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Sultanate of Oman I Highway Design Standards 2017

Structures
TABLE OF CONTENT

11.1 INTRODUCTION 11-1 11.6.4 Minimum Concrete Cover to Reinforcement 11-7

11.1.1 Design Criteria 11-1 11.6.5 Maximum Deflection 11-7
11.1.2 Codes and Standards 11-1 11.6.6 Maximum Crack Width 11-7
11.1.3 Reference Codes 11-1
11.7 UTILITY AND MAINTENANCE REQUIREMENTS 11-7
11.2 STRUCTURAL CLEARANCES 11-1 11.7.1 Utility Requirements 11-7
11.2.1 Vertical and Horizontal Clearances Over Highways 11-1 11.7.2 Maintenance and Inspection Requirements 11-8
11.2.2 Vertical Clearance Above Water Streams and Wadis 11-1
11.8 CONCRETE DURABILITY 11-8
11.3 ARCHITECTURAL CONSIDERATIONS 11-1 11.8.1 Marine Environment 11-8
11.3.1 Basic Principles 11-1 11.8.2 Concrete Permeability Requirements (Coastal Zone) 11-8
11.3.2 Further Guidelines 11-2 11.8.3 Concrete Surface Protection (Coastal Zone) 11-8
11.8.4 Bridge Deck Protection (Applicable Universally) 11-8
11.4 LOADING 11-2
11.9 SAFETY BARRIERS 11-8
11.4.1 Permanent Loads 11-2
11.4.2 Live Loads 11-2 11.9.1 General Standards 11-8
11.4.3 Water Loads 11-3
11.10 TYPICAL STRUCTURES 11-9
11.4.4 Wind Load 11-3
11.4.5 Earthquake Loading 11-3 11.10.1 Pedestrian Utility Design Parameters 11-9

11.4.6 Earth Pressure 11-5 11.10.2 Animal Crossings 11-9

11.4.7 Force Effects Due To Superimposed Deformations 11-5

11.11 BRIDGE ACCESSORIES 11-13
11.4.8 Friction Forces 11-5
11.4.9 Floating Debris 11-5 11.11.1 Bearings 11-13
11.11.2 Expansion Joints 11-13
11.5 LOAD COMBINATIONS AND STRUCTURAL 11.11.3 Deck Drainage 11-14
ANALYSIS 11-5 11.11.4 Approach Slab 11-14
11.5.1 Load Combinations 11-5
11.12 BOX CULVERT/PIPE CULVERT DETAILS 11-14
11.5.2 Structural Analysis 11-5
11.5.3 Allowable Stresses In Prestressed Concrete 11.12.1 Box Culvert Standard Details 11-14
Members 11-5 11.12.2 Pipe Culvert Standard Details 11-14

11.6 MINIMUM AND MAXIMUM DESIGN VALUES 11-6 11.13 REFERENCES 11-14
11.6.1 Minimum Concrete Strength 11-6
11.6.2 Minimum Depth of Structural Members 11-6
11.6.3 Maximum and Minimum Reinforcement 11-6
LIST OF FIGURES LIST OF TABLES

Figure 11.4.2.1: Oman Standard Bridge Loading 11-2 Table 11.6.1.1: Concrete Cylinder Compressive Strengths to
be used in Normal Structures 11-6
Figure 11.4.2.2: Oman Special Truck 11-3
Table 11.6.2.1: Minimum Depth of Structural Members 11-6
Figure 11.4.5.1: Horizontal Peak Ground Acceleration (PGA) in
cm/sec2 [Gal] with 10 Percent Probability of Exceedance in 50
years (Approx. 475-year Return Period). 11-3
Figure 11.4.5.2: Horizontal Response Spectral Acceleration at
Short Period (SS) of 0.2 sec in cm/sec2 [Gal] with 10 Percent
Probability of Exceedance in 50 years (Approx.475-year
Return Period) and 5% critical damping. 11-4
Figure 11.4.5.3: Horizontal Response Spectral Acceleration at
Period of 1 sec (S1) in cm/sec2 [Gal] with 10 Percent Probability
of Exceedance in 50 years (Approx. 475-year Return Period)
and 5% critical damping. 11-4
Figure 11.7.1.1: Typical Treatment of Utility Locations. 11-7
Figure 11.7.1.2: Typical Mounting of Lighting Posts on Bridge
Decks 11-7
Figure 11.9.1.1A: Concrete Barrier Bridge without Pedestrian
Walkway 11-9
Figure 11.9.1.1B: Pedestrian Railing with Concrete Barrier 11-9
Figure 11.9.1.1C: Pedestrian Railing with Metal Guardrail 11-9
Figure 11.10.1.1: Pedestrian Overpass 11-10
Figure 11.10.1.2: Pedestrian Underpass 11-11
Figure 11.10.2.1: Animal Crossing 11-12
Figure 11.11.1.1: Pot Bearings 11-13
Figure 11.11.1.2: Elastomeric Bearing 11-13
Figure 11.11.1.3: Spherical PTFE Bearing 11-13
Figure 11.11.2.1: Asphaltic Plug Joint 11-13
Figure 11.11.2.2: Elastomeric Expansion Joints 11-13
Figure 11.11.3.1: Direct Deck Drainage Details (Rural Areas) 11-14
Figure 11.11.4.1: Approach Slab Typical Details 11-14
Figure 11.11.3.2: Typical Deck Drainage Details (Urban Areas) 11-15
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11.1 INTRODUCTION 11.2 STRUCTURAL CLEARANCES

11.1.1 Design Criteria 11.2.1 Vertical and Horizontal Clearances Over Highways

11.1.1.1 The following standards are applicable to conventional steel, concrete and composite bridges and 11.2.1.1 Vertical clearances, for bridges crossing over highways and horizontal clearance for piers and
other highway structures. Special structures such as cable-stayed or suspension bridges should have additional abutments, are defined in Volume 1 Section 3 - Cross Sections and Capacities. (See Figure 3.2.4.1)
standards applied that should be defined in project-specific design criteria.
11.2.2 Vertical Clearance Above Water Streams and Wadis
11.1.1.2 The Criteria set forth are minimum standards. The designer may propose more conservative criteria
if in his judgment, such criteria are required. However, all deviations from the criteria must be justified and 11.2.2.1 The minimum vertical clearance for the bridge deck soffit above the flood level corresponding to
receive prior approval from the Overseeing Authority. 100-year return period (freeboard) is recommended to be 1 m minimum. In addition, the minimum vertical
clearance between the highest ground level and the deck soffit is recommended to be not less than 3 m
11.1.1.3 The design life of structures shall not be less than 100 years.
regardless of the flood level. This latter limit is set for inspection and maintenance purposes. Further discussion
of culvert sizing and clearances are given in Sub-section 12.5 of these Standards.
11.1.2 Codes and Standards

11.1.2.1 Highway structures such as bridges, viaducts, overpasses, underpasses, cut-and-cover tunnels and
11.3 ARCHITECTURAL CONSIDERATIONS
animal crossings, elevated ramps, retaining walls and culverts shall be designed in accordance with the latest
edition, including interim revisions, of the design code AASHTO LRFD Bridge Design Specifications issued
11.3.1 Basic Principles
by the American Association of State Highway and Transportation Officials, as modified and complemented
herein. 11.3.1.1 Bridges and other highway structures last for a long life span and are seen by observers on a daily
basis. They should be esthetically pleasing. Attention should be paid to the architectural design along the
11.1.2.2 Concrete bridges, which will be constructed using the precast segmental method, shall be designed
following principles:
in accordance with AASHTO Guide Specifications for Design and Construction of Segmental Concrete Bridges,
1. Bridges and other highway structures should complement their surroundings, be graceful in form and
2nd Edition, 1999.
present the appearance of adequate strength.
2. Form should follow the flow of forces. Extraordinary and non-structural embellishments should be avoided.
11.1.3 Reference Codes
3. The bridge should be seen as a whole, with all members consistent and contributing to that whole; the
11.1.3.1 The following codes may be used as references to be consulted for more specialized aspects of bridge as an entity, should have a clear and logical relationship to its surroundings.
design not covered in the ruling design code: 4. Structures should be transparent: components should be slender and widely spaced, preserving views
1. Standard Specifications for Highway Bridges, the American Association of State Highway andTransportation through the structure.
Officials (AASHTO), latest edition, including interim revisions. 5. Transparency should, however, be balanced with strength to give a feeling of safety, that the structures are
2. Eurocode standards issued by the European Committee on Standardization (CEN), in particular: well anchored in the ground. Observers should not feel alarmed or alerted when crossing on or under the
n EN 1990 Euro code 0: Basis of Structural Design. structure.

n EN 1991 Euro code 1: Actions on Structure. 6. Architectural design of Omani highway structures should marry tradition and modernity via:
n Forms and lines should reflect Omani characteristics throughout the ages, including recent times, by way
n EN 1992 Euro code 2: Design of Concrete Structures.
of cultural heritage, lifestyle and activities,
n EN 1993 Euro code 3: Design of Steel Structures.
n Design should also be indicative of the technical era of its construction.
n EN 1994 Euro code 4: Design of Composite Steel and Concrete Structures.
7. Each structure should have individuality. However, structures in the same project or along the same corridor
n EN 1997 Euro code 7: Geotechnical Design. should possess continuity in forms and features. There should be a combination of unified and unique
n EN 1998 Euro code 8: Design of Structures for Earthquake Resistance. features. Unified features reflect continuity while distinctive features are meant to avoid monotony and
3. British Standard Institution, BS5400, Steel, Concrete and Composite Bridges, latest edition. give a sense of placement. The proper balance rests with the architectural designer with due consideration
of placement and conditions at each particular location.
11.1.3.2 CEB-FIP Model code for Concrete Structures, 1990 (CEB-FIP MC90). 8. Components should be shaped to respond to the structural function.They should be thick where the stresses
are greatest and thin where the stresses are smaller.
9. The function of each part and how the function is performed should be visible. The size of each member
compared with the others is clearly related to the overall structural concept and the job the component does.
10. The designer should be aware of the difference between rural and urban settings. In a rural setting, the

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structures can generally be seen from very far distances in a panoramic view. In an urban setting, structures 11.4.1.4 Prestressing load effects are those effects resulting from the application of prestressing loads to the
can be seen from very close range, particularly if they are close to signal controlled junctions. Accordingly, structures as follows:
while the form and proportions are the main focus for rural structures, details and finishes are at least n PP: Primary effect (applied forces)
equally important for an urban structure.
n PS: Secondary effect (restraint of deformation)

11.3.2 Further Guidelines 11.4.1.5 The effects of prestressing, both primary (PP) and secondary (PS), shall be included in load
combinations corresponding to the service and fatigue (where applicable) limit states. Only the secondary
11.3.2.1 The following are not binding rules but some conventional guidelines to help the architectural
effect shall be considered in load combinations corresponding to the strength and extreme event limit states.
designer:
1. Order in the Structural System: designers should retain the selected structural system and only combine it 11.4.2 Live Loads
with another system, if the topographical boundary conditions change significantly along the length of the
bridge. 11.4.2.1 Vehicular live loading on the roadways of bridges shall consist of a combination of the:

2. 
Harmony: the designer should strive for balanced proportions among the length of the spans, the n Design truck, or design tandem
construction depth and the natural profile, and between the supporting and supported structural elements. n Design lane load
3. Order in the Lines: attempt should be made to restrict the characteristic lines to few directions and avoid
11.4.2.2 The design truck, tandem and lane loads are shown in Figure 11.4.2.1. These are AASHTO LRFD HL-
their intersection; a straight line should merge smoothly into a curve.
93 loading times 1.5. The weights and spacings of axles and wheels for the design truck shall be as specified
4. Simplicity and Clearness: designers should allow the function of the structural element and the necessity in Figure 11.4.2.1. The design truck shall be applied simultaneously with the design lane load specified in the
of the material to be perceived. same Figure. The design tandem shall consist of a pair of 165 kN axles spaced 1200 mm apart as shown in
5. Integration into the Environment: either subordinate the bridge to its surroundings; or, if the landscape is Figure 11.4.2.1. The design tandem shall be applied simultaneously with the lane load. Oman Special Truck
monotonous, or the surroundings are disorderly built up, make a feature of the highway structure. Type A specified in previous editions of the Highway Design Manual has been omitted here since its effect is
6. The designer should attempt to pay attention to the order of scale between the bridge and its surroundings consistently smaller than the specified vehicular live load.
and between the bridge and the individual person.
7. Attention to details and finishes should not be overlooked, particularly in an urban setting.
8. The use of the bridge, as a support for messages or directional signing or lighting, should be avoided
wherever possible, or should be integrated in the structure and made part of the architectural design.
9. Architectural features should be functional, durable and easily maintainable.
10. Forms and finishes should be selected to age well.

11.4 LOADING

11.4.1 Permanent Loads Figure 11.4.2.1 Oman Standard Bridge Loading

11.4.1.1 Dead Loads; the unit weight of materials to be used for dead loads shall be as follows:
11.4.2.3 Application of the design vehicular live loads shall be strictly as per AASHTO LRFD Article 3.6.1.3.
n Reinforced and prestressed concrete f’c ≤ 40 MPa: 25 kN/m3 This modified loading shall be used for calculation of other related loads such as braking, centrifugal forces,
n Reinforced and prestressed concrete f’c > 40 MPa: 22 + 0.075 f’c kN/m3 etc.
n Structural steel: 78.5 kN/m3
11.4.2.4 In addition, National and Arterial Routes shall be checked for the Special Truck shown in Figure
11.4.1.2 Superimposed dead load shall be the weight of all materials forming loads on the structure that are 11.4.2.2. Only one truck shall be applied over the whole width of the carriageway in the position that results in
not structural elements. This includes the wearing surface, parapets and railing, noise barriers. maximum action on the structure. It shall not be combined with any distributed live load over the carriageway.
It shall be combined only with pedestrian load over the sidewalks (if any). This special truck is the same as
n Asphalt wearing course (110 mm shall be assumed for design) 23 kN/m3
the previous Special Truck Type B1 specified in earlier editions of the High Design Manual, while the previous
n The actual weight and position of all known or provisional utilities crossing shall be considered.
Special Truck Type B2 has been omitted here since its effect is not significant compared to the Oman Standard
11.4.1.3 Erection loads in final state are the effects resulting from the method of erection which remain Bridge Loading. No braking force shall be considered for the Special Truck. In addition, the following conditions
locked into the structure in the final state. These shall be included in all load combinations. apply to the Special Truck:
n The Special truck shall be guided by ROP.
n The Special truck shall move along the centerline of the bridge.
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n Maximum speed of the Special Truck shall be 40 - 50 km/hr. Values of the peak ground acceleration (PGA), and the short and long period horizontal response spectral
accelerations (SS at a Period of 0.2 sec and S1 at a Period of 1 sec, respectively) shall be determined from
Figures 11.4.5.1 (PGA), 11.4.5.2 (SS) and 11.4.5.3 (S1).

Figure 11.4.2.2 Oman Special Truck

11.4.2.5 No dynamic allowance shall be applied to the Special Truck load.

11.4.2.6 The Special Truck shall be used in the STRENGTH II Load Combination as defined in AASHTO LRFD
Table 3.4.1-1.

11.4.2.7 Pedestrian live load on highway bridge sidewalks shall be in accordance with AASHTO LRFD Article
3.6.1.6.

11.4.2.8 Pedestrian live load on pedestrian bridges shall be in accordance with AASHTO LRFD Article 3.6.1.6

11.4.2.9 Other live load effects on highway bridges shall follow the AASHTO LRFD articles:
n Article 3.6.2 for Dynamic Load Allowance
n Article 3.6.3 for Centrifugal Forces
n Article 3.6.4 for Braking Force
n Article 3.6.5 for Vehicular Collision Force

11.4.3 Water Loads

11.4.3.1 Water loads will follow the AASHTO LRFD articles noted:
n Article 3.7.1 for Static Pressure
n Article 3.7.2 for Buoyancy. In sound rock, take 50%, elsewhere, take 100%.

11.4.4 Wind Load

11.4.4.1 For wind load on the structure (WS) and wind on live load (WL), refer to AASHTO LRFD Article 3.8,
with base wind velocity 160 km/h including the gust factor..

11.4.5 Earthquake Loading

11.4.5.1 Structures shall be designed in accordance with AASHTO LRFD. Bridges are classified corresponding
to a probability of exceedance of 10 percent in 50 years, equivalent to a return period of 475 years. For the
purpose of applying the procedure detailed in Article 3.10 bridges are classified into one of three importance
categories as follows:
n Critical bridges,
n Essential bridges,
n Other bridges.
Figure 11.4.5.1 Horizontal Peak Ground Acceleration (PGA) in cm/sec2 [Gal] with 10 Percent
Essential bridge shall be the default type unless otherwise specified by the Employer.
Probability of Exceedance in 50 years (Approx. 475-year Return Period). 2
Figure 11.4.5.1 Horizontal Peak Ground Acceleration (PGA) in cm/sec [Gal] with 10 Percent
Probability of Exceedance in 50 years (Approx. 475-year Return Period). 11.3
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Figure 11.4.5.2 Horizontal Response Spectral Acceleration at Short Period (SS) of 0.2 sec in cm/sec2 [Gal] Figure 11.4.5.3 Horizontal Response Spectral Acceleration at Period of 1 sec (S1) in cm/sec2 [Gal] with 10
with 10 Percent Probability of Exceedance in 50 years (Approx.475-year Return Period) and 5% critical Percent Probability of Exceedance in 50 years (Approx. 475-year Return Period) and 5% critical damping.
damping.
Figure 11.4.5.2 Horizontal Response Spectral Acceleration at Short Period (SS) of 0.2 sec in
Figure 11.4.5.3 Horizontal Response Spectral Acceleration at Period of 1 sec (S1) in cm/sec2
cm/sec2 [Gal] with 10 Percent Probability of Exceedance in 50 years (Approx.475-year Return
[Gal] with 10 Percent Probability of Exceedance in 50 years (Approx. 475-year Return Period)
11.4 Period) and 5% critical damping.
and 5% critical damping.
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11.4.6 Earth Pressure 11.4.9 Floating Debris
11.4.6.1 Loading will follow AASHTO LRFD Article 3.11 for earth pressure: EH, ES, LS and DD. 11.4.9.1 Wadi bridge piers shall be designed for impact from floating debris. The equivalent static horizontal
force H, generated by floating debris (such as logs, trees, loaded boats etc.), strike the pier at the high flood
11.4.7 Force Effects Due To Superimposed Deformations level at the speed of flood. This force may be estimated as follows:

11.4.7.1 In consideration of Uniform Temperature (TU), designers must follow AASHTO LRFD Article 3.12.2 H = wv2 / 2gd
using the following values: Where w = weight of the striking object (kg)
1. The design mean temperature shall be taken as 30 deg C v = maximum flood velocity (= 1.41 times maximum mean velocity of flood) (m/sec)
2. Temperature range for concrete bridges: +20/- 30 deg C g = acceleration due to gravity (m/sec2)
3. Temperature range for steel bridges: +30/- 30 deg C d = distance through which w moves upon hitting the pier (usually taken as 0.05 to 0.10 m)
H = kg.
4. The coefficient of thermal expansion shall be taken as 0.000011/deg C

11.4.7.2 For incorporation of temperature gradient AASHTO LRFD Article 3.12.3, zone 1 must be followed.
11.5 LOAD COMBINATIONS AND STRUCTURAL ANALYSIS
11.4.7.3 To determine the effects of creep and shrinkage, AASHTO LRFD Articles 3.12.5, 3.12.6 and 5.4.2.3 shall be
followed, together with the recommendations of CEB-FIP MC90 for the assessment of creep and shrinkage strains. 11.5.1 Load Combinations
11.4.7.4 The mean annual relative humidity assumed for the calculation of drying shrinkage and creep shall 11.5.1.1 Load combinations shall be as per AASHTO LRFD Article 3.4 for the limit states: Service Limit State,
be taken as 60% (humid climate). Fatigue and Fracture Limit State, Strength Limit State and Extreme Event Limit State.

11.4.7.5 The magnitude of differential settlement shall be determined on the basis of the soil investigation and the 11.5.1.2 Load Combinations EXTREME EVENT I and EXTREME EVENT II are interpreted as follows:
foundation type selected. AASHTO LRFD Article 10.7.2.3 shall be used as reference for the case of pile foundations. n 
Extreme Event I includes earthquake and water loads of static pressure and buoyancy but does not include
Unless the soil investigation report conclusively precludes possibility of any settlement, the cumulative effect of at general and local scour for wadi and water stream bridges unless specific site conditions dictate otherwise.
least 25 mm differential settlement of individual foundations shall be considered (higher values if the report specifies
n 
Extreme Event II includes scour, force effects due to superimposed deformations and collision load CT but
so).
does not include earthquake. The live load factor for this combination is 0.50 to reflect the low probability
of the concurrence of the maximum vehicular live load (other than CT) and the extreme events.
11.4.8 Friction Forces
11.5.1.3 The load combinations should be applied judicially.
11.4.8.1 The resistance of bearings and carriageway joints to movement shall be determined using the
following criteria:
11.5.2 Structural Analysis
n The coefficient of sliding friction for bearings which incorporate PTFE sliding surfaces shall be as follows:
- 4% in desert environment characterized by frequent sandstorms, 11.5.2.1 Bridge superstructures shall be analyzed as grillage or by use of the 3-dimensional finite element
method.
- As per AASHTO LRFD article 14.7.2.5 in urban environment.
- Unless bearing supplier recommends a higher value.
11.5.3 Allowable Stresses In Prestressed Concrete Members
n The elastic stiffness of carriageway movement joints, both in tension and compression, shall be assumed
to be 40 kN/m at maximum compression or extension, unless joint supplier recommends a higher value. 11.5.3.1 The stress limits in prestressed concrete members shall be as per AASHTO LRFD Article 5.9 except
that the tensile stress limit under Service III limit state shall be limited to:
n Zero in the coastal zone, (see definition of coastal zone in Paragraph 11.8.1.1)

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11.6 MINIMUM AND MAXIMUM DESIGN VALUES 28 day strength

Structural Type Structural Unit
(MPa)

11.6.1 Minimum Concrete Strength Piles 30

Foundations, abutments and retaining walls 30
11.6.1.1 For the purpose of achieving durability and quality control, the concrete strengths of the different elements
Viaducts Piers and pier heads 35
of normal structures shall, as a minimum, have the 28-day cylinder compressive strength in MPa shown in Table
Reinforced concrete superstructure 35
11.6.1.1.
Prestressed concrete superstructure 40
For the concrete strength of structures in the Coastal Zone, refer to Paragraph 11.8.1.1 Piles 30
Foundations, abutments and retaining walls 30
11.6.2 Minimum Depth of Structural Members Wadi Bridges and
Piers and pier heads 30
Overpasses
Reinforced concrete superstructure 35
11.6.2.1 The following Table 11.6.2.1 provides guidance on the minimum dimensions for common structural
Prestressed concrete superstructure 40
forms – where L= the span length and S = slab span length.
Bottom slab 30
Underpasses, Cut-and-
11.6.3 Maximum and Minimum Reinforcement Cover Tunnels, Pedestrian Walls and retaining walls 30
Underpasses and Animal Reinforced concrete top slab 35
Crossings
11.6.3.1 The maximum and minimum amounts of reinforcement shall be as per the following AASHTO LRFD Prestressed concrete top slab 40
Articles:
Piles 30
n Article 5.7.3.3 for maximum and minimum amounts of prestressed and nonprestressed tensile reinforcement Foundations and pedestals 30
in flexural members. Columns 30
Pedestrian Overpasses
n 
Article 5.7.4.2 for maximum and minimum amounts of prestressed and nonprestressed longitudinal Stairs and Ramps 30
reinforcement for compression members. Reinforced concrete superstructure 35
n Article 5.8.2.5 for minimum transverse reinforcement. Prestressed concrete superstructure 40
Culverts 35
Other Elements Approach slabs 30 Table 11.6.1.1 C
 oncrete Cylinder
Compressive Strengths to be
Parapets, concrete barriers and curbs 30 used in Normal Structures

Minimum depth (Including Deck)

Superstructure (When variable depth members are used, values may be adjusted
to account for changes in relative stiffness of positive and negative
moment sections)
Material Type Simple spans Continuous spans
1.2 (S + 3000) S + 3000 ≥ 165 mm
Slab with main reinforcement parallel to traffic
30 30
Reinforced T-Beams 0.070 L 0.065 L
concrete
Box Beams 0.060 L 0.055 L
Pedestrian Structure Beams 0.035 L 0.033 L
Slabs 0.030 L ≥ 165 mm 0.027 L ≥ 165 mm
CIP Box Beams 0.045 L 0.040 L
Prestressed
Precast I- Beams 0.045 L 0.040 L
concrete
Pedestrian Structure Beams 0.033 L 0.030 L
Adjacent Box Beams 0.030 L 0.025 L
Overall Depth of composite I –Beam 0.040 L 0.032 L
Steel Depth of I Beam Portion of composite I Beam 0.033 L 0.027 L
Trusses 0.100 L 0.100 L

Table 11.6.2.1 Minimum Depth of Structural Members

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11.6.4 Minimum Concrete Cover to Reinforcement 11.7.1.3 If required, pipes for water, sewage, stormwater or other wet utility can hang below the deck slab as
shown in Figure 11.7.1.1. The number and size of pipes will be as required for the particular location. Preference,
11.6.4.1 Minimum concrete cover (in millimeters) to reinforcing steel shall be as noted in the listing below: however, is to find alternative routes for the pipes. At wadi bridges, pipes, where possible, should cross
1. Concrete exposed to salt water and splash zone 100 underground below the bed level. Where pipes are supported by a bridge structure, utility designers should
2. Concrete of all substructure elements cast against earth 75 use the strongest methods and most durable materials to seal and protect pipe joints against leakage.
3. Concrete of all substructure elements exposed to weather 60
4. Apron slabs 60 11.7.1.4 In the case of beam and slab bridges, the pipes should hang from the slab between two beams such
5. Superstructure cast-in-situ concrete exposed to weather 60 they are not seen in the bridge elevation as shown in Figure 11.7.1.1. They must, however, be accessible from
6. Interior faces of superstructure cast-in-place concrete except slabs 40 underneath.
7. Cast-in-situ slabs 30
11.7.1.5 In the case of box girder bridges, the pipes should pass inside the box as shown in Figure 11.7.1.1.
8. Precast superstructure elements, exposed surfaces 30
They must, however, be accessible from inside the box girder (see paragraph 11.7.2.2).
9. Precast superstructure elements, interior faces 30
10. Precast parapets, concrete barriers, curbs, etc. 30 11.7.1.6 High voltage electric cables should be treated as a special case and are not covered in these Standards.
Typically, a vibration study of the bridge under traffic load should be conducted and its effect on the cables evaluated.
11.6.4.2 Minimum edge cover and spacing of prestressing ducts shall be as specified in AASHTO LRFD article
5.10.3.3. 11.7.1.6 Lighting posts should be mounted on bridge decks in accordance with the details shown in Figure 11.7.1.2.

11.6.5 Maximum Deflection

11.6.5.1 The following deflection limits shall be considered for road and pedestrian bridges in concrete and
steel construction:
n Vehicular loads, general L/800
n Vehicular and/or pedestrian loads L/1000
n Vehicular load on cantilever arms L/300
n Vehicular and/or pedestrian loads on cantilever arms L/375

11.6.6 Maximum Crack Width

11.6.6.1 Notwithstanding the measures specified in AASHTO LRFD Article 5.7.3.4 for distribution of
reinforcement to control cracking, the maximum flexural crack width at the tensile face of a concrete section
shall not exceed the following values:
Figure 11.7.1.1 Typical Treatment of Utility Locations
n For normal conditions above ground 0.30 mm
n For normal conditions below ground 0.25 mm
n In the coastal zone 0.20 mm
n Under sea water 0.10 mm

The definition of the coastal zone is specified in Paragraph 11.8.1.1.

11. UTILITY AND MAINTENANCE REQUIREMENTS

11.7.1 Utility Requirements

11.7.1.1 Viaducts, overpasses, at-grade bridges over underpasses and animal crossings and other bridge
decks shall be equipped with provision for accommodating utilities.

11.7.1.2 Sidewalks and emergency walkways should house the electric and telephone cables. One side should
be dedicated for electric cables and the other for telephone cables as shown in Figure 11.7.1.1. Electric cables
include those that supply power to the lighting posts on the bridge deck. These, however, can be on both sides
if needed. Figure 11.7.1.2 Typical Mounting of Lighting Posts on Bridge Decks
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11.7.2 Maintenance and Inspection Requirements 11.8.3 Concrete Surface Protection (Coastal Zone)

11.7.2.1 All parts of the structures should be easily accessible for inspection particularly the following elements: 11.8.3.1 Concrete surfaces that are in the sea water below the high sea level and in the splash zone shall be
n Steel bridge superstructure, protected with an epoxy coating.

n Bearings, 11.8.3.2 All exposed concrete surfaces above the splash zone shall be coated with a two-layer protective
n Expansion joints, coating consisting of:
n Prestressing anchorages and anchor zones, n A silane-siloxane hydrophobic barrier that penetrates the concrete substrate and prevents the passage of
n Underpass retaining walls. chloride and sulfate ions.

11.7.2.2 All end and intermediate diaphragms in concrete, steel and composite box girder bridges should n An anti-Carbonation decorative topcoat.
have an opening of 1000x2000mm (as an absolute minimum it will be 600x1000mm) to allow for passage of
11.8.3.3 The protective coating shall be supplied, applied and tested in accordance with the Specification.
inspectors inside the box as shown in Figure 11.7.1.1. The inside of the box shall be accessible from the outside
The acceptance limits of the permeability tests shall be reduced for the coated surfaces as follows:
through openings in the deck soffit and/or at the abutment behind the end diaphragms. The openings should
n DIN 1048 results for coated surfaces:
be free of any utility pipes or ducts.
One fifth of the limits for the unprotected surfaces.
11.7.2.3 Where there is a joint between the abutment and the superstructure, a gallery shall be provided n Rapid Chloride permeability test results for coated surfaces:
between the abutment back wall and the superstructure end diaphragms to allow for inspection of the bearings, Charge passed should be that specified for the uncoated surfaces minus 500 coulombs.
expansion joint, end diaphragm, prestressing anchorage, steel diaphragm, etc, as shown in Figure 11.11.3.2.
The gallery should be accessible from the outside through an opening in the abutment side wall. 11.8.4 Bridge Deck Protection (Applicable Universally)
11.7.2.4 All bearings shall be replaceable. The design shall show the location of the jacking points on the 11.8.4.1 Concrete bridge decks shall be overlain with tack coat layer and asphalt wearing course of minimum
substructure and superstructure drawings. The design of the bridge superstructure shall account for the thickness 60mm.
amount of lifting necessary for the bearing replacement.

11.7.2.5 Where cladding walls are used on underpass walls, the space behind the cladding walls should be 11.9 SAFETY BARRIERS
accessible to allow for inspection for ground water leakage and other damage.
11.9.1 General Standards
11.8 CONCRETE DURABILITY 11.9.1. All vehicular bridges shall be equipped with metal or concrete safety barriers as shown in Figures
11.9.1.1A to C, which show treatments for bridges with and without pedestrian walkways. Where pedestrians
11.8.1 Marine Environment are expected to use bridges, and in all urban situations, a minimum sidewalk width of 1.5 m shall be provided.
This will be located behind the roadway barriers.
11.8.1.1 For structure design purposes, the definition of the “Coastal Zone” is that area, which is characterized
by air-borne chloride ions and needs special attention to durability. It is the area extending inland from the 11.9.1.2 The type of barrier used to protect pedestrians is directly related to the utilization of the bridge,
coastline a distance of 30 kilometers or till the mountain range, whichever is smaller. To ensure protection of speed of traffic and the probability of collision. As a general practice, the best protection for pedestrians in
the reinforced and prestressed concrete elements for structures located in this zone, concrete durability is to all cases is a concrete barrier that has no deflection and no need for a “clear zone” behind. At low to medium
be achieved by the use of cement replacement materials and chemical additives. speeds, however, (up to 80km/h) the use of metal beam guard rail can be considered. This should be the
strongest Thrie Beam Type, suitably fixed to the deck slab.
11.8.2 Concrete Permeability Requirements (Coastal Zone)
11.9.1.3 Railings shall be designed and tested in accordance with AASHTO LRFD Article 13.7. Test levels shall
11.8.2.1 Permeability tests are specified to be conducted on concrete elements as per DIN 1048 and AASHTO be TL-3 to TL-6 in accordance with the classification and design group of the highway carried over the bridge.
T277 Rapid Determination of the Chloride Permeability of Concrete. The acceptance limits are:
n DIN 1048 11.9.1.4 The design forces for traffic railings shall be in accordance with AASHTO LRFD Section 13, Appendix A.

- In-situ construction less than 25 mm 11.9.1.5 In addition to the requirements set by AASHTO LRFD, the following shall apply:
- Precast units less than 20 mm
n Where livestock (cattle, sheep etc) are expected to use the bridge, the minimum height of the parapet shall
n AASHTO T277 be 1500mm; at least the lower 800mm shall be of solid construction.
- In-situ construction 1500 coulombs
n Where horses and camels are expected to use the bridge, the minimum height of the parapet shall be
- Precast units 1000 coulombs
1800mm.
11.8.2.2 Designers may specify more stringent limits if appropriate.

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11.10.1.4 Pedestrian crossings in the form of overpasses and underpasses shall be provided with stairs and
ramps as needed as shown in Figure 11.10.1.1 for a pedestrian overpass and Figure 11.10.1.2 for a pedestrian
underpass. The minimum clear width of stairs, ramps and pedestrian overpasses shall be 2000mm from the
inside of handrails.

11.10.1.5 Where the total rise of a ramp exceeds 3500mm, landings shall be provided along the ramp length
so that the rise of any section does not exceed 3500mm. The length of the landing shall not be less than
2000mm.

11.10.1.6 The number of steps in a single stair flight shall be a minimum of 3 and a maximum of 20.

11.10.1.7 Goings should be 350mm, risers 125mm. 300mm goings with 150mm risers may be accepted in
constrained sites.

11.10.1.8 Stairs and ramps should be provided with handrails on both sides. Where a ramp or stair is wider
Figure 11.9.1.1A Concrete Barrier Bridge without Pedestrian Walkway than 3600mm, a central handrail shall also be provided.

11.10.1.9 Pedestrian overpasses should be provided with handrails in accordance with AASHTO LRFD Section 13.

11.10.2 Animal Crossings

11.10.2.1 Where highways cross rural areas, animal crossings should be provided where necessary to permit
the safe passage of camels, cattle, etc from one side of the highway to the other. For animal crossing, minimum
vertical clearance shall vary between 4.0 and 5.0 m, and width shall vary between 4.0 and 6.0 m.

11.10.2.2 Where pedestrian underpasses are to be provided, they should be made dual function if appropriate
so that there is no need to locate a separate animal crossing nearby.

11.10.2.3 Animal crossings should only be located where a need is clearly demonstrated. In general, the
distance between animal crossings can vary from a few kilometers to between 20 and 30 km.

Figure 11.9.1.1B Pedestrian Railing with Figure 11.9.1.1C Pedestrian Railing with Metal Guardrail 11.10.2.4 Animal crossings should be located to minimise construction costs without affecting their utility.
Concrete Barrier
They should cross under the highway at 90 degrees where possible.

11.10 TYPICAL STRUCTURES 11.10.2.5 Animal crossings should be as shown in Figure 11.10.2.1. Their entrance and exit outlets should have
wing walls at 45 degrees with their axes. The ground leading to the entrance and exist shall be graded at a
slope not higher than 7 percent.
11.10.1 Pedestrian Utility Design Parameters
11.10.2.6 Where the highway has a wide median, the top slab may be discontinued over this width and
11.10.1.1 Pedestrian crossings in the form of overpasses and underpasses shall be provided with both stairs
replaced with an opening for natural lighting and ventilation.
and ramps for handicapped as shown in Figure 11.10.1.1 for a pedestrian overpass and Figure 11.10.1.2 for a
pedestrian underpass. The minimum clear width of stairs, ramps and pedestrian overpasses shall be 2000mm 11.10.2.7 The recommended desirable clear width is 10 m minimum and the recommended clear height is 5.5
from the inside of handrails. m minimum.

11.10.1.2 The minimum clear structural width and height of pedestrian underpasses depends on its length as 11.10.2.8 In case of high ground water level, higher than the invert level of the crossing, the structure will
follows: consist of a closed box section of reinforced concrete construction. Outer surfaces in contact with the earth
n For length less than 23 m, width = 3300mm, height = 2400mm, below a height of 0.5 m above the ground water level, shall be covered with a waterproofing membrane as per
n For length 23m and longer width = 3600mm, height = 2700mm the specifications. This includes the bottom slab and side walls as shown in Figure 11.10.2.1. Other surfaces will
be covered with bituminous coating.
11.10.1.3 The minimum vertical headroom above the pitch line shall be 2300mm.
11.10.2.9 In case of no ground water or low ground water level lower than the invert level the structure will
consist of a portal frame of reinforced concrete construction as shown in Figure 11.10.2.1. All surfaces in contact
with earth shall be coated with bitumin.

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 Sultanate of Oman I Ministry of Transport & Communications . DGRLT Structures Highway Design Standards 2017

Figure 11.10.1.1 Pedestrian Overpass

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Ministry of Transport & Communications . DGRLT
Structures

Figure 11.10.1.2 Pedestrian Underpass

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 Sultanate of Oman I Ministry of Transport & Communications . DGRLT Structures Highway Design Standards 2017

Figure 11.10.2.1 Animal Crossing

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11.11 BRIDGE ACCESSORIES 11.11.1.4 All pot bearings and spherical/cylindrical PTFE bearings including sliding bearing shall be attached
to the substructure and superstructure by mechanical fixings as shown in Figure 11.11.1.1 & 11.11.1.3.
11.11.1 Bearings
11.11.1.5 The capacity of bolts fixing the pot bearings and spherical/cylindrical PTFE bearings to the substructure
11.11.1.1 There are many types of bearing devices that can be used for bridges. For the range of conventional and superstructure shall be adequate to resist solely the entire horizontal force without consideration of any
structures covered in these design standards, the most appropriate types are pot bearings, elastomeric friction forces.
bearings and spherical/cylindrical PTFE bearings as shown in Figures 11.11.1.1, 11.11.1.2 and 11.11.1.3.
11.11.1.6 Pot bearings and spherical/cylindrical PTFE bearings shall be equipped with a dust-proof skirt as
shown in Figure 11.11.1.1 to protect the elastomeric and sliding surfaces from windblown sand.

11.11.2 Expansion Joints

11.11.2.1 Designers are encouraged to reduce the number of expansion joints in bridge decks as possible to
reduce their effect on durability and maintenance.

11.11.2.2 There are many types of

expansion joints that can be used for
bridges:
n Buried joint within the bridge deck
n Elastomeric sealed joints
n Modular joints using neoprene box
or band sections
n Metallic finger joints
n Asphaltic plug joint.

Figure 11.11.1.1 Pot Bearings 11.11.2.3 Buried joints are used mostly Figure 11.11.2.1 Asphaltic Plug Joint
when they are covered by a layer of soil
such as in cut-and-cover tunnels.

11.11.2.4 Asphaltic plug joints as

shown in Figure 11.11.2.1 are used for
a range of movement up to ± 25 mm.
They are suitable when the distance
between expansion joints is up to 50 m.

11.11.2.5 Elastomeric joints, as shown

in Figure 11.11.2.2, are used for a range
of movement up to ± 165 mm. They are
suitable at the end of bridges up to 600
m long with no intermediate expansion
Figure 11.11.1.2 Elastomeric Bearing Figure 11.11.1.3 Spherical PTFE Bearing joints. Figure 11.11.2.2 Elastomeric Expansion Joints
FIG 11. 11.1 3

11.11.1.2 Bearings shall be designed in accordance with the latest edition of AASHTO LRFD Bridge Design 11.11.2.6 Modular joints are used for very large movements and are suitable for very long bridges without
Specifications, Section 14.7. FIG 11. 11.1 3 intermediate expansion joint.

11.11.1.3 Bearings shall be constructed as specified in the latest edition of AASHTO LRFD Bridge Construction
Specifications, Section 18.

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11.11.3 Deck Drainage 11.12 BOX CULVERT/PIPE CULVERT DETAILS

11.11.3.1 Provision for deck drainage should be made on all bridges.
11.12.1 Box Culvert Standard Details

11.12.1.1 Box culvert details are provided in Standard Drawing formats and are presented in Volume 2A. These
drawings cover general arrangement of barrels and standard details, single and multi-cell box culverts, for both
perpendicular and skewed crossings, including inlet/outlet arrangements at various heights of overburden. All
required dimensions, reinforcement details and bar bending schedules are provided.

11.12.1.2 Requirements for protection against scour at inlets and outlets and erosion of embankments in the
region of box culvert provision is provided in Section 12 of these Standards.

11.12.2 Pipe Culvert Standard Details

Figure 11.11.3.1 Direct Deck Drainage Details (Rural Areas)
11.12.2.1 Pipe culvert standard details are provided in Standard Drawing format and are presented in Volume
11.11.3.2 In rural areas and as permitted by the Overseeing Authority, the water may be drained from the deck 2A. These drawings cover inlet and outlet details for a series of perpendicular and skewed pipe crossings for

directly to the surface below as shown in Figure 11.11.3.1. This is particularly suitable when crossing over a wadi single, double and triple pipes. All reinforcement details and bar bending data is also provided for headwalls,

or water stream. No such drainage will be allowed above a carriageway or footway. wing walls and aprons.

11.11.3.3 In urban areas and as indicated elsewhere, drainage should be collected in drainage pipes located inside 11.12.2.2 Further information concerning scour and other protection at inlets and outlets can be found in
the structure as shown in Figure 11.11.3.2. Where there is a stormwater drainage system, the water collected should Section 12 of these Standards.

be drained to the system. Otherwise, the water may be drained at the foot of the piers and abutments where
permitted. 11.13 REFERENCES

1 AASHTO LRFD Bridge Design Specifications, 6th Edition, 2014 and Interim Revisions 2015 and 2016.
2 AASHTO LRFD Bridge Design Specifications, 4th Edition, 2007.
3 AASHTO Guide Specifications for Design and Construction of Segmental Concrete Bridges, 2nd Edition,
1999 and Interim Revisions 2003.
4 AASHTO LRFD Bridge Construction Specifications, 3rd Edition, 2010 and Interim Revisions 2010, 2011, 2012,
2014, 2015, and 2016
5 BS5400, British Standard Steel, Concrete and Composite Bridges, British Standards Institute.
6 CEB-FIP Model Code for Concrete Structures, 1990.
7 European Committee for Standardization (CEN).
EN 1337-2 Structural Bearings – Sliding Elements.
EN 1337-7 Structural Bearings – Spherical and Cylindrical PTFE Bearings.
EN 1337-9 Structural Bearings – Protection.
Figure 11.11.4.1 Approach Slab Typical Details EN 1337-10 Structural Bearings – Inspection and Maintenance.
EN 1337-11 Structural Bearings – Transport, Storage and Installation.

11.11.4 Approach Slab EN 1337-12 Structural Bearings – Maintenance and Replacement.

8 El-Hussain, I. et.al., Probabilistic and Deterministic Seismic Hazard Assessment for Sultanate of Oman
11.11.4.1 Approach slabs should be provided behind bridge abutments. They should also be provided under (Phase 1), Sultan Qaboos University, Earthquake Monitoring Center, 2010.
carriageways crossing over an underpass /box culvert if the thickness of fill over the underpass/box culvert
slab is less than 600 mm. Relaxation of this principle can be applied to low order, low trafficked routes with the
approval of the Overseeing Authority.

11.11.4.2 Figure 11.11.4.1 gives typical details for the dimensions and reinforcement of an approach slab.

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Figure 11.11.3.2 Typical Deck Drainage Details (Urban Areas)

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