and incorporated in the bridge structure where access is not possible by normal means. Aesthetic: The bridge and viaduct structures shall be designed with aesthetically pleasant that is in harmony and blend in with surrounding and localities. The structure must also have a right geometrical proportionality in span length and expressively form of structural anatomy where necessary. Economics: The cost of design and construction of the structure must be cost-effective and well-proportioned to its functional requirements. The consultant must provide a value for money in selecting materials ‘and method of construction of the bridge. 4.3.2 The design of bridge and viaduct structure component must endure to utilize the Industrial Building System (IBS) as follows: @ di) i) (wv) Ww) Minimum percentage of IBS component utilization calculated based on cost of structural works shall be fixed at 70%; Foundation works shall not be included in accounting for percentage of 18S used in the structure. For cast in-situ construction that deploys repetitive method or procedure such as balanced cantilever, movable scaffolding system or other labour saving method, the maximum score for reusable formwork allowed is only 50%. All reinforcement for the precast reinforced concrete structure shall be cut and bent off-site with the compliance to MS 146 as well as BS 4466 and BS 5400. The Consultant Engineer (CE) or Contractor must submit calculation for percentage of IBS content when submitting structural drawing for verification. 1.3.3 Appropriate investigations and data collection shall be carried out to determine the best design. The investigations shall include at least the followings’ @) Hydraulic and hydrological data Hydraulic and hydrological data are required to determine the soffit and deck finished levels, river training geometry, scour depth estimation, scour protection, drainage networks and other related measures. 21Pege13.4 135 13.6 13.7 Investigation and evaluation of the complete hydraulic and hydrological data shall be carried out to determine the design flood flow capacity, tidal effects/water tide, flood level, flow velocity, rainfall, waterway width, catchment area, river slope and other measures. The return period or annual recurrence interval (ARI) to determine the design discharge of the waterway or local drainage shall be in accordance to DJ 1/2001: Design of Highway Bridges for Hydraulic Action. All design data used in the design calculations shall be submitted to JKR. (ii) Weather and climatic data Weather and/or climatic data shall be obtained in the case where it has ‘significant impact to the bridge structure. Where it is envisaged that wind loadings may have a significant effect on the stability and serviceability design of the structure, appropriate wind tunnel testing ‘shall be carried out. (ii) Seismic Con: jeration ‘Seismic consideration must be accounted for in the design of long-span lifeline structure or depending on the nature of the project as directed by JKR. The seismic considerations shall follow the relevant Malaysian guideline where applicable or other related codes. The guideline or code used shall be subject to approval of JKR. (iv) Navigational requirements for navigable bridge The navigational requirements of the bridge shall be confirmed with the relevant authorities to determine soffit levels, minimum navigational spans, protection against vessel impact, appropriate navigational lighting, maritime/aviation navigational aids etc. Bridges of total length not exceeding 60.0 meters with skews not exceeding 30° shall be designed as an integral bridge. For multi-span bridge, the superstructure shall be structurally continuous with the minimum use of expansion joints as possible. Continuity connection by using the tied deck slab only is not allowed. Whenever possible, the abutment shall be designed as a semi-integral type without the needs of having the expansion joints. Where the substructures are slender and flexible enough to abridge the bending moments at the superstructure, the bridge shall be designed with integral pier crosshead between the superstructure and substructure without the needs of having any form of bearings. Beam of less than 30.0 m span shall be designed and constructed by using the JKR standard Beam Sections where applicable. Other types of beam may be used subjected to the approval of JKR. The contractor and consultant are responsible to undertake and carried out the stability calculation and checking during the launching and positioning of beam prior to deck slab and diaphragm casting. The contractor and consultant must also ascertain that adequate 3|Pagebracing system is properly designed and placed onto the correct positions and subject to approval of JKR 1.3.8 A single pier crosshead that is carrying a 6-lane carriageway on a single deck shall be designed and constructed as a precast prestressed element members. The construction of the crosshead shall be in the form of segmental construction. 1.3.9 Public utility services Where applicable, the bridge shall be designed to cater for water pipe under full service load conditions, telecommunications and/or other utility services cables or ducting. Details of the utility services cables or ducting shall be obtained from relevant agencies or authorities by the Consultants. High tension or high voltage cables or ducting shall not be permitted at anywhere on the bridge. 1.3.10 Bridge Parapets Bridge parapets shall be precast and of New Jersey Barrier type. Bridge parapets shall be design and construct with decorative fagade and subject to approval of JKR. Cast in-situ parapets shall use formworks (Type F3 - smooth surface). All parapet bridge shall be applied with aesthetical surface coating on inner and outer side of the parapet. Parapet on the bridges that are located in the area subjected to environmental conditions of chloride and sulphate attack shall be coated in accordance to Clause 1.4.14. Bridge parapet shall be installed with reflector plate at minimum interval of 1.5m spacing. The reflector plate shall also be installed at the guardrail on both approaches towards the bridge. 1.3.11 protection system Any pier structures that are located in the major river or within the navigable channel shall be provided with pier protection system in the form of fenders, dolphin, etc. Data for riverine traffics, vessel or laden weight shall be obtained from relevant agencies. Erosion protection measures to the approach embankments, abutments, piers and/or riverbediriverbank shall be provided where necessary. 1.3.12 Surface Coating Protective surface coating shall be applied to the structures that are exposed to environmental condition of chloride or sulphate attacks. The coating shall be applied to all exposed members of the superstructure and substructure and/or to the area deemed to be subjected to environmental condition attacks or to a specific area as directed by JKR. Surface coating for aesthetical purpose without the needs of protective surface coating shall be applied in case where the structures located in the major town, ‘or as an iconic monumental structure at which the area is not prone to environmental condition attacks. The surface coated area shall be determined by JKR. 4|Page‘Surface coating to serve as the function of protective as well as for aesthetical purpose shall be applied where the structures are located in major town and also subjected to environmental condition attacks. The surface coating shall be mixed and combined in a single application and shall not be applied in layer on, top of the other. 4.3.13 Lighting All bridges shall be provided with road lighting including the suitable lighting post, supports and cabling. The spacing of the post shall be based on the illumination requirements. For bridge span less than 20m, the lighting shall be provided at both approach part of the bridge inclusive of supports, post, cabling and all related items to the completeness of road lighting. Bridge lighting shall be of linear lighting system fixed to the bridge. The light fixture shall be of appropriate brightness aimed at the roadway and shielded to prevent glares to motorists. The used of facade, spotlight and floodlight lighting at the bridge shall be testing and commissioning as approved by JKR. Where required by the navigational authorities, appropriate navigational lighting aids shall be provided. 1.3.14 Outlet drain pipe or rain water downpipe shall be provided on the deck at suitable Position as to collect the surface runoff from the deck and discharge to the nearest discharging point inclusive of all collector pipes. The minimum size of outlet pipe shall be 150mm depending on the amount of surface runoff and spacing of the outlet pipe. Scupper drain on the deck may be provided as appropriate. 1.3.15 Access for inspection under the bridge in the form of staircase or platforms must be incorporated in the design. Adequate height clearance at the abutment area must be provided for the bearing inspection. 4.3.16 Cast in-situ box culvert: Box culvert of size 1.5 m and above in height andlor width shall be designed ‘as cast in-situ type including the approach slab. Culverts with the height of embankment or fill is more than 3m shall be designed and constructed as cast in-situ box shaped type. The foundation of the culvert shall be based on-site soil bearing pressure. Sand bedding layer shall not be used as the base layer of the culvert. 1.3.17 Precast box culvert and precast arch bridge shall be properly designed to satisfy the following conditions: () The segments must be analysed and designed as rigid frames; (i) Minimum top and bottom slab thickness is 200 mm; (ii) Minimum wall thickness is 200 mm; (iv) Alljoints between precast section shall be provided with tongue, groove and lifting hooks to pick up sections; (v) Water proofing, geotextile fabric or wrap shall be placed over joints; (vi) The joint exterior shall be covered with a minimum of 225 mm wide wrap centre on the joints; (vi) To prevent precast section from pulling apart during or after construction, minimum four (4) longitudinal 12.7 mm diameter low relaxation polypropylene sheathed prestressing strands with corrosion 5|Page(vil) (x) &) (xi) inhibitor or other approved post-tensioning device, shall be placed in position through preformed holes in the corners of the precast units; Prestressing strand with minimum 183 kN breaking load shall be provided. Each strand shall be stressed to 137 KN or equivalent to 75% ULS; These end anchorage forces must be considered in the box culvert design; The exposed end of the sheathed prestressing strand shall be removed after post-tensioning. No part of the strand or the end fittings shall extend beyond 50mm inside the hand-hold pocket. The pocket shall then be filled with non-shrink grout; Recommended allowable weight of precast section is below 18 metric tonnes. 1.3.18 Retaining structures at approach embankment The maximum height of any type of retaining structure at approach embankment shall be maximum of 6.0m unless approved otherwise by JKR 1.3.19 Stringent measures shall be taken to prevent long-term discontinuities and unacceptable driving condition as a result of differential settlement between the bridge and the approach embankments. 1.3.20 Footbridges Footbridges shall be designed in compliance to BD 29/17 or as approved otherwise by JKR. For dual carriageway with permitted speeds in excess of 50 km/h, a single span shall be provided spanning both carriageways to avoid the need for support in the central reserve. Both ramps and staircases shall be provided for access. The staircase of the footbridge shall have minimum tread width of 260mm and a maximum riser of 180mm. The inclination angle of the steps shall be maximum of 34°, 1.4 Design Criteria and Parameters 1.41 Latest Malaysian, British Standards, Eurocode and Codes of Practice shall be adopted for design of structures. The principal standards but not limited to are as the following a Ww (ii) The latest version of British Standard Institution BS 5400: Steel, Concrete and Composite Bridges, BS EN 1990, BS EN 1991, BS EN 1992, BS EN 1993 and BS EN 1994. Bridge loading shall follow The Highways Agency, UK BD 37/01: Loads for Highway Bridges, BS EN 1992-2. Prestressed member should be design for Class1 under Load Combination 1 with HA and HA+30 units HB. Load Combinations 2 to 5 is designed for Class 2 with HA and HA+45 units HB, Integral bridges shall follow BA 42/96 Amendment No. 1: The Design of Integral Bridges. 6lPage14.2 14.3 144 (iv) Foundations, Retaining wall structures and Reinforced Earth shall follow BS 8004: Foundation, BS 8002 : Code of Practice for Earth Retaining Structures , BD 3/78: Reinforced and Anchored Earth Retaining Walls and Bridge Abutments for Embankments (Rev. 1987], 8S EN 1997 Geotechnical Design. (v) Vehicle Impact shall follow BD 60/04: Design of Highway Bridges for Vehicle Collision Loads or BS EN 1991:Part 2 :Traffic Loads On Bridges. (vi) Vessel impact Shall establish appropriate ship collision forces and follow the latest version of AASHTO Guide Specification And Commentary For Vessel Collision Design of Highway Bridges, Second Edition (2009) , BS EN 1991:1-7: Accidental Action. (vii) Expansion Joints in Bridge Decks Shall follow BD 33/94 and BA 26/94. Expansion Joints for Use in Highway Bridge Decks. The expansion joints shall be guaranteed by the manufacturer to have a minimum effective live of 10 years in the prevailing climate and traffic condition. (vi) Parapet shall be in accordance to BD 52/93: The Design of Highway Bridge Parapets and in compliance to Arahan Teknik (Jalan) 1/85 (Pindaan 1/89) Manual on Design Guidelines of Longitudinal Traffic Barrier and REAM GL- 9/2006 :Guidelines on Design and Selection of Longitudinal Traffic Safety Barrier. The bridge and viaduct structures shall be designed to satisfy for aesthetics requirement by following REAM - GL 1/1999: Guidelines on Bridge Aesthetics. (ix) Footbridge design shall follow BD 29/04: Design Criteria for Footbridges Durability The bridge and viaduct structural elements shall be designed for enhance durability (if applicable) in accordance to The Highways Agency, UK BA 57/01 : Design For Durability. Reinforcement cover: in designing concrete members, nominal cover derived from BS5400: Part 4 Table 13, shall be increased by 10mm in accordance to BD 57/01 in the case of the bridge or structural elements of the bridge are subjected to abrasive chloride attack Design crack widths for reinforced concrete shall be in accordance to BS5400 part 4 and/or EN 1992-2 or as directed by JKR, Earthquake loading Earthquake loading for long-span lifeline bridges or bridges that required to be designed with seismic loading as directed by JKR, shall be taken as 1.0 in ULS and in Load Combination 4 only. The Peak Ground Acceleration (PGA) value depends on the project location and shall be taken as follow: a) Peninsular Malaysia and Sarawak : 0,089 b) Sabah 0.179 7|Page1.4.5 1.4.6 1.4.7 148 qi) 149 1.4.10 14.44 1.4.12 In considering earthquake loading no relieving effects from bearing friction will be considered. Drainage: drainage facility for the bridge deck shall be suitably provided and the bridge deck shall have a minimum cross fall of 2.5%. Reinforced earth wall shall be designed to Department of Transport Highways. and Traffic Departmental Standard 8D 3/78 (Revised 1987) Reinforced and Anchored Earth Retaining Walls and Bridge Abutments for Embankments. Reinforced earth structures shall have a design life of 120 years. Approach embankment Approach embankment for viaducts and structures shall conform to Geotechnical Design Criteria for Road Work to minimize any differential settlement at abutments. Embankment must be designed with zero differential settlement at the connecting point to the bridge abutment and gradual settlement of 4 in 500 within 50m away from the abutment towards the toe of the approach embankment. Appropriate soil treatment must be provided in the case of SPT of the underlying soil is less than 5. Consultant must provide detail calculation of expected differential settlement with respect to the proposed type of soil improvement at the embankment area. Differential Settlement Where differential settlement is likely to affect the structure in whole or in part, the effects of this parameter should be taken into account. When designing a structure, the value of differential settlement shall be taken as 12.5 mm at serviceability limit state (SLS). The structure shall be checked for differential settlement of 38.0 mm at ultimate limit state (ULS).. Surface finishes: the surfacing designed thickness shall be taken as 100 mm. thick asphaltic concrete. Bridge Clearances () For bridge over river the freeboard and horizontal clearance shall be in accordance to DJ 1/2001 requirements and approved by Jabatan Pengairan dan Saliran (JPS), Jabatan Laut or relevant authorities; (ii) For bridge over Keretapi Tanah Melayu Berhad (KTMB) railway lines the bridge vertical and horizontal clearance shall be approved by KTMB; (ii) For bridge over road the vertical and horizontal clearance shall be approved by the relevant Road Authority. Prestressing anchorages shall not be located at top flange face of T-beams or any other beams. Half joint shall only be allowed as the temporary seating of precast beams onto the integral in situ crossheads. B[Page1.4.13 Elastomeric bridge bearings shall be of natural rubber and shall be in accordance with the specification proposed by the Committee on Natural Rubber in Construction, Rubber Research Institute, Malaysia. Bridge bearing shall be designed with adequate stability in all directions during the beam launching and placement prior to deck slab casting, 1.4.14 Coating The detail mix design and application of protective surface coating system for exposed concrete surfaces or areas where it deemed to be subjected to environmental condition attacks shall be in accordance to Section 9 (Concrete) Specification for Roadworks. Similar condition apply in the case of protective surface coating in combination with aesthetical surface coating. The minimum effective life of both protective systems shall be in excess of 20 years. Compulsory sample testing of paints is required. 1.4.15 Anti-corrosion protective system The steel materials used for the bridge structures shall follow BS 5400: Part 6. ‘A comprehensive anti-corrosion protective system in accordance with BS 5493 or equivalent shall be submitted and approval by JKR. The minimum effective life of such protective system shall be in excess of 20 years. Compulsory sample testing of paints is required. 1.4.16 Launching of precast elements Utmost precautions shall be taken to eliminate any danger to workers and general public while launching precast elements. All lifting equipment shall be designed, such that if the primary lifting mechanism fails, @ secondary mechanism will ensure that the precast element does not fall. Upon erection, a fail-save method shall be used to temporarily secure the precast unit until the permanent fixing arrangements are implemented. All precast unit must be braced adequately and maintained stable at all time. Bracing system must be designed to ensure stability of the precast unit prior to the fixed arrangement of the unit or structural members. 1.4.17 Temporary works The risks for each case shall have to be considered and appropriate safety factors allowed in the design. The minimum safety factor at ULS shall be taken as 1.5 if the safety of the general public is at risk. 1.4.18 Bridge furniture and traffic signs on the bridge or at approaches shall be in accordance to that specified separately in the relevant sections of roadwork. 1.4.19 A plaque shall be fixed on the inner face of the parapet or wingwall of each bridge. The shape and dimension of the plaque shall be as approved by the PD oF S.O and shall be of yellow brass with bold face alphabets. ‘The wordings on the brass plaques shall be as follows: - |Page20 24 JAMBATAN Name of bridge TARIKH ‘Month and year of completion of bridge PEREKABENTUK Name of Designer KONTRAKTOR :Name of Contractor BEBAN :Design loading RENTANG :Bridge spans, type of beam and bridge system (semi integral / fully integral) ASAS ‘Type, size, and length of pile TERMS OF REFERENCE FOR INDEPENDENT STRUCTURAL CHECKER Introduction All structural design shall be independently checked by expert, to be appointed by the Contractor and the prior appointment of which is subjected to the approval of the Project, Director (PD) and advice from Bahagian Rekabentuk Jambatan, Cawangan Jalan JKR. ‘The Independent Checking Engineer (referred to as the checker herein after) shall take full responsibility, integrity, thoroughness and competence of his report and recommendation that it has been adequately carried out in accordance with accepted best engineering practice, as well as to ensure the structural integrity and stability of the proposed design and construction by the contractor's consultants. The type of works that required the involvement of The Checker shall be as follow: (2) Any single project that has more than three (3) numbers of bridges or a project that has one or two numbers of single span bridge structure other than RC Beam and Slab type that has skew angle more than 30 degree with structural form of monolithic integral or frame type; (b) A multiple span bridge and skew angle with or without precast prestressed elements; (c) Bridge structures that use box-shape type of structure as the main carrying member, (4) Special bridge structures such as cable stayed bridge, suspension bridge, extradosed bridge or any type of iconic bridge that possess complex structure behaviour and interactions; (©) Any bridge project which, in the opinion of the approving authority, requires safety check. The Checkers The Contractor shall submit and propose a minimum of 3 names of experts for the field of structural discipline to JKR for approval The Checker shall fulfil the following requirements: [Page22 (a) Is a Professional Engineer with Practicing Certificate or P.E.P.C.s' registered with a Board Of Engineers Malaysia for a minimum of 5 years or Professional Engineer registered with a Board Of Engineers Malaysia for a minimum of 10 years and majority of the tenure must be involved with bridge design and construction; (b) The experts shall have at least 10 years of working experiences at the professional level in the bridge design and construction field; or have published several technical papers in their specialized fields (not less than 5 technical papers in national/international seminar, conferences or journals); or Qualified as an acoredited checker in structural engineering field (bridge structures) with the Board of Engineer Malaysia (BEM). The Checker is not allowed to have a financial or professional interest in the project he is undertaking. ‘Scope of Services A certificate of approval by the Checker in respect of the consultants design calculation, engineering plans relating to the bridge and associated structures works including critical temporary works stating that, to best of his knowledge and belief, the design and all related engineering plans are checked and fit for construction and serviceable during its design life cycle. The Checker shall evaluate, analyse and review the structural design and details in the plan and perform such independent calculations with a view to determine the adequacy of key elements. The Checker shall also verify that the key elements designed are consistent with general layout shown and in any amendments thereto. The contractor must ensure sufficient working drawing details and specifications shall be made available to the Checker. A reasonable time frame must be given to the Checker in carrying out his/her duty as a Checker. The checker in carrying out this is required to: (a) Determine and use of the Code of Practice and Design Standards in the plans; (b) Check the standards and specifications of materials to be used; (c) —Ascertain the structural design concept used and identify the key structural elements; (d) Analyse all key structural elements of the bridge and associated structure fo be built; (e) Determine the stability of the structural frame; (f) Check structural detailing of the key structural elements; (a) Check the method of construction that is viable and pose no detrimental effect to the public safety including all related temporary works; (h) Checking construction sequence and constructability of the structure; () Determine the adequacy of other aspects of the design which are peculiar to the bridge and associated structures to be built and which are essential to the structural integrity of the works. Note: M[Page23 Key elements is define as those parts of elements of a bridge and associated structure which resist forces and moments and include pile caps, and walls beams, beams, deck slabs and all other elements designed to resist forces and moments. Reporting Of The Independent Check The checker's report shall be submitted to JKR within 2 weeks from the data received complete working drawings from the contractor or otherwise agreed in writing by JKR. The report should specifically describe the deficiencies, potential or real, which have been identified along with the relevant references to accepted standards, practices and design principles. The point should be illustrated wherever practicable by marking-up the plans or with sketches, drawings and such related materials. ‘The report may include the checkers suggestion, amendments, alternative solutions and designs for amendments and or alternative solutions. A tabulated summary of all the checkers and designers comment with or without their agreement shall be included as per Appendix A. APPENDIX A FORMAT FOR INDEPENDENT STRUCTURAL CHECKER’S REPORT (To be prepared by the Independent Structural Checker — here called as Checker) TITLE PAGE (Title Page of the Report should contain the following information) Name of the project: Name of the client: Name and Address of the contractor's consultant: BEM registration No. of the contractor's consultant: Name and address of the Checker: BEM Registration No. of the Checker: 4B Date of report: CONTENTS PAGE (The contents page should have the following information) (i) Introduction (i) Design information submitted by the contractor's consultant, (This section should mention the key elements that are to be checked) 12|Page(il) Scope of Work of the Independent Structural Checker (As per TOR ICE and any addition scope of work required) (iv) List of reviewed drawings submitted by the contractor's consultant. (v) Detailed Design Check (2) Geotechnical design for the foundation system () Structural Engineering Design for the Superstructure and the ‘Substructure 0) ) (i) Ww Ww) (vi) 0) vill) (ix) ®) Code of Practices Materials and its Specifications Design Parameters ‘Check on design concept used and identify the key structural elements: Vertical and lateral loadings Engineering software's used (analysis of key structural element) Check on the stability of the structural frame Structural detailing of the key structural elements including substructures and foundation Construction methods and the needs for public safety Temporary work (vi) Discussion and findings on the existing design as per Table 1 (vil) Suggestion and recommendation (vill) Conclusion 3. APPENDICES (This section should contain all the drawings and independent design check calculations and analysis of the Independent checker) Note: Every page of the ICE REVIEW SHEET need to be cop and sign by the checker and engineer. 13|PageoUrater beige. paefey “¢ ywaqnsey pue osjroy “Zz paroiddy *| jeaouddy Jo snjeyg :aj0N £ z PepusUe luseq seu Buyneup ‘padeooy L ‘smeqs a esuodsey 30) (Pula esuodsey ‘s4eubiseq qWaWWOD 391 "ON / 21m Guymesg | “ON A l d v J I l d ld G L O I / owen e6pug ey90U9 JuepuedepUl Jo ewWeN sueynsuoD s4o\eNUOD BWweEN (LOarOud 4O AWN) Loaroud 133HS M3IA34 391481 3.0 34 3.2 TERMS OF REFERENCE FOR BRIDGE ASSESSMENT PROCEDURE Introduction This bridge assessment procedure shall be adopted if the Need Statement requires rehabilitation, upgrading works and replacement. It involves careful consideration for the treatment of the existing stock of structures (bridges and culverts) to attain the desired objectives of ensuring structural safety, quality, serviceability, durability and economy. Bridge Replacement Policy ‘The general policy is to save existing structures. The Contractor shall follow this Bridge Assessment Procedure and prepare a report to cover the assessment of existing structures. The objective of this report is to access: - (a) The conditions of the existing bridge based on visual inspection, (b) The hydraulic capacity of an existing structure based on site investigation and discharge capacity (c) The existing structures capacity based on theoretical calculation. If one or all the criteria given above are not satisfied, the existing structure will either be replaced, upgraded or rehabilitated as deemed necessary. Bridge Assessment Procedure The Bridge Assessment Procedure is a nine (9) steps procedure as shown in Figure 4 The three types of assessment to be carried out are explained below: {a) Visual Assessment The condition of the existing structures to be inspected by checking defects of each structure through visual inspection, giving particular attention to primary members such as longitudinal beams, cross heads and abutments. The inspections condition existing structures can be referring JKR Annual Bridge Inspection Manual as a guidance. The defects shall be divided to: (i) Material defects These includes spalling of concrete, corrosive of steel reinforcement and abrasion of piers and abutments. (ii) Structural Defects Structural defects are caused by the inability of the structural member to resist the load imposed on it and can be in the form of cracks, settlement or deformation (iii) Hydrological Defects This includes silting and erosion due to fluctuation of water level and inadequate discharge capacity of the existing section. Page161 (b) () (d) Hydrological Assessment ‘The aim of this assessment is to ensure that the existing structure provides adequate opening for the designed flood frequency discharge. Also the foundation structure is to be checked for scouring effects. Analytical Assessment The loading shall be JKR Specification for Bridge Live Loads (i) Long Term Axle Loads (TAL) combined with KEL (ii) Special Vehicle (SV20) loading Method of analysis should ideally consider of all the significant aspects of behaviour of a structure governing its response to loads and imposed deformations. Structural Member Resistance (i) Evaluation Code shall follow: + BD 21/01 : The Assessment of Highway Bridges And Structure, Department of Transport UK. + BD 44/95 : The Assessment of Concrete Highway Bridges and Structures, Department Of Transport UK. Partial Load Factors Dead Load 1.15 Superimposed Dead Load 1.75 If premix was measured 1.25 Live Load LTAL 15 Live Load SV 43 (iii) For material Strength Without Drawings (Unknown) V 230 Nimme ym 1.10 fw = 230 Nimma = yaw = 116 fos 20 Nimme me 1.20 Calculation of Member Re: fance by Statistical Method This method shall be used to obtain percentage of steel for reinforced concrete bridges without flexural reinforcement details. The use of this method is restricted to: 1) Simply supported reinforced concrete bridges 2) Bridges in Peninsular Malaysia 3) Bridges constructed between 1950 and 1972 4) Bridges spanning between 6 -15 metres. PageThe Formula is: % steel = 0.015 x Reindex — 0.2 Reindex = 100x SL" w.D? S = The girder spacing(mm); L = Span length (mm); W = The girder width (mm), D = The effective depth (mm) - 0.9 of the total depth. (e) Rating System The load carrying capacity of a bridge is assessed based on the ratio of the available resistance of a member to the effective of live load Rating = Rad al oR Factored resistance of a member aD = _ Effect of the factored dead load on a memberal = Effect of the factored live load for LTAL SV Rating = 20. OR-aD Lev where aLsv = effect of the factored SV20 loading on the member () Decision Making Widen when Rating > 0.8 LTAL Replace when rating < 0.8 LTAL 3.3 Reporting On the Bridge Assessment The detail report shall be submitted in writing to JKR within 2 weeks of the assessment being done or otherwise as agreed in writing It shall include a summary of the consultant's recommendation as shown in Figure 2 471 PegeFIGURE 1; BRIDGE ASSESSMENT PROCEDURE 18) PageCasgorised brides no: su ridges with deat deawings 6 tidges witht range eck methods ope thera aratriis recommend or ‘replacement STERS Sct apa — 191 Pageofralet uoTBy squeynsuog | uowido | uoyepuaumooey | reonveuy | uompuog | oynespAy euren (w)apim | (w)yi6u07 dk JONRION ‘sweuauog sr odoy syueynsuog wna see, | femabewien | ueds e6pua | aunionng | “oN NOLLVONSWWOOTH S.YOLOVYLNOS 4O ANWAINNS : Zz ANNIAPPENDIX A7-1 PROJEK MEMBINA JALAN DAN JAMBATAN SUNGAI AIR TAWAR, SABAK BERNAM, SELANGOR KE HUTAN MELINTANG, PERAK 7 00,2000 3000 3000 2000 _500} | ‘SHOULDER ‘CARRIAGEWAY CARRIAGEWAY ‘SHOULDER ASPHALT CONCRETE WEARING COURSE \aew 14 |-DECK SLAB 25% SLOPE 25% SLOPE r ———— TYPICAL BRIDGE CROSS SECTION FOR R2