DMRB 2011 - 01 - 31 Part 2

Ministry of Public Works
Roads Administration

PART 2
Kuwait Bridges & Highway Structures Design Manual

Edition 2
January 2011

Kuwait Bridges and Highway Structures Design Manual Table of Contents
Part 2 Kuwait Bridges and Highway Structures Design Manual

Page i
TABLE OF CONTENTS

1 INTRODUCTION ................................................................................................................... 1-1
1.1 General ....................................................................................................................... 1-1
1.2 Additional References .................................................................................................... 1-1

2 GENERAL FEATURES OF DESIGN ......................................................................................... 2-1
2.1 Design Life .................................................................................................................. 2-1
2.2 Vertical Clearance ......................................................................................................... 2-1
2.3 Approach Slabs ............................................................................................................ 2-1
2.4 Deck Drainage ............................................................................................................. 2-1
2.5 Architectural Consideration ............................................................................................ 2-2
2.6 Utility Requirements ...................................................................................................... 2-2
2.7 Maintenance Requirements ............................................................................................. 2-3

3 LOADS ............................................................................................................................... 3-1
3.1 Design Live Loading ...................................................................................................... 3-1
3.2 Dead Loads ................................................................................................................. 3-1
3.3 Wind Loads ................................................................................................................ 3-1
3.4 Thermal Forces ............................................................................................................ 3-1
3.5 Uplift .......................................................................................................................... 3-2
3.6 Seismic Loading ........................................................................................................... 3-2
3.7 Movement Rating ......................................................................................................... 3-2
3.8 Bearing Friction Forces .................................................................................................. 3-2
3.9 Differential Settlement .................................................................................................. 3-2
3.10 Floating Debris............................................................................................................. 3-2
3.11 Distribution of Loads ..................................................................................................... 3-3
3.12 Load Combinations....................................................................................................... 3-3

4. FOUNDATIONS ..................................................................................................................... 4-1
4.1 Design Method ............................................................................................................. 4-1
4.2 Superficial Soils ............................................................................................................ 4-1
4.3 Ground Water and Sulfates ............................................................................................ 4-1

5 RETAINING WALLS ............................................................................................................... 5-1
5.1 General....................................................................................................................... 5-1
5.2 Factors of Safety .......................................................................................................... 5-1
5.3 Expansion and Contraction Joints .................................................................................... 5-1

6 CULVERTS .......................................................................................................................... 6-1

7 SUBSTRUCTURE ................................................................................................................... 7-1
7.1 Live Load Surcharge ..................................................................................................... 7-1


Page ii
8 REINFORCED CONCRETE ......................................................................................................... 8-1
8.1 Concrete ............................................................................................................................... 8-1
8.2 Concrete Protection Against Aggressive Soils..................................................................... 8-1
8.3 Reinforcement ............................................................................................................. 8-1
8.4 Slab Design ................................................................................................................. 8-1
8.5 Slab Thickness ............................................................................................................. 8-2
8.6 Protection Against Corrosion .......................................................................................... 8-2
8.7 Minimum and Maximum Design Values ............................................................................ 8-2
8.8 Concrete Durability ....................................................................................................... 8-3

9 PRESTRESSED CONCRETE ....................................................................................................... 9-1
9.1 General ....................................................................................................................... 9-1
9.2 Allowable Stresses........................................................................................................ 9-1
9.3 Shear ......................................................................................................................... 9-1
9.4 Concrete ..................................................................................................................... 9-1
9.5 Precast Pre-tensioned I-beams ....................................................................................... 9-1
9.6 Prestressed Voided Slab ................................................................................................ 9-4
9.7 Prestressed Box Beams ................................................................................................. 9-5

10 STRUCTURAL STEEL ............................................................................................................ 10-1
10.1 Design Method ........................................................................................................... 10-1
10.2 Materials ................................................................................................................... 10-1
10.3 Detail Categories ........................................................................................................ 10-1
10.4 Charpy V-Notch Impact Requirement ............................................................................ 10-1
10.5 Stiffeners and Connections .......................................................................................... 10-1

11 EXPANSION AND CONTRACTION ............................................................................................ 11-1
11.1 Movement Criteria ..................................................................................................... 11-1

12 DECK JOINTS .................................................................................................................... 12-1
12.1 Movement Rating........................................................................................................ 12-1
12.2 Common Deck Joint Types ........................................................................................... 12-2

13 BEARINGS ........................................................................................................................ 13-1
13.1 Movement Criteria ...................................................................................................... 13-1
13.2 Types of Bearings Recommended .................................................................................. 13-1
13.3 Bearing Schedule........................................................................................................ 13-4

14 RESTRAINING DEVICES ....................................................................................................... 14-1
14.1 Vertical Fixed Restrainers ............................................................................................. 14-1
14.2 Vertical Expansion Restrainers ...................................................................................... 14-1
14.3 Shear Keys................................................................................................................ 14-1
14.4 Keyed Hinge .............................................................................................................. 14-1


Page iii
15 SIGN SUPPORT STRUCTURES ................................................................................................ 15-1

16 PEDESTRIAN BRIDGES......................................................................................................... 16-1
16.1 Design Loads ............................................................................................................. 16-1
16.2 Design Details ............................................................................................................ 16-1

Kuwait Bridges and Highway Structures Design Manual Chapter 1
Part 2 Kuwait Bridges and Highway Structures Design Manual Introduction

Page 1-1
1. INTRODUCTION
1.1 GENERAL
Bridges and highway related structures shall be designed and constructed in accordance with The American
Association of State Highway and Transportation Officials (AASHTO) Publication, AASHTO LRFD Bridge
Design Specifications and all active Interim Specifications up to date of commencement of the design
agreement.
The following chapters are applicable to conventional steel, concrete and composite bridges and other
highway structures. Special structures such as cable-stayed or suspension bridges should have additional
standards applied that should be defined in project-specific design criteria. The following chapters describe
design requirements stated by the Ministry of Public Works, provide guidance on the interpretation of
AASHTOs requirements and list specific requirements related to local conditions.
These design criteria are not intended to replace AASHTO but to be used as a supplement. The designer
shall be aware of other constraints, exercise judgment on the application of these guidelines.
The purpose of this design portion of this manual is to list the MPWs criteria and provide guidance on the
interpretation and application of AASHTO Design Standards. This portion shall be read in conjunction with
other chapters of this manual. Any conflicting requirements shall be raised to MPW and resolved prior to
completion of design.
This manual should be used as a guide only. It will always be the responsibility of the designer to ensure
that the guidelines offered in this manual are applied properly and modified as needed to suit particular
projects requirement.
These Criteria set forth 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 receive
prior approval from the overseeing authority.
1.2 ADDITIONAL REFERENCES
The following codes may be used as references to be consulted for more specialized aspects of design not
covered in the ruling design code.
Standard Specifications for Highway Bridges, the American Association of State Highway and Transportation
Officials (AASHTO), latest edition, including interim revisions Eurocode standards issued by the European
Committee on Standardization (CEN). In particular,
EN 1990 Euro code 0: Basis of Structural Design.
EN 1990 Euro code 0: Basis of Structural Design.
EN 1991 Euro code 1: Actions on Structure.
EN 1992 Euro code 2: Design of Concrete Structures.
EN 1993 Euro code 3: Design of Steel Structures.
EN 1994 Euro code 4: Design of Composite Steel and Concrete Structures.
EN 1997 Euro code 7: Geotechnical Design.
EN 1998 Euro code 8: Design of Structures for Earthquake Resistance
CEB-FIP Model code for Concrete Structures, 1990 (CEB-FIP MC90).

Part 2 Kuwait Bridges and Highway Structures Design Manual General Features of Design

Page 2-1
2. GENERAL FEATURES OF DESIGN
The general features of design shall be as specified in Section 2 of AASHTO except as clarified or modified in
this manual.
2.1 DESIGN LIFE
The design life of structures shall not be less than 100 years.
2.2 VERTICAL CLEARANCE
The following are recommended design minimum vertical clearances for structures:
Structure Type Minimum Clearance (m) Posted Clearance (m)
Highway Traffic Structures passing
over Motorways, Expressways, Rural
and Urban Arterial)
5.5 minimum*
6.0 preferred*
over the entire roadway width
5.2
Pedestrian Overpasses 6.0 5.2
Tunnels 5.5 5.0
Sign Structures 6.0 -
* The preferred Vertical Clearance under highway bridges is 6.0m. However, in urban areas
where it is difficult to physically provide this clearance, 5.5m shall be the absolute minimum

Other structures may be identified by Ministry of Public Works for special clearance requirement.
The vertical clearance above water streams and wadis shall be as follows. The minimum vertical clearance
for the bridge deck soffit above the flood level corresponding to 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 regardless of the flood level. This latter
limit is set for inspection and maintenance purposes.
2.3 APPROACH SLABS
Concrete approach slabs shall be used on all structures. Approach slabs serve a dual purpose of providing a
transition structure from the bridge to the approach roadway should the roadway embankment settle and of
eliminating the live load surcharge of the abutment back wall when the conditions specified in AASHTO
LRFD 3.11.6.5 are satisfied. Approach slabs are to be designed to the Service Limit State in accordance with
AASHTO LRFD 5.5.2, with a crack width not exceeding 0.25 mm and shall cover the entire roadway width
including the shoulders, from wing wall to wing wall.
2.4 DECK DRAINAGE
On grade separation structures, roadway drains shall not discharge water into unprotected embankment
slopes or within 5m of the traveled roadway below, nor shall drains be located less than 1.5m from the
centerlines of abutments or piers. In urban areas collection of deck drainage in a pipe system may be
required, with down drains in or on pier columns discharging into storm drainage collector systems.
Consideration should always be given to provide collector drains and discharge systems on the approach
roadway gutter rather than on the bridge.
For bridges with sidewalks, expansion joints shall be turned up at the curb line to prevent roadway water
from entering sidewalk areas. Appropriate means shall be taken to ensure that sidewalk drainage does not
pond and that the water does not escape around the wing walls and erode the embankment.
It is generally recommended practice to place a gully upstream of expansion joints so as to prevent the flow
of water over the expansion joints.

Page 2-2
2.5 ARCHITECTURAL CONSIDERATION
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 following
principles:
Bridges and other highway structures should complement their surroundings, be graceful in form and
present the appearance of adequate strength.
Form should follow the flow of forces. Extraordinary and non-structural embellishments should be
avoided.
The bridge should be seen as a whole, with all members consistent and contributing to that whole; the
bridge as an entity, should have a clear and logical relationship to its surroundings.
Structures should be transparent: components should be slender and widely spaced preserving views
through the structure.
Transparency should, however, be balanced with strength to give a feeling of safety, that the structures
are well anchored in the ground. Observers should not feel alarmed or alerted when crossing on or under
the structure.
Architectural design of Kuwaiti highway structures should marry tradition and modernity via:
o Forms and lines should reflect Kuwaiti characteristics throughout the ages, including the current,
cultural heritage, lifestyle, activities,
o Design should also be indicative of the age of its construction.
Each structure should have individuality. However, structures in the same project or along the same
corridor should possess continuity in forms and features. There should be a combination of unified and
unique features. Unified features reflect continuity while distinctive features are meant to avoid monotony
and give a sense of placement. The proper balance rests with the architectural designer with due
consideration of placement and conditions at each particular location.
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.
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.
The designer should be aware of the difference between rural and urban settings. In a rural setting, the
structures can generally be seen from very far distances in a panoramic view. In an urban setting,
structures can be seen from very close range, particularly if they are close to signal controlled junctions.
Accordingly, while the form and proportions are the main focus for rural structures, details and finishes
are at least equally important for an urban structure.
Designers are encouraged to endeavor in creative use of architectural finishes that suit the nature of the
project and its environment.
2.6 UTILITY REQUIREMENTS
Viaducts, overpasses, bridges over underpasses and animal crossings and other bridge decks shall be
equipped with provision for accommodating crossing of utilities on them.
Sidewalks and emergency walkways will house the electric and telephone cables. One side will be dedicated
for electric cables and the other for telephone cables. Electric cables include those that supply power to the
lighting posts on the bridge deck. These, however, will be on both sides if needed.
If required, pipes for water, sewage, stormwater or other wet utility will be hanging below the deck slab.
The number and size of pipes will be as required for the particular location. In case of beam and slab
bridge, the pipes will be hanging from the slab between two beams such they are not seen in the bridge
elevation; they will be accessible from underneath. In case of box girder bridge, the pipes will pass inside
the box; they will be accessible from inside the box girder (see Sub-Section 2.7 below).
High voltage electric cables should be treated as a special case not covered in this typical detail. A vibration
study of the bridge under traffic load should be conducted and its effect on the cables evaluated.


Page 2-3
2.7 MAINTENANCE REQUIREMENTS
All parts of the structures should be easily accessible for inspection particularly the following elements:
Steel bridge superstructure,
Concrete Bridge Superstructure
Bearings,
Expansion joints,
Prestressing anchorages and anchor zones,
Underpass retaining walls.
All end and intermediate diaphragms in concrete, steel and composite box girder bridges shall have an
opening of 1000x2000mm (at least 600x1000mm) to allow for passage of inspectors inside the box. The
inside of the box shall be accessible from the outside through openings in the deck soffit and/or at the
abutment behind the end diaphragms. The openings shall be free of any utility pipes or ducts.
Where there is a joint between the abutment and the superstructure, a gallery shall be provided between
the abutment back wall and the superstructure end diaphragms to allow for inspection of the bearings,
expansion joint, end diaphragm, prestressing anchorage, steel diaphragm, etc. The gallery should be
accessible from the outside through an opening in the abutment side wall.
All bearings shall be replaceable. The design shall show the location of the jacking points on the
substructure and superstructure drawings. The design of the bridge superstructure shall account for the
amount of lifting necessary for the bearing replacement.
Where cladding walls are used on underpass walls, the space behind the cladding walls should be accessible
to allow for inspection for ground water leakage and other damages.

Part 2 Kuwait Bridges and Highway Structures Design Manual Loads

3. LOADS
Loads shall be as specified in Section 3 of AASHTO LRFD except as clarified or modified in this manual.
3.1 DESIGN LIVE LOADING
Highway Load: (AASHTO LRFD Article 3.6.1.2): Vehicular live loading HL-93 magnified as follows:
o Design Truck (Art. 3.6.1.2.2) multiplied by 1.25,
o Design Tandem (Art. 3.6.1.2.3) multiplied by 1.25
o Design Lane Load (Art. 3.6.1.2.4) no magnification
Exceptional Load: In addition to the above, design shall be adequate to carry infrequent overload of
90 Tonne, 5-axle Military Vehicle. No dynamic allowance shall be applied to the Military Vehicle.
One single Military Vehicle in one direction only shall cross the bridge at any one time, occupying any traffic
lane without concurrent loading in the rest of this lane (no other normal traffic). The rest of the bridge (all
other lanes) can be loaded with normal traffic in both directions. Military Vehicles in convoys shall be spaced
a minimum of 100m.
The Military Vehicle shall be used only in the STRENGTH II Load Combination as defined in AASHTO LRFD
Table 3.4.1-1.

Overload Vehicle
(Dimensions in mm, Weight in Tonnes)
3.2 DEAD LOADS
Dead loads and dead load combinations shall be as per AASHTO. However, all bridges shall be designed for
additional load:
Future Wearing Surface: 1.2kN/m2 applied over the entire width of roadway from curb to curb to allow
for future wearing surface. This load is in addition to any wearing surface applied at time of construction.
However, the weight of Future Wearing Surface shall be excluded from deflection calculations.
Utilities: shall be as per specific bridge requirements. The design shall allow for a 5kN/linear metre of
bridge for future utilities distributed over all the beams uniformly.
When concrete deck slabs are used as wearing surface, the top 15mm shall not be considered part of the
structural member when computing strength but it shall be included in dead load computation.
3.3 WIND LOADS
Wind loads shall be applied to structures as per AASHTO. To compute wind load intensities, wind speed shall
be taken as 110kph with gusts of 150kph.
3.4 THERMAL FORCES
Thermal forces shall be considered in accordance with AASHTO using the following parameters:
Ambient temperature range from + 5C to + 55C
Assuming a construction temperature range of 15 C to 39 C
Temperature rise (15 C to 55 C) = 40C

Page 3-2
Temperature fall (39 C to 5 C) = 34C
Mean relative humidity: 20% to 60%.
3.5 UPLIFT
Provisions shall be made to attach the superstructure to the substructure by ensuring that the calculated
uplift is resisted by tension members capable of resisting the largest force developed under the following
conditions:
100% of calculated uplift caused by combination of loadings in which live load plus impact loading is
increased by 100%.
150% of the calculated uplift at working level.
100% of calculated uplift at Load Factor level.
3.6 SEISMIC LOADING
As a minimum, bridges have to be designed to AASHTO LRFD Section 3.10 Earthquake Effects, for
Acceleration of Coefficient 9% or 0.09 (Seismic Zone 1) and Importance Classification: Essential Bridges.
3.7 MOVEMENT RATING
Provisions shall be made in the design of structures to resist induced stresses or to provide for movement
resulting from the variation in temperature and anticipated shortening due to creep, shrinkage or pre-
stressing.
Accommodation of thermal and shortening movements will entail consideration of deck expansion joints,
bearing systems, restraining devices and the interaction of these three items.
The required movement rating is equal to the total anticipated movement. The calculated movements used
in determining the required movement rating shall be as per AASHTO LRFD except as modified below:
Mean Temperature: 27C.
To allow for the effect of long-term creep and shrinkage in prestressed concrete members, additional
shortening shall be considered. Follow AASHTO LRFD Articles 3.12.5, 3.12.6 and 5.4.2.3 together with
the recommendations of CEB-FIP MC90 for the assessment of creep and shrinkage strains.
3.8 BEARING FRICTION FORCES
Friction forces due to elastomeric bearing pads or PTFE surfaces shall be based on the manufacturers data
for the bearing used but not less than 4% shall be used in the calculations.
3.9 DIFFERENTIAL SETTLEMENT
Differential settlement shall be considered in the design when indicated in the Geotechnical Report. The
Geotechnical Report should provide the magnitude of differential settlement to be used in the design. If no
such calculations are reported, the cumulative effect of at least 25 mm differential settlement of individual
foundations shall be considered.
3.10 FLOATING DEBRIS
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 level at
the speed of flood. This force may be estimated as follows:
H = wv2 / 2gd
Where w = weight of the striking object (kg)
v = Maximum flood velocity (= 1.41 times maximum mean velocity of flood) (m/sec)
g = acceleration due to gravity (m/sec2)
d = distance through which w moves upon hitting the pier (usually taken as 0.05 to 0.10 m)
H = Kg.

Page 3-3
3.11 DISTRIBUTION OF LOADS
The Designer shall determine distribution of Live Loads from analysis based on the grillage or finite element
methods.
3.12 LOAD COMBINATIONS
Load combinations shall be as per AASHTO LRFD Article 3.4 for the limit states: Service Limit State, Fatigue
and Fracture Limit State, Strength Limit State and Extreme Event Limit State.
Load Combinations EXTREME EVENT I and EXTREME EVENT II are interpreted as follows:
EXTREME EVENT I includes earthquake and water loads of static pressure and buoyancy but does not
include general and local scour for wadi and water stream bridges unless specific site conditions dictate
otherwise.
EXTREME EVENT II includes scour, force effects due to superimposed deformations and collision load CT
but 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.
The load combinations should be applied judicially.

Part 2 Kuwait Bridges and Highway Structures Design Manual Foundations

Page 4-1
4. FOUNDATIONS
Foundation design shall be based on soil investigation specific to the location under design. An Interpretive
Geotechnical Report should be submitted as part of design calculations.
Soil survey test results shall be included with contract documents.
4.1 DESIGN METHOD
Foundations shall be designed for the allowable soil bearing capacity and settlement criteria, satisfying the
stability and serviceability conditions as per the applied loads and soil conditions, according to International
Standards.
Service Load Design method shall be used for designing foundations. If Load Factor method is to be used by
the Consultant, prior written permission is required form MPW.
4.2 SUPERFICIAL SOILS
In most areas, the geology of Kuwait City comprises of Eocene Limestone at depth completely obscured by
superficial deposits.
The superficial deposits comprise of a lower marine sand, known locally as Gatch, overlain by windblown
sands, made ground or a combination of both. This superficial windblown sands/made ground was found to
extend to depths of up to 6m though generally in the range 1.5m to 2m.
These materials are highly variable with recorded SPT N values in the range from 4 to in excess of 50.
Due to the generally weak and variable nature of these materials, no structures are to be founded in them.
Any loose layers, soft spots and any inferior material such as broken rocks or gypsum at the excavation
level shall be totally removed and replaced by cyclopean/blinding concrete, as directed by the engineer.
Subgrade preparation, compaction and backfilling for foundation and slabs on grade construction shall
conform to Section 2 Earthworks Specification.
4.3 GROUND WATER AND SULFATES
Ground water is present at many locations at shallow depth depths. If dewatering will be required during
the construction of such structures, the designer shall address the issue of the effect of dewatering on soil
and adjacent foundation. Remedial measures shall be specified to protect adjacent structures.
The groundwater is generally sulfate rich due to the presence of gypsum and other minerals within the soils,
and will therefore be aggressive towards concrete. Thus it will be necessary to design any concrete
structure below or close to the groundwater to withstand sulfate attack. The designer shall refer to
recognized codes of practice to address this important issue. See Clause 8.2 (Concrete Protection against
Aggressive Soils) for additional details.

Part 2 Kuwait Bridges and Highway Structures Design Manual Retaining Walls

Page 5-1
5. RETAINING WALLS
5.1 GENERAL
Retaining walls shall be designed in accordance with Section 11 of AASHTO LRFD.
On the Kuwait Motorway System, two types of retaining walls have been successfully used:
Non-Gravity Cantilevered Walls (reinforced concrete).
Mechanically Stabilized Earth.
For mechanically stabilized earth, if proprietary systems are to be specified, the supplier shall be requested
to submit full documentation of successful application of the system in similar conditions. Relevant material
test results shall be requested.
As a minimum the following should be included in shop drawing:
The minimum factor of safety against overturning
The minimum factor of safety against sliding
Maximum coefficient of friction against sliding
Phi angle of the backfill
Allowable bearing pressure
Minimum design life
Water table level
Elevation of footing bottom
Maximum tolerable deflection
Foundation preparation, compaction, etc. shall comply with Section 2 Earthworks.
Where utilities are to be placed near the retaining walls, the strips or bars forming the reinforcement to the
mechanically stabilized earth shall be carefully detailed to ensure that access to the utilities is provided
without interference to or from the reinforcement.
Special considerations shall be made for appropriate drainage measures if needed.
All retaining structures shall be checked for settlement / differential settlements criteria.
5.2 FACTORS OF SAFETY
Retaining Walls shall be designed for a minimum Factor of Safety as follows:
Sliding: 1.5
Overall stability 1.5.
Bearing capacity 3.0
Overturning: 2.0
For Mechanically Stabilized Earth Wall:
Sliding: 1.5
Overturning: 2.0
Pullout Resistance: 1.5 for wall heights equal or less than 11m
2.0 for wall heights over 11m
Bearing Capacity: 3.0
Slope Stability: 1.5
Mechanically stabilized earth wall shall be also checked for internal stability (critical slip surfaces) as well as
for the maximum tensile forces in the reinforcement layers and connections.
5.3 EXPANSION AND CONTRACTION JOINTS
For reinforced concrete walls, construction joints shall be provided at a distance not exceeding 9m and
expansion joints at a distance not exceeding 36m unless otherwise proven by analyses. All joints shall be
filled with appropriate joint filler.

Part 2 Kuwait Bridges and Highway Structures Design Manual Culverts

Page 6-1
6. CULVERTS
Culverts shall be designed in accordance with Section 12 of AASHTO LRFD using similar live loading
specified for bridges in Chapter 3 of this Design Manual.
Selection of concrete and concrete protection measures shall take into account the particular ground
conditions. Because there are several areas in Kuwait with high sulfate content combined with varying
ground water depth, underground concrete structures will require additional protection measures. See
Section 8 (Reinforced Concrete) for additional details.

Part 2 Kuwait Bridges and Highway Structures Design Manual Substructure

Page 7-1
7. SUBSTRUCTURE
The substructure shall be designed in accordance with Section 11 of AASHTO LRFD.
The substructure shall be designed to allow easy inspection.
Abutments on mechanically stabilized earth shall not be allowed except with prior permit in writing form the
MPW.
Abutments shall have an inspection gallery for bearings as shown in Figure 7.1.
7.1 LIVE LOAD SURCHARGE
Where live load is present near retaining walls or abutment, a live load surcharge load equivalent to 1m of
soil as a minimum shall be added.

Figure 7.1: Typical Cross-Section of Abutment Showing Inspection Gallery for Bearings

Part 2 Kuwait Bridges and Highway Structures Design Manual Reinforced Concrete

Page 8-1
8. REINFORCED CONCRETE
Reinforced concrete design criteria shall be as specified in Section 5 of AASHTO LRFD except as clarified or
modified in this manual.
8.1 CONCRETE
Concrete for highway structures shall have, as a minimum, the following 28 day Cylinder Strength:
Decks and Barriers f c = 30MPa
Abutments f c = 30MPa
Pier Columns and Shafts f c = 30MPa
Drilled Shafts f c = 30MPa
Retaining Wall Stems f c = 30MPa
Footings f c = 30MPa
For design, Cube Strength and Cylinder Strength can be assumed as follows unless specifically listed
otherwise in the design calculations:
Concrete K-Class
(kg/cm2)
Minimum
Cube Strength
(N/mm2)
Cylinder/Cube
Ratio
Cylinder Strength F'c
(N/mm2) (kg/cm2)
250 24.5 0.85 20.8 210
300 29.4 0.85 25.0 255
350 34.3 0.90 30.9 315
400 39.2 0.90 35.3 360
415 40.7 0.90 36.6 370
450 44.1 0.90 39.7 405
475 46.6 0.95 44.3 450
8.2 CONCRETE PROTECTION AGAINST AGGRESSIVE SOILS
Ground water is present at many locations at shallow depth. The groundwater is generally sulfate rich due
to the presence of gypsum and other minerals within the soils, and will therefore be aggressive towards
concrete. Thus it will be necessary to design any concrete structure below or close to the groundwater to
withstand sulfate and other chemical attack.
Concrete mix design and concrete protection requirements shall be in accordance with BRE Special Digest
(Parts 1 to 4) CONCRETE IN AGGRESSIVE GROUND requirements. This guide is published in the UK by
Construction Research Communications Limited.
The designer has to specify in design calculations the following:
Structural Performance Level SPL
DS Class for the Soil
Aggressive Chemical Environment for Concrete (ACEC) Class for the Ground
Concrete Grade and Cement Type
8.3 REINFORCEMENT
Epoxy coated bars shall not be used.
All reinforcement shall be Grade 400 as a minimum.
8.4 SLAB DESIGN
Slabs shall be designed in accordance with the criteria specified in Section 5 of AASHTO LRFD except as
clarified or modified below.

Page 8-2
All reinforcing bars shall be straight bars top and bottom. The use of truss bars will not be permitted.
For skews less than or equal to 20 degrees, the transverse bars shall be placed parallel to the skew. For Use
of steel stay-in-place forms is discouraged and should be considered only in special conditions and after
obtaining written approval from MPW. Some circumstances that warrant such use include: bridges over
heavily traveled roads that cannot be closed for traffic for a reasonable period and bridges with extremely
difficult access. A discussion on their use shall be made in the design concept report. If use of steel stay-in-
place forms is not recommended during design, they will not be allowed during construction due to the
extra dead load. Contractor requests for usage during construction will not be approved.
8.5 SLAB THICKNESS
The thickness of new deck slabs shall be designed in 5mm increments with the minimum thickness as per
Table 2.5.2.6.3-1 of AASHTO LRFD.
8.6 PROTECTION AGAINST CORROSION
The minimum clearance for top reinforcing in new decks shall be 55mm.
8.7 MINIMUM AND MAXIMUM DESIGN VALUES
8.7.1 Minimum Depth of Structural Members
Minimum depth of structural members shall be in accordance with Table 2.5.2.6.3-1 of AASHTO LRFD.
8.7.2 Maximum and Minimum Reinforcement
The maximum and minimum amounts of reinforcement shall as be as per the following AASHTO LRFD
Articles:
Article 5.7.3.3 for maximum and minimum amounts of prestressed and nonprestressed tensile
reinforcement in flexural members.
Article 5.7.4.2 for maximum and minimum amounts of prestressed and nonprestressed longitudinal
reinforcement for compression members.
Article 5.8.2.5 for minimum transverse reinforcement.
8.7.3 Minimum Concrete Cover to Reinforcement
Minimum concrete cover (in millimeters) to reinforcing steel shall be as noted in the listing below:
Concrete exposed to salt water and splash zone 100
Concrete of all substructure elements cast against earth 100
Concrete of all substructure elements exposed to weather 75
Approach slabs 60
Superstructure cast-in-situ concrete exposed to weather 60
Interior faces of superstructure cast-in-place concrete except slabs 40
Cast-in-situ slabs 30
Precast superstructure elements, exposed surfaces 40
Precast superstructure elements, interior faces 30
Precast parapets, concrete barriers, curbs, etc 30
8.7.4 Maximum Deflection
The maximum deflection of structural members shall be in accordance with Article 2.5.2.6.2 of AASHTO
LRFD with due consideration of Article 5.7.3.6.2.
8.7.5 Maximum Crack width
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:
For normal conditions above ground 0.30 mm

Page 8-3
For normal conditions below ground 0.25 mm
In the coastal zone 0.20 mm
Under sea water 0.10 mm
8.8 CONCRETE DURABILITY
8.8.1 Marine Environment
Structures in the coastal zone characterized by air-borne chloride ions need special attention to durability.
To assure protection of the reinforced and prestressed concrete elements for these structures, all concrete
used for construction will be as per the strengths specified in Clause 8.1 INCREASED by 5 MPa.
8.8.2 Concrete Permeability Requirements (Coastal Zone)
Permeability tests are specified to be conducted on concrete elements as per DIN 1048 and AASHTO T277
Rapid Determination of the Chloride Permeability of Concrete. The acceptance limits are:
DIN 1048
o In-situ construction: less than 25 mm
o Precast units less than 20 mm
AASHTO T277
o In-situ construction 1500 coulombs
o Precast units 1000 coulombs
Designers may specify more stringent limits if appropriate.
8.8.3 Concrete Surface Protection (Coastal Zone)
Concrete surfaces that are in the sea water below the high sea level and in the splash zone shall be
protected with an epoxy coating.
All exposed concrete surfaces above the splash zone shall be coated with a two-layer protective coating
consisting of:
A silane-siloxane hydrophobic barrier that penetrates the concrete substrate and prevents the passage of
chloride and sulfate ions.
An anti-Carbonation decorative topcoat.
The protective coating shall be supplied, applied and tested in accordance with the Specification. The
acceptance limits of the permeability tests shall be reduced for the coated surfaces as follows:
DIN 1048 results for coated surfaces:
One fifth of the limits for the unprotected surfaces.
Rapid Chloride permeability test results for coated surfaces:
Charge passed should be that specified for the uncoated surfaces minus 500 coulombs
8.8.4 Bridge Deck Protection (Applicable to Coastal and Other Zones)
Concrete bridge decks shall be overlain with a proprietary waterproofing membrane and asphalt wearing
course of minimum thickness 60mm.

Part 2 Kuwait Bridges and Highway Structures Design Manual Prestressed Concrete

Page 9-1

9. PRESTRESSED CONCRETE
9.1 GENERAL
Prestress design criteria shall be as specified in Section 5 of AASHTO LRFD except as clarified or modified in
Members shall be designed to meet the requirements of all limit states as specified in sub-Section 5.5 of
AASHTO LRFD.
Section properties shall be based on gross area of members. Use of the transformed area of bonded
reinforcement shall only be used for unusual structures and only when approved.
Web reinforcement for shear shall consist of rebars, not welded wire fabric.
The minimum top cover for slab reinforcement shall be 55mm.
9.2 ALLOWABLE STRESSES
The maximum allowable tensile stresses in a pre-compressed tensile zone at service load after losses have
occurred shall be in accordance with AASHTO LRFD except as modified below:
Allowable tension in concrete shall be based on Severe Corrosive Exposure conditions.
For overload group, the allowable tension can be increased up to 0.5 fc (metric units) under service loads.
9.3 SHEAR
Shear design shall be in accordance with AASHTO LRFD.
Prestressed concrete members shall be reinforced for diagonal tension stresses. Shear reinforcement shall
be placed perpendicular to the axis of the member with spacing not-to-exceed three-fourths the depth of
the member.
The critical sections for shear in simply supported beams will usually not be near the ends of the span
where the shear is a maximum, but at some point away from the ends in a region of high moment.
For the design of web reinforcement in simply supported members carrying moving loads, it is
recommended that shear be investigated only in the middle half of the span length. The web reinforcement
required at the quarter points should be used throughout the outer quarters of the span if the critical shear
section is included within the design section.
For continuous bridges whose individual spans consist of precast, prestressed girders, web reinforcement
shall be designed for the full length of interior spans and for the interior three-quarters of the exterior span
and based on the critical shear design section.
9.4 CONCRETE
The following concrete strengths are the acceptable. Use of higher strengths may require prior approval of
MPW.
Minimum fc = 40MPa
Maximum fc = 50MPa
9.5 PRECAST PRE-TENSIONED I-BEAMS
9.5.1 Live Load Continuous Beams
To minimize the number of deck joints, girders shall be designed as composite section, simple supported
beams for live load plus impact and composite dead load. The superstructure shall be constructed
continuous with the negative moment reinforcing designed considering continuity over intermediate
supports for live load plus impact and composite dead loads. The positive moment connection may be
designed using the method described in the PCA publication Design of Continuous Highway Bridges with
Precast, Prestressed Concrete Girders. In determining the positive restraint moment, use 30 days as the
length, of time between casting the girders and deck closure. The development length of the strands may
be based on the criteria contained in Report No. FHWA-RD-77-14, End Connections of Pre-tensioned I-
beam Bridges November 1974. In determining the number and pattern of strands extended, preference

Page 9-2
shall be given to limiting the number of strands by increasing the extension length and alternating the
pattern to increase contractibility.
9.5.2 Debonded Strands
When using strands to pretension, precast beams, the use of de-bonded strands shall be limited to end
blocks.
9.5.3 Deflection
The Release Deflection equals the deflection the prestress girder undergoes at the time of strand release.
The Release Deflection includes the dead load of the girder and the release prestressing force (including the
effects of elastic shortening).
The Initial Deflection equals the deflection the prestress girder undergoes at the time of erection prior to the
diaphragm or deck pours. The Initial Deflection includes the deflection due to the dead load of the girder,
the initial prestressing and the effects of creep and shrinkage up to the time of erection. The time of
erection should be assumed to be 60 days after release.
The Final Deflection equals the deflection due to the dead load of the deck slab, diaphragms and barriers
and the effects of long term creep on the composite girders. The effects of the future wearing surfaces shall
be excluded from deflection calculations.
The tops of the erected girders shall be surveyed in the field prior to placement of the deck forming. If the
tops of the erected girder elevations are higher than the finish grade plus camber elevations minus the deck
slab and buildup thickness, adjustments will have to be made in the roadway profile or in the girder seat
elevations. Encroachment into the slab of up to 15mm will be allowed for random occurrences.
9.5.4 Shear
The value of d to be used in shear calculations shall equal the depth of the beam plus the effective depth
of the slab with a minimum d = 0.80 times the overall depth. The shear shall be calculated assuming full
continuity for composite dead load and live load plus impact.
9.5.5 Method of Analysis
The dead load shall be assumed to be unsupported and carried by the girders only.
9.5.6 Bearing Pads
Laminated elastomeric bearing pads should be used for relatively light reactions and moderate
superstructure movements.
Pot type bearings should be used for heavy reactions large superstructure movements and superstructure
on horizontal curve alignment.
Allow for long-term creep and shortening due to prestressing.
Elastomeric bearing pads will be a maximum width of 50mm less than the normal width of the bottom
flange to accommodate the 20mm side chamfer and should be set back 50mm from the end of the girder to
avoid spalling of the girder ends.
9.5.7 Creep Factor
Use a creep factor should be in accordance with AASHTO LRFD when calculating long-term deflections.
9.5.8 Differential Shrinkage
Differential shrinkage should be considered in the design when the effects become significant and when
approved by the Engineer.
The theoretical build-up depth shall be ignored for calculation of composite section properties.
Post-tensioned Box Girder Bridges shall be designed in accordance with AASHTO LRFD. Concrete strength
to be used is similar to Sub-Section 9.4.

Page 9-3
9.5.10 Bearing Pads
Allow for long-term creep and shortening due to post-tensioning.
9.5.11 Creep and Shrinkage
For restrained members in continuous bridges where shortening due to post-tensioning induces moments
and shears, a shrinkage and creep coefficient of 1.5 shall be used for design of substructure elements with
the total movement equal to 1.5 times the initial shortening. For superstructure elements, no creep factor
should be applied except for long-term deflection considerations.
9.5.12 Flange and Web Thickness Box Girder
Minimum top slab thickness shall be 190mm. Minimum bottom slab thickness shall be 150mm. Minimum
web thickness shall be 300mm (measured normal to girder for sloping exterior webs). Interior webs shall be
constructed vertical.
9.5.13 Diaphragms
Diaphragms shall be placed parallel to abutments and piers for skews less than or equal to 20 degrees and
normal to girders and staggered for skews over 20 degrees. Diaphragms shall be cast integral with girder
webs.
9.5.14 Deflections
The deflection shall be calculated using dead load including barriers, but not the future wearing surface, a
modulus of elasticity Ec = 4800 fc (MPa), gross section properties and calculated final losses. The
additional long-term deflection shall be calculated.
An additional parabolic shaped deflection should be added to the total deflection for simple spans.
The final long-term deflection shall be the sum of the deflection, the additional long-term deflection and the
additional deflection for simple spans. The camber shown on the plans shall be the final long-term
deflection.
9.5.15 Allowable Stresses Prestressing Steel
In calculating the stress in the prestressing steel after seating, the friction and anchor set losses only should
be included. For post-tensioned members, overstressing for short periods of time to offset seating and
friction losses is permitted but the maximum allowable jacking stress for low relaxation strand shall be
limited to the limits specified in AASHTO LRFD Table 5.9.3-1.
9.5.16 Allowable Stresses Concrete
In calculating the temporary stress in the concrete before losses due to creep and shrinkage, the friction,
anchor set and elastic shortening losses should be included.
Special consideration shall be given to bridges supported on false work with large openings where
deflections could be harmful to the structure. Unless false work requirements are strengthened or other
means taken to ensure the bridge does not form tension cracks prior to tensioning, the maximum allowable
tension in a pre-compressed tensile zone shall be limited to zero.
9.5.17 Loss of Prestress
If the information of actual system to be used in post-tensioning is not available, the design should be
based on usage of galvanized rigid ducts with K = 0.00066 (per meter) and , = 0.25. Anchor set losses
should be based on 6mm set.
For creep of concrete, the variable fcds should be calculated using the total dead load applied after
prestressing, including the 1.2 kN/m2 future wearing surface.
9.5.18 Flexural Strength
In determining the negative ultimate moment capacity, the top layer of temperature and shrinkage and
bottom layer of distribution reinforcing may be used. In determining the positive ultimate moment capacity,
the longitudinal flange reinforcing may be used.

Page 9-4
9.5.19 Shear
The maximum girder web stirrup spacing will be 300mm within 6m from the front face of the abutment
diaphragms. This will eliminate the need for re-spacing the web stirrups at the point of web flare if the post-
tensioning system requires flaring.
The value of d to be used in shear calculations shall be the larger of the calculated d value or 0.8 times
the overall effective depth.
Calculations shall include the shear due to secondary moment and cable shear. For curved box girder
bridges, the shear due to torsion shall be included.
9.5.20 Flange Reinforcement
Reinforcement in the bottom slab of box girders shall conform to the provisions of AASHTO LRFD 5.14
except that the minimum distributed reinforcement in the bottom flanges parallel to the girders as specified
in AASHTO LRFD 5.14.1.3.2 shall be modified to be 0.30 percent of the flange area.
The superstructure may be designed using the system as described below:
The bottom slab, in the vicinity of the intermediate support, may be flared to increase its thickness at the
face of the support when the required concrete strength exceeds 320 kg/cm2. When thickened, the
bottom slab thickness should be increased by a minimum of 50 percent. The length of the flare should be
at least one-tenth of the span length (measured from the center of the support) unless design
computations indicate that a longer flare is required.
Section properties at the face of the support should be used throughout the support; i.e. the solid cap
properties should not be included in the model.
Negative moments should be reduced to reflect the effect of the width of the integral support.
Dead load forces should not produce any tension in the extreme fibers of the superstructure.
For box girders with severe sloping webs or boxes over 2m deep, transverse flange forces induced by
laterally inclined longitudinal post-tensioning shall be considered in the design.
Single span structures may be jacked from one end only or jacked from both ends as required by the
design. Symmetrical two span structures may be jacked from one end only or jacked from both ends.
Unsymmetrical bridges should be jacked from one end or both ends as required by the design. Three span
or longer structures should be jacked from both ends.
For structures over 120m in length, in determining the c.g. of the strands, the diameter of the ducts should
be oversized by 13mm to allow for ease of pulling the strands.
For horizontally curved bridges, special care shall be taken in detailing stirrups and duct ties. Friction losses
should be based on both vertical and horizontal curvatures. In designing for horizontal curvature, the
exterior web with the smallest radius shall be used. Consideration to the 5% variation allowed per web
shall be included.
9.6 PRESTRESSED VOIDED SLAB
9.6.1 End Blocks
End Blocks should be at least 380mm long or as per design requirement with sufficient steel provided to
resist the tensile forces due to concentrated prestressing loads.
9.6.2 Lateral Ties
At least one lateral tie shall be provided through each diaphragm located at the mid-depth of the section
9.6.3 Shear Keys
After shear keys have been filled with an approved non-shrink mortar, lateral ties shall be placed and
tightened.

Page 9-5
9.6.4 Barriers
Barriers that are cast-in-situ, shall have 6mm open joints at the mid-span to prevent the barrier from acting
as an edge beam and causing long-term differential deflection of the exterior beam.
9.7 PRESTRESSED BOX BEAMS
9.7.1 End Blocks
End Blocks 450mm long shall be provided at each end and sufficient steel shall be provided in the end
blocks to resist the tensile force due to the prestressing loads.
9.7.2 Lateral Ties
At least one lateral tie shall be provided through each diaphragm located at the mid-depth of the section.
9.7.3 Shear Keys
After shear keys have been filled with an approved non-shrink, low slump mortar, lateral ties shall be
placed and tightened.

Part 2 Kuwait Bridges and Highway Structures Design Manual Structural Steel

Page 10-1
10. STRUCTURAL STEEL
Structural steel design criteria shall be as specified in Section 6 of AASHTO LRFD except as clarified or
modified in this manual.
10.1 DESIGN METHOD
The Load and Resistance Factor Design (LRFD) method shall be used as the design method for structural
steel.
10.2 MATERIALS
Material shall conform to the requirements of AASHTO LRFD article 6.4 with the selection based on stress
requirements and overall economy.
10.3 DETAIL CATEGORIES
Splices stiffeners, shear connectors and bracing details shall be designed using categories. A through C
details in order to limit the fatigue stress.
Category E details shall not be used.
10.4 CHARPY V-NOTCH IMPACT REQUIREMENT
Where applicable, the Charpy V-Notch impact requirements for structural steel shall be for temperature
Zone 1.
10.5 STIFFENERS AND CONNECTIONS
Intermediate stiffeners shall be placed only on the inside face of exterior girders.
The number and the location of the girder shop and field splices shall be determined so as minimize
fabricated and erected cost of the girders.
All connections except field connections shall be welded. ASTM A325M high strength bolts shall be used for
field connections.

Part 2 Kuwait Bridges and Highway Structures Design Manual Expansion and Contraction

Page 11-1
11. EXPANSION AND CONTRACTION
11.1 MOVEMENT CRITERIA
Provisions shall be made in the design of structures to resist induced stresses or to provide for movements
resulting from variations in temperature and anticipated shortening due to creep, shrinkage or prestressing.
Accommodation of thermal and shortening movements will entail consideration of deck expansion joints,
bearing systems, restraining devices and the interaction of these three items.
The main purpose of the deck joints is to seal the joints opening to obtain a watertight joint while allowing
for vertical, horizontal and/or rotational movement. The bearings are required to transmit the vertical and
lateral loads from the superstructure to the substructure units and to allow for movement in the
unrestrained directions.
Restraining devices are required to limit the displacement in the restrained directions. Improper design or
construction of any of these devices could adversely affect the operation of the other devices.
The required movement rating is equal to the total article movement (i.e. the difference between the widest
and the narrowest opening of a joint). The calculated movements used in determining the required
movement rating shall be as specified in AASHTO LRFD except as modified below:
Mean temperature and temperature ranges shall be as specified in this manual.
To allow for the effects of the long term creep and shrinkage in prestressed concrete members, additional
shortening shall be considered. Follow AASHTO LRFD Articles 3.12.5, 3.12.6 and 5.4.2.3 together with the
recommendations of CEB-FIP MC90 for the assessment of creep and shrinkage strains.

Part 2 Kuwait Bridges and Highway Structures Design Manual Deck Joints

Page 12-1
12. DECK JOINTS
Kuwait motorway system has utilized several types of joints. Many joints have exhibited problems with
mortar infill adjacent to asphalt pavement. Therefore, for short span bridges, joints at piers shall be
eliminated as much as possible by using continuous deck construction.
When deck joints are used, they shall be designed properly in accordance with Section 14 of AASHTO LRFD
Bridge Design Specifications and durable deck joints shall be specified.
12.1 MOVEMENT RATING
The movement rating for joints for steel structures shall be based primarily on the thermal expansion and
contraction characteristics of the superstructure, while for concrete structures the effect of shortening due
to creep and shrinkage and where applicable, prestressing shall also be based on the temperature variations
as measured from the assumed mean temperature. Horizontal deflection of piers and abutments due to
earth pressure and/or earthquake should also be considered where appropriate.
Published movements ratings are usually based on the difference between the maximum and minimum
opening without consideration to the required minimum installation width. In determining the movement
rating, consideration must be given to the installation width required to install the seal element.
Other factors, which should be considered in the determining the required movement rating, include
consideration of the effects of any skew, anticipated settlement and rotations due to live loads and dead
loads, where appropriate.
Items requiring attention include:
The type of anchorage system to be used.
The method of joint termination at the ends.
The method of running joints through barriers, sidewalks and / or medians.
Physical limit of size of joints.
Susceptibility of joint to leakage.
Possible interference with post-tensioning anchorages.
Selection of appropriate modular proprietary systems that meet design requirements.
Forces applied to the surrounding concrete by the joint.
Durability and maintenance requirements.
Comfort of passengers.
Noise due to passing traffic.
Available types of joints include compression seal strip seals, asphaltic plug joints, elastomeric joints and
modular joints. Compression seal joints and strip seal joints are generic and should be detailed on the
plans, by standards and/or covered in the special provisions. Asphaltic plug, elastomeric and modular joints
are proprietary and require that the designer specify allowable joint types and style in the special
provisions. Information concerning specific design parameters and installation details of these joints should
be obtained from literature supplied by the manufacturer of the system. It is the responsibility of the
designer to review the proprietary joint literature and related manufacturers specifications to ensure that
the selected joints types are properly specified and compatible with the design requirements.
The following features of joints should be shown on the plans or shop drawings:
Blockout details showing a second pour, including blockout dimensions and additional reinforcing
required.
Required end treatment in barriers or curbs, including enough details or explanation to accommodate
each of the proprietary systems selected (i.e. cover plates, etc).
Consideration to traffic control in determining section pattern lengths.
Movement rating.
Assumed temperature and opening at time of installation with temperature correction factors.
Actual horizontal length of joint measured from inside of the barrier face to inside of barrier face
corrected for skew.
Part 2 Kuwait Bridges and Highway Structures Design Manual Deck Joints

Page 12-2
Recesses in deck surface and their details for the case of expansion joints thicker than the wearing
course.
For modular joints, the joints style, gland type, steel edge beam material shall be specified.
12.2 COMMON DECK JOINT TYPES
12.2.1 Compression Seals
The compression seal element should have a shape factor of 1:1(width to height) to minimize sidewall
pressure. The size of the compression seal shall be specified on the plans.
Effective movement ratings for this type of joint range up to 50mm. Advantages for this type of joint
include its low cost, proven performance and acceptance for use on pedestrian walkways. However, this
type of joint cannot be unbolted and easily raised, generates pressure and it is not good for high skews or
horizontal direction changes.
12.2.2 Strip Seals
Effective movement ratings for this type of joint range up to 100mm. This type of joint is best used when
the movement rating is beyond the capacity of compression seals and for large skews. Strip seals joints will
require cover plates for pedestrian walkways.
12.2.3 Asphaltic Plug Joints
Effective movement ratings for this type of joint range up to 50mm. The advantage of this type of joint is
being durable, noiseless under traffic, practically Maintenance free and easy to install. It is the best choice
for precast girder decks with no continuity top slab and with top slab for an expansion length up to 60 m.
12.2.4 Elastomeric Joints
Effective movement ratings for this type of joint range up to 350mm. It is the best choice for an expansion
length up to 350 m and is particularly suitable for continuous bridge decks.
12.2.5 Modular Joints
Modular joints are very complex joint systems. Effective movements ratings range from 100mm up to
750mm. Modular joints are the best choice for movements ratings over 300mm.

Part 2 Kuwait Bridges and Highway Structures Design Manual Bearings

Page 13-1
13. BEARINGS
Kuwait motorway bridges built in the early 1980s have exhibited severe bearing deterioration such as
excessive bulging, tearing, and separation of laminated pads.
The following recommendations shall be addressed in design and detailing of bearings for new bridges.
Bearings shall be accessible and easily inspected by providing enough vertical and lateral clearances.
Pot bearings should not be covered and should have permanent marking indicating initial position
(rotation and displacement) and height (when loaded) of bearing.
Bridge seat and beam end diaphragms shall be detailed to allow jacking of bridge from bridge seat
whenever is practical in case of bearing replacement.
Design of fixed bearings should avoid using elastomeric pads with holes for anchor rods as this makes
bearing replacement extremely difficult.
Un-reinforced elastomeric bearing pads shall not be used unless for very light loading.
Reinforced elastomeric pads shall be of neoprene (not natural rubber) and used only for short span
precast beams.
13.1 MOVEMENT CRITERIA
Because bearings must be designed to be installed at temperatures other than the mean temperature, the
movement rating should be based on the full temperature range and not the rise or fall from a mean
temperature. Calculation of the movement rating shall include:
Thermal movement, shortening due to creep, shrinkage and prestressed shortening.
For cast-in-place post-tensioned concrete box girder bridges both the elastic and long term prestress
shortening effects shall be considered.
An initial offset of the top sliding surface from the centerline of bearing should be calculated and shown on
the plans or shop drawings so that the top sliding surface will be centered over the bottom sliding surface
and the centerline of bearing after all shrinkage, creep and post-tensioning shortening has taken place in
the superstructure.
13.2 TYPES OF BEARINGS RECOMMENDED
Permissible bearing types include, elastomeric bearing pads, steel bearings, sliding elastomeric bearings
and high- load multi-rotational bearings (pot, disc or spherical).
Because of previous problems with existing bearings, all bearings types including electrometric bearing pads
shall be designed for impact.
13.2.1 Elastomeric Bearing Pads
Elastomeric bearing pads shall conform to the requirements of AASHTO LRFD Section 14 or Eurocode EN
1337. Bearing pads shall be designed and to be constructed using steel laminates. If fiberglass laminates
are needed, this has to be indicated. The following data should be shown on the plans or shop drawings:
Length, Width and Thickness of Pad
Durometer Hardness
Design Methods (A or B)
Design Load
Low Temperature Zone (A, B or C)
Elastomer Grade (0, 2 or 3)
Generally, bearing pads shall be Durometer 60-Elastomer with steel reinforcement.
Design of steel-reinforced elastomeric bearings shall be in accordance with AASHTO LRFD Bridge Design
Specifications Method B defined in Article 14.7.5 or Method A defined in Article 14.7.6 where the provisions
of the appropriate article are used. Alternatively elastomeric bearings may be designed in accordance with
Eurocode CEN prEN 1337-3. The specifications shall clearly indicate the required testing and quality control
procedure required.

Page 13-2
Pads shall have a minimum thickness of 25mm and generally with maximum thickness around 100mm.
Holes will not be allowed in the pads.
Where possible, width and length dimensions shall be detailed in even 50mm increments.
Where used with prestressed I-girders, pads shall measure a minimum width of 50mm less than the
nominal width of the girder base to accommodate the 20mm side chamfer and shall be set back 50mm from
the end of the girder to avoid spalling of the girder ends.
Elastomeric pads should not be used in cases where deck joints or bearings limit vertical movements, such
as in holder style sliding steel plate joints or widening where existing steel bearings are to remain.
Where elastomeric bearing pads with greased sliding plates are used on post-tensioned box girder bridges
to limit the required thickness of the pad, the pad thickness should be determined based on temperature
movements only, with the initial and long term shortening assumed to be taken by the sliding surface.
Elastomeric bearing pads are the preferred bearing type for new steel girders, precast prestressed girders
and short span post-tensioned box girder bridges.
13.2.2 Steel Bearings
Steel bearings may consist of rockers or fixed or expansion assemblies, which conform to the requirements,
specified in Section 14 of AASHTO LRFD.
Steel bearings are not a preferred bearing type and their use should normally be limited to situations where
new bearings are to match the existing bearings type on bridge widening projects.
13.2.3 Sliding Elastomeric Bearings
Sliding elastomeric bearings consist of an upper steel bearing plate anchored to the superstructure, a
stainless steel undersurface and an elastomeric pad with Teflon coated upper surface. The Teflon surface
shall be attached to a 10mm minimum thick plate, which is vulcanized to the elastomeric pad. The bearing
accommodates horizontal movement through the Teflon sliding surface and rotation through the elastomeric
bearing with the thickness of the elastomeric bearing determined by the rotational and friction force
requirements. Keepers may be used for horizontal restraint of the pads. Anchor bolts with slotted keeper
plates may provide vertical restraint or individual vertical restraint as appropriate. The pad dimensions and
all details of the anchorage and restraint systems shall be shown on the plans. The special provisions should
allow for proprietary alternates.
Sliding elastomeric bearings should be considered for applications where regular elastomeric bearing pads
would exceed 100mm in height or where special access details would be required for other proprietary
bearings in such places as hinges.
13.2.4 High Load Multi-Rotational Bearings
High load multi-rotational fixed bearings consist of a rotational element of the Pot-type, Disc-type or
Spherical-type. High-load multi-rotational expansion bearings consist of a rotational element of the Pot-
type, Disc-type or Spherical-type, sliding surfaces to accommodate translation and guide bars to limit
movement in specified directions when required.
Pot bearings consist of a rotational element comprised of an elastomeric disc totally confined within a steel
cylinder. Disc bearings consist of a rotational element comprised of a polyether urethane disc confined by
upper and lower steel bearing plates and restricted from horizontal movement by limiting rings and a shear
restriction mechanism. Spherical bearings consist of a rotational element comprised of a spherical bottom
convex plate and mating spherical top concave plate.
These design criteria were prepared for the broad range of normal applications and the specified limits of
loads, forces and movements. The design and manufacture of multi-rotational bearings relies heavily on the
principles of engineering mechanics and extensive practical experience in bearing design and manufacture.
Therefore, in special cases where structural requirements fall outside the normal limits; a bearing
manufacturer should be consulted.
13.2.4.1 Rotational Requirements
The rotational requirements of these bearings are treated in a new way. Rotational requirements of the
bearings, Rb, are determined by:

Page 13-3
Rb = Rs + Rc
Where
Rb = Rotation capacity designed into the bearings.
Rs = Anticipated rotation of the structure in service. (Includes live loads and rotations induced by
construction / erection sequences).
Rc = Rotation induced in the bearing by construction tolerances, 0.02 radians maximum.
13.2.4.2 Use of multi - rotational bearings is especially indicated where:
Low profile, high load bearings are required.
Long span, curved, or skewed bridges and other similar structures of complex design are required.
Long slender columns or light frames and members exhibit minimum stiffness or rigidity.
Settlement of the substructure is anticipated.
Self-aligning capabilities are required.
Large movements are anticipated.
Economical, long life, or low maintenance bearings are desirable.
Regular elastomeric bearing pads would exceed 100mm in height.
13.2.4.3 Design Criteria
Since special details are required to allow for access of inspection, repair or replacement of the bearings,
the replacing of joints to eliminate the need for use these bearing types should be considered.
Some structural considerations in use of multi-rotational bearings are listed below. Reference to this
specification refers to the design criteria below.
1. Vertical and horizontal loads shall be assumed to occur simultaneously. All loads are service loads.
Minimum vertical loads are dead loads and superimposed dead loads excluding the future wearing
surface, and live loads and impact.
2. The total recommended clearance between all guiding and guided sliding surfaces shall not excced
1.5mm in order to limit edge stress on guiding interfaces.
3. Avoid specifying total spacing of more than 1.5mm between guides and guided components where
possible.
4. Where feasible provide at last two fixed or guided expansion bearings each able to resist all
horizontal forces at each abutment, column, hinge or pier for design redundancy.
5. Some press-fit guide bar details in common use have proven unsatisfactory in resisting horizontal
loads. When analyzing these designs, consideration should be given to the possibility of rolling of
the bar in the recess.
6. Multi-rotational bearings should not be used at vertical loads less than 20% of their vertical
capacity. Bearings for less than 20% vertical capacity require special design.
7. Special consideration in bearing design shall be given where high horizontal to vertical load (above
0.30) is anticipated.
8. Frictional resistance of bearing slide surfaces should be neglected when calculating horizontal load
capacity.
9. The installed alignment of bearing guiding systems relative to the anticipated movement direction
of the structure should be carefully considered to avoid bearing guide system failure. Special
studies or designs may be required on curved or skewed structures to ensure correct installation.
10. The substructure and superstructure should be designed so as to remain rigid under all service
conditions in areas around and in contact with the bearings, paying particular attention to the use
of stiffness at extreme points of movements.
11. The substructure and superstructure design should permit bearings to be removed for inspection or
rehabilitation by minimum jacking of the structure. Jacking points shall be provided in the structural
design.

Page 13-4
12. The minimum structure rotation, Rs, of bearings covered in the specification is 0.01 radians. Rs
comprises live loads and rotations induced by construction/erection sequences.
13. The maximum construction rotation, Rc (rotation induced by construction tolerances), is 0.01
radians
14. Recommended coefficients of friction for structure design follows:
o Unfilled sheet or woven fiber.
o PTFE/stainless steel 0.04.
o Filled PTFE sheet/stainless steel 0.08.
The above coefficients of friction are based on the average stress and limits of edge stress of
PTFE in this specification, out of level installations within the limits of this specification and
normal in service oxidation of the stainless steel mating surface. Service conditions, where
exceptional corrosion of the stainless steel mating surface may occur, will require special
assessment of the long-term coefficient of friction.
15. Pot, disc and spherical multi-rotational bearings should not be mixed at the same expansion joint or
bent. The differing deflection characteristics and differing rotation characteristics may result in
damage to the bearings and / or structure.
16. Contract drawings and documents should contain a bearing schedule.
17. Some bearing tests are very costly to perform. Other bearings tests cannot be performed because of
the unavailability of test equipment. The following test requirements should be carefully considered
before specifying them:
o Vertical loads exceeding 2,250,000kg.
o Horizontal loads exceeding 225,000kg.
o The simultaneous application of horizontal and vertical loads where the horizontal load exceeds
75% of the vertical load.
o Triaxial test loading.
o The requirement for dynamic rotation of the test bearing while under vertical loads.
13.3 BEARING SCHEDULE
A bearing schedule shall be included in the contract drawings or as built documents and shall contain the
following as minimum:
A schedule of all minimum and maximum vertical and horizontal service loads.
Minimum structure and construction rotation requirements.
Magnitude and direction of movements at all bearing support points.
Quantity, type (fixed, expansion or guided expansion).
Plan view, alignment and location of all bearing units.
Allowable upper and lower bearing contact pressure.
Fixing or anchorage details and / or requirements.
Grades, bevels and slopes of all bearings.
Allowable coefficient of friction of slides surfaces.
Surface coating requirements and the appropriate specifications.
Seismic requirements, if any.
Uplift details, temporary attachments or other requirements.
Installation scheme.
Bearing preset details, if required.
The information related to design should be in a bearing schedule based on Table C.14.4.1-1 of AASHTO
LRFD Bridge Design specifications. Design rotation movement and other requirements in the bearing
schedule should only refer to the requirements of the structure where the bearings are to be used.
Part 2 Kuwait Bridges and Highway Structures Design Manual Restraining Devices

Page 14-1
14. RESTRAINING DEVICES
Restraining devices are meant to prohibit movement in a specified direction. Restraining devices shall be
designed to resist the imposed loads including earthquakes as specified in AASHTO LRFD and as modified in
this manual.
Restraining devices could include concrete shear keys or end blocks, horizontal or vertical cable restrainers
or mechanical restraining devices that would be an integral part of bearing or a separate system.
Restraining device to prohibit vertical displacement at expansion ends shall be designed to allow for
inspection and future replacement of bearings.
Allowable restraining devices include, but are not limited to the following: vertical fixed restrainers, vertical
expansion restrainers, external shear keys, internal shear keys and keyed hinges.
14.1 VERTICAL FIXED RESTRAINERS
Vertical fixed restrainers consist of cable and appropriate hardware and are designed to allow rotation but
no translation in either horizontal direction.
14.2 VERTICAL EXPANSION RESTRAINERS
Vertical expansion restrainers consist of cable and appropriate hardware and are designed to allow rotation
and longitudinal translation but no transverse translation. Some limited vertical displacement is allowed to
permit replacement of bearing if required.
14.3 SHEAR KEYS
Shear keys are reinforced blocks designed to limit transverse displacement while allowing longitudinal and
rotational movements. External shear keys are preferable to internal restrainers since they are more
accessible for repairs and easier to construction.
14.4 KEYED HINGE
A keyed hinge is a restraining device, which limits displacements in both horizontal directions while allowing
rotation.
For a typical expansion seat abutment where restraining devices are required, the restraining devices will
consist of vertical expansion restrainers and external shear keys.
For a typical seat abutment for a post-tension box girder bridge, restraining devices will consist of vertical
fixed restrainers and external shear keys. For a typical pinned seat abutment for a prestressed girder
bridge, restraining and external or internal shear keys.
For a typical pinned pier, restraining devices will consist of vertical expansion restrainers and internal shear
keys.
For a typical pinned pier, restraining devices will consist of vertical fixed restrainers and internal shear keys
or a keyed hinge.

Part 2 Kuwait Bridges and Highway Structures Design Manual Sign Support Structures

Page 15-1
15. SIGN SUPPORT STRUCTURES
Sign support structures shall be designed in accordance with AASHTOs Standard Specifications for
Structural Supports for Highway Signs, Luminaries and Traffic Signals.

Part 2 Kuwait Bridges and Highway Structures Design Manual Pedestrian Bridges

Page 16-1

16. PEDESTRIAN BRIDGES
Pedestrian bridges shall be designed in accordance with AASHTOs Guide Specifications for Design of
Pedestrian Bridges except as clarified or modified in this manual.
16.1 DESIGN LOADS
16.1.1 Pedestrian Live Load
Pedestrian Live Load shall be as per AASHTO LRFD Article 3.6.1.6. However, Live Load shall not be less than
4.3kPa for walkway area.
16.1.2 Vehicle Load
When ramps are used the bridge shall be designed for a maintenance vehicle. If not specified by MPW, the
maintenance vehicle shall be:
When the bridge clear deck width is less than 3.00m, H-5 x 1.05 truck shall be used with total weight of
47kN.
When the bridge clear deck width is larger than 3.00m, H-10 x 1.05 truck shall be used with total weight
of 94kN.
The H-5 and H-10 refer to the AASHTO Standard Specifications for Highway Bridges Article 3.7.5.
All bridges regardless of width shall be designed for a single load equal 25kN placed at location to produce
maximum stress.
16.2 DESIGN DETAILS
In addition to the requirements of Section 1.3 of AASHTOs Guide Specifications for Design of Pedestrian
Bridges, the following shall apply:
16.2.1 Stairs and Ramps
Pedestrian bridges shall be provided with both stairs and ramps for handicapped.
The ramps shall be 2.5m wide with a maximum grade of 8.33%. The preferred grade is 5%, which shall be
used where possible.
Where the total rise of a ramp exceeds 3.5m, horizontal landings shall be provided at equal intervals along
the length of the ramp. Each section of ramp shall not have a rise more than 3.5m. The length of the
landing shall not be less than 2m.
When ramps are provided, the width of the auxiliary stairways shall be no less than 1.8m. For auxiliary
stairways, the stairs shall have 350mm treads and 125mm risers. 300mm treads and 150mm risers may be
accepted in constrained sites. Non-slip nosing shall be provided on stairs with Intermediate platforms.
In special circumstances where provision of ramps and auxiliary stairs is not possible, stairs only or ramps
only can be provided. This will require prior approval MPW.
Where stairs only are used:
The number of steps in single flight of stairs shall not be more than 20.
The risers and treads of each step in a single flight shall be uniform.
The riser shall not be more than 150mm and the treads shall not be less than 300mm.
Completely open risers are not acceptable.
16.2.2 Handrails
Handrails shall be provided on both sides of stairs, ramps and ramp approached.
16.2.3 Walkway
The width of walkway shall be no less than 2.0m. When the bridge is covered or a canopy is provided the
minimum headroom for all walks shall be 2.3m.
Part 2 Kuwait Bridges and Highway Structures Design Manual Pedestrian Bridges

Page 16-2
The surfacing of walkways shall be have a slip resistant finish which has a skid resistance against rubber,
leather or composition of sole material of not less than 65 units under wet conditions.
16.2.4 Railing
Railing for pedestrian bridges must comply with the geometry and strength requirements of current
AASHTO LRFD Section 13.
Pedestrian railing openings between vertical members must be small enough that a 150mm sphere cannot
pass through them.
Railing can be metal or concrete or combination of the two materials.
Where the walkway is near residential areas or where people would be present around the bridge,
consideration shall be given to providing a solid railing, which provides visual barrier and protect the privacy
of users of bridge and nearby residences.
16.2.5 Enclosed Walkways
Enclosure may be required to protect users from direct sunlight or to prevent users of the bridge from
dropping objects on highway. Enclosure will only be needed when specified by the MPW.
16.2.6 Lighting
Pedestrian bridges shall be illuminated adequately.

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